Archive for the ‘Safety and Emergencies’ Category

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Going aground

Monday, July 5th, 2010

When I read that a yacht ran aground on shallow reefs because of lower than usual tides, I was perplexed. But perhaps that’s because I haven’t been sailing around Bermuda recently.

Meteorologists with the Bermuda Weather Service have reported that tides have been lower than expected due to the effect of cold eddies circling the island. Tides have been recorded to be 0.7 ft to one foot lower than average.

A prudent skipper would not be caught out. He would know what his yacht draws and allow a much greater amount of water between it and the sea bottom.

Fortunately for the skipper involved, nearby motor boats were able to rescue the yacht from the reef and only minor damage occurred.

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What was John Bonds best known for?

Sunday, June 20th, 2010

He’s the man who pioneered the Quick Stop method of retrieving a crew member from the water.

As a member of the Safety at Sea committee, John Bonds conducted some 600 tests with midshipmen and using different equipment before concluding that the Quick Stop was the most effective manoeuvre.

It took some years for the Quick Stop to be adopted as the preferred man overboard response but it is now taught in sailing courses around the world, displacing the traditional, broad reach method.

What other significant innovation was he responsible for?

The answer is in this week’s newsletter, where we acknowledged John’s impact on sea safety.

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Welsh coastguard rescues man twice!

Friday, June 11th, 2010

Last week a man, we won’t call him a yachtsman, alone aboard his 12-metre yacht, called the Swansea Coastguard in Wales when his yacht lost all power and he was unable to start his engine. The Coastguard sent a lifeboat from Mumbles to rescue him.

Less than 24 hours later the same man called the Swansea Coastguard again after suffering the same problem. The Coastguard sent a lifeboat from Barry to tow the yacht to safety. Crew on board the lifeboat found that the yacht had no navigation lights and the man’s mobile phone and handheld GPS had low battery strength. No mention was made of a VHF radio.

The Swansea Coastguard watch manager, Dave Jones said: “When we give out safety advice to people going out for a trip in a yacht we recommend that people take adequate communications and navigational devices, flares, and check their engines.

“Unfortunately, this man followed none of this advice and set out not once, but twice, knowing that he did not have sufficient power to reach his destination.”

He added: “We hope that the yachtsman will consider full equipping and preparing his vessel before he continues his journey in order that we do not have to send [lifeboats] out to his rescue for a third time.”

This man’s lack of preparation and the absence of yacht safety equipment strike me as even worse than the Sheppey boating fiasco.

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Posted in Safety and Emergencies | 2 Comments »

Sailing with a racing crew and “Wake me if…”

Thursday, April 1st, 2010

My previous post was about single- and double-handed sailing. I have to say that I much prefer to go to sea with a full racing crew, i.e. a group of sailors who know what to do and when to do it, and my preferred role is skipper/navigator. In that role, I don’t stand a watch but am awake or wakened whenever necessary. Don’t get me wrong. I’m not one of those people who never sleep or over-exhaust themselves and can’t make decisions when problems arise.

Sometimes, however, crew members take it upon themselves not to wake me even though conditions have changed in line with my safety briefing instructions of “Wake me if …” Trying to be kind to me, they let me sleep on even though that may jeopardise everyone’s safety. They’re probably not aware of a chatty helmsman who has been sailing off the given course, putting the boat closer to a danger than would be expected or desirable.

Even though the navigator should snap awake when summoned, the more time available to assess the situation and what needs to be done, the better.

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Posted in Safety and Emergencies, Skipper and Crew, Knots and Ropework | 1 Comment »

Full Report on the Flinders Islet Yacht Race, 9 October 2009

Friday, February 26th, 2010

The 86-page Internal Report prepared for the Cruising Yacht Club of Australia (CYCA) has been released publicly. Its authors, Rear Admiral Chris Oxenbould AO RAN (Rtd), Past Commodore David Kellett AM and Past Commodore John Brooks reviewed reports from and interviewed surviving crew from PWC Shockwave, skippers and crew from yachts involved in the search and rescue (SAR) as well as CYCA staff and race management volunteers.

Interviews were also held with the hydrographer of Australia, members of the Marine Area Command of the NSW Police and staff from Australian Maritime Safety Authority who were involved in the SAR. Information on the reliability of GPS systems was provided by a representative of Garmin Australia.

In addition to investigating the PWC Shockwave incident, the Inquiry Committee interviewed and reported on the recovery of the man overboard from Patrice VI and communications difficulties experienced by crew of that yacht.

There is lots of information in the report that is relevant to all who sail offshore anywhere in the world, whether cruising or racing.

I recommend you download and read the findings of the Flinders Islet Yacht Race Inquiry, in particular the recommendations on pages 55-59. Your life may depend on it.

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Make sure there’s an EPIRB in your grab bag

Monday, January 25th, 2010

Another recommendation from the Flinders Islet yacht race incident preliminary report* was that yachts should have “a ‘mini grab bag’ that is easily accessible from the cockpit of the yacht containing at least a VHF handheld radio, 2 flares and, if possible, an EPIRB.”

Personally, I don’t think the EPIRB should be optional. I’d be much happier knowing that there was one in the grab bag if I needed to abandon ship.

If you do plan to get one, it needs to be a manually operated EPIRB so that you can activate it when necessary. And preferably with GPS, which can update rescue authorities with details of your position – particularly important when being blown along in a liferaft.

* You can read our report on the Cruising Yacht Club of Australia (CYCA) Board’s recommendations in our Newsletter Archive.

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Spotlight vs floating torch

Friday, January 22nd, 2010

The recently released preliminary report* into the Flinders Islet yacht race incident recommended that:

A handheld portable spotlight be carried on board in a readily accessible position, as it has been demonstrated that the standard floating torch or equivalent does not have sufficient candle power to illuminate objects at a distance from the yacht, particularly in a search and rescue situation.

I must say that I appreciated the usefulness of such a spotlight when arriving in Southport, Tasmania long after dark. We were one of six boats sailing from Hobart to Port Davey, in the South West Heritage Wilderness. One of our fellow voyagers, Charlie, had arrived and anchored earlier. As we approached, we talked on the radio and he said he’d go out on deck and shine his spotlight to show us where he was. He also illuminated other boats, moored or at anchor in the bay. As a result we were able to find a safe place to anchor nearby.

A floating torch would certainly not have provided sufficient light to help us.

As a result I would certainly want to have a handheld portable spotlight on board any yacht I was going sail at night and recommend that other skippers do likewise.

* You can read our report on the Cruising Yacht Club of Australia (CYCA) Board’s recommendations in our Newsletter Archive.

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Carry your own torch

Wednesday, January 20th, 2010

I remember one of the Christmas presents I received on the eve of my first Sydney-Hobart yacht race in 1987. It was a small, black Maglite torch, with a lanyard attached – my personal light to be used when working on deck at night. It was also very useful down below at change of watch when searching for my sheepskin hat or sailing gloves or other ‘missing’ piece of clothing or equipment. It meant that I did not have to switch lights on to find my way around, disturbing other crew members in the process.

After the recent loss of two crew members from the yacht, Shockwave, at Flinders Islet, the Cruising Yacht Club of Australia (CYCA) set up an internal inquiry. The fourth of the six recommendations made by the Board of the CYCA recognised the importance of providing illumination below decks, stating that it “may be achieved by providing each crew member with a small portable torch for use in the event of complete electrical failure on the yacht or any other emergencies”.

Lucky for me that Jim had years earlier provided me with this safeguard.

Read our full report on the Board’s recommendations in our Newsletter Archive.

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