Safety can be divided into two categories - the standard of the vessel (and equipments carried ) and the manner in which the vessel is operated. While the skipper is ultimately responsible for all aspects he/she cannot be on duty all the time and all members of a crew must share in accepting responsibility for the safety of the vessel and crew.
Australian mariners who operate inshore or
in distant waters should be prepare to meet all emergencies. If their boat
is wrecked, burnt out, capsized or in a cyclone it then becomes a matter of
survival.
Unless there is a particularly good reason
for doing so a seaman should never attempt to leave the area where the
vessel sank or has been disabled. Searchers will far more easily detect
the remains of a visible vessel than its liferaft(s). A national air &
sea rescue service is available to help those is distress at sea but if
a vessel goes down far from land or in remote areas it may be days or
even weeks before survivors can be found. Experience has proved that the
outstanding causes of death among shipwreck victims are
(a) Exposure
to cold
(b) Dehydration
due to insufficient drinking water
(c) Drinking
sea water or urine
The qualities essential to the survival of crews
of boats or rafts when adrift in the open sea are a determination to survive,
confidence, cheerfulness and willingness to co-operate. The person in charge
of the raft (and there needs to be one), has the most exacting task because
in addition to looking after his/her craft he/she must inspire the crew with
confidence, both in the skipper and themselves at all times. The raft skipper
must arrange for each of the crew to be given a specific duty, work out a
daily routine and see that it is properly carried out. He/she must also take
charge of the rations and supervise their issue and make sure that the sick
and injured are cared for as best as the conditions allow.
Every precaution should be taken to ensure that
all survival equipment is checked for content and quality before each voyage.
Because of the essential need for water in a survival situation seagoing vessels
should carry a quantity of pure water in plastic containers for topping up
batteries. Such containers should then be stowed in accessible places for
transfer to the liferaft in an emergency.
* Put on all available waterproof clothing, including gloves,
headgear, and life jacket.
* Collect survival kit & EPIRB Note present position. Send
out MAYDAY
* Launch life raft attached to ship. Consider launching the dinghy
- see below.
* Try to enter life raft directly from the boat - but don't jump
into it. Get a safe distance from the sinking vessel.
* Collect all available flotsam. The most unlikely articles can
be adapted for use under survival conditions.
* Keep warm by huddling bodies together. Keep dry, especially
your feet.
* Stream a sea anchor and arrange lookout watches.
* Use flares only on skipper's orders when there is a real chance
of them being seen.
* Take precautions against seasickness - using pills if necessary.
* Arrange for collecting rainwater. Ration water to maximum
of half a litre per person per day, issued in small increments. Do not drink
seawater or urine. If water is in short supply, eat only sweets from survival
rations.
To expand further on just one of the suggested
actions : the decision to launch the dinghy, other than an inflatable, & especially
when attached to the life raft, needs further consideration. Firstly what
are the conditions causing the abandonment? The decision to take the dinghy
will be strongly influenced by the prevailing conditions which will determine
the likelihood of the dinghy filling with water and the forces necessary
to keep life raft and dinghy tied together. Secondly will the dinghy float
when full of water and, if it floats, will it float the right way up? If
it won't float the right way up with water in it then it might head for
the bottom when pulled by a life raft. What will happen if the dinghy,
especially an aluminium or fibreglass one, collides with the life raft
which usually relies on airtight chamber(s) for flotation?. In rough seas
and high wind such an event is probably more likely than not -they will
certainly be frequently pulled towards each other. Is the towing attachment
at the life raft strong enough to withstand the high forces likely to be
encountered in high sea and wind states? If the tow rips out at the life
raft will it leave a big air escape hole? In the event of such a hole will
the life raft continue to float with the normal compliment of survivors?
There are probably other considerations on this decision
alone. How many mariners would know these characteristics about their own
dinghies and life rafts? In the handling of emergencies we will do well
to remember that "Knowledge dispels Fear" Unfortunately the reverse
is also true. However, a full consideration of the factors beforehand will
certainly reduce the panic level in the real situation.
Consider the extra risks of fire when rafted up to one or more other boats. Firstly there is the problem of not really knowing how fire conscious the other crews are. If there is a fire & you need to get away from other boats, say at 3 am, could you do it quickly and without fouling anyone else's gear? It's at a time like this that the person who tied that extra but unnecessary knot is roundly cursed - and it's even worse if the one trying to undo lines is not the same one who put them there. So next time you feel a little put out because the skipper insisted that mooring lines be secured precisely remember that there could be a very good reason which just might save a life. Another important consideration particularly when rafted up is the ability to get the engine going quickly - is the key in the switch or is it always kept in the same easily accessible place?
All the crew should be familiar with the basic fire drills. Where is the extinguisher(s)? What type of fire is the extinguisher suitable for? How do they release from their fittings? How do they work? What other fire fighting devices are there? (buckets etc) Are they readily accessible? (Being locked in a lazarette won't help put a fire out quickly). Have the crew had any discussion about how a fire might be put out? Where are the likely areas a fire might start? What kind of fire extinguisher should be carried on the vessel - where storage space will be limited? (To help decide the best type for the most likely risk go to the Fire Extinguisher Types Chart)
Skippers need to have worked out a basic fire fighting plan. Otherwise how can the fire extinguishers be located sensibly? All fires should be fought from the nearest suitable exit keeping between the fire and the exit. This generally means getting out of the cabin and hitting the seat of the fire. Fumes can be more dangerous that the flames - so stay out of the cabin even after the fire is out until absolutely sure that smoke and fumes have dissipated
Best advice of all from the old salts is to avoid fire in the first place by being conscious of the ever present fire risk and preventing insidious crew complacency - particularly by the skipper.
Even though most Australian coastal waters are relatively warm there is still a risk of hypothermia - particularly in winter months, in colder southern waters, and in strong wind. The state of the victim also has a marked effect on susceptibility - things like age, physical fitness, recent food and liquid intake, protective clothing, recent exposure and mental state.
Anything that contributes to loss of body heat below about 37degrees C induces hypothermia Furthermore simple exposure to wind without immersion can cause hypothermia. In some cases immersion may slow the onset when it allows the victim to escape greater damage from wind chill.
Symptoms of hypothermia can include shivering, blueness of extremities, slurred speech, slow or uncoordinated reactions, cold skin, slow pulse, shallow breathing, headache, and collapse. Often the victim will be quite unaware of their own level of incapacity, and decisions made while suffering from hypothermia can easily be badly flawed. To make matters worse the sufferer is not likely to be aware of the full extent of their own debilitation.
Treatment involves slowly raising the body temperature by various means. Therefore wet clothing should be removed and the victim placed in a warm bed, preferably under blankets. A tepid warm bath is also a good place for initial treatment. If the victim is unconscious or stops breathing give mouth to mouth resuscitation. Despite customary belief, alcohol causes loss of heat and should not be given.
However, hypothermia can be beneficial in some circumstances and may be deliberately induced for medical purposes. Reduction in body temperature causes a slowing of the metabolism. This is useful in certain types of surgery and to reduce bleeding in a particular part of the body.
For the mariner, hypothermia is a dangerous condition. It is best avoided by keeping both dry and warm - particularly in windy conditions. When swimming from the boat care should also be taken not to allow the combination of wind and cold air or water to induce hypothermia - so don't stay in the water too long - especially when by yourself in the water looking at beautiful underwater scenery!
Although lightning strikes on boats are not common they are far more frequent now that tall parts on boats (especially masts) are more often metal rather than wood. Tall metal components provide an ideal conductor through which the lightning can reach the earth. The problem is that the path so provided is not a complete electrical path - it usually stops at the deck or keel.. The lightning running through the conductor finds its path impeded by non-conductive material such as fibreglass or timber. Since the
Measures to avoid a lightning strike may not be possible once the crew has put to sea. Nevertheless action can be taken to avoid the worst part of electrical storm. When near electrical atmospheric activity all non essential equipment should be turned off. It is even better to completely disconnect equipment from the source of power. The cautious mariner will also recognise that complete avoiding action will not always be possible and other precautions will be prudent. Protection against lightning must be done earlier and is an important part of equipping a boat with safety gear. Even though it is true that lightning can literally strike anything it is more likely to hit large keel boats with high metal masts. Therefore ocean going craft ought to be equipped with proper lightning conductors.
Fitting a conductor at the masthead provides protection to all parts of the boat in a cone like shadow. A heavy duty cable must then be run from the conductor and earthed to sizeable plate in the hull so that the lightning can take a non-destructive path to the water without being diverted down rigging or some other incomplete path with less resistance. The gauge of wire selected for this task must be large enough to provide a better electrical path than either the mast or rigging.
Emergency measures to be taken after a lightning strike depend on the nature and extent of the damage. If a lightning strike occurs or is suspected all electrical equipment should be carefully and individually checked.
....The diagram shows the minimum recommended clearance distances from high voltage lines.
.... The problem for the vessel skipper is that, where such lines cross water, the lowest point of the line is in the middle of the span. This is often where the deepest and safest water is to be found. Where possible pass under the line away from its lowest point and where safe clearance is in doubt let caution prevail.
Undoubtedly the best communications equipment will normally be marine radios - for people in boats this means a VHF, HF or 27Mhz radio or combinations of these. However the mobile phone will always be a useful addition. It is not a good idea to rely on just a mobile phone without any specialised radios. The best chance of effective communication usually lies in the marine radio and especially for emergencies. However, under some circumstances a mobile phone could be very useful - such as a problem with the electrical power supply on the boat which denies radio use. It is also usually far easier to make or change administrative arrangements by phone rather than by relayed messages via radio links. The mobile phone is also far more private and also allows greater freedom to other users of the radio frequencies.
The essential point is that the mobile phone is a useful tool but it should not be the primary one and boats should not be considered properly fitted with communications without some kind of marine radio.
TAKE THE MOBILE ON THE BOAT
The prudent skipper will establish communications with the parent organisation whenever the vessel is moved - and especially when moving to open waters. To organise a safety watch for a vessel contact should be made on either Ch 88 (27Mhz) or Ch 16 (VHF). Vessel details are taken and the vessel is passed on the the next station in the chain as progress is made towards the destination. The beauty of the system is that extra care is devoted to ensuring that each vessel logged-on gets safely to the destination. Even if a radio is not carried or becomes unserviceable business can normally be conducted by mobile phone. If a mobile phone is carried it should be turned on an placed handy to the duty crew. Also see the item about the Marine Radio Safety Service.
For a list of the NSW Coast Radio stations see the Rescue Organisations Page.
