A cautionary tale for all cruising boaters. Please treat propane with respect. Think through each part of the process when you’re dealing with it. Before you get started, and while you’re working, you should be asking yourself questions: What could go wrong here? If propane started leaking, what sources of ignition are present? Can I eliminate those? How would I get the propane gas out of the boat?

I’ve been fortunate so far, but I also set up my work space assuming that I will spill propane. “Spill” is a good word to use, by the way, because it gets you thinking about it the right way. Despite the fact that propane is a gas at ambient atmospheric pressure, it’s quite a bit heavier than air, so it tends to settle almost as a liquid would, filling whatever container (such as a boat hull) it spills into. So I think about propane leakage as if it were a spill; if I started spilling invisible, inflammable liquid all over my work area, what would happen?

Not this, I hope…

Jeff Chew has the story in the Peninsula Daily News:

[Only debris and a sunken hull remained Wednesday morning at John Wayne Marina in east Sequim, where a 38-foot wooden diesel yacht was destroyed in what Port of Port Angeles officials said was a propane tank explosion. U.S. Coast Guard officials were investigating the explosion that injured its 78-year-old owner, Keith Bryant, who had only been at the marina a month. -- Photo by Jeff Chew/Peninsula Daily News]

SEQUIM — A 78-year-old Sequim man injured in a Tuesday afternoon explosion that destroyed his boat moored in John Wayne Marina remained in critical condition Wednesday afternoon after he was treated for serious wounds and back injuries.

Keith Bryant, owner of the 38-foot William Garden-design wooden diesel yacht Escale, was apparently installing a new 15-gallon propane tank when the explosion occurred, said Ron Amundson, marina harbormaster.

“There were two boats on both sides of his that were semi-destroyed,” with about 10 others receiving less damage, Amundson said.

The remains of the Escale floated in pieces in the slip in which the boat had been docked.

“It’s on the bottom,” Amundson said of the boat’s hull, a view of which was obstructed by floating debris — everything from floats to a bar stool.

The upper structure of the craft was obliterated.

Read more

Why don’t I have a spotlight aboard Two Lucky Fish? Because I haven’t encountered one with all of the features I require:

• Forward-facing mount for moorage approaches at night.
• Handheld for spotting objects in the water regardless of their relative bearing; docks, mooring buoys, persons-in-water, etc.
• Removable for stowage inside the cabin or use in another vehicle.
• 12V cigarette lighter plug.

Until now! Seriously, this might be just the thing. Although I’m kind of fond of the new LED technology, which this doesn’t use. Plus it ain’t cheap. Still, I’m interested. Here’s the press release…

Among indispensible safety items for boating at night is a searchlight.  Whether used for emergencies or simply to find dropped items, the light should be powerful yet easy to control. Perko offers its Fig. 0440 Removable Hand Held Deck Control Searchlight to quickly shed light when, and where, it’s needed.

Various models feature 4-1/2" or 7" sealed beam bulbs powered through 12V or 32V cigarette lighter-style plugs.  The head and base are constructed from corrosion-resistant, chrome-plated brass.  A watertight deck connection helps keep the light securely in place for stationary use.  Added mobility for handheld operation comes from a push-button switch in the lamp’s head and an 8′ coiled cord.

This versatile searchlight is easy to pick up quickly to help locate a person or object in the water, scan the shoreline or even signal others.  The powerful beam penetrates fog, smoke, rain and haze.

Perko’s extensive line of searchlights range from handheld models such as the Fig. 0440 to commercial-use fixed units up to 19" with either incandescent or xenon bulbs.  Suggested retail prices of the CE-approved Removable Hand Held Deck Control Searchlight start around $260.

Deborah Bach has this story at Three Sheets Northwest:

Most boaters will never fire off a flare from their boats, but it’s a good idea to know how in case you ever need to.

And properly staging a practice run is easier than you might think — you just need to let the U.S. Coast Guard know.

That’s what the operator of a 38-foot vessel named Down Time did. A flare exercise will be conducted on the boat at 11:30 a.m. today, Nov. 18, in Hood Canal. The coordinator of the exercise notified Coast Guard District 13, which then added the item to its weekly Local Notice to Mariners, a list of channel conditions, obstructions, danger areas and other on-water happenings of interest to boaters.

Advance notification prevents the Coast Guard from being called out to the scene for a false emergency, and lets boaters who read the Local Notice to Mariners know not to be alarmed if they happen to be on Hood Canal and see flares being shot from a boat today.

Read more

I wrote about Mustang’s new M.I.T. inflatable PFDs during the Seattle Boat Show last winter, and I bought one for my own boat. So I took careful note when I spotted this item. Luckily for me, the particular model I purchased isn’t affected. But in case you have one that is, please read the information below. [Link to original: www.mustangsurvival.com/22lb-product-notice] —Tim

MUSTANG SURVIVAL ISSUES VOLUNTARY RECALL NOTICE ON MD2010 & MD2012 model 22LB Inflatable Personal Flotation Devices

In keeping with Mustang Survival’s commitment to the highest levels of product quality and safety, we are voluntarily recalling all model number MD2010 and MD2012 inflatable Personal Flotation Devices (PFD’s) sold in the United States during 2011. To determine if you are impacted by this recall please reference the images below:

Image 1:
Any inflatable product with multiple white sewn on safety labels on the back is OK and is not affected by this recall.

Image 2
If your inflatable does not have white sewn on safety labels, please check for model number MD2010 or MD2012 on the back of the PFD, then refer to Image 3.
Image 3
MD2010/MD2012 models with an “MIT” (Membrane Inflatable Technology) stamp (in black or color) above the CO2 cylinder are OK. Any MD2010 or MD2012 missing the “MIT” stamp should be returned to Mustang!

This recall is being issued for the inspection and repair of an inflator installation inconsistency that may prevent some units from fully inflating.  Mustang Survival has developed a solution that corrects any affected product and prevents re-occurrence of this issue.  The inspection and repair can only be performed at a Mustang Survival factory.

This recall notification is for only the MD2010 and MD2012 22LB buoyancy inflatable PFDs.  No other Mustang Survival products are affected as they utilize different inflator mechanisms. 

All MD2010 and MD2012 PFD’s without the stamped MIT logo as shown in Image 3 (above) should be returned to Mustang Survival for inspection.  All other Mustang PFD’s are okay for use.

Distributors and consumers are urged to contact Mustang Survival’s Customer Service department at 1-800-526-0532 between 7:30am and 4:30pm PST, Monday through Friday for specific shipping instructions.  If you have questions, please first refer to the Frequently Asked Questions below:

FREQUENTLY ASKED QUESTIONS

Q: Why do I have to return the product?
A: Our QA team has discovered an installation inconsistency with the inflator system that needs to be tested and corrected if necessary.

Q: How do I know if my inflatable is one of the affected products?
A: The model number is screen printed onto the back panel above the UL mark and will begin with the characters MD followed by four numbers. Affected products are MD2010 and MD2012

Q: When will I get my product back?
A: We are striving to have all products returned to dealers and consumers within 3-4 weeks (including shipping time to and from Mustang).

Q: What are you doing with my returned product?
A: All units will be tested and if necessary, repaired, before being returned. We will stamp the inside of the product above the CO2 cylinder with “MIT” to indicate that it has been tested and is OK.

Q: Are the re-arm kits affected by this recall?
A: Re-arm kits are not affected by this recall. The problem is isolated to the inflator assembly on the inflatable PFD.

Q: Is this a problem caused by the M.I.T. (Membrane) technology?
A: No, the problem is with the inflator installation on the affected units.

Q: Does this recall impact any other Mustang inflatable PFDs?
A: No, the recall is limited to only the MD2010 and MD2012 models due to its unique inflator components and installation method.

Q: How do I return my product?
A: Contact Mustang Survival’s Customer Service department at 1-800-526-0532 between 7:30am and 4:30pm PST, Monday through Friday with any questions or concerns regarding this voluntary recall notice.

Q: What are the shipping and repair costs?
A: Mustang Survival will pay for all testing, repair and shipping costs.

Q: How are you notifying the public about this issue?
A: A detailed communications plan is being executed to notify all affected dealers, distributors, consumers and industry partners.

[Link to original: www.mustangsurvival.com/22lb-product-notice]

I’ve written about DSC lots of times over the past few years, and I’m still astonished that this cool technology isn’t more fully understood by boaters. At this point, almost everybody with an installed marine VHF radio manufactured since…oh…about the turn of the century has DSC. I exaggerate, perhaps, but only a little.

How many of them understand how to use them? Most, perhaps. If you need help, you push and hold the “Distress” button. Heck, my kids understand how to use it!

But how many of owners of DSC-equipped boats have actually installed and configured these radios correctly? I’d be impressed if that figure were above 50%.

So at the risk of sounding like a broken record (if you don’t know what a record is, ask your grandparents), I’m going to republish this piece by Charles Rowe of Coast Guard Sector New York:

[A Coast Guard 41-foot search and rescue boat crew from Coast Guard Station Grand Isle and MH-65C Dolphin rescue helicopter crew from Coast Guard Air Station New Orleans prepare to conduct hoisting operations for a search and rescue demonstration. U.S. Coast Guard photograph/Petty Officer 3rd Class Tom Atkeson.]

One of the Coast Guard’s oldest and most honored missions is the rescue of those in peril on the sea.  Every rescue is a race against time, a contest not just with the hostile elements but with a clock that counts down tick by potentially deadly tick.

Few events are as frightening and as demanding as an emergency at sea.  One of the most immediate priorities of a vessel operator during an emergency is to broadcast a distress call seeking Coast Guard assistance. Under the stress of the moment, a voice call can be garbled, incomplete or wrong.  When minutes count and lives are in danger, lack of information or poor data can delay the Coast Guard’s ability to reach a mariner in distress.

[The Coast Guard responds to a report of a disabled 65-foot sailing vessel with three people aboard, about 30 miles south of Pt. Conception. U.S. Coast Guard photo by Coast Guard Air Station Los Angeles.]

Fortunately, there is a tool that can instantly broadcast the right information to the right people in an emergency. This tool is Digital Selective Calling, similar to an electronic maritime pager, which is triggered by a simple button on marine DSC-equipped radios.  When the button is depressed for three seconds, and if the system has been properly programmed, an alert is automatically broadcasted.  But just like any tool, DSC has to be used and cared for properly to be effective.

A recent incident in New York illustrates what can go wrong:

At 11:30 a.m. on Sept. 4, 2011, the Coast Guard Sector New York command center received a DSC alert. The only information contained in the alert was a Maritime Mobile Service Identity, a nine-digit number sequence that specifically identifies a vessel. If a GPS is hooked into the DSC-equipped radio, precise location data will also be transmitted.

Immediately, the command center developed a search area and search pattern. Simultaneously, the command center researched the MMSI data to identify the registered owner, who was contacted.  A short time later, the search was stood down.

Why? What did the Coast Guard learn that caused it to cease efforts before ever launching a search?

When the registered owner was contacted, he stated that he had sold the boat four years prior.  After further research, the Coast Guard was able to contact the second owner, who had sold the boat a week before.  Finally, the current owner was found.  When questioned, the current owner admitted that in the course of changing the battery, cleaning and checking equipment, he had inadvertently triggered the DSC distress alert. He also admitted that he had little idea of what DSC was or how it worked.

The potential consequence of this incident is fairly obvious.

When search and rescue assets are launched, it costs several thousand dollars per hour to operate these crafts. On a bogus search, that is taxpayer money burned up for no good reason.

When Coast Guard aircrafts and boats are fruitlessly engaged in a search triggered by a false alarm, they are not immediately available for a real emergency. People in imminent danger of death or injury and needing assistance right away may have to wait longer than they would if an unnecessary search was not underway.

An owner or operator who triggers an unnecessary search, even by accident, is liable to civil and criminal penalties that may include jail time, civil and criminal fines that can total thousands of dollars and reimbursement of search costs.

However, the Coast Guard’s preference is not to punish but to educate.  Responsible boat owners need to know what to do and how to do it.

Step one comes when you purchase a boat. Buy a marine radio, equipped with DSC. Then you need to register your MMSI data.  It doesn’t take long and it could be the difference between being found right away and not being found until it is too late. Remember, the last owner’s MMIS data leads to him, not to you, in case of emergency.

To remind yourself, post instructions on how to use, register and test a DSC near your radio or have them readily available.

If you do accidentally trigger a distress alert, make sure to follow the proper steps to cancel the alert.

Don’t make search and rescue tougher than it has to be.  Do your part to save your own life.  Give the Coast Guard the information it needs to find you as quickly as possible.  Learn how to use your equipment.  And, most of all, don’t trigger a false alarm; someone’s life may depend upon it.

See original

The crew of s/v Eolian recently had an exciting experience in the fog here in Puget Sound. Reminds me of my experience a few weeks back. Just as we did aboard Two Lucky Fish, Eolian made use of AIS data available over the internet on a smart phone. Read on…

A while back, we were in a position that required us to traverse Puget Sound from Port Madison to Shilshole in heavy fog. […] Puget Sound has a lot of shipping traffic, and an active and professionally run VTS system.  And we have radar on Eolian.  So I was not particularly worried…  focused and intense, yes, but not really worried.

As we started across, I notified VTS giving our speed and that we were going to be crossing the lanes.  They, in turn notified us of shipping in the area.  It looked good for us – a northbound freighter would be past us before we got to the northbound side of the Sound, and a southbound freighter would pass behind us as we entered the northbound lanes.

But just for grins, I fired up my iPhone and ran the "Ship Finder" AIS app.  [Editor’s note: I use Marine Traffic on my Android phone. —Tim] This app does not actually have a receiver in it – it takes advantage of information on the Internet somehow (don’t ask me how it works).  Sure enough, there were our two freighters, with their courses and speed vectors shown.  And their names.

About the time we entered the separation zone (the "median" between the traffic lanes, if you will), a problem developed.  We heard Manolo (the southbound freighter) complaining of a whole bunch of fishing boats out in the traffic lanes a couple of miles to the north of us, and then he said that he might have to veer into the northbound lanes to clear them.

I watched as Manolo‘s vector on the AIS display swung until it pointed right at us!  Crap.

Keep reading, by all means.

BUT, then go over and read Captain Richard Rodriguez’s commentary on the inherent limitations of smart phone-based AIS:

Why your AIS app isn’t approved for navigation

To wit: It’s “historical”. Maybe by a minute or two. Maybe by fifteen minutes. Maybe by an hour, which in navigational terms is an eternity…

I love the little AIS app on my phone, but I have no illusions that it is either complete or current!

The one you will wear! This article by Sarah Webster appears at USCG Prevention Blog:

Excerpt from U.S. Coast Guard Proceedings of the Marine Safety & Security Council magazine by Ms. Dorothy Takashina, Personal Flotation Device Manufacturers Association.

The Personal Flotation Device Manufacturers Association, comprised of life jacket and life jacket component manufacturers, continually works to improve standards and test methods by subsidizing independent studies and volunteering with industry work groups.

Wear It—Don’t Stow It!— Recreational boaters use life jackets classified by the Coast Guard as Type I, Type II, or Type III.

Type I has a minimum of 22 lbs. buoyancy. The bulky Type I life jacket is classified as “offshore” and is designed for survival in rough, open water where quick rescue is unlikely.

Type II has a minimum of 15.5 lbs. buoyancy and more stringent performance requirements than Type I, such as righting (turning many wearers face-up in the water). Type II is suitable for a wide variety of boating activities in calm inland waters where fast rescue is likely.

Type III life jackets also have a minimum of 15.5 lbs. buoyancy but do not have the more stringent standards required of Type II jackets. Type III jackets are generally considered the most comfortable for continuous wear and the most suitable for active water sports.

Inflatable Life Jackets—The first inflatable life jackets were U.S. Coast Guard-approved in 1996 and are gaining in popularity. They come in several variations, but basically work the same way: A gas-tight bladder is folded into a durable cover until the life jacket inflates or is inflated by firing a CO2 cylinder.
Inflatable PFDs may also be classified as Type I, II, or III:

Fully inflated Type I and Type II life jackets have a minimum of 34 lbs. buoyancy. Both types are suitable for off-shore use in open, rough waters, and for general boating and coastal cruising due to their slim design. Righting action is faster with the higher buoyancy of Types I and II. Type I inflatable PFDs have highly visible coloring, enhancing rescue.
The Type III inflatable life jacket has a minimum of 22.5 lbs. of buoyancy and is required to have righting ability.

All inflatable life jackets require re-arming and periodic maintenance.

Full article is available at http://www.uscg.mil/proceedings/fall2010.

Also, see this article at the same blog:
US SAILING Encourages Boaters to Wear Life Jackets

[It’s a press release. —Tim]

Survey Intended to Measure Boaters’ Awareness of Updates to Navigational Tools

St. Paul, Minn.—August 8, 2011—The Alliance for Safe Navigation, whose mission is to raise boater awareness about the importance of accurate navigational information, today announced its annual survey for recreational boaters. The survey’s purpose is to gauge boaters’ awareness of available updates to navigational tools and their concerns related to accuracy. This year’s survey also will gather data concerning groundings and whether they were related to a lack of accurate navigational tools.

While most boaters use aids such as GPS, electronic charts and paper charts, the 2010 survey of 7,570 boaters revealed that most respondents do not routinely purchase current charts that reflect weekly updates issued by the United States Coast Guard. These updates, called the Local Notice to Mariners, contain critical information about changes such as shifting shoals, moved buoys and newly submerged obstructions; boaters can easily access these updates.

“Changes happen every single day, and one seemingly small change can be very important when it comes to boater safety,” explains Ken Cirillo, business development executive for Jeppesen, a founding member of the alliance. “By using charts that are current, whether those charts are paper or electronic, boaters improve their odds of avoiding accidents and groundings.”

“Significant and frequent changes on—and under—the water happen, and boaters need to remain aware of these changes to ensure their safety,” says David Enabnit, technical director at NOAA’s Office of Coast Survey. “The Alliance for Safe Navigation strongly suggests that updated navigational tools are the best approach to safe navigation.”

To see the latest USCG Notice to Mariners for your location, visit Notice to Mariners. For more information or to find out how many changes have been made to your charts, go to www.allianceforsafenavigation.org.

About the Alliance for Safe Navigation

The Alliance for Safe Navigation www.allianceforsafenavigation.org) consists of industry leaders that all share a commitment to boating safety. The goal of the alliance is to raise the boating community’s understanding of and appreciation for up-to-date navigational information. The alliance encourages mariners to recognize the high number of changes made to their charts and to keep their electronic and paper charts accurate. Sponsored by NOAA, the alliance is made up of BoatU.S., Jeppesen, OceanGrafix, the Sea Tow Foundation for Boating Safety and Education, and the United States Power Squadrons.

This is the sort of regional story I normally feature only on my PugetSoundMaritime.com blog. But it gives me another opportunity to talk about personal flotation devices, one of my favorite safety topics. I’m not a “PFD Nazi”, by any means. Do what you like on your own boat, as long as you’ve given it some serious thought.

On my own boat, I’ve established a PFD protocol that I’m happy with: Everybody wears a PFD underway. At the dock or anchor, children wear PFDs if they’re outside the cabin or playing on the dock. Children wear conventional foam PFD vest, and adults wear automatic inflatable PFDs.

Christine Clarridge has this story in the Seattle Times:

Though not a powerful swimmer, Tyrone Fabroa loved the water and enjoyed being out on it, the cool wind in his hair and the sun on his back, relatives said.

The 35-year-old manager of the Pagliacci Pizza on Broadway in Seattle liked Jet Skiing and kayaking. Recently, he had taken up stand-up paddle boarding, a sport that’s gaining popularity in the Pacific Northwest.

Fabroa, of Kirkland, was out on Lake Washington with his 19-year-old brother on Monday, enjoying the beautiful weather, when Fabroa fell from his rented paddle board and drowned.

[…]

Fabroa drowned around 11:25 a.m. despite having an inflatable life vest on his waist and the efforts of two people who saw him struggling from the shore and attempted to save him, according to police.

[...]

The inflatable flotation device that was in a waistpack worn by Fabroa was not inflated, according to Knauss. "We don’t know why," said Knauss. "We tested it and it worked properly. All he would have had to do is pull the cord."

“Pull the cord”?!? That’s a fairly significant design deficiency! Expecting a person who has just fallen into the water to be awake, aware, and sensible enough to complete a complex motor action.

Of course, I realize there are such things as manually operated inflatable PFDs, and some of them are Coast Guard approved. I just think they’re a bad idea.

Read the original article at the Seattle Times

[Vessel Assist Friday Harbor came to the rescue after this Boston Whaler ran aground on Long Island, south of Lopez Island, in late June. Photo courtesy of U.S. Coast Guard]

It’s not “gear and gadgets”, but I figure most Navagear readers will find this interesting. Tim Jones and John Ayelotte have this item at Three Sheets Northwest:

Grounding is a broad topic with many variables, and getting yourself out of such a pickle often requires creativity, focus, determination and attention to detail.

In the following summary we’ll sort out the more important elements, the same things a commercial salvor would scrutinize when first arriving on scene.

Before going into detail about saving the boat, we want touch briefly on two important matters. The first is the welfare of the crew. Approximately one in four hard groundings in the San Juan Islands results in injury. You may not think that an instantaneous stop from five knots would be much of a trauma, but when it happens you’ll be a believer.

The most common injuries are to the head and neck. Typically, one of the crew will be standing in the companionway hatch. When the boat grounds, the victim is catapulted into the cabin, crashing into who knows what. Unsecured heavy gear such as televisions and VCRs can become projectiles. It doesn’t take much to cause injury.

So first, check out the crew and get medical help — immediately if necessary.

Read more