February has arrived with a bang. Two highlights of the month for me are:
1. The second highest tide of the year at Avonmouth on the 22nd with a predicted range of 14.3m, I will try to be there for some photos. (the next monster spring tide will overnight on 30th September with a predicted 14.5m).
2. Most of us have heard complaints and moans about jet skis riders. I read with enthusiasm the latest on the consultation to strengthen the enforcement of safety laws for recreational and personal watercraft. Whilst the headline is aimed at personal watercraft, it is perhaps not as clear cut as the initial skim would imply. Have a read here . It uses the phrase ‘recreational and personal watercraft’ so it is not just aimed at jet skis and the like. This led me to a bit of an investigation into its history.
I started with the briefing paper that led to it. Parlimentary briefing paper
There was then a lengthy consultation and now we have the legislation as it stands now.
It’s a bit of a read but worth it. Legislation - tap on next provision to take you through the whole document. I found Section 6 the most interesting.
The RYA have helped by giving a summary here.
During this investigation I recounted to myself several accident reports the MAIB and RoSPA have published over the years in relation to recreational boating accidents. In all of them you could see the incident pit (a series of individual events that could be easily handled on their own but when compounded into a single event may result in injury or worse) opening up and delivering the inevitable consequences. Did complacency and poor preparation have an added input into those accidents? Quite possibly. One of the more significant elements to incidents was speed.
Perhaps a timely question is in order. What is safe speed?
COLREGS rule 6 “Every vessel shall at all times proceed at a safe speed so that she can take proper and effective action to avoid a collision and be stopped within a distance appropriate to the prevailing circumstances and conditions”.
Define safe speed
COLREGS continues to elaborate by giving the following
(i) the state of visibility;
(ii) the traffic density including concentrations of fishing vessels or any other vessels;
(iii) the manoeuvrability of the vessel with special reference to stopping distance and turning ability in the prevailing conditions;
(iv) at night the presence of background light such as from shore lights or from back scatter of her own lights;
(v) the state of wind, sea and current, and the proximity of navigational hazards;
(vi) the draught in relation to the available depth of water.
(b) Additionally, by vessels with operational radar:
- the characteristics, efficiency and limitations of the radar equipment;
(ii) any constraints imposed by the radar range scale in use;
(iii) the effect on radar detection of the sea state, weather and other sources of interference;
(iv) the possibility that small vessels, ice and other floating objects may not be detected by radar at an adequate range;
(v) the number, location and movement of vessels detected by radar;
(vi) the more exact assessment of the visibility that may be possible when radar is used to determine the range of vessels or other objects in the vicinity.
With this in mind, ask yourself this question - Do I always travel at safe speed? If you answered yes without hesitation or thinking about it - awesome - well done you. If you hesitated, well done for thinking about it. Did you take that wave a bit fast? Did you slam the boat? Did you “catch some air”? Did you catch your crew unaware and hurt someone? Did you ever find yourself thinking "that was a lucky miss" as some debris skimmed down the side of the boat? Am I exceeding my capability and experience?
How many of you come back in from your trip and debrief either with your crew or even just to yourself? Did you do the passage plan? Did you have any issues? How did you deal with them? Are there things you could do better? Did you contact your shore contact to let them know you were back?
I teach my students to consider debriefs as an important part of their learning and experience opportunities, along with doing “What if” scenarios. I ask them to consider events like electrical failure (How do you call for help?), single engine failure if a twin engine drive, steering hydraulic failure, and hitting an object big enough to hurt the boat as a few examples. For the more experienced helms, how to deal with fog and bigger sea states, how to deploy a drogue, its limitations and uses, and of course night nav and the risks associated with it. Having given a bit of thought to it, should any of those events happen you, then you will at least be better prepared to manage your way out of it.
With the 2023 season just round the corner, consider giving yourself refresher opportunities either with experienced mates or perhaps more appropriately a teaching establishment who are well versed in offering half or full day refresher courses to suit your needs. Don’t be shy in being specific about what you would like to cover.
Have a great month.