Feature: Safety

Safety through technology

So far, we've looked at safety in terms of single issues, like fires last edition and night boating before that. This time we're looking at the basic safety equipment that must be carried in a boat. While some of the things mentioned in our previous features overlap, there are certainly others that don't.

Some basic safety equipment is so basic that there just isn't much to say about it. Buckets with lanyards for instance, are just buckets. You dip them in the water, fill them up and then throw the water on the fire. Or, if you're sinking, you fill the bucket with water and throw it (the water) out of the boat. Versatile things, those buckets.

EPIRBS
Fortunately, there are other more involved things to talk about and EPIRBs are probably the most interesting. For those who might be new to boating and don't know, EPIRB stands for Emergency Position Indicating Radio Beacon. Basically, an EPIRB tells a satellite that you're in trouble and where you are. The associated infrastructure then forwards that information to the relevant authorities and rescue services.

While a lot of things claim to revolutionise the world, EPIRBs actually do represent a genuine revolution, in personal safety at least. Regulations say that an EPIRB must be carried on any boat that ventures more than two nautical miles offshore in coastal waters. We suggest that it doesn't matter where you go, everyone should invest in one. If things do go wrong in coastal waters, you could find yourself outside the two-mile limit fairly easily. And getting lifted out of cold water as quickly as possible is a benefit whether in the open ocean, inside the two-mile limit, on larger enclosed waters, or even up a river somewhere. There are just no good arguments for not being found as quickly as possible.

CHANGE IS GOOD
Of course change is afoot as far as EPIRBs themselves are concerned. As almost everyone will have heard, devices based on earlier analogue technology transmitting at 121.5MHz will be redundant at the beginning of next year. These earlier units are to be replaced with units transmitting at 406MHz and based on digital technology. Basically, 406MHz beacons transmit your co-ordinates faster and more accurately than 121.5MHz technology did. The signal from earlier types may not have been found for hours and accuracy was limited to a radius of about 12nm. That's nearly 600 square miles. Even that degree of accuracy represented a breakthrough in terms of search and rescue, but rough-weather testing shows that it's extremely difficult to spot a person in the water - even when you know pretty much where they are. With 406-based models the radius of accuracy can be as good as 100 metres.

Even within 406 technology, there are choices to be made when deciding which model to get. Ordinary 406 units simply transmit a signal from which the satellites triangulate a position. Accuracy is down to between two to three nautical miles and although it can take an hour or more it's still much better than 121.5MHz units, and a whole universe better than traditional techniques. Some 406MHz models have GPS built into them which starts working out your position as soon as it's switched on. This improves accuracy enormously and such a unit can transmit your co-ordinates as soon as it's calculated your position. However, under awful conditions it can be difficult to obtain a fix, which slows the process somewhat. The most advanced types of beacons are connected to your on-board GPS unit. Consequently, they can always obtain a live fix on your position and can transmit that information within seconds of being activated.

EPIRBs are designed to float upright in water and the surface of the water is utilised in the transmission of data. So, where the regulations specify an EPIRB it must be of this type. A PLB (Personal Locator Beacon) is a type of EPIRB designed to be carried by a person. Again, new versions operate at 406MHz, however a PLB has to be held upright in the water to work properly. Carrying one of these in addition to the regulation EPRIB is a very good idea. Of course, at around five or six hundred dollars each, it can get a bit expensive. Still, if you can manage it you'll be pretty happy if you end up in the water.

AND THE WINNER IS
It's difficult to nominate the most important piece of safety equipment overall. Whatever you need at the time is going to be the most important to you at that time. However, in the general scheme of things, lifejackets or Personal Floatation Devices (PFD) probably occupy first place. A Type 1 PFD has a high level of buoyancy and will fully support a person in a safe floating position. Type 1 PFDs also feature large neck supports to keep one's head out of the water. They also tend to turn unconscious people onto their backs. So, this is the best type of PFD. The Type 1 PFD is also available in an inflatable form from a number of manufacturers and these are obviously much less bulky and more comfortable to wear. They have a small cylinder of compressed CO2 attached that's activated either manually or automatically on contact with water.

Most Type 1 PFDs have the conventional lifejacket form, but there are versions available that look, for all intents and purposes, like ordinary jackets. However, they are inflatable and fully compliant with AS 1512 which is the relevant Australian Standard. For most applications the Type 1 PFD is what's specified, but skiers find these to be restrictive, so on inland water and on personal watercraft, Type 2 and Type 3 PFDs are acceptable. The Safety Booklet for each state describes exactly where each type should be worn.

A Type 2 PFD is like a Type 1 except that it's less bulky because it contains less buoyant material. The reduced bulk allows it to fit more closely too. A Type 3 PFD is similar to a Type 2 and often offers the same buoyancy. Every person in a boat has to have a suitable PFD available to them. They also have to know where they are and how to put them on.

The Water Police tell us that even though people may know where the safety gear is during an inspection, sometimes things like skis, bags, iceboxes and all sorts of other things get piled up in the way. If you don't have ready access to your safety gear in a time frame that would match that of a real emergency you are likely to be booked.

They also pointed out the times when they ask to see the torch, it'll be there, but with flat batteries. Sometimes the flares will be out of date. However, there's good news. The members we spoke to in Victoria said that the safety message is getting through and they're finding fewer problems on inspections these days. Really, everyone on board should know where the safety gear is and the boat owner should take a minute to explain safety and gear when the passengers come on board.

OH NO, ANOTHER TEST
Another interesting bit of safety gear is the radio. The three choices are 27MHz, VHF, and MF/HF. In the case of the 27MHz and VHF sets, the equipment itself doesn't have to be licensed, but a HF set does. As far as the operator is concerned no license or operator's certificate is required to use a 27MHz set. However, the operator of a VHF set must have a Marine Radio Operator's VHF Certificate of Proficiency, or MROVCP. The operator of an HF set must have a Marine Radio Operator's Certificate of Proficiency also known by the similar acronym, MROCP. Obtaining an MROVCP involves answering 25 questions in half an hour, while obtaining a HF MROCP takes an hour and covers fifty questions. Details are available at http://www.amc.edu.au/omc and there's a radio simulator and appropriate literature at http://hb9rxc.tripod.com/simulator.htm

Things have changed a bit with radios and now newer VHF systems are fitted DSC which stands for Digital Selective Calling. Under this system the operator can select a function by which a signal is sent to all other DSC equipped radios within range when help is required. Data is sent along with the call so that the boat and the type of problem can be identified. If you have GPS, that data can also be sent. Once communication is established, the operators switch to another channel. The system also has the advantage of being fully automated, freeing the operator from constantly listening for calls.

Of course, there are still all the conventional uses of radio too. Monitoring weather, tides, wind etc. are all available from your radio. The frequencies for all these are listed in your safety booklets and there are stickers available that remind you of the correct frequencies. In fact, there are reminder stickers for many things like the buoyage system, equipment lists etc. Placing them in the appropriate places is a really good idea. They're free, so make use of them.

CHARTING YOUR COURSE
As readers of the previous article may remember radar is recommended for everyone. Many instrument screens also interface with small radar sets and these can be invaluable on the water at night, in fogs or any other conditions of low visibility. Radar and GPS working together are powerful aids for safety.

While GPS is the predominant means of navigating these days, charts shouldn't be overlooked. A chart allows you to take in a great deal of information quickly and easily. Although GPS screens can be zoomed, there's nothing quite like spreading out a chart and seeing it all at once. Familiarising yourself with the relevant charts before launching can also help you to recognise and place smaller sections on the GPS screen.

Boats should never be overloaded, as recent events have demonstrated. All boats should display the number of occupants they can safely carry. This can be a particular problem with tinnies and the like. They have limited capacity for dealing with waves and if they're sitting even lower in the water because they're overloaded everyone may need their lifejackets.

There's a great deal more to say about safety, but to sum up here, check your boat over, make sure the bung is in, check for fuel or LPG odours, check all electrical equipment, cables, operate your bilge blower before starting your engine, check oil, coolant (if you have it) and fuel. The rule is one-third to get where you're going, a third to get back and a third in reserve. Also, make sure you have separate dry clothes in a waterproof bag and make sure there's plenty of food and drinking water aboard. Sometimes you can end up stuck for hours.

Last, but definitely not least, have a plan. Work out where you're going in advance and make sure someone on shore knows. This can be difficult when you're moving from location to location trying to get a bite, but even a general idea is better than none. You can also update your position by radio. There are many things we haven't mentioned, but one of the most useful things is common sense. It's said to be fairly uncommon these days, but with a few exceptions, it seems generally to be alive and well among boat users.

There's a wealth of extra information available from the websites of the relevant state authorities. Their websites are above. We took virtually all the safety equipment shots at Central Marine - phone (03) 5979 4167 - at Hastings, Victoria. They have just about everything.

Torch

For boating safety information, phone 1800 223 022 or visit www.marinesafety.vic.gov.au