karen m safetyr3 - webs m_safetyr3.pdf · the “karen m” has a conservative design and a very...

SAFETY BOOKLET

SV KAREN M

NOT TO BE REMOVED FROM BOAT

COPY NUMBER:

© R W C Sadler 2008 Rev 3 of 51

INTRODUCTION Welcome onboard. This booklet has been put together to assist you in familiarising yourself with the safety systems on the “Karen M”. Cruising sailboats are amongst the safest forms of watercraft. The “Karen M” has a conservative design and a very strong construction. She is also very well equipped with both state of the art navigation equipment and survival aids. While you are onboard you will take instruction from the captain (i.e. skipper) in all things pertaining to the vessel’s and crews’ safety. Your skipper will give you a briefing which will summarise the contents of this booklet however you are encouraged to read the booklet in its entirety. In the – hopefully – very unlikely event of the skipper becoming incapacitated you may have to fend for yourself. If there is anything you don’t understand be certain to ask! We want you to have a great time and we want you to have a safe time.

Robert Sadler Captain SV “Karen M” UK Register 740340


Please fill in and sign the table below once you have received your copy of this safety booklet.

Name Date Signature


INDEX Quick Reference Tips Equipment Location Guide Basic Rules For Living Together Personal Flotation Devices (PDF) Safety Harnesses Man Overboard Emergency VHF Radio - Fixed Visual Distress Signals Life Raft Grab Bag Emergency Position Indicating Radio Beacon (EPIRB) Manual Water-maker Global Positioning System (GPS) Receiver – Hand-held VHF Radio – Hand-held Fire Extinguishers Emergency Food And Water Waste Management Plan Health And Comfort Considerations Nauticalia True Sailboat Survival Stories


QUICK REFERENCE TIPS


LOCATION GUIDES


Life-raft

Horse-show life ring

Dan-bouy

Jack-stayD

EC

K L

OC

AT

ED

SA

FET

Y

EQ

UIP

ME

NT


SE

WA

GE

TA

NK

D

ISC

HA

RG

E ■

FW

D H

EA

D

DIS

CH

AR

GE

■

FW

D H

EA

D B

AS

IN

DR

AIN

■

FW

D A

/C C

OO

LIN

G

WA

TE

R IN

■

FW

D H

EA

D F

LUS

H

WA

TE

R IN

■

EN

GIN

E A

ND

GE

N-S

ET

R

AW

WA

TE

R IN

▼

GA

LLE

Y S

INK

D

RA

IN ■S

/W P

UM

P A

ND

FO

OT

-P

UM

P IN

■

AF

T H

EA

D D

ISC

HA

RG

E ▼

SA

LOO

N A

/C IN

▼

AF

T H

EA

D F

LUS

H

WA

TE

R IN

▼

AF

T A

/C IN

■FW

D H

EA

D B

AS

IN

DR

AIN

†

WA

TE

R-M

AK

ER

S/W

IN ■

LOC

AT

ION

OF

TH

RU

-HU

LLS

■B

elow

cab

in s

ole

†In

van

ity c

abin

et▼

In e

ngin

e sp

ace


BASIC RULES FOR LIVING TOGETHER (in no particular order)

When the skipper says return to the cockpit and put on life jackets etc you must do it expeditiously and without question

Everyone is welcome to become involved in sailing the boat; what you

get to do is dependent on the skipper’s judgment of your experience

Hatches and ports must not be opened while at sea

Using the toilet (head): nothing goes in which has not passed through your body – you block it, you clear it

Be careful with water usage and particularly when showering

If you are feeling seasick, stay above deck; if you puke, do it down wind

You make a mess, you clean it up - there are plenty of cleaning aids

onboard No one smokes below decks – no exceptions Those who cook never wash up the same meal - no exceptions

If you are drinking the last cold beer, then ask where the remainder is,

and put them in the cooler to chill – the same goes for ice, water etc.

Nothing goes in the fridge unless it is packed (or repacked) in rigid plastic – there are plenty of containers

If you don’t understand how something works then ask; you break it,

you buy it

All the spaces above and below decks are to be kept tidy; return everything to it’s original location

Only shoes with non-marking soled are to be worn onboard; these shoes

should not be used off the boat

We are in a small space and that requires deliberate courtesies; if people seek privacy in their cabin then that should be respected

“I/we are going to the village, would anyone like something” means they

are going alone; “would anyone like something” is a kindness

“I/we are going for a swim, walk etc, would anyone like to come” is an invitation, to be accepted or declined

Excessive drinking and sailing don’t mix – enjoy, but within sensible

limits (and if you want to get plastered then wait until we’re tied up)


PERSONAL FLOTATION DEVICES (PDF)

USCG Requirements:

All recreational boats must carry one wearable PFD (Type I, II, III or Type V PFD) for each person aboard. A Type V PFD provides the performance of a Type I, II, or III PFD (as marked on its label) and must be used according to the label requirements. Any boat 16ft and longer must also carry one throw-able PFD (Type IV PFD).

PFDs must be: Coast Guard approved,

in good and serviceable condition, and

the appropriate size for the intended user.

Additionally: wearable PFDs must be readily accessible

you must be able to put them on in a reasonable amount of time in an

emergency (vessel sinking, on fire, etc.)

they should not be stowed in plastic bags, in locked or closed

compartments or have other gear stowed on top of them.

the best PFD is the one you will wear

though not required, a PFD should be worn at all times when the vessel

is underway

throw-able devices must be immediately available for use

Children under 12 years of age must wear a PFD whenever they are on deck

During your safety briefing you will have been issued with a numbered PFD (with built-in harness) and a harness.

It is your responsibility to know the location of your PFD at all times and to check that it is serviceable.

You will wear your PFD when outside whenever you are instructed to by the skipper or, in the event that the skipper is incapacitated, whenever the situation warrants the wearing of your PFD (such situations may when the vessel is in fog, if the vessel is taking on water or if the vessel is in severe weather).


Types of USCG approved PFDs onboard:

TYPE I: Offshore Life Jacket These vests are geared for rough or remote waters where rescue may take awhile. They are excellent for flotation and will turn most unconscious persons face up in the water.

TYPE II: Near-Shore Vest These vests are good for calm waters and fast rescues. Type II vests may lack the capacity to turn unconscious wearers face up.

TYPE III: Flotation Aid These vests or full-sleeved jackets are good for calm waters and fast rescues. They are not for rough waters since they will not turn a person face up. This type of life jacket (personal flotation device, or PFD) is generally used for water sports.

TYPE IV: Throw-able Device These buoys are designed to be thrown to someone in trouble. They are not for long hours in rough waters, non-swimmers or the unconscious.


TYPE V: Special Use Device Automatic inflation when submerged in water or Manual inflation, provides 33.7 lbs. of buoyancy when fully inflated, heavy-duty sailing harness with stainless steel D-rings and Delrin buckle, automatic, manual, and oral inflation methods, high-visibility reflective tape, attached emergency whistle To be acceptable, Type V life jackets must be used in accordance with their label.

Inspect your PFD for rips or tears, discolored or weakened material, insecure straps or zippers or labels that are no longer readable. If you have been issued with an inflatable PFD check the status of the inflator and that the CO2 cylinder has not been used, has no leaks and is tightly screwed in. If you find that your PFD has a problem, advise the skipper immediately.


SAFETY HARNESSES

Sailors are especially susceptible to falling overboard because sailboats require lots of movement on deck while handling sails.

Some of these operations require the skipper or crew to go forward to the narrow foredeck or at least to the mast and in rough conditions these decks can be pitching wildly. The decks may also be awash with waves in severe conditions making it difficult to stay on board. Don’t even think about doing deck work without a safety harness. Even in calm conditions a safety harness should be worn if you are alone or sailing at night.

Don’t take anything for granted and always be aware that you can slip and fall even in the best conditions.

Safety harnesses and tethers are webbed belt–based assemblies that physically connect you to the boat and which should prevent you from falling overboard or, failing that role, should keep you from being separated from the boat.

You must wear your harness and tether, and be clipped on to a strong point, whenever the skipper instructs you.

Between the hours of sunset and sunrise harnesses must always be worn, and you must be clipped on, if you are on deck. To make it simple: sunset starts when the sun touches the horizon and sunrise ends when the sun has risen clear of the horizon.

You must always be clipped on if you are alone on deck no matter what the time or the weather conditions

You should reach up and clip your tether to the pad-eyes prior to leaving the saloon. You should not unclip your tether until you are back in the saloon.

The tether has a single-handed double-action safety hook in non-magnetic stainless steel; these hooks will not accidentally open.

JACK-STAYS

Jack-stays (also called jack-lines) are lengths webbing running fore and aft, or to which safety harness tethers are attached. They are run along each side deck.


DAN-BUOY

The Dan-buoy should be thrown overboard immediately a man-overboard (MOB) situation occurs. The light and flag will light and deploy automatically.

HORSE-SHOE BUOY

Like the Dan-buoy the horse-shoe buoy should be thrown overboard immediately an MOB situation occurs. It is preferable that the two are thron over at the same time with the horse-shoe buoy clipped to the Dan-buoy by its lanyard. The horse-shoe buoy’s light will illuminate as soon as it is rotated into the vertical.

The horse-shoe buoy is located on the aft portion starboard hand-rail; the Dan-buoy is located on the starboard-aft hand-rail.


MAN OVERBOARD Maintaining contact with a victim who goes overboard - which may be nearly impossible at night or in the presence of large seas - is the first rescue obstacle. There are three strategies to deal with this:

The MOB must make themselves as visible to rescuers as possible

someone on the boat must keep the MOB in sight at all times

the boat must stay in the vicinity

Wearing a personal strobe like the “ACR Firefly 3” or a “Cyalume” light-stick, a bright waterproof flashlight or clothing marked with SOLAS reflective tape will all help you be seen. Staying afloat so you can be rescued is simple: wear a PFD appropriate for the conditions Proper flotation can keep you alive until rescued - even if you have become unconscious due to hypothermia or injury

While it is possible to recover an MOB from a sailing vessel under sail alone the primary plan will be to effect the MOB recovery using the engine. The MOB will be approached so that the boat is stopped in the water immediately upwind of the MOB.

If an MOB situation develops the skipper will immediately take over the helm and will designate:

some-one to keep the MOB in sight

some-one to send a MAYDAY call

some-one to prepare the horse-shoe buoy and dan-buoy

some-one to let go the main and jib sheets

The number of tasks you are asked to be responsible for will depend on how many adults are onboard.


VHF RADIO - FIXED The fixed VHF radio is located behind the inside steering station adjacent to the clock and barometer. Channel 16 is the normal “listening” channel for all vessels – recreational, commercial, military and coastguard. The range of a VHF radio is not likely to be more than 50 miles and is dependent on the heights of both the transmitting and receiving antennae. When we are underway the VHF radio will normally be turned on and “listening” on Channel 16. If, for any reason, the VHF radio is not on Channel 16 then this channel can be selected quite easily by simply pushing the Channel 16 selector button [16C]. If there is a clear and imminent risk to life then a “MAYDAY” emergency call may be made (from the French m’aidez (i.e. assist me)). A “MAYDAY” call should not be made for frivolous reasons. Fire onboard, a man overboard (MOB) situation, uncontrollable flooding of the vessel constitute clear and imminent risks to life. Strong winds, running out of beer or feeling scared do not constitute clear and imminent risks to life! If time is of the essence then a “MAYDAY” call may be initiated by utilising Digital Selective Calling (DSC). 1) WHILE LIFTING UP THE KEY COVER,

PUSH AND HOLD [DISTRESS] FOR 5

SECONDS UNTIL YOU HEAR 5 SHORT BEEPS

2) WAIT FOR ACKNOWLEDGEMENT ON

CHANNEL 70 FROM A COAST STATION*

*after the acknowledgement is received Channel 16 is automatically selected

VHF radio


If time permits – and after the DSC alert has been sent and acknowledged - a “MAYDAY” call may be made on Channel 16 by holding down the [PTT] button proceeding exactly as follows:

MAYDAY MAYDAY MAYDAY

THIS IS THE SAILING VESSEL KAREN M KAREN M KAREN M

MAYDAY SAILING VESSEL KAREN M *1212121212

** MY POSITION IS -------------------

BRIEFLY DESCRIBE THE EMERGENCY SITUATION

I REQUIRE IMMEDIATE ASSISTANCE

TOTAL NUMBER OF PERSONS ONBOARD ARE ----

OVER

* Maritime Mobile Service Identity (MMSI) Number ** If you cannot fix a position by observation use the GPS (see section on GPS use) Important: once you say the word “OVER” release the [PTT] button


VISUAL DISTRESS SIGNALS Visual Distress Signals (VDS) allow vessel operators to signal for help in the event of an emergency. VDS are classified as day signals (visible in bright sunlight), night signals (visible at night), or both day and night signals. VDS are either pyrotechnic (smoke and flames) or non-pyrotechnic (non-combustible). Vessels on federally controlled waters must be equipped with U.S. Coast Guard–approved visual distress signals. All vessels, regardless of length or type, are required to carry night signals when operating between sunset and sunrise. VDS must be U.S. Coast Guard–approved, in serviceable condition, and readily accessible It is prohibited to display visual distress signals while on the water unless assistance is required to prevent immediate or potential danger to persons on board a vessel

The following combinations would satisfy the USCG requirement:

Three handheld red flares (day and night)

One handheld red flare and two red meteors (day and night)

One handheld orange smoke signal (day), two floating orange smoke signals (day), and one electric light (night only)

Pyrotechnic

Flares are stored in a water proof storage container which contains:

3 red parachute flares 3 red hand-held flares 2 orange hand-held smoke flares 1 dye marker Leather glove

Instructions for use are written on the flare and should be read and then followed carefully!


Non-pyrotechnic 1) Signal Flags – letters “N” (November) and “C” (Charlie) should be flow together

2) Waving of arms


LIFE RAFT Cruising sailboats are very safe vessels and, so long as they remain water tight, or the pumps can keep up with the rate of flooding, the boat should never be abandoned. There is a saying that you shouldn’t enter the life raft “unless you have to step up into it”. It is much easier for rescue aircraft to find a sailboat compared with a life-raft, the sailboat will be more comfortable and the sailboat will almost certainly be better supplied with food and water. Anyone who has been in a life-raft will tell you how uncomfortable they are. Included at the back of this booklet are stories of yachts that survived long after their crews abandoned them however sinkings do occur, and that is when the life-raft becomes the refuge of last resort. Life-raft Features and Contents

The life raft is a Winslow “Standard Offshore” model suitable for 6 persons. It is housed in a hard-shell canister which is cradle mounted and has a hydrostatic release. The raft can also be release by throwing the canister overboard and pulling on the painter line.

Manual inflation pump Raft repair kit Collapsible bailer bucket Sponges Magnetic compass Paddles Signal mirror Whistle Flashlight Spare batteries and xenon bulb Aerial meteor flares Hand held locator flares Orange smoke signal Rescue streamer ribbon Retaining Line (75ft) Sea dye marker Water rations (16oz/person) Food ration bars (1000 cal/person) Anti-seasickness tablets (6/person) Sun block First aid kit Fishing kit Nitrile gloves Raft knife Utility knife (stainless steel lock-back) Drinking cup Water storage bag Survival manual Oral inflation tube


GRAB BAG The grab-bag contains equipment and supplies which may be required in an abandon ship situation and which are intended to supplement the supplies and equipment packed with the life-raft. If we are going cruising you will also be given a personal, water tight “mini grab bag” and you should put into this: PERSONAL 1 set polypropylene underwear Drivers license 1 toothbrush/toothpaste Credit cards 1 long-sleeved shirt Personal medication Passport Waterless cleansing towels $100 cash (or equivalent) 1 pair shorts or jeans Your personal grab-bag should be placed in the boat’s grab-bag. The contents of the boat’s grab-bag are as follows: SAFETY FOOD AND WATER 3 red parachute flares 1 water maker 3 red hand-held flares 1 gallon folding jug 2 orange hand-held smoke flares 10 water packets, minimum 2 sea dye markers 1 graduated drinking cup 1 406 manual EPIRB High-energy food rations 1 hand-held VHF Leatherman Multi-tool 1 hand-held GPS 1 signal mirror FISHING 1 whistle or horn 1 fish knife 1 AM/FM radio w/ spare batteries 1 spear gun w/ extra tips 2 waterproof flashlights w/ spare batteries 12 assorted fishhooks 24 chemical light-sticks 1 spool 80-pound test line 1 hand bearing compass 20 feet wire leader 1 waterproof watch 1 wire saw 1 life raft repair clamp kit 1 USCG-approved fishing kit 1 spare raft pump 1 sea anchor MEDICAL 1 wind/waterproof matches Sun block 1 box zip-lock bags Sunburn cream 4 Survival blankets Seasickness pills Vaseline BOOKS Multi-vitamins First aid manual Bathroom tissue Reeds almanac Pocket notebooks (waterproof) Pilot chart atlas Pencils Life raft survival book First aid kit


EMERGENCY POSITION INDICATING RADIO BEACON (EPIRB) An EPIRB (Emergency Position Indicating Radio Beacon) is one of the most critical pieces of last–resort lifesaving gear on your boat when we are out of range of a VHF radio, cell phone or other means of communication. Used only when all other means of rescue or communication have failed, these emergency beacons can be activated if the boat is in danger of sinking, or if you have a life–threatening accident or medical emergency. Activating an EPIRB starts a chain of responses, beginning when your signal is received by the COSPAS–SARSAT international satellite system, relayed rapidly to ground stations, forwarded to a regional Rescue Coordination Center and ending when a helicopter, boat, rescue swimmer or other type of emergency response team makes contact with you. The 406 MHz EPIRB is designed to operate with satellites. The signal frequency (406 MHz) has been designated internationally for use only for distress. Its signal allows a satellite local user terminal to accurately locate the EPIRB beacon (2 to 5 km), and identify the vessel (the signal is encoded with the vessel's identity) anywhere in the world (there is no range limitation). This model EPIRB utilises the Global Positioning System to accurately pin-point (i.e. to ±10m) your location any where in the world.


VHF RADIO – HAND-HELD

In an emergency, the unique super bright LED distress strobe light, blinks internationally recognized SOS to visually signal another vessel. The submersible HX600S produces 700mW (loud) of speaker audio output with Audio (bass and treble) Tone Control so you can hear communications even in the noisiest of environments. AM/FM and Airband receive Advanced receiver capabilities allow you to listen to FM music stations, AM broadcast band and Aeronautical bands. Included accessories

Dedicated 16/9 key, user changeable channel names, NOAA weather channels with Alert, dual watch, tri-watch, programmable and priority scanning to keep you on top of what is happening on the water.

MANUAL WATERMAKER - PUR SURVIVOR 06 At 2.5 pounds, this is the smallest hand-operated emergency desalinator (water maker) one can buy. The PUR Survivor 06 makes an ounce of drinking water in less than 2 minutes (nearly 2 pints per hour) using a hand pump. It weighs less than 3 pounds. Specifications:

Water Production: 1 oz/2 min (890 ml/hour)

Weight: 2.5 lbs (1.1 kg)

Dimensions: 5" x 8" x 2.5" (12.7 x 20.3 x 6.4 cm)

Salt Rejection: 98.4% average (95.3% minimum)

Average Pump Rate: 40 strokes/minute


GLOBAL POSITIONING SYSTEM (GPS) RECEIVER – HAND-HELD A satellite-based navigation and location system originally developed for U.S. military use. GPS is a fleet of more than 24 communications satellites that transmit signals globally around the clock. With a GPS receiver, one can quickly and accurately determine the latitude, the longitude, and in most cases the altitude of a point on or above Earth's surface. A single GPS receiver can find its own position in seconds from GPS satellite signals to an accuracy of one metre. Onboard Karen M we have several GPS receivers:

Garmin hand-held units (two) Raymarine RL70C chart-plotter and autohelm (integral) Digital yacht AIS (integral) “Hocky puck” receiver (plugs into PC USB port)

Garmin hand-held GPS


FIRE EXTINGUISHERS

USCG regulations require vessels over 40ft (12m) in length to have three B-1 or one B-1 and one B-2 fire extinguishers onboard.

Extinguishers are classified by a letter and number symbol. The number indicates the relative size of the extinguisher, and the letter indicates the type of fire it will extinguish.

Class A - Ordinary Combustible Materials. This includes wood, paper, cloth, rubber, and some plastics—almost anything that leaves an ash.

Class B - Flammable Liquids. This includes gasoline, oil, kerosene, diesel fuel, alcohol, tar, paint and lacquers—stuff that blows up.

Class C – Live Electrical Fires. The heat source is a live electrical circuit which is arcing or hot due to overloading. Turning off the electricity will usually result in a Class A fire.

There are other classes are of fire however these are the ones most likely to be experienced on a sailboat.

Extinguishers must be placed in accessible areas — not near the engine or in a compartment, but where they can be reached immediately. Be sure you know how to operate them.

Fire extinguishers must be maintained in usable condition.

Extinguishers must be serviced at least every two years. See the label for additional servicing information.

Extinguishers are inspected regularly to ensure the following:

Seals and tamper indicators are not broken or missing.

Pressure gauges or indicators read in the operable range.

There is no physical damage, corrosion, leakage, or clogged nozzles

Locate the fire-extinguishers and read the instructions for their operation – if in doubt ask.

As a general principle when fighting fires with a fire-extinguisher aim at the base of the fire and sweep the stream from the extinguisher from side to side.

Do not allow the fire to come between yourself and your escape route


EMERGENCY FOOD AND WATER In the very unlikely event that they are needed an emergency store of canned food, ships biscuits and bottled water is kept in the locker under the aft dinette seat. The canned food – baked beans, spaghetti, salmon, corned beef – does not require cooking. There is sufficient emergency food and water for four people for a week.


TRASH MANAGEMENT PLAN

The Coast Guard requires that all vessels operating in U.S. waters have on board a properly authorized sanitation plan; other jurisdictions have similar rules.

The skipper of Karen M is at all times responsible for implementation of this Waste Management Plan. All crew members and guests agree as a condition of being on the vessel that they will strictly adhere to the following requirements:

General

(1) No waste of any kind, other than dishwashing and showering water, may be discharged overboard without the express permission of the skipper

(2) Discharge of waste on shore will always be done in compliance with applicable governmental law

(3) Crew members or guests coming on board Karen M for the first time will be informed by the skipper that failure to comply with this Plan subjects Karen M's owners to substantial monetary penalties and that such failure will result in the discharge of the offending crew member or guest from the ship.

Garbage

Trash will be stored aboard the vessel in appropriate containers and held until it can be discharge ashore by a crew member designated by the skipper.

Plastic and Other Non-Biodegradable Waste

No plastic or other non-biodegradable waste of any kind may be discharged overboard at any time. All such waste will be held on board until it can be safely discharged on shore in an environmentally sound manner according to local law.

Sewage

Only digestive waste shall be placed in the head. The head is discharged into the holding tank which is pumped out at an approved pump-out station after each voyage or as necessary. On extended voyages where the capacity of the holding tank may be insufficient, the skipper may authorize the opening of the sea valves when outside the U.S. territorial limits. The sea valves shall be in the closed position at all other times.

Waste Fuel and Oil

No petroleum-based oil or fuel may be discharged overboard at any time. The Captain is responsible for ensuring that: (1) the engine drip pan is drained as needed; and (2) the bilges are kept reasonable free of fuel and oil. Any discharge of fuel or oil will be immediately reported to the Coast Guard. Waste


fuel and oil will be stored in sealed plastic containers until they can be discharged ashore in an approved waste oil tank or facility.

Hazardous Material

All waste with potentially flammable characteristics will be stored on deck in a sealed container.


HEALTH AND COMFORT CONSIDERATIONS Sea Sickness

Virtually anyone can be subject to sea sickness or motion sickness.

Following is a list of several actions you can take to minimise your chances of feeling nauseous on your yacht charter:

Avoid alcohol (or a hangover) Avoid rich, greasy or spicy foods and apples Focus on the horizon - distractions such as steering the boat or helping

with a job on deck can help you feel better, too Keep some solid food in your stomach at all times - crackers or bread

make good choices Sip small amounts of fizzy drinks such as ginger ale or clear soft drinks -

some people swear by this rule Stay on deck - stay in the fresh air, away from exhaust fumes

Cause of seasickness:

Motion sickness relates to our sense of spatial orientation, which tells the brain where the body is "in space": what direction it is moving, what direction it is pointing, and if it is turning or standing still.

The symptoms of motion sickness appear when the brain receives conflicting messages e.g. when reading a book on deck, your eyes observe no motion, yet your inner ears feel the motion of the yacht due to the waves.

Symptoms:

The first telltales of such a conflict are often lethargy and a slight drowsiness. But for the victims, it will usually start with a nauseous feeling and/or a slight cold sweat. Then these symptoms increase and lead to (sometimes violent) vomiting.

Prevention:

Several medicines can help combat seasickness, but most must be taken before the symptoms start.

Hours before starting out take an over-the-counter antihistamine such as Meclizine or Dimenhydrinate.

For longer trips, a prescription medication called a Transderm-Scopolamine patch can be worn behind the ear for up to three days at a time.


Seasickness can make you weak, disoriented, and extremely sleepy - a danger when on deck. If you notice the early symptoms in someone else, act immediately and:

Help the seasick person to a comfortable spot in the fresh air, but not in direct sunlight.

Don't give the person any task other than steering. Or lay them in the cockpit to leeward with closed eyes.

If you throw up, try to do so off the leeward side of the boat, downwind of everyone (including yourself)!

Sunburn

The effects of being out in the sun all day, combined with the sun's rays

reflected off the water, make sailors prime candidates for sunburn. These first

aid tips can help you avoid having a painful sunburn at the end of the day:

Put sunscreen on before you leave for a days cruising Reapply sunscreen several times during the day - especially in wet

conditions Always use a sunscreen with a SPF (Sun Protection Factor) of at least 15

- try to always carry a stick of sunscreen in your pocket so you can frequently reapply sunscreen to noses, lips, and ears.

Always wear a hat and sunglasses (preferably polarized) If you're fair-skinned or sailing in the tropics, wear a long sleeved,

lightweight cotton shirt (one with a collar to help protect your neck) and long pants - guarding your skin this way makes your trip much more enjoyable. You'll be amazed at how tanned you'll get even when covered up all day

If you do have severe sunburn, using aloe vera products helps soothe the skin.

Drink plenty of cool fluids and try to wear loose-fitting cotton clothes to help

your skin heal.

Dehydration

Dehydration and heat exhaustion are two of the most dangerous illnesses for sailors because the body rejects the cure, which is to get cool and drink plenty of fluids.

With severe dehydration, your body rejects any fluid intake by throwing up, making you further dehydrated. Severe dehydration can result in staying in a hospital hooked up to an IV to re-hydrate.


Try to drink as much fluid as you can while you're on the water and at least 1 litre of water per day.

In very hot conditions, you can get dehydrated even when you feel like you've been consuming fluids all day.

One way to tell whether you're getting dehydrated is by how much you have to urinate...If you haven't had to use the head (marine toilet) all day, you need to drink a lot more water.

Heat Exhaustion

Heat exhaustion is the result of excessive loss of body fluid through perspiration.

Heat exhaustion is most likely to occur in hot, humid conditions.

The young and the old are the most susceptible because their bodies are the least efficient at regulating body temperature.

Signs and symptoms:

feeling of being hot and exhausted headache faintness and giddiness thirst nausea muscle cramps and weakness pale, cold, clammy skin heavy sweating rapid pulse and breathing lack of co-ordination confusion and irritability

Actions:

Move the sufferer to a cool place on the bare boat with fresh air Lay the person down - loosen his or her clothing and remove any articles

that are not needed Sponge the sufferer with cool water Encourage the person slowly to drink water, to which a small amount of

sugar or glucose may be added

If the person does not recover quickly or vomits, seek medical aid immediately


Cold Water Immersion and Hypothermia

Even when the weather is warm, do not forget that in many areas the water can be very, very cold. Your body can cool down 25 times faster immersed in cold water vs. exposed to cold air.

The effects of cold water on the body happen in four stages.

Stage 1 - Cold shock:

A sudden, unexpected entry into cold water may cause a reflexive "gasp" allowing water to enter the lungs. Drowning can be almost instantaneous.

When you realize you’re about to fall into the water cover your face with your hands to avoid gulping water into your lungs.

Stage 2 - Swimming failure effects include:

Loss of manual dexterity Inability to match breathing rate to swimming stroke Loss of coordination in the muscles in your arms and legs as they get

cooler, increasing your swimming angle Increased swimming angle, requiring more energy to keep your head

above water Possible drowning

Stage 3 – Hypothermia:

Hypothermia is a condition that exists when the body’s temperature drops below ninety-five degrees. This can be caused by exposure to water or air

The extent of a person’s hypothermia can be determined from the following:

Mild Hypothermia - the person feels cold, has violent shivering and slurred speech.

Medium Hypothermia - the person has a certain loss of muscle control, drowsiness, incoherence, stupor and exhaustion.

Severe Hypothermia - the person collapses, may be unconscious and shows signs of respiratory distress and/or cardiac arrest probably leading to death.

Conservation of heat is the foremost objective for a person in the water. To accomplish this, limit body movement. Don't swim unless you can reach a nearby boat or floating object.

If you can pull yourself partially out of the water - do so. Keep your head out of the water if at all possible - this will lessen heat loss and increase survival time.


Wearing a PFD in the water is a key to survival. A PFD allows you float with a minimum of energy expended and allows you to assume the heat escape lessening position.

This position, commonly referred to as the fetal position, permits you to float effortlessly and protect those areas most susceptible to heat loss including the armpits, sides of the chest, groin, and the back of the knees.

If you find yourself in the water with others, you should huddle as a group to help lessen heat loss.

Hypothermia requires medical treatment.

If medical treatment is not immediately available, treatment can be accomplished by gradually raising the body temperature back to normal

Do not massage the victim’s arms and legs

Do not give alcohol

Stage 4 - Post-rescue collapse:

The effects on your body after you are pulled from the water can include the following:

Loss of hydrostatic pressure from the water causes a sudden drop in blood pressure. This can cause heart or brain failure.

Your heart is cold and cannot pump cold blood effectively to maintain blood pressure.

Your lungs are damaged from the water you inhaled. This can cause a pneumonia-like illness.

Fatal bleeding from injuries may occur as your body warms up and your blood flows more freely.


Cardiac Arrest

Shock

Untreated, shock can cause death from a collapse of the cardiovascular system carrying oxygen to the body's vital organs. The signs of shock may include cold, clammy skin; profuse sweating; a pale color; bluish lips; rapid pulse; and labored or rapid breathing.

To treat shock, lay the victim on their back and cover with blankets or clothing to keep warm. Elevate the feet 8 to 12 inches higher than the head. Do not give the victim anything to eat or drink. Keep the victim comfortable until help arrives.

Bleeding

Control external bleeding by following these guidelines:

Place direct pressure on the wound with a sterile dressing or clean cloth. If you do not suspect a broken bone, elevate the injured part above the

level of the heart. Apply a pressure bandage to hold the dressing or cloth in place. Wrap

snugly over the dressing to keep pressure on the wound.

“MAYDAY”


If blood soaks through the bandage, add more pads but do not remove those already in place.

Continue to monitor vital signs. Help the victim rest in a comfortable position Maintain normal body temperature Reassure the victim Care for other injuries or conditions

Burns

Burns are classified by depth of injury; the deeper the burn, the more severe it is. Treating burns should be done in such a manner as to relieve pain, prevent infection and prevent or treat for shock.

First degree burns redden the skin much like sunburn. Immerse the affected area in cool water or cover it with a cloth soaked in cool water. If necessary apply a dry dressing and cover it with a bandage.

Second degree burns form blisters. Treat in the same manner as first degree burns. Do not break or try to remove any burned tissue. Do not apply any kind of antiseptic sprays or ointments. If possible keep the affected area above the victim’s heart. Seek medical treatment as soon as possible.

Third degree burns char and destroy tissue. Call for medical help immediately. Treat for shock if necessary and continue treatment as in second degree burns.

Broken Bones

A broken bone injury should be immobilized to prevent further injury. Stop bleeding, if there is any, treat for shock and seek medical attention.


NAUTICALIA Nautical terminology The world of boats employs a host of terms and words that are seldom if ever used away from the marine environment. It is certainly not essential that you know, understand or use all these terms but you may enjoy yourself more when onboard if you are familiar with some of them.


Knots The ability to tie and un-tie knots quickly is a necessary skill on sail-boats. The most commonly employed knots are:


Navigation marks Even in this day and age of electronic navigation visual navigation marks remain critically important. The most common navigation marks are described below Cardinal buoys are positioned on the side of the danger that they are named for. E.g., A north cardinal is north of a danger. A south cardinal is south of the danger. With the exception of North their pattern of flashes follows the clock i.e. E = 3, S = 6, W = 9 and the light is always white.

North East South West


Lateral marks are positioned at the sides of channels, which side of the channel the respective buoys are placed is determined by the “Direction of Buoyage”. Red buoys ate lit with red lights, green buoys with green.

Port hand lateral mark Starboard hand lateral mark


Safe water (or fairway) buoys are either spherical or pillar buoys, with a red ball as a top-mark. The light patterns all have long periods when the white light is on.

Isolated danger marks have red and black horizontal stripes with two black balls for a top-mark. The light will always be white, and have a sequence with 2 flashes.


Special marks can be any shape; normally they will be spherical or pillar with a cross-shaped top-mark. If they are in a position where they can be treated as a navigational mark (near a channel), they will be conical or can shaped as appropriate. The light will always be yellow.

A new danger is a newly discovered hazard to navigation that is not yet indicated on charts or Sailing Directions and has not been sufficiently published in Notices to Mariners. This situation arises with newly discovered natural dangers such as rocks or banks but is mainly used to mark recent wrecks.


Vessel navigation lights

Navigation lights are required by law on all vessels. Rule 20 states that all vessels must display the proper lights from sunrise to sunset and in situations where there is limited visibility.

A small selection of examples is shown below.

Rule 25(a) Sailboats under sail:

Red and green side lights White stern light

Rule 23(b) Powerboats of less than 50m length - underway:

Red and green side lights White masthead light White stern light

Rule 23(b) Powerboats of greater than 50m length - underway:

Red and green side lights Two white masthead lights White stern light

Rule 30(b) Vessels under 50m in length – at anchor:

An all-round white light


TRUE SAILBOAT SURVIVAL STORIES

“Air Apparent” sailed around 400 miles - through some of the worst waters on the planet - without a crew.


“Barbary Duck” sailed about 2000 nautical miles - through the mid-Atlantic in winter - without human assistance.


“Compromise” survived a 1200 nautical mile journey through the mid-Atlantic in winter without her crew


San Diego to Oahu is around 1900 nautical miles – the “Bug Trap” appears to have made it unaided by her owner


Nauticat 33 Abandoned off Costa Rica Spotted off Hawaii

June 7 - Hawaii

Walter Teper was off Costa Rica aboard his Nauticat 33 Chaton de Foi in early December, when rough weather and an engine failure prompted him to abandon ship. Fast forward six months to Monday afternoon, and Chaton de Foi - Kitten of Faith - was spotted drifting about three miles off Hawaii's Big Island, more than 4,500 miles from where Teper abandoned her.

Chaton de Foi looks as though she's been 'rode hard and put away wet' - which is not surprising for a sailboat that was 'no-handed' from Costa Rica to Hawaii. Photo Courtesy U.S. Coast Guard "He just about passed out," USCG Chief Petty Officer Marsha Delaney said of Teper's reaction when he was notified. "We understand he's looking into salvage costs and the possibility of coming to Hawaii and claiming the boat." Costa Rica to Oahu is around 4500 nautical miles – the “Chaton de Foi” appears to have made it on her own


“Lunatic” this 9m sailboat – described as “badly damaged” by the merchant ship who found her - survived on her own for at least 3 weeks in the Southern Ocean after apparently being abandoned by her elderly skipper

karen m safetyr3 - webs m_safetyr3.pdf · the “karen m” has a conservative design and a very...

Documents