Archive for kill switch

Ten people were onboard a 21 foot Ski Nautique on Lake Gage in Steuben County Indiana about 7:15pm Saturday July 15, 2017. Dominique Effinger a 20 year old female was operating the boat. The boat took a hard turn and all ten people on board were ejected.

The unmanned boat went into the Circle of Death at an estimated 30 mph with ten people in the water.

A quote from the Journal Gazette perhaps best describes the chaos.

Journal Gazette
16 July 2016

“Several seriously injured people were taken to shore by local citizens’ boats so EMS and fire units could tend to the injuries, the statement said. It said two people were flown to Parkview Regional Medical Center in Fort Wayne with injuries including a skull fracture and a partial lower-arm amputation. Others less seriously hurt were taken to Cameron Memorial Community Hospital in Angola.
Conservation Officer Jake Carlile launched a Department of Natural Resources patrol boat as county sheriff’s deputies urged residents to move their boats and clear the area, the statement said. It said the unmanned 21-foot Ski Nautique motorboat was coming closer to boats and docks with each circle.
Carlile threw a rope from the patrol boat to entangle the motorboat’s propeller, the statement said. It said the boat then struck a dock and changed direction, striking the back of the patrol boat and disabling the patrol boat’s motor.
The rope slowed the motorboat, the statement said, and Carlile used a nearby personal watercraft to jump onto the runaway boat while both were in motion. He then brought the motorboat to a stop.”

Read More→

U.S Coast Guard has released a Public Service Announcement (PSA) reenacting the June 1994 accident on Table Rock Lake in Missouri that maimed Phyllis Kopyto and claimed the lives of her husband Bob Kopytko and of their fishing guide, Paul Brundridge. Phyllis speaks over the reenactment video.

USCG Kopytko kill switch PSA

USCG Kopytko kill switch PSA

The video is very forceful.
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The National Safe Boating Council (NSBC) “Get Connected” campaign, funded by a U.S. Coast Guard grant, encourages boat operators to connect the kill switch / engine stop switch.

The purpose of connecting the kill switch lanyard / engine stop switch or using a virtual lanyard is to cause the boat to stop if the operator is ejected. Unmanned outboard motor boats underway tend to circle in the Circle of Death, repeatedly striking striking those in the water with the propeller.

In some instances stern drive or outboard powered boats can just run on down the lake leaving those in the water with no chance of reboarding and no visual indicator to others of their presence in the water. They may drown or be run over by other vessels.

We found one of NSBC images particularly striking and will comment on it below.

Get Connected hand image

Get Connected hand image

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Anderson County Sheriff’s Office (ACSO) in South Carolina was conducting on water training exercises in conjunction with the U.S. Army Corps of Engineers (USACE) on Lake Hartwell in the Singing Pines Recreational area near Starr South Carolina on Thursday 1 July 2017. ACSO Deputy Devin Hodges and another ACSO person were on a USACE boat thought to have been being operated by a USACE participant in the training exercise.

An accident investigation is underway. For yet to be determined or released reasons, all three people on board were ejected from the 19 foot Pioneer patrol boat. The boat unmanned circled in the Circle of Death and Officer Devin Hodges was fatally struck by the propeller.

Deputy Devin Hodges

Deputy Devin Hodges

Some reports say he was struck in the head. Read More→

U.S. Coast Guard National Boating Safety Advisory Council (NBSAC) 87th meeting in Arlington Virginia March 23-25, 2017. Part 3 of our coverage.

Thursday Late Afternoon 25 March 2017.
Boats & Associated Equipment Subcommittee continued

Recent Propeller Injuries & Discussion of Potential Mitigation Strategies

Brian Goodwin of ABYC at NBSAC97

Brian Goodwin of ABYC at NBSAC97

by Phil Cappel Office of Auxiliary and Boating Safety and Brian Goodwin of ABYC (John Adey of ABYC was previously listed in error)
Brian Goodwin gave the presentation. note – this presentation was a followup presentation on the discussion at NBSAC96 about pontoon boat bow riding propeller injuries. Prior to NBSAC96 we sent the Coast Guard a link to our post about a cluster 6 pontoon boat bow riding accidents in 8 days in the summer of 2016. As a result of those accidents they began to look into the issue. In NBSAC96 they announced a study of pontoon boat accident data would be undertaken.

When we were here in the Fall we heard about a rash of accidents that were happening on pontoon boats and what was looked at was bow riding. As a result a Resolution 2016-96-04 was passed.

As a result, USCG reached out to ABYC and that project is what he will be talking about.

The resolution called for:

recommends that the U. S. Coast Guard initiate a project in collaboration with the American Boat and Yacht Council (ABYC), National Marine Manufacturers Association (NMMA) certified pontoon boat manufacturers, staff and contract engineers, and other interested parties to develop the analysis determining the factors that led to each of the accidents involving pontoon boats over the past 5 years;
Recommendations from that analysis may include but are not limited to:
• Development and issuance of a USCG Boating Safety Circular or USCG Recommended Practice,
• An enhancement to a current ABYC standard or creation of a new standard, noting that a voluntary collaborative approach might be more efficient and more rapidly implemented than by direct regulation.

For ABYC’s bowriding study they will be focusing on people that are outside of the enclosure of pontoon boats.

You can see in the photos that people want to be up here. These boats are obviously anchored. We are talking about when boats are underway.

Pontoon boat issue - bow riding NBSAC97

Pontoon boat issue – bow riding NBSAC97

You can see it happens in much larger boats as well.

“The obvious issue is you go off the front you’re not going to be able to stop the boat, the operator’s not going to be able to avoid the person, you’re not going to be able to put it in neutral, you’ll most likely get struck by the prop.”

Then he described the process as he showed the image below:

Pontoon boat issue - propeller NBSAC97

Pontoon boat issue – propeller NBSAC97

Mr. Goodwin said, you have a low proximity to the water, they will go right under and struck by the prop.

He described the process they used to select accidents from 2011-2015 BARD data. There are over 28,000 accidents in that dataset. Then they cut it pontoon boats (1,238 accidents). Then they looked at how many of those accidents fell overboard or were ejected (132). They did not include accidents where people voluntarily departed the boat. Then looked which ones of those 132 accidents were struck by the propeller or by the vessel. 66 accidents remained. They looked at the narrative of those accidents and tried to decide where that person was. Were they outside the enclosure or were they within the confines of the pontoon boat enclosure. Were they in the stern?

Pontoon boat accident analysis NBSAC97

Pontoon boat accident analysis NBSAC97

Also looked at some vessel dynamics, what was going on. Was the vessel changing speed, changing direction, cruising, idling, manufacturers, models, years, horsepower. When you get down to it and you look at the bow riding and focus down on those narratives there were a couple trends they observed. Some of these shouldn’t be a bit surprise. “A lot of drinking factors, of alcohol and operator inattention.”

Pontoon Boat Bow Riding Trends

Pontoon Boat Bow Riding Trends note – It is interesting that percentages were provided for most of the variables, but not for the causes (alcohol and inattentiveness).

The vessels were generally cruising, going in a fairly straight line, fairly calm conditions. Not making turns, Not making sudden speed changes. The perception is its a fairly comfortable environment.

The non-bowriding accidents were often caused by a sudden change in speed.

All the accidents were single engine boats. That is just a reflection of what the market share looks like, pontoons are single engine boats.

Over half of these accidents were rental boats.

The market the user group at most risk is rentals.

In 2007 there’s over 800,000 registered pontoon boats out there, but over half these accidents are rentals.

36 accidents were bowriding.

Whats the next step? We’re going to look a little deeper at the actual design of the boats and see if there are trends we can analyze and reach out to the manufacturing community.

Reality is we can say all day long that if you get rid of this front section this problem goes away, but does it really? Do people just open the gate? Do they sit there? Are there legitimate reasons to have a deck area on the boat that is wanted by the customer / the boater? They may be fishing. They may be a fish and ski model where they want to have that deck for fishing.

The person that knows their product best is the manufacturer. They know their customers and what know they do. If we can bring this discussion to them we can help steer the discussion on what is viable changes that may be incorporated into the standards.

He found this picture interesting in that it kinda promotes being in a bad place on the boat when underway. note – he was speaking of the boat shown near the bottom of the slide above. I enlarged a portion of that image and show it below. As to promoting being in a bad place on a boat when underway, the recent popularity of stern facing seats comes to mind.”

Rental pontoon boat with seats forward of the fence

Rental pontoon boat with seats forward of the fence

ABYC’s H-35 standard addresses pontoon boats. It has a warning that’s supposed to go on that gate (shown below).

Pontoon boat propeller warning by ABYC NBSAC97

Pontoon boat propeller warning by ABYC NBSAC97[/caption:

The warning warns the operator not to go up there.

ABYC standards cover the the railing and the gates. We’ve actually made improvements in the last couple years to gate strength. We want to be able to withstand a 400 pound load. Just like the safety railing lifeline around the boat itself.

From a standards perspective, there are standards there. So what is the next step. I talked about working with manufacturers and identify possible engineering solutions, and taking these recommendations, and we’d look at including them in a standard and publish it out there.

There are some other things / opportunities out there, such as to work with NASBLA for a model act. What is the oversight of this rental community? Its a large percentage of the accidents. Its a limited user group. Are those boats built to the standards. Do they need to be? Is anyone inspecting those boats? Do they have the appropriate warnings? Does someone know they shouldn’t go up there. And lastly, targeted outreach to these rental companies.

[caption id="attachment_12897" align="alignright" width="700"]Pontoon boat accidents - next steps NBSAC97 Pontoon boat accidents – next steps NBSAC97

He showed some of the new designs coming to pontoon boats in the slide below.

Pontoon boats - next generation NBSC97

Pontoon boats – next generation NBSC97

That’s where we’re at right now. We’re going to keep digging at this.

Captain Boross thanke him for taking the project on and for putting things into context. On average for that five year period we lost two people per year and one person per month on average is going to get struck off a pontoon boat by the propeller and either seriously injured or killed. We’re damned because of statistics inform us. So that helps us be able to provide that narrative, because numbers do matter. In terms on the targeted approach I appreciate the honing in on the fact that more than half of the mishaps happened on rented pontoon boats. So outreach to rental companies would be an appropriate mitigating measure by us, by our auxiliaries, and by our power squadron personnel as well. Thank you for presenting that information. We will put it into the context you just heard. Thanks.

Chairman Maxim said it was a very important presentation, thank you.

Rich Jepson said he was interested in what controls or standards exist for the rental companies now. Not so much in terms of manufacturing, but their operations and their choices of clients.

Someone asked if someone with the Coast Guard(Phil?) had anything to add to that, but it is his understanding that is mostly a state issue, BLA’s could speak to it better than he could.

Pete Chisholm said:

Comment by Pete Chisholm
“I think the sad part about it is there is really not a lot of standards involved in the rental industry. I’ve had some personal experiences with a rental company that is literally in my backyard in Wisconsin. When the person who went to rent the pontoon boat, which is my manager, looked at the lanyard switch which was missing and said something to the rental operator. The rental operator basically went on a tirade about well its not there because your just gonna trip it, your gonna call me. I’m gonna have to drop what I’m doing, get a boat and go find you to put the switch back on, and then your gonna want your money back. They just totally disregarded it. Obviously they had not had any kind of conversation with their insurance agent or a lawyer.”

Jeff Johnson, Alaska BLA, said they were losing people in some paddle board rental operations. They came up with a vendor checklist that they required vendors to provide to renters when they are under the auspices of waters controlled by the state parks or DNR. It hits the high points. There is an opportunity to control that type of activity through the commercial permit system (rental operation is permitted to operate in a state park, etc.)

Bruce Rowe, said something like that exists. Checklists, everything, videos. Its been out there for about ten years.

There was some talk of a resolution.

Pete Chisholm said the report is not finished yet. He said when the report is finished, a resolution may be a way to bolster its findings.

I made a public comment at this time.

Public Comment by Gary Polson
“I’ll go with Mr. Rowe on they had a very nice flip chart. I’ve got one, this big flip over printed chart they’re really nice, they had them a long time ago. I’ve got one . You can still see the charts online at
We were the ones that kind discovered the burst of pontoon boat accidents, there were roughly six of them in eight days last year. One thing that we missed in the presentation here was children. Children are very big factor in bow riding often and they’re often not paired with alcohol. They’re just mom, dad, kids up front, and kids falling off. We put up actually two post that covered a lot of ways to try to prevent this accident all kinds of ways. Some of them aren’t feasible. We just tried to point out ideas that might be able to address some issues. One we pointed out a lot was defensive architecture. Trying to do something up front to make it uncomfortable to sit there and one thing we showed was in big cities, like we’re in right now, they do things on to the benches and other things to make them hard to sit on them . If you go around the corner somewhere past Buffalo Wild Wings turn right, they’ve done it to some benches out there, you can sit on them, but you sure can’t sleep on them. You do something up there like a piece of angle iron over the edge where the angle iron toes up kinda so you could puts your toe into it or something like that. You wouldn’t wantabe hanging your legs over that. Another one is they make a bunch of grills for stairways and that kind of stuff. You don’t like sitting on a grill if your in a swimsuit and those kinda things. There’s a lot of opportunities that if you still want to put something up front, you can make it uncomfortable to sit there. Thank you.” note 1 – when I said “grill” above, I meant to say “grate” or “grating”. Like this stuff:

Grip Strut safety grating. Image courtesy of Eaton

Grip Strut safety grating
image courtesy of Eaton note 2- our two posts covering ways to prevent these accidents are: Preventing Over the Bow Pontoon Boat Propeller Accidents and Preventing Over the Bow Pontoon Boat Propeller Accidents by Design.
We also have a list of pontoon boat over the bow propeller accidents. note 3 – in retrospect we identify “over the bow accidents”, they (ABYC) limited the study to people who started outside of the rails. Our list of over the bow pontoon boat propeller accidents includes several people who fell over or through the rails or the gate and met the same end (struck by prop). It would be good to keep this broader perspective in mind when evaluating mitigations and some mitigations might prevent these “start inside the rails” accidents as well. Our 2011-2015 data identified about 57 people going over the bow struck by the propeller including about 11 fatalities. My data includes some accidents in which those struck fell over the rail or through the gate. The ABYC study found 29 bow riding injuries and 7 deaths (36 total). They tried to read the narratives to determine how they entered the water. We have media reports of many of these accident that also provide insight into how they entered the water. I supplied our accident list to USCG back when we identified the accident cluster. When this project began, I was told they had the list and would ask for my assistance if they needed additional information about any accidents on the list. In addition, ABYC should have had access to the accidents data from the states we cannot see (states not reporting to Public BARD, unmasking more accidents than those seen by us). It would have been nice if we could have participated in the accident data review process.

Update of Review of Federal Manufacturing Standards (33 CFR Parts 181 and 183) & Discussion of Potential Recommendations
presented by Phil Cappel USCG.

He thinks these questions were answered this morning. There really is not an environment for us to introduce or even start as large a project as we have. We did have a Congressional mandate that we were supposed to change the outboard motor weight table but that is a very small portion of the regulations we want to update and it was put in our authorization by bill Congress to do this. We got as far as getting the Department to approve it on the 19th of January and on the 20th of January it was stopped. It has been appealed because it is not a large change. The Department has told us to change some wording on it so it might be able to be published. But as of yet, we are still waiting for the Department to go ahead and let us publish it.

So for use to start a project on our own of basically changing a third of our regulations by updating them, its really not worth trying to attempt it and put it into the hopper right now. But it is ready to go if we can just get a little change in the regulatory environment.

The standards for boat manufacturers in the Federal Code of Regulations (CFR) are out of date and it is very challenging to update them, especially in the current environment.

New Business and Public Comment on Issues Related to Boats & Associated Equipment Safety

Larry Meddock WSIA said if he remembers correctly, last year the Coast Guard moved forward on a CFR (I think Mr. Meddock is referring to the Code of Federal Regulations) for the engine cut off switch. He thinks he heard Nicole say a few minutes ago that one of NMMA’s goals was to see something on the engine cut off switch to move forward.

He wants this Council to know that he personally will go to the board of directors of the Water Sports Industry Association and ask them to support and engine cut off switch and hopefully a CFR. His question is, What is it going to take to get this done? I don’t know if you can make a resolution on top of a resolution but if that’s what we gotta do or he just stands up here and pitches a fit.

What’s it gonna take if the Coast Guard knows the NMMA is behind this. If their behind this, what’s the problem? I’ll leave it at that.

Captain Boross responded to Mr. Meddock. He highlighted Mr. Viggiano’s article in the Proceedings. On the right hand side of the page, he has the NMMA verbiage appended to the article there. All I can ask you all to do, is to continue your advocacy as often and as fervently as possible. Then he thanked Mr. Meddock for getting up and speaking on this issue.

Phil Cappel (I think), said the Coast Guard can’t approach Congress directly. We rely on other people. NMMA has their office here in D.C. to basically help move things forward for them by going down and seeing their Congressman and Senators. NMMA was able to put a directive into the USCG bill that was able to change the engine weight table for outboards. It was NMMA that basically did that for us. USCG did not ask the to do it and they are not asking them to insert engine stop switch requirements in USCG’s next authorization bill. But it might be a way forward. He thanked Nicole (NNMA)for attempting that.

Captain Boross noted the Proceedings article notes NMMA sent a letter in support of mandatory installation of engine cut off switches and mandatory use of lanyards in 2011. He has brought up this support to the Admiral. We have been moved up on the priority list, but we have not been moved any further along.

Read Admiral Thomas is carrying this forward. It will be passed forward. Rear Admiral Thomas is departing Washington D.C. this summer for another position.

Polson – I made a public comment noting the first two resolutions passed about 2006. One for putting them on boats and one for mandatory wear. I mentioned we have a kill switch study from about 1977 done by the Coast Guard.

We submitted a public comment letter and I think one of the paddle board guys noted we only had a four day submit period. Would be nice if it was a little longer than that. We were watching the Federal Register and only caught it on the last afternoon.

What we talked about was large outboard motors striking a submerged object, breaking off, and flipping into the boat. A comment by Captain Boross two meetings ago in which he talked about the study that found 21,000 BARD entries from 2010-2014 and identified 888 propeller injuries (I should have said “accidents”, not “injuries”). He said:

Captain Boross from NBSAC 95 minutes
“Some of these incidents occurred when a propeller of an underway vessel struck a submerged object and the propeller recoiled and the engine launched and came up out of the water and came inside the boat which amazed him and members of his staff, as there were hundreds of those events.”

We really appreciate the attention he brought to this issue. We would just like to add that its typically the leading edge of the drive, the skeg or the nose cone or something that strikes, its not usually the propeller that make this happen..

We had a chart up earlier and recently posted a different one. Its part of the stuff that we distributed. It shows some of the paths by which these accidents could be prevented. We just like to call it to the attention of everybody. Thank You.

I also said we really appreciated Mr. Hoedt who will not be with us much longer. I’m are sure Marion does as well. I am not a real SPIN person but he helped her a lot and I’m sure she appreciated that.

A link to our written public comment on large outboard motors.

Dave Marlow said we had a good presentation from ABYC remarking pontoon boat rental operations appear to be ripe opportunity for education and Mr. Rowe brought to our attention there is a site out there, to address some issues that the Coast Guard sponsors as well as NASBLA sponsors. I had a look at the website and the information claims to be brought forward by the Coast Guard and by NASBLA. Anyway, as I have reviewed it in subsequent conversations it appears that it could be updated. There is no mention of the emergency cut off switch or use of the words cut of switch that I could find. It might be in the video’s I didn’t have a chance to view. But I wonder if this serves as an opportunity to revisit and update that material given the information we have today.

Bruce Rowe talked about the origins of what is now It started out with 6 or 7 of us working on it as a BSAC project. Wound up with him and Fred doing it. They did it at one his marinas and he paid the gas to get the videos done. Its been out there for he believes ten years now. Everything has been redone on it. They now have it in English and Spanish. There are also quizzes on the website and on the videos. He will take a look at it and if there is nothing on there about the ignition kill, they will get that on there.

An actor, Michael Copon, a Power Ranger did a PSA for it an the visitation went up astronomically. So they have been continuing to upgrade it. At the next BSAC meeting he will bring copies of the different videos to hand out to the Council.

Pete Chisholm asked him if he could provide some additional information to the subcommittee at their next meeting and Mr. Rowe said he would.

Pam Dillon of NASBLA said just to correct the record, that was a grant to Safe Boating Council (the materials). NASBLA assisted on it with the Coast Guard.

Bruce Rowe said it was a BSAC initiative that Fred and he worked on to get it done. Pam Dillon said she stands corrected. Bruce said he sent copies of it to someone at NASBLA and that year at the Summit the Coast Guard got the award for the best safety video of the year.

Chairman Maxim asked if there was anything they (NBSAC) needed to do to cause this to happen (the materials to be updated). Bruce said, no. He will look at it and make sure there is something on there about the ignition kill switch and the safety lanyard and on the check sheets. Bruce thinks its on there, but if its not they will get it added on the website immediately.

Polson – I made a comment that about 2005-2006 there was a BSAC project of which Marion was a part that developed a flip chart. I actually have one. They put together roughly 20 slides and there is a flip chart that is pretty big. When you flip the slide over the person being trained sees the slide, while the person training them sees the backside of the next slide and reads what they are training them about. It’s really slick and a very nice thing. Those slides are online. I think they distributed like ten or twelve of the flip charts to test them out. They did not get any feedback, and it died.

Jeff from the Coast Guard said that for the record, that is the Water Solutions Group grant. note – as seen above, there was considerable confusion about the origin of the materials on I think part of the confusion about who did this project comes from the project having many pieces.

Among the pieces are the materials on the flip chart, the videos shot by Bruce and Fred, and the website running under Water Solutions Group, originally under a grant.

As to the source of the materials (content of the flip charts) back in November 2005 at NBSAC76, a group was formed to address propeller injury avoidance. (see page 16 of the NBSAC76 minutes).

That group reported at the next NBSAC meeting in April 2006 (See page 6 of NBSAC77 minutes). The findings of that workgroup, of which Marion Irving deCruz was a member, is both interesting and sad. That portion of the minutes are copied below.

NBSAC77 Minutes April 1-4, 2006 page 7.
Propeller Injury Avoidance Workshop Report
John Adey presented on the Propeller Avoidance Workshop. Much of what he had to report was covered in the Chief’s report. He expressed excitement about the possibility of a unique solution. The workshop was in Alexandria, VA, and four ideas came out of the meeting. The first was an educational package for rental boats, which would quickly teach people about boating rules and safety. The second was that every original equipment manufacturer (OEM) install a cutoff switch and the cutoff switch be installed immediately on all boats. Third, a law could be passed requiring that, if the boat has a cutoff switch, it must be attached to the operator. The last idea, which was similar to California’s AB 2222, was that if you are in the water holding onto a boat, the engine must be turned off. All of these items were to be addressed at the Boats and Associated Equipment Subcommittee.

Those same ideas continue to be bounced around in NBSAC over a decade later.

The flip charts and check sheets now on were an outgrowth of that project.

END of part 3 of our coverage

Links to the meeting agenda and all 5 parts of our NBSAC97 coverage are below.

0 Categories : Regulations

U.S. Coast Guard National Boating Safety Advisory Council (NBSAC) 87th meeting in Arlington Virginia March 23-25, 2017. Part 4 of our coverage.

Friday 25 March 2017.
Prevention Through People Subcommittee

Rich Jepsen at NBSAC97

Rich Jepsen at NBSAC97

Rich Jepson opened the Prevention Though People segment.

He expressed his thanks to Jeff Ludwig, Jeff Hoedt, and Captain Boross.

Streamlining On-Water Instructor Licensing
by Rich Jepson

He presented and there was an engaging conversation about on water boater safety training, sometimes called skills training. Several groups are beginning to or would like to offer on the water boating safety training for boat operators. Existing regulations consider that act carriage for hire, resulting in the person providing the training needing to have higher level commercial vessel operator licenses, a significant number of hours on the sea, a medical physical (somewhat like a pilot), and pass a drug test. These requirements can cost a few thousand dollars and take a lot of time.

Another possible route has been found. A Limited Operator (LOUPV) category might be used by those providing training.
LOUPV = Limited Operator Uninspected Passenger Vessel license.

The Limited Operator licenses must be established and worked out locally. Various local restrictions can be placed upon them such as daylight only, stay out of the sea lanes, stay close to shore, Spring and Summer only, or whatever the local officers deem appropriate.

Mr. Jepson proposes NBSAC work with USCG headquarters to create a guide to help those wishing to provide these services be able to navigate the challenges of obtaining a license to do so.

Captain Gifford asked about age requirements for LOUPV, you must be 18 of older. Several offering on water safety training are though to be under 18.

There was considerable discussion of current regulatory challenges resulting in the inability to create some new category or add a subset within an existing regulation to make what they wanted possible.

Captain Boross said, in 1782 Alexander Hamilton said, It’s our duty to exhibit things as they are, not as they ought to be.

Meaning, we need to work within the existing system. It does us no good to imaging passing some regulation like we would want because we cannot do that at this time. We need to work within the system as it is, not as it ought to be.

Captain Boross thanked Pam Dillon for the article on page 82 of Proceedings about “on water” skills training.

Captain Boross said concerning creating new regulations to make it easier for entities to provide skills training, His office would carry the flag for us, but they can’t carry this one. But he emphasized that trusted entities in specific locations would be given a limited LOUPV.
He noted that model acts, sample laws written by NASBLA, that could be adopted one state at a time are an opportunity.

There was considerable discussion about people thinking this type of training would reduce the number of accidents, but there is not data available to prove that at this time, so the programs cannot be sold to regulators on that basis.

One concern is the poor behavior of some boaters could result in all boaters being banned from certain areas. It is hoped that on water training would result in more boaters being better neighbors on the water.

It was noted that on water training ranked 14th out of 14 in the vote to establish NBSAC priorities at the last meeting.

Captain Gifford thanked Mr. Jepson.

Accident Data Sources: What’s Available to Review and Analyze

Bruce Rowe of Forever Resorts at NBSAC97

Bruce Rowe of Forever Resorts at NBSAC97

by Bruce Rowe of Forever Resorts

He focused specifically on canoes and kayaks, and some on paddleboards in the BADs. (I think he is speaking of the media reports of boating accidents that Coast Guard contractors collect.)

He opened speaking about a recent kayak accident in the Hudson River in which a ferry departing a dock backed over and injured 4 kayakers that were on a guided tour. (it was a 30 August 2016 accident)

If the boating safety people can’t figure out the differences in the types of canoes, kayaks, paddles, and leashes? How is the general public going to do that that’s buying them at Wal-mart, K-Mart, whatever?

On March 16th, two boys were in a one person kayak, another one where the two people perished and the life jackets were found in the boat. They were still looking for one of the bodies after 36 hours.

He found a 2014 database of rescues in Oregon. Some were found dead, some were found alive.

Until we start doing something about these human powered craft, we’re going to continue to have more and more accidents.

He noted most BADs don’t report life jacket wear status. He said some BADs are 7 or 8 pages long in boating season. Most of them are human powered stuff. Half of them survive of more. He counted 10 to 12 years ago and found over 5.000 people just in BADs alone in one year. He did not count whether they survived or died. If all those turned to deaths, we’re not ready for that.

Somebody told him yesterday New Mexico is encapsulating these rescues also. He spoke with someone at NASBLA and there is no database that they have either.

Scott Brewen of Oregon took over to speak about their Search and Rescue database. He apologized for just seeing this yesterday. They will take this data and enter some of it as reportable accidents. The database is basically of when law enforcement goes out to respond to something. Not all of them are reportable accidents.

Oregon is recognizing the impact non-motorized boating is having and they are trying to get their arms around how many are out there and are we seeing accidents and fatalities go up or are accidents and fatalities going up with increased units on the water. The database helps them see what law enforcement is spending time on. Many of these accidents will not wind up in the reportable threshold. They are hoping to get a better idea of the time commitment they are spending with these vessels.

The kayaks on the Hudson was one where we had a guided tour and there were still major injuries in the whole thing.

Chairman Maxim noted these non-powered craft are accounting for an increased proportion of accidents in BARD. He asked for a quick show of hands if this is something we are going to pursue in NBSAC or not. After encouraging everybody to vote, there was a show of interest.

Matt Holder with Free Sup SoCal asked about the last question on the Chairman’s action on should we pursue this, what is actually being pursued?

Chairman Maxim said, some time ago we wrote and an analysis of life jackets. We summarized what the issues were and summarized the relevent literature. We made some recommendations and Richard Moore spoke very eloquently about some of those recommendations. Mr. Maximim is suggesting we put together a packet of factual information and data that summarizes what we know about the problem, what we don’t know about the problem and wish we did and a possible way forward. He is not putting forth a resolution that the Coast Guard should do anything right now, just that BSAC should put together a useful packet of information that probably will be in the form of a report.

NTSB report
Chris Deck now spoke on the three NTSB recommendations to the Coast Guard.

An 83 page NTSB report titled, Shared Waterways:Safety of Recreational and Commercial Vessels in the Marine Transportation System develops the NTSB recommendations.

One recommendation was for USCG to seek statute authority to require all recreational boaters on waters subject to the jurisdiction of the United states to demonstrate they had competed an instructional course or an equivalent that meets NASBLA standards.

A paddleboard representative wanted NBSAC to insert “powerboat” into that proposal.

Jeff Hoedt suggested and NTSB representative be invited to the next meeting to further discuss these recommendations.

Larry Meddok WSIA asked if the committee had any thought had been given to the Universities providing training. He went to school with the director of the training program at San Diego State’s Mission Viejo Aquatic Center. They have to train their instructors almost every year due to high turnover. That process can be burdensome.

Matt Holder of Free Sup SoCal a Paddleboard representative made a public comment after the next presentation that was addressed to this one, so we entered it here. He asked to this body to encourage the Coast Guard to oppose NTSB’s second recommendation (mandatory training). First he thinks this regulatory concept would never see the light of day and Admiral Thomas encouraged this body last October to not press forward regulations that will never see the light of day. Also this regulation does not distinguish between all the different types of operators. He thinks it was sloppy work on their part. Thirdly is this how you would want the Coast Guard spending their time (chasing down people to see their papers)?

Alignment of On-Water Training and Classroom Boating Safety Class Standards

Pam Dillon of NASBLA and Joanne Dorval of U.S. Sailing presenting at NBSAC97

Pam Dillon of NASBLA and Joanne Dorval of U.S. Sailing presenting at NBSAC97

by Pam Dillon of NASBLA and Joanne Dorval of U.S. Sailing

They talked about their work on several training standards, 4 of which have become ANSI standards.

They just completed the 7th public review of the standard for human powered watercraft.

The most recent sailing standard is a descriptive standard rather than a prescriptive standard. Meaning it is outcome based. Those being trained must demonstrate certain things.

ANSI has ten requirements to become a standard.

They talked about trying to harmonize standards for on water and classroom boating safety classes.

The skills standard has been finished and can be seen on

Your on water course can be verified three ways:
1. By the provider
2. By the customer
3. By a 3rd party

They talked about Kirkpatrick Measures, a four level model for measuring the effectiveness of training.
The four levels are:

1. Reaction (how the people being trained react to the training).

2. Learning (what have those being trained learned)

3. Behavior (how much did those being trained change their behavior)

4. Results (results of the training)

Richard Moore of Florida at NBSAC97

Richard Moore of Florida at NBSAC97

Richard Moore said he does not like putting funds into skills based training vs. other alternatives or creating false expectations. He does not see much participation in skills training unless it is mandated. States will not require it. Most states would resist the Feds if they mandated it. He expects a positive yield, but not a broad reach without mandates and mandates are extremely unlikely.

Jeff Hoedt said that 400 to 500 thousand boaters a year participate in knowledge based training. He has no idea how many participate in skills based training.

Boating Safety Outreach and Non Regulatory Interventions
by Rich Jepson

He passed out 3 X 5 cards and asked us to write down any advice we had for his subcommittee about non-regulatory interventions.

Jim Emmons of WSIA suggested “Outreach” might limit our thoughts to as means to accomplish our purposes. Mr. Jepson said he was open to other words in that slot but none were suggested at that time.

New Business and Public Comment on Prevention Through People

Pete Chisholm showed a brief video that shows why we are on NBSAC. It included some boat show photos from years ago where no one wore life jackets on boats in the water vs. now when life jackets are ubiquitously worn on boats in the water at boat shows.

Phil Hoedt receiving an award from his supervisors for his excellent work at the USCG Office of Boating Safety at NBSAC97

Phil Hoedt receiving an award from his supervisors for his excellent work at the USCG Office of Boating Safety at NBSAC97

Awards to Jeff Hoedt

The Strategic Planning Subcommittee just got underway and Captain Boross apologized for interrupting them.

Jeff Hoedt was presented two awards. A plaque by his superiors and a ship’s bell plaque by his staff.

Jeff Hoedt receives an award from those who served under him at NBSAC97.

Jeff Hoedt receives an award, a ship’s bell, from those who served under him at NBSAC97. comment – we would add our best wishes to Mr. Hoedt in his retirement as well. He was a pleasure to work with. To borrow a phrase from Captain Boross, Jeff Hoedt did a great job of listening to all the equities involved.

When we forwarded some bit of information to him, we typically received a prompt response. He often distributed materials we sent him about specific accidents, specific types of accidents, or propeller safety devices to others at USCG.

We also thank him for his many interactions with Marion at SPIN and always being willing to listen to her.

While at the meeting, I had the opportunity to meet Jeff Hoedt’s wife. As one might expect, she is a great woman.

Strategic Planning Subcommittee

Results of Issues Prioritization Survey
by Harry Hogan

Harry Hogan presenting priorities survey at NBSAC97

Harry Hogan presenting priorities survey at NBSAC97

Members ranked a list of priorities at the last NBSAC meeting. USCG representatives were asked to rank the same list.

Harry Hogan presented the results and a statistical analysis of the data.

The basic finding is NBSAC rated priorities in this order:

  1. Learn more about human factors
  2. Increase life jacket wear
  3. Alternatives to regulation
  4. Learn more about paddlecraft
  5. Improve outreach activities
  6. Change focus of boating safety courses
  7. Improvements to National Survey
  8. Improve analytic techniques
  9. Increase Boating Survey focus on small boats
  10. Improve ways to correct for underreporting
  11. Improve BARD
  12. Optimize grant program
  13. Simplify licensing process of On-Water Instructors
  14. Portals for increased access of survey and BARD data

Several Coast Guard folks took the same survey and ranking their first five like this:

  1. Improve outreach activities
  2. Learn more about paddlecraft
  3. Increase life jacket wear
  4. Improve ways to correct for underreporting
  5. Learn more about human factors
  6. Change focus of boating safety courses
  7. Alternatives to regulation

There was considerable discussion about the variability of rankings withing NBSAC and their lack direct obvious correlation with USCG’s priorities per the survey. However both groups did reasonably agree on which items should be in the top half.

There was discussion of voting again, voting within the top half and other ideas. In the end, the priorities were left the way they were in the vote.

Strategic Planning Initiatives Reports

Each of the three groups reported.

Initiative 1. Education, training, outreach

Initiative 2. Leverage, enforce, policies, regulations, standards

Initiative 3. Research and Development

Initiative 1. Education, training, outreach Report
by Vann Burgess

He talked about measuring and setting targets.

By following an evidence based approach, we first analyze surveillance data, better define the problem, identify possible strategies, align strategies with CoAs, and set targets. This path also leads to operationalizing the plan.

There was some discussion about what a strategic plan was. This one started out as what new things should we be doing, and did not include what things we are doing we feel we should continue to do.

In order to make sure existing good things to do not get overlooked, a track was inserted for the existing things.

The Kirkpartick Mode was discussed as a means of evaluating outreach efforts. The Kirkpatrick Model is a pyramid with Results at the top, then on successive layers: Behavior, Learning, and Reaction.

He said we could add one more step to the model, Return on Investment.

Initiative 2. Policies, Regulations, and Standards
by Phil Cappel USCG

Phil Cappel USCG at NBSAC97

Phil Cappel USCG at NBSAC97

He talked about identifying high risk locations on the water to use as test beds for accident mitigation strategies. They are not officially measuring risk (would require exposure time data), they are just finding areas where accidents of a certain type happen with a higher frequently than most other places.

They studied 5 years of collision data and identified 12 locations with >20 collisions.
They also reached out to the BLAs in these same areas.

The Colorado River near Bullhead City Arizona and Laughlin Nevada (these areas are across the river from each other) had 94 collisions in 5 years. Most of them involve Navigation Rules (Nav Rules) violations.

They are looking at using this area as a test bed for ways to reduce collisions through outreach and other programs.

Initiative 3. Research and Development
presented by Don Kerlin USCG

Don Kerlin USCG at NBSAC97

Don Kerlin USCG at NBSAC97

He spoke about the existing data (BARD), the existence of some other data sets, creating a centralized depository, and they are headed toward Data Fusion (integrating data and knowledge from multiple sources).

They are working toward 100 percent completeness and accuracy and timely submission of BARD reports by 2021.

They will ensure the maintenance of ongoing activities such as BARD updates and the annual Boating Statistics publication.

They are discussing what data should be public, and how to access the data. He talked about the possible use of dashboards to access the data. note – while the notes above speak primarily about accident data, they are talking in a much broader scale about all kinds of data that could be useful in USCG recreational boating safety decision processes (like the hours of use studies, life jacket wear studies, etc.)

Why Does NBSAC do a Strategic Plan?

There was a question from the Council about why does NBSAC create a strategic plan for USCG. Shouldn’t USCG create their own. After some discussion, Captain Boross said, it is the law. Everything they (USCG) does is in accordance with FACA laws (Federal Advisory Committee Act) requiring them to conduct these convenings. He thanked them, especially the public and the equities.

He said it is a statutory requirement that the group create this plan.

END of part 4 of our coverage

Links to the meeting agenda and all 5 parts of our NBSAC97 coverage are below.

0 Categories : Regulations

To: Fell Marine
15 February 2017

We were thrilled to see your entry into the wireless lanyard / kill switch market in the United States.
We recently posted coverage of your MOB+ device after which I dropped you an email asking you contact us after the Miami International Boat Show in response to a few questions we had. My email quickly received an automatic response and yeterday we were contacted by a gentleman in Norway who included a couple others in the email conversation, including a gentleman in the U.S. The email was very informative and inviting to learn more about your product.

MOB+ image from Fell Marine web site

MOB+ image from Fell Marine web site

We will visit with you after the boat show about our questions specific to MOB+, but thought of several more general topics related to kill switches we would like to share with you that might be of interest to others as well. So I posted this portion of my conversation with you here as an open letter on the topic.

Much of the content of this email will come from some of our previous posts on these topics. Read More→

Hunter Bland and Conner Young are members of the University of Florida Bass Fishing Team. Saturday January 14, 2017 Bland and Conner were fishing in the FLW bass tournament on Lake Seminole along Georgia’s border with Florida. It looks like the accident may have occurred shortly after blastoff as they are following a wake and several boats run by them to their left. Bland and Young are running about 57 mph, the boat’s hydraulic steering is thought to have malfunctioned, the large outboard motor fliped all the way to the side and the boat swerved hard right. They were both ejected.

The accident was captured by an onboard GoPro camera providing the first ever bass boat ejection video we are aware of. The video is remarkably stable, in high resolution, and even provides a slow motion view. Fittingly, it opens with a scripture.

Ejected from bass boat

Ejected from bass boat

Read More→

Kill switch preventable accident after kill switch preventable accident is stacking up this summer. It is long past time for the industry to investigate alternative methods to prevent Circle of Death accidents. Outboard powered recreational boats from which an operator has been ejected, circle repeatedly striking those in the water.

This post opens with a discussion of the ineffectiveness of kill switch lanyards because almost nobody uses them, then reports on a special control lever created by Vermeer to detect operator presence with potential application to passive (fully automatic) boat kill switch applications.

Vermeer OPS patent application

Vermeer OPS patent application

Read More→

0 Categories : Guard Technologies

Live Like Kali stampTexas flats boats also called bay boats have been found unsafe by a United States Coast Guard Contractor. Bay boats / flats boats are relatively flat bottomed for shallow water operation.

In July 2012, Kali Gorzel, a 16 year old girl loved by hundreds, fell from a bay boat off Port Aransas Texas when the operator lost control in a relatively slow speed turn and the boat spun, she fell overboard, and was fatally struck by the propeller.

In the wake of the Kali Gorzell accident, her parents began to hear of other similar accidents, bay boats spinning out of control.

Similar accidents included Michael Dominguez (a 6th grader from San Antonio, Texas) and the fatal accident of Janis Lindeman of Blanco, Texas.

Kali Gorzell’s parents found an interested partner in Cody Jones, Assistant Commander with Texas Parks and Wildlife Department (TXPWD). He was interested in part because a game warden had been tossed from a similar boat. Read More→

0 Categories : Regulations