This past weekend I captained a bareboat charter and anchored in a popular spot; but also near a popular inlet that 'can' receive a fair amount of high speed large boat traffic on the weekends. While anchored, one of these large boats buzzed my position and its wake tsunamis (freaking assholes; sorry.... these a-holes should read my Resume Safe Speed post!) the boat went a rocking and one of the passenger's brand new iPhone 11 was face down on the bow; slid off and went "kerplunk!"
Yes, I always warn my female passengers about phone safety while on board and especially in areas like the bow or swim platform. But, after a few White Claws; listening to the Captain is quite boring and they will do what they want to do anyway. It never fails; I stopped counting all lost phones a long time ago; but presently, I am up to 16 iPhone 11's lost at sea. And whatever you do... Don't say "the Captain never told me!"
This kerplunk incident prompted the arrival of "Super BFF;" one of the phone owner's "besties" (also a White Claw fan) decides she is going to jump in and look for the phone in about 7 feet of water; totally disregarding my "Do not jump in order!" Realizing the water was too murky, she then decides to swim about 60-70 yards to shore where smaller vessels have anchored near the beach This inlet is notorious for strong current; but at this point all logic (in her head) vanished and she was determined to find swim goggles so she could swim back and look for the phone. At this point, the only thing I can do is notify all the passengers to keep an eye on her and ready the donut and lines.
Needless to say the swim did not produce a desired result... The boat she swam to only had a mask; so she came back empty handed. See what I am working with here? I will give Super BFF some credit; the girl knew how to swim and was a strong swimmer. As she got closer to the boat, I yelled out "do you want me to throw the donut?" She refused (she is Super BFF after all); but did make it back to the boat; albeit breathing heavily and buzzed lost. Don't worry, she recovered her buzz in no time!
This incident got me to think about MOB procedures; and do you know what to do.
As Captain, you are responsible for everything that occurs on the vessel; this includes “bareboat charters.” For more information on bareboat charters, read my blog entry regarding Demise charters.
Even with a demise charter, SOLAS holds the actual vessel owner liable for civil litigation in the event of personal injury, wrongful death and other claims for financial damages if the captain fails to meet his or her legal responsibility. Therefore, under maritime law injured parties do have the right to sue the vessel owner for damages.
It’s a little tougher to sue a Captain and or crew for civil damages. Suing a Captain and crew takes a "no-brainer" and obvious case of negligence with concrete evidence.
Therefore, Captains should know what to do if they experience a man overboard (MOB) event; and more importantly brief the vessel passengers on what to do. Don’t be that Captain! Make sure you, your crew and passengers (when applicable) know what to do.
During the passenger safety briefing, brief crew and passengers on standard MOB procedures. Doesn't have to be extensive, the following paragraph should be enough.
Anyone that witnesses a person fall from a vessel should shout “man overboard” until all crew on deck or passengers in the vicinity acknowledges the alert and the Captain is notified. Additionally, the person who witnesses the fall (and other notified crew that have eyes on the MOB) should keep the MOB in sight, point at the MOB and do not lose sight of the MOB no matter what and at all costs. Pointing at the MOB will assist the Captain in executing any rescue maneuvers.
The next few steps may take on different primacy in the overall process.
Depending on the vessel’s navigation equipment, all marine GPS chart plotters have a MOB button or function that the Captain can mark the position of the vessel at the time the MOB function was initiated. The Captain should immediately initiate the MOB function to mark the position.
After marking the MOB position on the chart plotter, the Captain should send a DCS message using the marine radio. DCS or digital selective calling is a standard for transmitting pre-defined digital messages via the (VHF) maritime radios and radio systems. Additionally, a “Mayday” call via channel 16 on the VHF radio should be made so any vessels in the vicinity can assist with rescue operations.
When or if possible, the Captain should stop the engines. Some vessels do not stop on a dime; therefore, the Captain may want to initiate a Williamson turn. It may be better to Google a “Williamson turn;” however, I’ll do my best in describing it.
A “Williamson turn” should be executed at a slow speed and follows the outline of a Valentine heart, folded vertically at its center and the turn starts at the bottom of the heart. The Captain will turn the vessel towards the side the MOB at full rudder until the new bearing is 60° from original course. When 60° from original bearing is reached the Captain will turn rudder hard and full in the opposite direction until the vessel is 20° short of the vessel’s reciprocal course.
For example; if the MOB is on starboard and the vessel’s original course of 0° reduce speed and turn rudder hard until bearing is 60°; when 60° is reached, immediately turn rudder hard and fast to port until a bearing of 200° is reached; when at 200° turn rudder amidships (straighten out the rudder) and the vessel will right to the reciprocal course and the MOB will be on port side (if no significant wind and current significantly displaces the MOB or vessel). The Captain should position the vessel alongside the MOB and into the wind or current; whichever is stronger.
For all vessels, a type IV throwable (e.g. float ring ‘for vessels over 26 feet’ or throwable square <26 feet) should be readily accessible and not at the bottom of storage pile, container or room. Crew and passengers should be made aware of the type IV’s location. Crew (if any) should immediately locate and toss the throwable Type IV PFD in the direction of the MOB.
Throwing a life jacket is not recommended unless there is a delay in throwing the Type IV. The type IV is the preferred rescue device in an MOB situation as the MOB may have difficulties donning the life jacket in the water.
Additionally, crew or passengers should ready throwing lines to the MOB; however, do not throw lines in the water until the engine(s) are off or stopped. Once the engines are off, throw lines to MOB and pull MOB to vessel and to the vessel’s appropriate rescue point (e.g. swim deck, ladder, basket, etc.).
Do not attempt to dead weight pull a MOB out of the water by their arms. In most cases, the weight of the person can injure the MOB and the person attempting to pull them out by the arms.
IMPORTANT NOTE: Under no circumstances should a member of the crew or passengers jump in the water to save someone. Not only could the sea conditions be dangerous due to wind, current, temperature or other hazards; it is human nature to self-preserve. In a MOB situation, the MOB will instinctively use a would-be rescuer as a flotation device and possibly drown the rescuer (or vice versa).
Don’t risk a second life…ever.
Once the MOB is on board, provide any medical attention as needed; cancel your DCS message and mayday call.
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