News letters are no longer produced. Press of business has precluded the amount of time necessary to create them. Some highlights of previous news letters which contain information that may be of interest to boaters are offered below.

CARBON MONOXIDE POISONING
January 21 2004; Two deaths occurred aboard a 24 foot power boat on the gorge in Victoria. This sad and senseless tragedy could have been avoided. For a number of years now I have been offering a free brochure on this subject with the hope that more boaters would become aware of the risk inherent in operating machinery or heaters in confined spaces. Sadly not every one gets the message. These two deaths are directly as a result of a lack of awareness of this problem. Please don’t let your relatives, friends or customers become statistics. Be aware of the possibility of CO. Do not operate combustion heaters, stoves or engines without adequate ventilation. Yacht clubs, Insurance brokers or anyone who would like to distribute this brochure is welcome to it. Copies of the brochure are available at no charge. Just ask.

RUSTY OIL FILTERS
Recently a friend changed the oil on his small diesel engine.  As a prudent boater he had a spare filter onboard and he used that as the replacement. The spare had been onboard for some time and he noticed a small rust spot on it when he screwed it in place, but thought nothing of it. After changing the oil he ran his boat around the bay to warm the engine up and to circulate the new oil. After an hour, the engine overheated and seized. It was completely out of oil. The tiny rust spot had burst. The oil under pressure sprayed into the bilge. There is a $5000.00 lesson here. Don't use filters with any rust on them no matter how small or innocent the spot may appear.

NMMA CERTIFICATION
The December, 2003 issue of NMMA "Currents" reported on a new requirement which applies to those boats that bear the NMMA "certified" label, soon to be "NMMA certified to ABYC". One of the first changes is the requirement for NMMA members to implement the recommendations of ABYC S-30 (Maximum allowable weights of an engine for a particular boat). Boat manufacturers participating in the program must immediately comply to the standard, which regulates the maximum allowable weight of an engine for a particular boat model. NMMA is currently reviewing nine other ABYC standards for inclusion into the NMMA Certification program over the next three years.

A LITTLE WIND ICE AND SNOW RESULT IN TWO SINKINGS AND A GROUNDING
A recent cold spell in Victoria coupled with a little ice and snow resulted in one local anchorage and marina taking on the appearance of a disaster area. A commercial crabbing vessel sunk at the dock, a ferro cement sailboat was up on the beach, and another sailboat sunk. Its interesting that some owners forget that fresh water in the bilge freezes just like that on deck, often freezing the bilge pump, hoses and float switch with it.

NAVIGATION LIGHTS AGAIN
I recently surveyed a 26 foot sailboat which had neither a forward steaming light or an overtaking light. Instead it had one all round deck working light whose loom could be seen right around the horizon. In the owners view this met the requirement. It does not. The rules regarding types of lights, luminescence and range of visibility are quite clear. Professional mariners know and understand the importance of showing the correct lights at night and in low visibility. The need for careful adherence to the rules is equally important for recreational boaters. Unlike the situation when driving your car, in a boat you do not just illuminate your path and thereby avoid problems. In the marine world the responsibility for avoidance of a collision is mutual. You must show correct lights so that other vessels can properly interpret your size. characteristics and movements. Its a different world out there in the dark. Know the rules and show the correct lights. Your life could literally depend on it.

SMOKE DETECTORS, HEAT SENSORS AND CARBON MONOXIDE DETECTORS
Each has a different role, None is a substitute for the others. All will help save lives.

MARINA FIRES AGAIN
December brought two reported Marina fires, one in Hampton New Hampshire and another in the Crosby Yard in Cape Cod. The Crosby yard held several boats belonging to the Kennedy family. There is no specific source of data to support this, but from my gleanings over the past several years, it looks as though we have about one good Marina fire a month somewhere in continental north America.

CAUSES OF FIRES
BoatU.S. marine insurance claims files suggest that the leading causes of winter vessel fires are unattended portable heaters and overtaxed electrical systems.

Unattended heaters are easily tipped over by wave movement and other forces. In one instance, a sailboat owner left his vessel to visit the marina office, only to return minutes later to an engulfed boat. A portable radiant heater had become dislodged and ignited the blaze. And relying on a heater's safety tip-over switch leaves little margin for error. Another problem is that older vessels may have been built to lesser electrical standards, or have degraded systems.

The lack of fire code compliance is another factor in marina fires. "Our experience has been that those who are responsible for code compliance within a jurisdiction may not necessarily have the specialized knowledge or experience with fire prevention at marine facilities," says a Boat US source.

Once It's Begun...Once a marina fire starts, these infernos can bum at a much more rapid rate and with more intensity than a house fire.

"In a land structure fire, fuel loads are limited to the building and its furnishings," says Montgomery who is a certified "origin and cause" marine fire investigator.

In a marina fire, the "fire triangle," or the three elements of air, fuel and ignition needed for combustion, he says, are concentrated towards the fuel side. When these burning fuel loads are contained under a covered roof, the heat is redirected towards adjacent boats, and the speed at which the fire spreads increases dramatically. "Spontaneous flashovers occur, nearly always causing a catastrophic result," he noted.

Putting It Out.. Responding to a fire can present unique problems to fire fighters. Unlike a land fire, access to a marina blaze is often restricted to one passageway -- the dock.

With insufficient shore side access, successfully fighting a marina fire means attacking it from all sides, especially from the water. But as BoatUS. Magazine highlighted in a November article, "Fireboats: Few & Far Between," budget cuts and operating costs have conspired to leave many municipalities without fireboat protection.

Often once a fire is over, a new concern arises. "For an owner found liable, the costs associated with pollution mitigation at the three big Seattle fires could possibly surpass the typical insurance policy's indemnity coverage,". Plainly speaking, boat owners can be liable for all pollution cleanup costs, which can easily reach into the thousands, on top of any property or civil damages.

RELATED ARTICLE
Marina Fire Prevention Tips:

* Neglect breeds fire: Be proactive about regular maintenance, especially electrical and fuel systems.

* Turn it off: When leaving your boat for any reason, turn off the portable heater.

* Jury rigs kill: Use UL marine approved cordsets and connectors. Don't use extension cords at the dock. And turn off all electrical loads before connecting.

* Under the magnifying glass: Don't hook up if you see burn marks or your cordset won't firmly connect to the power pedestal.

* Diamonds are forever, not cordsets: View cordsets as a preventative maintenance item that's routinely replaced.

* Neighborhood watch: You are the eyes and ears of your marina neighborhood. Don't be shy about telling marina staff about fire hazards such as weatherworn wiring of fixtures.

* Work smart and breath deeply: Never leave engine parts or oily rags around dock areas and ventilate before performing any work on your boat.

* Embarrassment is not a legal defense: Don't try to clean up gasoline spills by yourself - inform your marina.

* Have a routine: In the unlucky chance you are aboard when fire breaks out having practiced a safe egress will keep you alive.

* Cover your behind: Everyone will come after you for damages. Don't skimp on insurance.

* Vote with your feet: When choosing a marina, look around for fire protective measures such as stand pipes, fire extinguishers cleanliness clear dock passage-ways and other preventative measures. If you get a bad feeling, vote with your feet, and take your business elsewhere.

The above article is reprinted from the Boat US magazine "Seaworthy"

Experts and consumers alike can get a copy of NFPA 303: Fire Protection Standard for Marinas and Boatyards from .www.nfpa/products/Codes/images/products/30300.jpg

THE GOOD SAMARITAN
I was recently involved in a damage claim where a vessel was taking on water beyond the elderly owners ability to cope. A charter fishing vessel operator who also happened to be a Coast Guard Auxiliary member heard the call of distress, ceased his charter operation and came to assist. While boarding the high sided $500,000.00 US vessel, this individual lost his portable radio overboard. He went below, using his own materials stemmed the inrush of water and thereby saved the vessel from foundering. Later he pointed out that he had lost his radio and a half a days charter for four people . The owner of the vessel which had sustained the damage said he knew nothing of a lost radio , but being good hearted, sent him a small check by way of appreciation. The Insurance company for the large vessel, said that it was not appropriate for them to pay for the cost of the "good Samaritan's" lost radio and so denied the claim. He reported to me that his own insurance company denied the claim on the same grounds . If you are boating in the vicinity of Powel River next summer, understand that at least one formerly public spirited citizen won’t be answering distress calls.

VALUATIONS
This business is a major mine field for marine surveyors. How do you get an accurate value of a surveyed boat. There are a number of companies which provided books which list values, none of them is accurate for all types of boats for all years. Some are better than others for certain areas of the market place. All are expensive to buy and are time limited in value. In the past few years, "Sold Boats.com" has provided an online service which is probably better than any of the book listing companies, but its not complete, and does not cover all of the possibilities in the market place and of course it’s expensive as well. Valuations are made against current market conditions. These can change rapidly. A fairly standard definition of a "value" is what a willing buyer and a willing seller will agree to with full disclosure of the facts. That's not a bad definition when there are both buyers and sellers involved. Often there are not, then it gets more difficult. I am aware of a local surveyor who overvalued a boat recently by 100%, and I am aware of others who ask the customer or the broker what he or she wants the boat valued at. Not a very professional approach. There is a divorce case going on locally where the boat is one of the assets under dispute, with each side having hired their own surveyors to assess value. The difference between the two is over $100,000.00. Think of the down stream lawsuits that can generate. Over or under valuing a boat serves no one’s interest, and while overvaluing may make a customer or broker happy for the moment, sooner or later the truth will out. Insurance companies have been known to deny claims on over valued boats. Undervaluing cheats the boat owner, It really is a minefield!


SILVERTON FUEL TANK LEAKS
There has been quite a bit of discussion lately about leaks from SILVERTON 310 fuel tanks on boats manufactured since 1994. The precise cause is not clear, but the tanks seem to develop pin hole leaks from the inside out. Silverton says the problem is related to phase separation of the fuel. Phase separation is a not well understood phenomena which came along with the introduction of unleaded fuel where the gasoline manufacturers add alcohol and other products to the gasoline to help avoid pre ignition. This may or may not be the real cause as the gasoline manufacturers are not obliged to tell us of what the additives consist. Silverton is offering free gasoline fume detectors to owners of Silverton 310’s. Not a great solution, but a clear indication that the problem is real enough. Beware thin walled aluminum fuel tanks where ever found.

CARBON MONOXIDE DETECTORS
Death through carbon mono poisoning continues to be a major preventable event. Several cases have occurred recently where the detectors were turned off . Back drafting while underway on canvas covered power boats seems to be a major source of this problem. Remember, there are only two CO detectors presently on the market which meet the ABYC criteria, and these require annual calibration at the factory

KOHLER EXHAUST ASSEMBLYS
Partially in response to a $35 million dollar law suit, and in an effort to provide maximum boating safety, Kohler Co. will replace, at no charge, the black iron wet exhaust pipe assembly with a stainless steel exhaust tube on specified Kohler marine generator sets manufactured from 1950 to 1989. The affected marine generator sets, equipped with L600 or L654 gasoline engines, were built under the following model numbers: 2R, 2A, 2.5R, 2.5A, 3.5R, 3.5A, 4R, 4A, 5R, 5A, 6.5R, 6.5A, 7.5R, 7.5A. Carbon monoxide poisoning may result from failure of the black iron wet exhaust pipe used on these identified generator sets.

Kohler Co. is working with its distributors and dealers, and others involved in the marine service industry to locate these marine generator set models. Boat owners who believe they have one of the affected generator models should contact an authorized Kohler distributor or dealer or should contact Kohler toll-free in the U.S. at 866-866-4933, or outside the U.S. at 920-803-4986. Information also is available at the Kohler PowerSystemswebsite:ww.kohlerpowersystems.com.

WRONGFUL DEATH - AC POWER
A SAMS surveyor in the southern US is investigating the death of a boat owner who shortly after taking delivery of his new vessel was electrocuted while plugging in shore power while leaning against the backstay. While it will take some time for the results of the inquiry and law suit to be settled, there can be little doubt that this situation is directly related to a lack of a tie between the boats AC and DC ground systems. Having such a tie brings all equipment to the same electrical ground plane thus precluding differences in electrical potential (the cause of shock hazard) . This is a clear ABYC requirement, but something that many boat owners, some repair yards and surveyors either ignore or do no understand. The GREEN wire from the AC system must be tied to the boats DC ground!

TWO NEAR SINKINGS, SAME CAUSE
Two damage claims this summer have had one common thread. That is major damage to an engine/shaft from grounding or hitting a log which allowed large amounts of water to enter the vessel. Inadequate bilge pumping arrangements, and owners who were either too elderly or too infirm to deal with a major emergency on the water. In both cases, "good Samaritans" in the form of other boaters came to the assistance of these folks and stemmed the inrush of water. If it had not been for the assistance of others both of these situations could have resulted in fatalities. The British Columbia coastal waters are extremely cold, even healthy individuals can count their survival time in the water in minutes, and those who are elderly or in less than peak condition have little hope of surviving even a brief immersion. Operating a vessel in a seamanlike manner includes being able to take care of any emergency that may arise, including provisions for saving the vessel if she is damaged Relying on outside assistance (which may not be available or forthcoming ) is wishful thinking of the most dangerous kind.

MARINA FIRES
It is the season for marina fires again in the North West. Well meaning boaters put a source of warmth in their boats to ward off the winter chill. If we must have a heater onboard, please lets make it one of the low voltage metal air moving types which are somewhat less likely to cause a fire in and of themselves. Remember to check the cords for excess power consumption (if its warm the wiring is not adequate to carry the load) , and lets replace that old AC power cord with the worn prongs or a build up of salt on the contacts. According to BOAT US these power cords are a major cause of boat fires. The best situation is for the boat not to be plugged in to shore power at all.

POWER LINES
In attempting to safeguard his boat in the face of hurricane Isabel a friend went into a river where the fetch would be small and the holding good. The chart indicated that the height of the overhead power lines was 60 feet. He believed that his mast height was 54 feet and therefore had a reasonable margin for safety. This turned out not to be the case. He described vividly that when the mast head touched the power line a massive arc occurred. He was not touching anything metal at the time, and was lucky enough to survive, but was then afraid to touch the wheel or engine controls to extract the boat from her predicament. Rightly or wrongly he did take hold and maneuvered the boat safely clear . A sobering experience for a very experienced mariner with a lot of blue water under his keel. What went wrong? there are several possibilities, including 1. A lack of certain knowledge of the mast head height above the water (including the antennae and fittings). 2. Lack of careful consideration of the height of tide at the time. 3. The effect of wind on water height (water piles up ahead of the wind under certain circumstances) , 4. Storm surge, where water is pushed to higher heights as major weather systems come against a shore line, 5. The possibility that the wires may have sagged. Some of these things surely contributed to this situation. Fortunately, the visible damage was confined to a VHF radio and some wiring, but how do you know for sure that other items were not affected. I know of no way to be certain! Food for thought?

NAVIGATION LIGHTS
I have commented on various aspects of this subject before, but there seems to be so much mis understanding that I thought a little more discussion might help. This time I’ll focus on the subject of appropriate lights for sailboats between 7 and 20 meters LOA.. First lets be clear, as defined by the Collision Regulations, if a vessel is propelled by machinery it is a "Power Driven Vessel" regardless of whether it has sails up or not. Lights for power driven vessels are simple. A white light forward showing over an arc of

225 degrees. A red light on the port side, and a green light on the stbd side each showing over an arc of 112 1/2 degrees from dead ahead. A stern (overtaking) light showing over an arc of

135 degrees completes

the picture (and the circle of light visible all round

the vessel). The forward white light (often referred to as a steaming light must be at least one meter above the side lights. For vessels under 12 meters LOA the steaming light and overtaking light may be combined in one. Vessels under sail only, do not show a steaming light. They may in addition to side lights and overtaking light show an all round red over green light at the mast head. This option is not often seen on smaller sailing vessels.

Another option, is to show a combined lantern consisting of red and green lights (showing from dead ahead to 112 and ½ degrees on either side and a white light showing over 135 degrees aft..

One other issue often noted in surveys is the coloured light lens that has lost its colour. There are international standards for color for side lights, for the distance they can be seen, and the vertical arc over which they must be visible. The precise measurements necessary to prove compliance are beyond the scope of most surveys and I won’t reproduce the technical details here. If anyone needs the information, it can be made available.


PROPELLER COATINGS
Many of us have experimented with different types of propeller coatings to try to keep the barnacles at bay. In my experience none of them seem to work terribly well.  Or if they do work in one location, they may not work somewhere else. I found it interesting the other day to see the Navy experimenting with a Teflon based coating, apparently designed to increase propeller efficiency while decreasing growth. It may help, who knows.

MOISTURE METERS
I recently looked at a boat which had been condemned by a surveyor (from another area ) because of an excessively high moisture content in the hull. The boat was painted with VC 17 bottom paint. On removing the bottom paint in selected areas we found that the hull moisture reading was essentially zero. The high metal content in the bottom paint had set the meter off. This phenomenon has become more and more common as paint manufacturers increase the copper content in their paints. Lloyds requirements for moisture content surveys require that the boat be out of the water for at least 48 hours, and that random samples be taken from the bare hull only (not through bottom paint) . Not all moisture meters are created equal, in that some have a greater ability to read through paint coatings than others, but I know of no way to be certain. There fore removing the bottom paint would seem to be the only prudent way to go. Another interesting and related issue is what happens when the temperature is below freezing and the moisture in the hull is frozen or partly frozen. Does the moisture meter work? the definitive answer is elusive, but the consensus amongst surveyors is that, it will not work, but then also neither will sounding the hull with a hammer be reliable. Food for thought??

BROKERS, THE UNSUNG HEROES OF THE BOATING INDUSTRY
From time to time I hear comments, about a lack of integrity amongst Boat brokers. (we’ll have a go a surveyors another day) As with many things unless I sit and think about it, I assume that the spokesman must somehow have some grounds for making the statement. However, looking around me, at the ladies and gentlemen with whom I do business. I see remarkably ethical people., and when I look for details of a case where a broker actually did some one some dirt, the trail ends up in rumour and innuendo. (my brother in law knew a fellow who heard about a case in Florida where someone was cheated by a yacht broker in 1947, etc). Yes, the role of the broker is to facilitate a sale, that's what makes this industry go round. Occasionally a boat is as good as the owner says it is. Those boats sell quickly and for good prices. But, when I think about the number of sales that fail because of events beyond the brokers control, (incomplete disclosure by the seller or unrealistic expectations by the buyer might be a nice way of saying it). I wonder how they as a group can be as cheerful as they are. I guess they have to be optimists to be in the business, and optimism is what keeps us forging ahead , and that makes brokers valuable assets to this business.

BATTERY CHARGER RECALL
Chargetek has received three (3) reports of fires involving the CT-2000. The chargers are made in the USA, have the words "Chargetek CT2000" printed on the front of the charger's black housing. (SEE PHOTOGRAPH) Only model #s in the serial # range of 030260 to 030603 and/or a day code between "Jan 01, 2001" and "June 30, 2002" are said to be subject to the recall. The serial # is written on the top of the charger and the day code is stamped on the bottom.

PROPELLER PITCH ETC.
Quite often when I do a sea trial the owner is reluctant to bring the boat up to full power (even briefly). Yet I know of no better way to determine whether the prop is properly matched to the engine than to compare the revolutions achieved under way with those the engine will produce with no load on it. Usually the numbers are within about 5% indicating a fairly good match, but occasionally they are out by a significant amount. When that happens I recommend we call in a an engine and propeller expert. Either the engine is not producing full power under load, or the prop is mismatched, or both. Another check is to see whether the rpm achieved matches the manufacturers recommendations for a wide open throttle. Excess weight or a fouled bottom often drags this number down on older boats, but still it is a measure of some value. I like to see whether a power boat will come up on plane easily, if she doesn’t, possibly there is too much pitch in the prop. If there is too little, she may come up on plane quickly, but may not achieve her advertised speed. All somewhat subjective tests, but together can give you a good indication of the adequacy of the boats installed power system.

FERROCEMENT BOATS
These vessels have been treated as the "poor cousins" of the boating industry because many of them were very poorly built. Unfortunately even the good ones have had to share this unhappy reputation . I have previously refused to survey one simply because I could see no way to ascertain the real strength of the hull, but late last year, I surveyed a particularly nice offshore schooner in conjunction with an "expert consultant" on ferro cement construction. He did the hull, and I did the remainder of the vessel. This combination worked for this particular boat. The owner got insurance and she is about to be sold. Whether this would work for all ferro boats, I cannot say, but we are prepared to do another one should the opportunity arise.

A/C SHORE POWER CONNECTORS
Not infrequently in older boats we see the original shore power connector which has been out in the rain and snow for over 20 years with its contacts slowly corroding , still apparently doing yeoman service. Occasionally we see burn marks around the socket prongs, and sometimes the plug is warm to the touch when in operation. Yet none of these clues seem to be enough to make owners realize that this is a potentially serious hazard just waiting for an opportunity to burst into flame . At 120 volts AC it only takes about 600 milliamps to create enough heat to start a fire. That is next to no load at all! there is no substitute for constant awareness and vigilance. If it can go wrong, it will go wrong. Its just a question of when.

SEACOCKS
Excerpts From ABYC Notes to Surveyors on the evolution of the requirements for sea cocks. Should current design and installation requirements for sea cocks be applied to an older boat? What follows may help in making this decision and in understanding how we got where we are .

Design requirements for sea cocks - ABYC H-27 States that sea cocks must be designed and constructed to meet the requirements of ANSI/UL 1121. This standard includes material and performance requirements as well as thermal, shock, vibration, and rough usage tests and operational and leakage tests. Both standards also specify a 500-pound static load test of the as-installed seacock and thru-hull fitting assembly.

Where sea cocks are required- Sea cocks are intended to stop the admission of water in the event of failure of a line and are therefore required on all piping, tubing, or hose lines penetrating the hull below the maximum heeled waterline under normal conditions of trim and heel, as defined below. They are to be readily accessible and oriented for ease of operation.

Where sea cocks are not required- There are three exceptions to the above requirement:

1 - Boats that conform to the level flotation requirements of ABYC H-8 may use sea cocks or other means to stop the admission of water in the event of failure of the line penetrating the hull below the waterline.

2 - Sea cocks are not required on self-draining cockpit drains that discharge above the waterline when the boat is in the static floating position. If sea cocks are not installed in these lines, the drain lines must be made of reinforced piping or hose which resists kinking and collapse.

3 - Sea cocks are not required in engine exhaust systems; see ABYC P-1

Definitions: Note that these definitions, from the current revision of H-27, have changed over the years; see Evolution of the Requirements below

.Seacock - A type of valve used to control intake or discharge of water through the hull. It is operated by a lever type handle usually operating through a 90° arc, giving a clear indication of whether it is open or shut. This definition is similar to the definition of a seacock (or sea valve) found in the UL standard. Both standards require the 90o lever-action indicating position but neither currently requires the seacock to have a flange.

Maximum heeled waterline - The level of the water on the hull when the hull is inclined to: An angle of 7° for powerboats, or for sailboats, the level of the sheer amidships.

Evolution of the Requirement: The requirements for sail boats, the sheer amidships.

Sea cocks first appeared in the 1966 edition of Safety Standards for Small Craft. At that time, a seacock was defined as "a positive action shut-off at the hull in the way of intake and discharge piping". Though this definition lacks some of the details that appear in later versions of this standard. The type of valve required is of "tapered-plug type with a flanged body."

This definition remained unchanged until the 1972 edition, when the standard became known as H-27. In this edition, the definitions were deleted, the requirements changed slightly and the requirement for a "tapered-plug" type of valve was deleted but the requirement for a flanged body remained.

In 1988, the definition of a seacock returned, but in its present form. This definition gives some clarity to the "positive action" wording of the original definition with its requirement for a "lever-type handle usually operating through a 90 degree arc". Also, the reference to UL 1121 first appeared in the 1988 version. With this edition, the requirement for a flanged valve has been deleted. As noted above, the UL standard has no requirement for a tapered plug or a flanged body. The UL Standard does specify performance requirements that ensure the valves serviceability, such as passing a freeze test (or having a drain) and the valve must be operable with marine growth in the valve bore. Since 1988, the description of what constitutes a seacock has remained unchanged.

Where sea cocks are required- In the 1966 standard, these valves were required on intake and discharge piping "near or below the maximum load waterline". In 1972, accessibility was first addressed - "operable from a readily accessible location". In the 1988 revision, the concept of "Maximum Heeled Waterline" was introduced along with the present day requirement that sea cocks be installed on all lines below that waterline. The accessibility of the seacock was also refined to its present day wording. Also in that year, the three exceptions of the present day standard were introduced, along with a fourth; "If breakage of a thru-hull fitting will not result in the sinking of the boat or impair handling".

In the 1997 issue of this standard, the definition of "maximum heeled waterline" was changed; substituting the current heel angle of 7o for the existing 14o for powerboats. Also in 1997, the fourth exception, which appeared in the 1988 revision, was removed.

What does all this mean? Over the years, the definition of what constitutes a seacock has changed from the classic bronze, tapered-plug, quarter-turn, flanged-body valve to the more common threaded type of ball-style valve we see on most boats today. These modern-day sea cocks must still meet the rigorous performance requirements of UL 1121 and should be every bit as dependable as the older style valve. The current standard requires installation of sea cocks on lines penetrating the hull well above the original requirement of "near or below the maximum load waterline". The current requirement realistically represents the reality of how boats move in the water, and as a result, where flooding can occur.

Finally, while it is worth remembering, that ABYC standards are voluntary, there is no certain answer as to whether newer standards should be applied to older boats. In my view, the answer is that they should be if the newer standard provides a clear improvement in safety over what previously existed.

NMMA and ABYC
The National Marine Manufacturer’s Association and the American Boat and Yacht Council have signed an agreement to enhance the NMMA Certification program and to create a basis for expanded cooperation between the two groups. Under the agreement NMMA will pay a $100,000.00 (US) annual license fee to ABYC for the use of its standards and invite and encourage ABYC input and involvement in how ABYC’s standards are used in the NMMA Boat and Yacht Certification Program. While improved communication is a great thing, I have some difficulty in seeing how this move improves the independent and objective aims of ABYC. but what do I know?

SMALL CRAFT SAFETY
A number of issues regarding the safety equipment in small craft are in need of clarification.

(1) PROPANE INSTALLATIONS
I am continually amazed at the numbers of boats that I see which do not have a gauge in the propane line ( to detect loss of pressure) or a remote shut off switch (to ensure that propane cannot leak into the boat if there is a failure somewhere in the system). Several that I have seen recently have been surveyed within the past two years, yet no mention is made of these most basic of ABYC recommendations. Canadian Coast Guard standards are quite different, and not as detailed as ABYC recommendations. That in turn raises the question of just what standards do we in Canada abide by. In the case of propane, is it the BC Gas Standard, the Canadian Coast Guard Standard, the Canadian UL standard, or none of these? Am I creating an unnecessary burden on the owners of boats that I survey by insisting that ABYC is the only way to go? I really would like to know.

(2) BILGE PUMPS
I recently had occasion to consider just how effective bilge pumps really are in pleasure boats. Without going into the math involved, let me just say that none of the bilge pumps mounted in recreational vessels are likely to move sufficient water to prevent a sinking if the vessel is in extremis. I also noticed a small caveat in the ABYC manual on the installation of electrical bilge pumps, which essentially says that they are meant only to deal with small accumulations of rain water. The Canadian Coast Guard regulations are different again, and do not, for example, require a manual bilge pump in sailboats whose cockpit capacity is small enough that filling it with water will not sink the boat. Neither authority really addresses the basic question of safety from flooding, or damage control.

(3) FIRE EXTINGUISHERS
I carefully examine the fire extinguishers in small vessels to ensure that they meet the Canadian Coast guard requirements as regards size and numbers and I recommend annual inspections as required by Canada Coast Guard and ABYC, but when I think about it, the ludicrous image of a small vessel operator attempting to attack a gasoline fire in a 25 footer with a 2 lb dry chemical fire extinguisher makes me shake my head in wonder. I recommend in my reports that these small extinguishers be weighed or tested annually (ABYC and Canada Coast Guard again), but I noticed on my last BC ferry ride that their dry chemical extinguishers are only examined every 5 years. Why the difference. When I ask the question I just get a stony silence.

(4) CARBON MONOXIDE DETECTORS
Carbon Monoxide is a deadly odorless gas that takes more lives than we know. Recent events in the United States in the house boat industry have caused the US NMMA to insist that its members install Carbon Monoxide detectors in all new vessels after 2002. Where do we stand in Canada? Does anyone know?

(5) FLARES
We have laws which require that vessels carry a certain number of flares onboard.

I think I can safely say that flares that meet the minimum requirement might attract some attention in a calm harbor where there was no other distraction, and if the viewing audience ashore were expecting to see a marine accident. The pitiful 12 gauge shells which have become the industry standard are so woefully inadequate in wind or offshore conditions, that one might be better off with a good cigar waved in the breeze, on top of which, the Canadian standard requires only a combination of four different types which may in some instances not include any flares at all.

FINALLY, TO SUM UP. The result of all this is a set of imprecise rules which are inconsistently applied. I am very uneasy about it.

HEIGHT OF EYE, OR HOW FAR CAN YOU SEE, AND WHAT DO YOU DO IF YOU DO SEE SOMETHING?
How for can you see from the deck of a small vessel? Well from a height of eye of 6 feet (the height of an average mans eye in a small boat with 1 foot of freeboard), the distance to the horizon is 2.6 miles in calm conditions . This means that again in calm conditions, another man in another similar vessel could be seen 5.2 miles away. An approaching ship with a superstructure height of typically 60 feet might be seen (if you are keeping a good lookout) about 11.5 miles away. If you are doing 20 knots (which most small power boats easily do and he is doing 15-20 knots your closing speed could be 40 knots, leaving you less than 20 minutes before you meet. If you wish to avoid a close quarters situation, you need to take "early and substantial action" as required by the International Rule of the Road (you knew about that didn’t you). The reality of all this is that you actually have about 5 minutes to decide on and take the necessary action to avoid coming into close quarters. Of course if there is a swell running, or if there is reduced visibility (as there often is off the west coast) this warning time can be reduced even further. Something to think about.

MAGAZINE ARTICLE OF NOTE
The latest issue of Passage Maker magazine has an article on Marina Fires by Marieanne Scott. Marrieanne lives and writes in Victoria.

MARINA FIRES
Just to follow on that last comment . Its that time again when owners put heaters or lights in their boats to keep the humidity down. A surveyor friend in California said it best last year when investigating a fire started by a lamp that had fallen over. The owner said, "I’ve put that lamp there every year for 24 years, I can’t imagine why it caused a problem this year"!!!. It can happen here too.

US LAW and PFD’S
Effective 1 Jan 2003, US law will require that children under 13 years old aboard recreational vessels wear personal flotation devices (PFD’s) while the vessel is underway, unless they are in an enclosed cabin space. Canadian Law is different on this subject. When in US waters, US law applies.

STANDARDS FOR INSTALLATION OF AFTER MARKET ELECTRICAL EQUIPMENT
The National Marine Electronics Association (NMEA) has introduced a standardized methodology it said clarifies and outlines appropriate standards for installing marine electronics equipment.

The NMEA Installation Standards deal with regulations designed primarily for after-market installation that traditionally occurs at either boat dealers or marine electronics specialty shops. Over the last 20 years, the marine electronics market has exploded with new safety devices and other equipment, but many retail outlets lack the experience and manpower to install equipment properly, which is why NMEA implemented the standards, the group said.

The primary focus is electronics for boats ranging in size from 7.6 meters to 45.7 meters. In an effort to focus only on what was lacking, NMEA said it considered standards included in the existing document set forth by the American Boat & Yacht Council (ABYC).

NMEA, Installation Standards also covers an increasing trend toward network integration of various navigation, safety and communication devices and systems.

Developed by a technical committee, NMEA, Installation Standards has been designed to receive regular updates, as both technology and understanding of the equipment changes.

NMEA is an internationally recognized trade association of manufacturers, distributors, dealers, sales representatives and other professionals in the marine electronics field.

ALCOHOL STOVES
I am reminded once again by a recent article in "Seaworthy" just how dangerous ALCOHOL Stoves can be. The article says that there are more claims from the use of alcohol than from LPG or any other cooking fuel in the Boat US Claims file. Alcohol is a low viscosity, nearly invisible volatile liquid that is easy to spill and hard to see. When lit, it has a pale blue flame that is hard to see on a bright day.. It is dangerous stuff.

Its does not put out a very hot cooking flame and first time users often get tired of waiting for "pot to boil" and assume it is not lit, or worse out of fuel. Refueling a hot alcohol stove is a very dangerous business. The only advantage alcohol has over other cooking fuels is that the flame can be extinguished with water. However throwing water on a burning alcohol fire is more likely to spread the fire than put it out.

In addition, there is an un pressurized pot burner type of alcohol stove on the market which has its tank as an integral part of the stove. If the stove runs out of fuel half way through cooking dinner, the desire to re fill it while it is still hot is strong. This is exactly what should not be done. These stoves must be cooled completely before re filling to ensure that there is no sudden flame up. These stoves are cheap, completely self contained and relatively small. They are most often found on those vessels who’s only fire fighting apparatus is a 2 lb Dry chemical extinguisher.

Incidentally, in another safety conscious industry, the Alaska Railroad Safety Manual specifically forbids the use of alcohol stoves on its units. Food for thought?

NEW ABYC RECOMMENDATIONS

ABYC amendments for 2002 have been received and include changes to the following recommendations;

A4-FIRE FIGHTING EQUIPMENT

A24-CARBON MONOXIDE DETECTION SYSTEMS.

H5-BOAT LOAD CAPACITY.

P1-INSTALLATION OF EXHAUST SYSTEMS FOR PROPULSION AND AUXILIARY ENGINES.

P6-PROPELER SHAFTING SYSTEMS.

S7-BOAT CAPACITY LABELS.

S8-BOAT MEASUREMENT AND WEIGHT.

S12-OUTBOARD MOTOR TRANSOM AND MOTOR WELL DIMENSIONS.

S30-OUTBOARD ENGINE AND RELATED EQUIPMENT WEIGHTS.

T5-SAFETY SIGNS AND LABELS.

TH22-EDUCTIONAL INFORMATION ABOUT CARBON MONOXIDE.

T24-OWNERS MANUALS. If you wish to know the details of any specific change, give me a call.

ETHICAL BEHAVIOR, OR JUST "GOOD BUSINESS"
Recently, I did a survey for a young man who wanted a sail boat that he could live aboard. The boat wasn’t particularly suitable for this purpose and had some things wrong with it that would affect its long term value. The young man did not buy the boat. A few weeks later I received a phone call from an insurance company representative asking about some of the recommendations in the survey. When I asked how she got the survey report, she said that someone else had purchased the boat and was applying for insurance using the survey that I had conducted to support the request. It had not bothered her that the names on the insurance request and the survey were different. Out of curiosity, I asked my customer whether he had either sold or given the report to some one else. He said that had not. However, because the Broker had arranged for the survey, a copy had "remained in his hands". He had passed it on to the new customer . While I understand how in the desire to do business we all do what we can to help facilitate a sale, where do we stand if it all goes sour? Is an insurance policy valid if the survey on which it is based was not prepared with this specific clients needs in mind or if the client named on the Report of Survey is not the same as the one on the insurance policy? Is the client making a lawful application if he offers some one else’s survey as proof of the vessels condition when he applies for insurance? Does the surveyor have a liability arising out of a survey he performed when it is used by a third party without his knowledge? These questions bother me. Do they bother any one else?

FINISTERIA
In February this year, I agreed to provide daily weather forecasts to a group of boats bound from Baja to the Marquesas. I did that, and by the end of March they were all tucked in nicely having made rough but safe passages. One other boat named Finisteria also departed at the same time. I thought they were bound for Hawaii so since it was no additional trouble for me to extended my forecast to cover their track., I included them. Well, they didn’t stop at Hawaii, it turns out they wanted to go on to Saipan,. They have now been underway for two months (except for a one day stop at Wake Island for repairs), and as of today have 500 miles to go. As I got to know this venturesome couple , my respect began to increase. They are middle aged, have a cat onboard, have no auto pilot ( it quit off the Oregon coast last year) and are sailing a Morgan Out Island 41, a boat which more nearly resembles a floating bath tub than a long range cruiser (the boat was designed by Charlie Morgan for the Bahamas charter trade, with large freezers and lots of deck space for lolling in the sun). While the boat may not be the most suitable platform, it’s the equipment that has broken down. They lost all the slides in the main sail, the self steering gear broke (heavy weather) and they had a fire in a refrigeration compressor. The next step after Saipan is not known, but I’m sure it will be interesting whatever it is.

POLLUTION
Carnival cruise lines has just paid a fine of 18 million US dollars as a result of pollution incidents committed by 5 of its ships over the past five years. In 1999 Royal Caribbean Lines paid a similar fine for similar offences. Let there be no doubt , the US government is committed to bringing environmental polluters to trial. In my view its just a matter of time before the spotlight is turned on recreational boaters. Those without holding tanks or engine bilge sumps might like to keep this in mind.

ANOTHER YACHT CLUB FIRE
A fire at the Colonial Beach Yacht Center (Near where I used to live) on the Potomac River in Virginia destroyed at least 50 boats on Tuesday, 30 April.
There were no injuries .
The owner of the yacht club, told AP that the destroyed vessels were primarily smaller pleasure craft, ranging from 4.6 to 7.6 meters in length, including sailboats, oyster and crab boats. In addition, a few larger yachts were destroyed.
To prevent more boats from being engulfed by the flames, firefighters cut the line of about 30 boats, said the report.
While there is no estimate of the damage to the boats, the damage to the marina alone was at least US$100,000, according to the report.

MARINE LIENS
Following the introduction of MarineLiens Ltd. to the marine trade, the company is now entering the final phase of its launch with the introduction of its service to the recreational boating public, beginning with the Sail Expo show in Oakland, California. For six months, the company has visited boat shows around the world introducing its service as a central clearinghouse for the industry to post claims of liens for open and unpaid invoices for products or services provided. The company is now marketing the MarineLiens.com database of liens to the buyers, lenders, insurance companies, and boating public through the network of recreational and commercial shows around the world.

BOAT US and SAMS
Boat US Insurance now accepts survey reports from all SAMS members who carry the AMS (Accredited Marine Surveyor) designation. Previously, Boat US only accepted surveys from those on its selected and private list. This is a bit of a Kudo for SAMS and is recognition that our qualifications and educational programs are being recognized. SAMS is now the largest Marine Surveying Association in the world.

SHORTAGE OF HAULOUT FACILITIES
I have had several surveys fall through recently because the customer could not get anyone to haul the boat in the Sydney/Victoria area. While this is a sign that the market is healthy, its also an opportunity for some one to expand or increase their operating hours during this the peak haul out season. Any takers??

SUNBOY FOLLOW UP
Since the last news letter, a spokes person for the Ministry of Transport has stated that that MOT does not intend to pursue any action against any of the parties involved in this incident. While I understand that there may be good internal reasons why this is a reasonable course of action, it leaves me with the question . If a vessel towing a barge at 7 knots on auto pilot with no one on the bridge in congested pilotage waters is not grounds for action, what is!!

LONG DISTANCE SAILING
As previously reported, I have been providing daily weather summaries to 4 boats who departed Baja on the 4th of March for the Marquesas. I am pleased to report that despite a fairly rough trip they were all safely anchored in Nuka Hiva by the end of March. Another boat that I am involved with left Baja for Korea at the same time. They are now just passing south of Hawaii. (1 April) . In retrospect, it is pretty clear that early March was probably just a little too early too have left this year.

LAWYER CONVICTED OF FRAUD IN VESSEL SINKING CASE
(AP) A Beverly Hills attorney was convicted of fraud recently for buying a luxury yacht, inflating its value, then deliberately sinking it to collect $3.5 million in insurance money. Rex K. DeGeorge was convicted of three counts of mail fraud, seven counts of wire fraud and five counts of lying to a court hearing. He faces up to 80 years in prison when he is sentenced May 13.

U.S. Attorney John S. Gordon said DeGeorge, 65, took part in an elaborate scheme involving two other men that began with DeGeorge paying $1.9 million for the yacht. He then engaged in a series of sham transactions, authorities said, in which the yacht was supposedly sold again and again, at increasingly higher prices, to drive up its insurance value. Finally, on Nov. 7, 1992, the three sunk the boat off the coast of Naples, Italy, by using power tools to cut holes in its hull. The men, found floating in lifeboats, told the Italian Coast Guard the vessel had been commandeered by drug runners.

The other two, Paul A. Ebeling, 62, of St. Louis, and Gabriel Falco, 36, of Amangansell, N.Y., previously pleaded guilty and are awaiting sentencing, Gordon said.  According to court documents, DeGeorge bought the 76-foot-long Principe di Pictor from Italy's Azimut S.p.A for $1.9 million in 1992. He and Ebeling then conducted a series of sham transactions to ``sell'' the boat for ever-increasing prices.

The vessel's final owner was Polaris Pictures Corp., a film company controlled by DeGeorge and Ebeling. DeGeorge then had the boat insured for $3.5 million by the Cigna Property and Casualty Insurance Company.

Prosecutors said DeGeorge set up the elaborate plan because he had already collected on three other boat policies, making it unlikely a company would insure him again.  In 1970, DeGeorge collected $43,000 on a yacht he reported stolen by Peruvian coffee merchants. Authorities said he used the insurance money to buy a 57-foot racing yacht that sunk off the coast of Italy in 1976 with him and Ebeling aboard.  When that vessel's insurer, Lloyd's of London, refused to pay the claim, DeGeorge filed a $5 million lawsuit that Lloyd's settled for $194,000.

The third vessel, a 43-foot yacht, sunk off the coast of Los Angeles in 1983.
Authorities said DeGeorge's insurer paid him $255,000 after he threatened to sue.

TOP SIX REASONS FOR NEEDING A TOW ON THE WATER
Towboat US recently released some interesting statistics regarding the reasons people call for help on the water. They are;
1. Engine failure 52%
2. Grounding 18%
3. Out of fuel 14%
4. Dead battery 10%
5. Transmission 3%
6. Fouled prop 3%
From this one could conclude that 79% of the problems are things that could have and should have been fixed at the dock.

HOLDING TANKS
I have had enjoyed my share of criticism lately for routinely recommending that cruising boats have holding tanks. While it is true that in most west coast Canadian waters the rules do not require them (unless venturing into a designated park), it is also true that most cruising boats will enter US waters sooner or later. US law very clearly does require them and a lock on the Y valve if one is fitted .

ENGINE PANS
Similar to the holding tank question, the engine pan issue stems from the probability that dripping engine oil or fuel which finds its way into the bilge will be pumped overboard (We do love those automatic bilge pumps). If one was not originally designed in, a suitable temporary replacement can be created by using a aluminum foil roasting pan, or something similar to prevent spilled lubricants or fuels from reaching the bilge. This just might keep our boater from becoming liable for prosecution for pollution. In the US, vessels creating oil pollution have been prosecuted under the "Migratory Bird Protection Act". One wag interpreted that act as meaning "one dead bird, and you are a dead duck!"

ANOTHER STOLEN BOAT
Make: 32 Fairbanks FRP cruiser .Location of theft: Semiahmoo Marina, Blaine WA USA Name: "Fair Lady" Date of Theft: Rep't early March 2002 HIN#: N/A /Official Number: (Canadian) # 802264 Power: Twin 228 Mercruiser Gas I/O .Hull Description: White hull with dark blue stripe
For further information please contact: John Prissack, Coast Claims Service Ltd., Victoria BC 250 388 3111 .

IMO FINALLY BANS TBT ANTIFOULING
Effective January 1 2003 no ship shall apply TBT paint and by 2008 all ships shall have it removed or effectively covered. Ships over 400 Gross tons will require a survey to confirm that they are TBT free, and vessels over 24 meters but less than 400 gross tons will be required to have a "Declaration of Anti Fouling System" signed by an owner or agent along with a receipt for an acceptable type of paint or a contractors invoice. This obviously will include some larger yachts.

SUNBOY
Sunboy Report Released The Transportation Safety Board has just released (20 Feb 2002) its report on the collision between the Bayliner 40 SUNBOY and the towing pendant between the tug JOSE NARVAEZ and the barge TEXADA B.C. in the entrance to Vancouver harbour on a summer evening in 1999. Five people died in this incident. It is sober reading . The findings (verbatim) as to cause are:
a. The SUNBOY's operator's knowledge and understanding of navigational practices was such that he did not fully recognize navigational cues that posed a danger to his vessel.
b. The SUNBOY was navigated between the tug and the barge, struck by the barge and capsized, resulting in the loss of five lives.
c. The navigational practices on board the JOSE NARVAEZ especially that of leaving the tug's wheelhouse unattended resulted in the crew being unaware of the presence of the SUNBOY at a critical time during the passage.
d. The intercom on the bridge of the JOSE NARVAEZ was not working at the time of the occurrence, leading the master of the tug to go below decks to find the on-watch deck hand.
e. The absence of an effective side light, with a range of visibility of 3 nm on the barge TEXADA B.C. deprived the operator of the SUNBOY of a vital collision-avoidance cue to the presence and location of the barge.
These findings are aimed at the broad question of improved boating safety. They do not specifically address the question of fault. I won't list all of the issues involved, but, consider the following;
1. No one was on the bridge of the tug during the entire time the two vessels were in sight of one another. The tug was doing 7 knots on autopilot towing a poorly lit barge. There was no lookout, in an area and at a time when large numbers of recreational vessels were expected to be about.
2. The stbd navigation light on the barge was not working. An emergency lantern was fitted but its visible range was about 1/10th of that required by the Rule of the Road. From the angle of approach of SUNBOY the barge was for all practical purposes, unlit.
3. The practice of tugs leaving towing lights on when no tow is attached is common. The operator of the SUNBOY not seeing a tow could have assumed that this was one of those occasions. The next step as I understand it is for the Ministry of Transport to review the findings and to decide whether action should be taken against any of the parties involved. The full report can be seen at www.tsb.gc.ca. Look under "Marine" 1999.

REVOLUTIONARY BOATLIFT
A remote control, solar-powered floating boat lift was introduced at the Miami Boat Show. This new product, called the FloatLift, is intended to make docking and storing a boat as easy as parking a car in a garage, said Kenneth E. Hey, chairman and chief executive officer (CEO) of Sunstream Corp., Kent, Washington.
The lift, which is designed for use in all water conditions, operates on all dock configurations, at bulkheads, in marinas and on mooring buoys, according to Hey.
A FloatLift takes 20 to 25 seconds to operate, and provides access to a boat's engine and hull, protecting the boat from saltwater and dock damage while making maintenance easier, according to the company.
The product is available immediately in a 6,000-pound capacity, and a 9,000-pound capacity lift is expected to be released in March. "The FloatLift is a radically different designed floating lift," Pack St. Clair, founder and chairman of Cobalt Boats, stated. "The opportunity to keep your boat on a mooring buoy and at the same time have it on a lift is a revolutionary breakthrough."
This device is being sold as a package with new boats, (adding about 15% to the price). The lift is also being marketed to Marinas as a space saving /convenience item.
This idea is intriguing, and could indeed be revolutionary for small boats, but we have all seen new ideas before that just didn't make it in the harsh waterfront environment. Time will tell!.

CRUISE CONTROL
Cobalt Boats has also introduced a "cruise control" for boats as a convenience, primarily for water skiers. I look forward to the first report of a collision or grounding where the boat operator is skiing behind his own boat with the boat on "cruise control"!

BOMBARDIER SUED IN ANOTHER PWC RELATED DEATH
Bombardier Inc., has been sued by the parents of a 9-year-old girl killed 30 June 2001 when she was struck by a Sea-Doo, whose operator lost control of the watercraft on Wisconsin's Clear Lake.
According to the lawsuit the plaintiff alleges the Sea-Doo is defective because it can't be steered when the motor is idling.
The girl, was riding on an inner tube towed by a boat when she was struck by the PWC. The inexperienced PWC operator, apparently lost control after releasing the throttle as he tried to both slow down and turn the watercraft.
The attorney representing the plaintiff, stated that the steering problem is common to all PWC's and noted a February 2000 US$8.4 million verdict in California, against Yamaha over injuries suffered by a man hurt by a Wave Runner due to a lack of off-throttle steering.

OFFSHORE WX FORECASTING
I have agreed to provide daily enroute weather forecasts for a group of 5 boats leaving Cabo San Lucas for Tahiti about 1 March. Service will be provided by E Mail to a HAM Radio Node. The vessels need only come up once a day, make digital radio contact with the Node and download a summary of the satellite images, weather maps and relevant forecasts, all in one message. This service, which proved popular with friends crossing the Atlantic last year takes little of my time, and is something that I would like to have had when I was cruising.


ANOTHER STOLEN BOAT
A 1996 Princecraft Seaswirl (22 feet LOA) named Buddy II was stolen from the Sooke Harbour Marina sometime during the month of January. The boat is white with a blue cove stripe, has a cuddy cabin, and is equipped with an Evinrude main outboard and a smaller auxiliary . Equipment included VHF, Depth Sounder, and two electric down riggers.
Thanks to those who sent business my way recently. If you know of any one who should get this news letter please let me know, and in the meantime, please pass it on. aye,

TRAILER THEFT AND STOLEN MARINE EQUIPMENT
In Australia, insurers report that the theft of PWC's is on the rise. Many insurance companies now require trailer policy holders to purchase trailer locks to lock the trailer coupling when the trailer is not attached to the vehicle, as well as locks that ensure the trailer is secured to the vehicle when the vehicle is left unattended. Some insurance companies may in fact deny a claim under the policy where it cannot be proven that the stolen trailers were locked. In New Zealand, in response to an estimated 1 million NZD of property that has been stolen from boats in the Bay of Islands over the last five years, police there have launched a new security program.
Operation Recall is a computer database used to record the serial numbers of marine electronics, outboard motors and other items before they are stolen, In 95 percent of boat burglaries, owners cannot supply serial numbers of property to police, which makes it almost impossible to identify the property and owners if located at a later date.
After registering on the database, owners are issued a sticker to be placed in a prominent place on the boat showing their equipment is registered with the police. If boating equipment is stolen, police then have immediate access to the details required to properly identify the equipment. Both of these articles from down under may be "food for thought" for the newly formed BC Association of Marine Investigators.

ANOTHER FIRE
Tuesday, 29 January, a blaze at the Seattle Yacht Club sent 15 vessels to the bottom of Portage Bay and damaged 10 others. The suspected boat on which the fire started had yet to be raised and inspected. Initial estimates put the cost at $4,000000.00 US.

PROP GUARDS FOR HOUSE BOATS IN US?
The US Coast Guard has proposed a rule that would require owners of all non-planning recreational houseboats with propeller-driven propulsion located aft of the transom to install a propeller guard or employ three combined measures.
The Coast Guard said the rule would reduce the number of boaters who are seriously or fatally injured when struck by a non-planning houseboat. .
Under the proposed rule, the vessels must be equipped with a propeller guard, or a combination of three avoidance measures: a swim ladder interlock, an aft visibility device and an emergency ignition cut off switch. Vessels used for rent must have either a propeller guard, or all three of the avoidance measures.
The thrust behind this rule is not understood, as current accident reporting data by the US Coast Guard does not show a high number of fatalities from propeller strikes. Two people have died and 18 have been injured in the United States from propeller strikes since 1990.

OFFSHORE AS DECK CARGO
The Dutch firm, "DOCKWISE YACHT TRANSPORT" is offering 15 new delivery routes.
The company operates the world's largest heavy transport fleet, with 12 specialized semi-submersible heavy transport vessels, three of which are dedicated yacht carriers capable of carrying boats up to 37 meters in length.
This year the company expects to deliver 600 boats. The new routes for 2002 are Cherbourg – Toulon in February, Lazaro Cardenas – San Diego in March, San Diego – Vancouver in March, Palma – Bremen/Bremen – Cherbourg/Cherbourg – Palma in June, Port Everglades – Panama in June/July, Palma – Newport in July, Barcelona – Port Everglades in July, Newport – Sardinia in July/August, Vancouver – San Diego in August, Palma and Port Everglades to Auckland in December, Auckland – Papeete in December, and Auckland – Vancouver in December/January.
Dockwise' technique for trans-world yacht delivery involves the crew sinking the ship to flood the carrying deck so the boats can be brought on board under their own power.
Each owner is required to supply precise details of the hull and appendages to enable a precise cradle to be assigned in a precise position for each boat. With the boats guided into their cradles by divers, ballast is pumped out and the ship rises to its design waterline. The cradles are then welded to the carrier's decks for the voyage.
Masts and rigging stay in place and the owner or crew can stay on board the boat during the delivery voyage, which costs around US$250 per foot.
The procedure is reversed on arrival.

ALCOHOL CONSUMPTION AND BOATING
Our anti alcohol use laws for boat operators are targeted at the operator, and are based on the wide spread automobile practice of "designating a safe driver". In a recent study conducted by the University of North Carolina and Johns Hopkins university, researchers found evidence that this approach may not be addressing the problem. The point is that the occurrence of a drunken operator smashing his boat into another boat or pier is relatively rare. However the likelihood of a passenger falling over the side and drowning regardless of the sobriety of the operator is fairly common.
The study revealed that, even with a blood alcohol content (BAC) of only 0.01 percent, the risk to operators and passengers increased 30 percent over people with no alcohol in their blood, The risk of death is more than 52 times greater when victims show a blood alcohol content of 0.25 milligrams per deciliter.
About 800 people died in the United States in 1998 from recreational boating accidents, and early studies have linked more than half such deaths to alcohol use. Countries such as Canada and Finland have even higher proportions of alcohol-related boating fatalities than the United States, the researchers said. I was unable to find Canadian statistics that would either confirm or deny this possibility.
Thanks to all who sent business our way this winter. If you know of someone who should receive this new letter, let me know. In the mean time, please pass it on.

NAVIGATION LIGHTS
How many surveyors check the arcs or range of visibility of navigation lights on small vessels (or know how it is done). How many owners know what they are (or should be)? How many operators can properly interpret the lights they see when operating a vessel at night. What are the implications if a vessel with improper navigation lights is involved in a collision? I know these are rhetorical questions, but every time I visit a marina and see the array of ill conceived or poorly installed lighting arrangements I am reminded that they really do need to be asked. The photo here is of a local boat. (the first boat seen as one descends the ramp into a particular local marina) It's hull advertises that it is used for fishing charters, and I suspect that it has been surveyed several times yet has absolutely, and fundamentally improper running lights. For those who do not recognize the error, the light shown is intended for vertical mounting on a surface which is parallel to the centre line of the vessel. The light has been manufactured so that it will properly show red light from dead ahead to two points abaft the beam (an arc of 112 1/2 degrees when properly mounted). What arc this one is visible over is anyone's guess, but what ever it is it is dangerously restricted. Aside from the inconvenience to other boaters who may encounter this vessel at night or in low visibility, if she should she be involved in a collision, whether as a fault of her actions or not, she will likely be held to be responsible for some of the blame simply because she was displaying improper navigation lights. Summarized here, are just a few of the problems like this commonly seen.
1. Overtaking lights obscured by taffrail equipment (flags, BBQ's, etc). 2. Mast head lights or All round lights obscured by Bimini's radars, or canvas covers.
3. No inboard screens fitted on running lights (to stop the port light being seen on the stbd bow and vice versa) .
4. Running lights on power boats positioned so as to be correct when on plane but not when hull borne and/or vice versa.
5. Sail boats showing the lights of a sailing vessel when clearly they are power driven, or with these "power driven" lights obscured by sails.
6. Port and stbd running lights mounted so low in the bow as to be virtually under water in a sea way. The Rules of the Nautical Road are relatively simple and if followed will preclude vessels coming in contact with one another. Following the rules not only means keeping to the right, it means having the vessel equipped and operated in a responsible and seamanlike manner and in keeping with the agreed international requirements.

BOMBARDIER'S FICHT ENGINE TECHNOLOGY VS MERCURY
We have discussed some of the problems inherent in this newer technology before, but just recently "Sea
worthy" carried an article which contained good advice. That is, that FICHT technology engines (for that matter all of the new technology group) cannot be easily "pickled" (flushing and pickling is done after the engine has been immersed in salt water) like ordinary engines because of the heavy reliance on electrical components in these engines. Only a Ficht qualified mechanic should be allowed to attempt the job.
Further, Bombardier and Mercury have recently both announced that they will be first to meet the California Air Resources Board's (CARB) three-star outboard emissions standard, scheduled to go into effect in California in 2008. Whatever else this rhetoric means, it will almost surely bring more uncertainty and greater risk to the consumer and the insurance industry where outboard motors are concerned.

A RELATED TWO STROKE ISSUE CLOSER TO HOME
A ban has been proposed on non fuel injected two stroke motors on Lake Whatcom in Washington State as a result of drinking water concerns.
According to an 8 December report in the Bellingham Herald, Council members proposed a resolution that would commit the county to ban the use of two-stroke water craft on Lake Whatcom (the primary source of drinking water for much of the county), a council member cited a National Parks Service study that found some two-stroke engines spew as much as 30 percent of their fuel into water unburned.
An industry representative stated that a ban on two-stroke engines would affect most of the personal water craft and small outboards now in use on the lake, and could create a dangerous precedent that may result in future bans.
The Council members did not seek a ban on four-cylinder engines or two-stroke engines with fuel injection.

ANTI THEFT SYSTEM
ITERAN, a company with roots in Israel, launched its LifeTrak Marine Monitoring System in South Florida in November. The system uses radio frequency transmissions to transmit data from a customer's boat to Ituran's monitoring station.
One feature that makes the system unique is that the technology does not require boaters to rely on a third party, While some other monitoring companies depend on cellular and GPS technology, Ituran has its own towers, monitoring station and web site. With radio frequency transmission, the transponder also can be hidden out of site of potential thieves.
The radio frequency transponder can alert the monitoring station to the status of the boat's batteries and bilge pump, and the location of the engine and the boat as a whole.
If either the engine or the boat is stolen, the system tracks the pilfered item. The boat owner has a chip in his key chain that alerts the system that it is an authorized use.
Ituran charges US$ 725 for its system and US$12-US$15 per month for monitoring. The company obtained about 25 new customers at the recent Fort Lauderdale Boat Show.

Ituran says its main goal is to convince the insurance companies of the value of its system so that boat owners using LifeTrak can obtain a 5- to 10-percent discount on the price of insurance.
The technology, which originally was designed to locate downed fighter pilots for the Israeli military, already is being used by about 8,000 automotive clients in South Florida,. In Israel, the company says it receives about 5,000 new auto clients per month.
Ituran has invested about US$ 4 million in South Florida, including both the auto and marine markets. While obviously aimed at the automobile market, if this system can be made to work in south Florida with its flat terrain, it ought to be even simpler to set up and operate in the greater Vancouver /Seattle areas. food for thought for someone!
GASOLINE PHASE SEPARATION
With the demise of lead as a gasoline additive ( to prevent knocking), gasoline companies have relied on a group of additives to maintain octane ratings. These additives called "oxygenates" are made up of alcohol, methanol, ethanol or other "ols" and ethers. These "ols", and "ethers" in addition to being of a higher octane rating than gasoline (105-115) are water soluble and tend to separate and settle to the bottom of the fuel tank when water molecules are present. As the fuel pick up tube is located near the bottom of the tank, these higher octane oxygenates will be drawn into the engine first, causing hard starting or back firing. As the oxygenates are consumed, the fuel system begins to draw in the now very low octane fuel that remains in the tank. Without warning, the engine may start to generate detonation shock waves that can damage pistons, valves, plugs, heads and gaskets. Modern automotive engines have knock sensors that reduce the engines output in an effort to prevent this damage. Marine engines especially the older ones, frequently do not. While it is often difficult to state that gasoline phase separation is the specific cause of an engine failure, in the absence of other information, it should not be discounted. (reprinted from an article by Larry Blais)

CORROSION PROBLEMS
Increasingly, we seem to be faced with underwater corrosion problems. While not caused by any specific named brand product, These problems seem to result from a combination of factors including ; fitting relatively sophisticated electrical equipment without understanding the implications of its use, leaving the boat plugged in a marina and unattended for long periods, using over rich copper bottom paints (some brands are now almost 75% copper) , using too much or too little zinc , not understanding the difference between lightning grounding, radio (RF) grounding, and electrical equipment grounding. In the photo, we are looking at a boat with a single ground point kept plugged in, in order to keep a refrigerator running. Here, the zincs may be protecting the propeller and strut, but nothing protects the copper rich paint on the hull. I recently looked at another boat where the lightning ground plate was actually a sintered bronze radio ground (90% copper) . A failed bilge pump circuit resulted in this ground plate sacrificing itself to other boats in the marina who were connected to it by the AC shore power cord ground wire. I have also noted that whereas in years past only a few marinas had a reputation for excessive zinc wastage, now many (if not most) marinas seem to share this problem. Constant vigilance and improved education would seem to be the best answers.
The same arguments are applicable when it comes to investigating claims which involve corrosion. It no longer is good enough to just say that "a thru hull failed", or a shaft corroded, there is a root cause for everything, and if not properly pursued, isolated and corrected, the problem will just occur again.

MORE ON BUTT CONNECTORS IN BILGE WATER
No sooner had the last news letter hit the street, when I received a correction notice from ABYC pointing out that soldering these circuit wires (when tinned stranded wire is used) is no longer recommended. Instead when using tinned stranded wire, properly fitted terminal ends and adhesive shrink wrap is the recommended method..

OTTERS AND MARINA FIRES
In my continuing search for some means of keeping otters out of boats, I have come across one effective cure for this problem. The problem with it is that it also discourages fire fighters from wanting to go near the boat, not to mention what it does in the way of setting up potential corrosion problems or risks to other visitors. The methodology is simple, run a wire around the boat house or the guard rails which is energized from a 12 volt source (much like an electrified cattle fence). Certainly it will keep the otters out (as long as they have to touch the wire to get in) , but it sure will make a fire fighter holding a water hose reluctant to come near! What this kind of a system might be doing to the grounding system of the boat house and boat would also make an interesting investigation.

BOAT HEATERS
Related in a general way to the last section is the practice of keeping a light bulb on or a boat heater running to ward of the dampness that is a part of the north west winter. It is hard to argue against the practice as the benefits are many, however, all too often what we see is a poorly suspended naked light bulb ready to fall over at the first decent wake, or even worse, in a position to have paper or other easily combustible material fall on it should the boat rock unexpectedly. Space heaters are often used without realizing that every piece of lint in the boat will end up in the fan's filters, thereby reducing the cooling air flow through the heater and increasing the risk of fire. If you have to have a source of heat in the boat, ensure that it is a purpose built carefully immobilized and protected low wattage device or bulb. Use a high quality extension cord to supply the power which is carefully and securely suspended well above the water, and check to be sure it is not over heating. Visit the boat frequently! A surveyor in California who just investigated a boat fire notes that the owner had left an AC powered light on in the boat every winter for 24 years. This year the light fell over. Enough said!

ANOTHER STOLEN BOAT
A 1994 Grady White Model 300 Marlin has been reported stolen from the property of Capstan Marine, 100 - 6260 Graybar Rd., Richmond BC Canada between Wednesday Nov. 14 and Thursday Nov. 15, 2001
HIN #:NTLEA227L394 LENGTH: 30' 6" BEAM:10'6" COLOUR: OFF WHITE. VESSEL REG. #: 13K 107637 . VESSEL NAME: 'BAREBACK (Both sides of hull (7" x 60") RVYC Vancouver BC on Transom. PREVIOUS NAME: 'Extended Play'. Engines: 225 hp Mercury # OG060154. 225 hp Mercury # OG060507 . 9.9 hp Mercury # OH001146. ELECTRONICS: Full Sitex package Radar, depth sounder,GPS, CMAP, President VHF. WHITE YARD TRAILER - Stolen also, Custom built boat moving trailer Ser# 2GBV04161MUV09958 LIC. PLATE: BC 340 41V . DECAL: # 6024175
SAMS ANNUAL CONVENTION: Held this year in conjunction with Fish Expo in Seattle this past month, was a great opportunity to meet fellow surveyors from all over North America, to exchange notes , and to attend a number of interesting lectures. The section on gasoline phase separation came from this source.

MARINA FIRES
In the last news letter I pointed out that the frequency of marina fires was far too great, and I tried politely ask what it was that we were doing wrong. I guess I should have voiced my concerns a little more strongly because last week (while I was in Toronto) we had one right here in Sydney BC. Actually we had two, in the same night. One involved four unattended boats in boat houses, and the second was a live aboard. Fortunately, no loss of life was involved. Property damage will likely approach a million dollars. In marina fires, the close proximity of one boat to another almost ensures that the blaze will not be confined to the initial burning vessel. The presence of gasoline and propane , and the near certainty that they will have to be attacked from a floating walkway make these fires difficult and dangerous to fight. Only rarely is there a night watchman who could effect detection early enough to make a difference. Boats which have been burned are very expensive to repair, (if they are repairable at all) and clean up costs are astronomical. While the cause of these particular fires is still under investigation, this is a good reminder that we can never be too careful with electricity or flammables in the marine environment.

BUTT CONNECTORS IN THE BILGE WATER AND OTHER BILGE PUMP QUESTIONS
A SAMS surveyor reports "We have been involved in two recent sinkings of boats where the bilge pump float switches were wired in using automotive style butt connectors. The wires short circuited and failed from exposure to bilge water. This allowed rain water to accumulate and sink the boats. One of the boats was 3 weeks old and the other was over 5 years old. They were from different manufacturers. "
As you may be aware this circuit between the bilge pump and its actuating float switch is constantly energized. In addition, it is common to find these pumps wired ahead of the main battery switch. Therefore, it is vital that this bilge pump activation circuit be protected against accidental short circuit. Connections must be waterproof, and the wires run clear of bilge water to the greatest extent possible. It may be of interest to note that ABYC recommends that bilge pumps be able to operate for 24 hours at maximum amperage without failure or creating a hazardous situation and for 7 hours running dry without over heating (or have an auto over heat shut off ). A commonly fitted Rule 1500 GPH submersible pump draws 7 AMPS under load. 7X24=168 Ampere Hours of battery capacity required. This means two 100 amp batteries fully charged all the time dedicated to this purpose. Very few small recreational vessels have the ability to meet this requirement. There is no overheat shut off fitted on this particular pump.
To see the implications of this, lets consider a failed stuffing box around a 1 inch shaft 1 foot below the waterline, or a failed I/O bladder. (either is a common enough event). Such a leak can let in 10 gallons per minute (or 600 Gallons per hour). If we had the battery capacity and if nothing else changed the boat would exhaust her batteries in 24 hours and sink about 2 hours later. Actually since pumps rarely put out what they advertise, and since output is voltage related and further reduced by the head (or height) of the pump outlet the sinking would probably occur quite a bit sooner. 600 gallons of water weighs about 6000 lbs, The boat pictured on the front page (Sea Ray 31)has a displacement of 8200 lbs and a little over a foot of freeboard at the transom.  The addition of water at this rate would raise the waterline (or lower the boat) about 6 inches per hour . This would be enough to submerge the transom to the point where free flooding would occur in two hours if the boat remained level (a highly unlikely event). Also, as the boat submerged, those above the waterline vents without sea cocks (common on this type of vessel) would become inlets, accelerating the process. Sinking from an accumulation of rain water would take a little longer, but the result is the same. Boats like this cannot be left unattended and uncovered for long periods of time, and careful attention must be paid to the installation and maintenance of bilge pump wiring not to mention other routine maintenance..

THE CARBON MONOXIDE ISSUE
As a result of the previously reported USCG investigation into a number of deaths resulting from carbon monoxide poisoning, several changes are expected in ABYC recommendations and other authoritative sources. Greater emphasis is likely to be placed on engine ventilation (an engine with a reduced air supply produces more carbon ) and the threshold level at which Carbon Monoxide detectors first sound an alarm is likely to be lowered slightly. NIOSH ( National Institute for Health and Safety) is developing several options including; Vertical generator exhaust stacks for houseboats. Emission Control Devices (ECD's) to be placed in the exhaust line prior to the water insertion point which can burn the remaining fuel and hydrocarbons in the engine exhaust. The aim of these changes is to make house boating safer, however, remembering that the whole question of boat engine emissions is under attack for ecological reasons. We can expect that there will be a spill over effect into other areas of boating.

REPLACEMENT OF OUTBOARD MOTORS
ABYC is investigating the implications of replacing old (two stroke) outboard motors with the newer technology and ecologically more desirable (four stroke) outboards. The question is weight. All previous recommendations regarding allowable engine horsepower were related to the weight of the engine vs. the displacement of the boat. Newer engines weigh significantly more than their predecessors (sometimes 1 ½ times as much). A whole host of ABYC recommendations are involved, but the bottom line will be that replacement engines on older boats will need to be of a smaller size (less horse power) than the one replaced. This has major implications for insurance companies when faced with the requirement to replace new for old.

STOLEN BOAT
Stolen from Kelowna, British Columbia, Canada, Oct. 16. Vessel: 1992 Searay 310 with cuddy cabin, HIN number is SERT 4240F292. Twin 502's Mercruisers serials are OD832013 and OD832006. Mercury Bravo 1 outdrives serials OD634781 and OD749781. Mercruiser transom plate serial OD790858 and OD790854. Trailer 1997 white EX load tandem axle ,BC license plate 872588, trailer registration 5422689, trailer serial number 1ZE1SN22XTA034887. Please contact your local police department, if you should come across this vessel.

FIRE IN MARINAS
Two major marina fires have been reported in the past month, one at Cape Cod where arson is suspected and where nine boats were destroyed, and another in Louisiana where over 30 boats were damaged or destroyed. When I add this to the one at Bristol Bay earlier this year and the Elephant boatyard in the UK (of Howard's End fame), I can't help but wonder what we are doing wrong. Is it a lack of fire proof materials used in marina construction? A lack of adequate security staff? Boats stored too close together?
I have never seen a marina with an installed fire sensor or sprinkler system, yet both ought to be relatively economical to install and maintain. Should surveyors comment on the relative fire safety afforded by the berth where a boat is normally kept? I think they should, and intend to start doing so.

OTTERS AND OTHER MARINE CRITTERS
Having seen what a mess otters or other small mammals can make, I have been looking for some deterrent that would keep them away. One promising possibility is a high frequency noise emitter aimed at the hearing frequency range of the pest in question. The one I saw was sold by Brookstone Ltd for a little less than $100.00 US. The unit is intended for outdoor unattended use, can be battery operated and the emitted sound is above that normally heard by humans. While there may a down side to the use of such a device (irritation to passing pets for example ) I think it would be cheap insurance and well worth trying, particularly for boats left unattended for long periods. More information is available at www.brookstone.com.

PWC NEWS
PWC's continue to make headlines, both good and bad: Some of the more recent ones include: PWC's have been banned from the Faralones marine sanctuary in Southern California effective 10 October this year and from all US Federal marine parks. The state of Iowa has released statistics that while PWCs represent 15-20% of the boats registered in that state, they were involved in 44% of the accidents reported. In Maine, the fishing Guides Association after initially seeking a ban on PWC's has stated that these vessels are really no more intrusive than any other power boat and have proposed rules that would limit the areas where PWC's could operate. In the UK , Hove city council is in the process of enacting laws to limit the use of these vessels after a series of incidents during the August Bank Holiday weekend, when despite having marked PWC operating lanes, swimming areas were apparently encroached on, seriously hazarding swimmers. The Royal Navy has announced that it is using PWC's for mobile patrols in dockyards and other waterfront areas not easily policed by foot or marine patrols. In Saskatchewan, the National Post reports that a Mr Alfred Farrell has recently sued Bombardier Ltd. He reports having been thrown 6 meters in the air from his brother in law's Sea Doo GTX when it exploded as he turned on the key. His wife is also suing for compensation for "emotional distress" and the brother in law is suing for $10,000.00 to recover the cost of the Sea Doo. Bombardier has not yet responded to the suit.

INSURANCE VS PRE PURCHASE SURVEYS
There seems to be a widely held belief amongst the boating public that surveys done for "insurance " purposes should contain less information than would be the case for a pre purchase survey and therefore be cheaper to conduct. Almost every initial contact with a new customer includes the inference that if its "just for insurance", the survey should be less extensive and therefore cost less. When insurance company representatives are asked the same question, the answer is a little different, and can generally summarized with "we need everything that bears on a possible claim, but we don't want to have to wade through 20 pages of information to get it". From the surveyors perspective, in order to cover all the possible things that might result in a claim, cause a sinking a fire or hazard life, he really has to be thorough and careful. Recently the SAMS "on line net" has had an extensive discussion on the subject, including input from a number of insurance company sources. The bottom line seems to be summed up as follows: "Last weeks abbreviated insurance survey has a bad habit of reappearing as today's pre purchase survey". All surveys are reviewed by someone in the Insurance company eventually, and while the less than adequate survey may get by the front desk, over time a picture of that surveyors work (or lack of it) will be built up in the company. As the surveyor has no control over where the survey goes or how it is used once he has put his signature on it , it had better cover all the ground. To do a less than thorough job serves no ones interest, and especially not the customers. I now have adopted a format which provides an "insurance and finance page" at the front of my reports with direct reference to the recommendations at the back of the report., In between will be everything else I have been able to determine about the vessel. I hope by doing it this way, that I will both satisfy the underwriters need not to waste time while still including information that will tell the customer what he needs to know and will provide background information for claims purposes should that event arise.

US EPA AND BOAT FUEL TANKS AND DIESEL ENGINES
The EPA has determined that evaporative emissions from boat fuel tanks containing gasoline are at least as severe as that from operating gas engines. It intends to introduce legislation this month to address the problem. What solution will be adopted is yet to be determined, but the most likely avenue of approach is some sort of pressurized system (as is used in automobiles for example. The intended implementation date is sometime in 2002. If that goal is to be met, we can expect major discussion in the next few months. Whether the forthcoming rules are intended to apply to older boats remains to be seen. In a related effort to curb undesirable emissions from recreational diesel engines, new legislation is to be developed aimed at small diesel engines for implementation in 2006. Where Canada stands on these questions in not known.

Sharp Practice in the Salvage Business
On two occasions this year I have come across situations where a local salvage company has charged what seem to be excessive rates for relatively simple salvage operations. While it's always difficult to establish "after the fact" what a salvage operation ought to have cost, someone who rescues another party or reduces the amount of loss that might have occurred is entitled to fair compensation and a premium if the rescuer in fact takes some risk in performing the task. However, we have one company operating in southern Vancouver Island waters who in addition to billing substantially for time and effort, also bills US customers in US dollars (for no other apparent reason than that the boat is registered south of the border). This of course adds 50% to the bill at the current rate of exchange. When a Canadian company does something like this it makes us all look bad. It also makes me wonder whether other claimed expenses are likely to be credible. This company operates from Gabriola Island and specializes in small vessel salvage. It is not related to "Sea Tow" the franchised US towing company. Details are available on request.

RTF vs. VEC The Future is Here
Sea Ray Boats (a Brunswick Company) recently announced the adoption of Resin Transfer Moulding (RTF) as the process of choice for future boats, and is retooling some lines to use this technology this year. Last year Genmar introduced the use of Virtual Engineered Composites (VEC) technology in some of its lines. The processes are different, but the result to the manufacturer is similar, a more environmentally friendly process, a more uniform product, significant manpower savings, and much faster production. The Resin transfer moulding process injects liquid thermoset polymers into a closed mould containing random glass fibers. The Virtual engineered composites process uses sophisticated computer control and monitoring to achieve optimum chemical interactions of the materials being worked and utilizes a water mould. The result to the consumer is likely to be a glossy uniform product with intricately created mouldings resulting in streamlining and a quality of fit not previously achievable. It may also mean that the boat is not repairable to its manufactured standards at any cost, that some parts will only be repaired by replacement, and that achieving even a near quality repair will be expensive. If one has any doubt about this think about the parts on your car which 10 years ago were repairable metal but which are now made of "throw away" plastic. That process is "injection moulding", not quite the same, but near enough to make the point.

Boating Technology and the Environment
California has just introduced changes that will require Inboard Outboard engine manufacturers to meet much more stringent emission standards by 2007. With current technology, this means catalytic converters on these engines. Attempting to meet higher standards for Outboards in part caused the demise of OMC and has given Brunswick Corp (Mercury) its share of headaches. Yamaha has introduced 4 cycle PWC's in an attempt to diffuse some of the criticism of these vehicles, and Bombardier has announced its version for introduction this summer. (Assuming the law suite filed by Yamaha against Bombardier for patent infringement is settled) While all of this probably does some good for the environment, it means uncertainty, and increased costs to the consumer. Pity for example the purchaser of a 2 cycle PWC last year which by next summer may have almost no resale value, and be unwelcome in most recreational areas.

Boatyard Fire
Almost unreported here, was a major fire in a boat storage yard at Bristol Bay Alaska, on the 14th of June where 35 boats were destroyed. The damage was reported at 13 million US dollars.

Weather Forecasting for Offshore Cruisers
The combination of satellite imagery, the internet, and HAM radio have made it possible to provide detailed weather information to off shore sailors at virtually no cost. This past month I was able to support offshore cruising friends crossing the Atlantic in an Ingrid 38 with up to the hour weather information every 12 hours by down loading satellite pictures, and weather maps from different national sources on the internet, putting the information in a simple format (that I would have like to have had when I was cruising offshore) and passing it by e mail to a HAM radio node. My friends came up every 12 hours and downloaded it digitally onto a laptop computer onboard. This saved them from having to spend a good portion of their time searching for useable information and the uncertainties of receiving maps and voice broadcasts while in mid ocean. The HAM node broadcasts a digital signal, and the reliability is much greater than for other means of transmission. The only limitation is that the size of the message needs to be kept to about a page of printed text. Knowing their destination, course and speed, I was able to "look ahead " for them and when the weather demanded it, recommend course changes to avoid worsening conditions. Having spent half a lifetime at sea observing weather this is a natural for me, but any careful amateur could do something similar with a computer and a basic understanding of weather systems.

PFD'S and Safety
The USCG has recently reported that the year 2000 may be the safest ever from a boating fatality point of view (700 reported deaths vs. 865 in 1990). They claim that the increased emphasis on the use of PFDS's through the nineties is the major cause of this reduction.
Unrelated but of interest, the US National Marine Manufacturers Association (NMMA) recently introduced a rule requiring its members to show people wearing PFD's in their boat advertisements. What that will do to the glossy photos of almost nude girls adorning the decks of power boats that we are accustomed to seeing in boating magazines remains to be seen.

DISPOSAL OF RAW WASTE
Recently an article appeared in a Tennessee newspaper outlining FBI involvement in the prosecution of individuals and marinas in the Tennessee Valley Authority (TVA) national park area for not having proper sewage disposal facilities. This is the first time to my knowledge that a Federal Police Force has been used to enforce Environmental Law in the US. While we in the northwest still have a somewhat blasé attitude towards this subject, it is interesting to note that in at least one area of our neighbor to the south's jurisdiction this issue has been elevated to the Federal level. One of the things this means is that offenders apprehended under Federal jurisdiction could be subject to up to $100,000.00 in fines and 10 years in jail rather than the maximum $10,000.00 fine and 2 years in jail that States systems can impose. Food for thought for those boating in US waters without holding tanks.

Local Boat Recovery Success Story
A few weeks ago, a boat was stolen from a marina in White Rock. Paul Dupre of Western Maritime Surveyors was called in and he in turn sent out flyers to a wide assortment of marinas and boat oriented activities up and down the coast (using the IAMI mailing list and other sources). A week later, suspicious activity was reported at a boat house in Nanaimo and when the police were called in, the missing boat was found. Well done Paul Dupre and while not directly attributable,. welcome IAMI.

UK Introduces High Tech HIN System
The UK government has just introduced a micro chip to be imbedded in new boats containing the boats unique ID number, specifically because it is too easy to change external numbers. The same report stated that between 20 and 50 boats a day are stolen in the UK.

Brunswick vs. Genmar
Two major players now dominate the North American boating market. Here is the line up: Brunswick Corporation includes Mercury Marine which makes Mercury, Mariner and Force engines. U.S. Marine which makes Bayliner, Maxum, Quantum, Rendezvous, Robalo, and Trophy boats. Sea Ray which makes Sea Ray, Laguna and Baja boats. Brunswick Marine which makes Fisher, Monark, Spectrum, and Starcraft boats. Marine Group which makes Astro, Procraft and Wahoo boats. Tracker Marine which makes Bass Tracker, Myacht, Nitro, Silver King, Sun Tracker boats, and Trail Star Trailers.
Genmar, a somewhat smaller corporation, makes, Aquasport, Carver, Crestliner, Glastron, Hatteras, Larson, Logic, Lund, Nova, Ranger, Trojan, and Wellcraft boats.

River Otters.
During the past few months I have been involved with a claim for damage to a 25 foot vessel resulting from occupation by Otters. By way of explanation for those who may not have had the pleasure of seeing (or smelling) the results of the presence of these otherwise "cute" animals, I can tell you that they live in their own excrement, can bring larger quantities of crab shells and other refuse to the nest. The site gives off a pungent odor that clings better (or worse perhaps) than any perfume. The damage inflicted and the difficulty involved in getting rid of the smell afterwards can make these claims remarkably expensive. Every contaminated item must either be removed or sealed, and the job is not popular with contractors. In brief discussion with others, I find that this problem may be more widespread than I suspected. It could largely be avoided by making sure boats are properly locked and/or regularly visited. Also, I wonder if there isn't more that we can do to warn boaters about this nasty business or whether there isn't something out there that would make the boat unattractive to Otters as a nesting place. If anyone has any ideas please let me know , and I will pass the information on. There is a view held by some that this is a "vermin" problem, and as such is not claimable against a marine insurance policy.

Uniflite Boats and Fire Retardant Resin
Recently in the UK a Marine Surveyor was found to be at fault by the courts for not having knowledge of " a known defect in a common type of production boat" . Specifically, the judge was referring to the Valiant series of sailboats and other vessels made by Uniflite using a fire retardant resin developed for the USN for use in riverine patrol craft during the Vietnam war. A survey of SAMS surveyors revealed a surprising amount of corporate knowledge on this subject. The bottom line being that boats built with fire retardant resin continue to develop blisters despite all the accepted treatments for this problem. The point is also made that this blistering while visually unattractive , does not in itself diminish the strength of an otherwise well constructed boat. If any one would like a copy of the SAMS surveyors comments on this issue, I will happily summarize and pass them on.

Interesting Statistics From Boat US
In a recent appearance before the US Congress Mr Micheal Scuilla of Boat US reported that canoers and kayakers have the highest fatality rate amongst the boating community, more than twice that of PWC riders and four times that of open motor boat operators. He also stated that the number of deaths now attributed to Carbon Monoxide poisoning in lakes across the southern US was 17 with another 100 hospitalizations. In passing he mentioned that OMC had 11,000 dangerously defective motors still in customers hands when it declared bankruptcy last year . (200-225 HP with Ficht Technology). Boat US has 530,000 members and actively lobbies on behalf of the boating community in the US.