The ORC category 1 rules are a useful reference when prioritizing safety issues/equipment (the 2008-2009 update has just been released). They have been written by experienced sailors based on the combined experience of the world’s offshore racing fleet. For the most part, we have taken this hard-won advice very seriously and attempted to equip Hawk so that she is in compliance with these racing regulations. However, there are a few areas where our experience and judgment have led us to reject the recommendations. These are as follows:
3.03.1 A yacht . . . shall have been designed built, maintained, modified and repaired in accordance with the requirements of: EC Category A or . . . ABS or . . . ISO 12215 Category A
Given the frequency of broken rudders and keels, it seems clear that either the scantling standards need to be updated and strengthened or the designers/builders held to closer account to actually meeting the standards. We built the key parts of Hawk to several times ABS. This was simple and inexpensive but does add weight. To my mind this is exactly where the rule should focus its attention - on prohibiting design elements that have proven in actual fact to be fast/light but unreliable/unsafe.
3.14.6 c) A taut lanyard of synthetic rope may be used to secure lifelines provided the gap it closes does not exceed 100 mm (4 in). This lanyard shall be replaced annually at a minimum.
We use Spectra lashings covered with rigging tape to secure our life lines. It does not need to be replaced every year, or even every 10 years, and it essentially does not chafe nor is it exposed to UV. I had one of these lashings pull tested in New Zealand after five years of use and it tested at 95% of original strength. The wire appears to need replacement more frequently than the lashings as it corrodes and/or strands where it goes through the stanchions. In addition, our lanyards are more than 6 inches long, but I do not see that as any problem as they are about twice the strength of the lifeline wire. We use Spectra extensively in areas requiring strength and durability and find it better that stainless wire, while the rules seem to reflect ‘pre-Spectra’ thinking and focus on stainless wire as the only decent material choice.
We are told that there have been cases of spectra lashings being cut by 'sharp weld splatter' at the attachment point on the pulpit/pushpit. We take our lashings right around the full tubes of the pulpit/pushpit as this is smoother, stronger, lighter and cheaper than welding on attachment points.
A bigger question with this rule is why is it the first (and only one) concerned with routine maintenance? Why specify lashing replacement frequency (which does not seem to be a very major issue) and not many more important maintenance topics, such as rigging replacement, keel bolt torque checking, and replacement of steering cables, etc?
3.17.1 A toe rail of minimum height 25 mm (1 in) shall be permanently installed around the foredeck from abreast the mast, except in way of fittings and not further inboard from the edge of the working deck than one third of the local half-beam.
3.22 Hand holds adequate hand holds shall be fitted below deck so that crew members may move about safely at sea.
We have continuous handholds both below and above decks (e.g. you can move from one end of the boat to the other with a good handgrip always in reach). We also have a continuous 3” high toe rail to provide security on a steeply heeled lee deck.
Given all the concern and other rules related to MOB issues I am puzzled by these two very timid rules. Why not specify a continuous toe rail which would provide much more secure footing when moving up the lee deck, one designed to be comfortable for people hiking out? Why specify hand holds below decks only? Why not specify continuous handgrips along the deck (as we did on Hawk)? Further why no mention of non-skid deck surfacing? If you are trying to address MOB, I would focus on preventing incidents in the first place with these sorts of things.
3.27.4 Reserve navigation lights shall be carried having the same minimum specifications as the navigation lights above, with a separable power source, and wiring or supply system essentially separate from that used for the normal navigation lights
This rule does not seem practical. Dry cell powered nav lights will either not meet required brightness or not last for any length of time. It would be possible to fit duplicate lights, powered off the engine start battery, but then you could well end up with a flat engine battery (and thus probably violate 3.28.3 d). Further I am not sure why this is an essential requirement. We will be keeping a proper watch. If the navigation lights die during the night, we will take avoiding action and/or communicate our intentions by radio to any vessels in sight.
3.28.1 A securely covered inboard propulsion engine shall be provided together with permanently installed exhaust and fuel supply systems and fuel tank(s)
We have an engine, but it strikes me as odd that the rules of SAILING should require an engine (for Cat 0, 1, 2 & 3 races). Especially with the current environmental and security issues associated with oil/internal combustion engines, should not the sailing authorities take the lead and promote clean sailing?
3.28.2 a) A separate generator for electricity is optional. However, when a separate generator is carried it shall be permanently installed, securely covered, and shall have permanently installed exhaust and fuel supply systems and fuel tank(s). A separate generator shall comply with OSR 3.28.3 (c) and (e)
We carry a Honda 1000i portable gasoline generator which provides more efficient battery charging than the main engine. It is not permanently installed. I do not see any significant safety concerns with it (that are not already widely accepted in the use of gasoline outboards). We place it on deck when running it. We do not do this in heavy weather. We stow our spare gasoline in a separate partition of our sealed propane locker. You need to be extremely careful stowing gasoline inside the vessel (and this applies to outboard motors stowed in a lazeratte as well as gensets) because gasoline vapors can come out an open tank vent, and being heavier than air, it will pool in the bilge and then potentially explode if exposed to a spark. The Honda has both a positive closing tank vent and fuel shut-off and appears to be well designed from a safety perspective.
3.28.4 a) All rechargeable batteries on board shall be of the sealed type from which liquid electrolyte cannot escape. Other types of battery installed on board at January 2006 may continue in use for the remainder of their service life though it is strongly recommended that they be changed for sealed batteries as soon as possible.
We use wet cells, not sealed batteries. I do this for three reasons. First, from a safety perspective I like the ability to check each individual cell with a hydrometer, so I don’t head offshore with a weak cell (you can not do this with sealed batteries). Second, also from a safety perspective, wet cells are more robust and resistant to accidental high charging voltages, and can be equalized to recover weak cells. Third, they are half the price with more life cycles (up to twice as many) so somewhere between 2x – 4x the value, which means we can have stronger/fresher batteries when we go on passage.
I understand the potential for acid spills and chlorine gas generation. However, those seem to be extremely low probability events (which can be managed in other ways, such as installing a drip cover on the battery box) while weak cells and accidental high voltage are much more common problems. I prefer to address the high probability events. The two types of batteries (wet cells and sealed) are the same weight, so there is no competitive pressure to pick one or the other. I therefore believe the decision should be left up to the owner.
4.04.1 a) ii Jackstays:- comprising stainless steel 1 x 19 wire of minimum diameter 5 mm (3/16 in), or webbing of equivalent strength;
We use Spectra jackstays – stronger (and more UV resistant) than (nylon or polyester) webbing and does not roll under the foot like wire.
4.07.1 a) a watertight, high-powered flashlight or spotlight, with spare batteries and bulbs
We have mostly switched to LED flashlights, which don’t come with spare bulbs (the bulbs last the life of most flashlights - upwards of 10,000 hours). We also have mostly switched to climbing headlamps rather than handheld flashlights, and these climbing lights are water resistant but not waterproof (at least I am not aware of any that have undergone mil-spec waterproof testing).
4.08.4 At least two members of the crew shall hold a current Senior First Aid Certificate or equivalent.
Beth is quite knowledgeable about first aid topics, primarily thru treating horses in her youth, but holds no certificates. I hate the sight of blood. I agree with suggesting that there should be first aid knowledge on board but have a concern with requiring specific certification. This is requiring/allowing only one way to meet an objective when there are many other good ways to meet that same objective. The rule seems to stem more from the European drive to certificates & licensing for all qualifications & skills in the sport, than from any especially compelling need to upgrade first aid skills. As discussed below (harnesses), I think this should be a recommendation rather than a requirement.
An issue that the sailing authorities do not seem to have fully come to grips with is whether the racing boat is 'a work environment for paid professional sailors' or 'an amateur sporting environment where informed judgments & risks are accepted and part of the game'. The appropriate (and legal) safety rules should be quite different for those two situations. Obviously both occur and there should probably be two sets of rules, but today they are mixed together.
4.10.1 A passive Radar Reflector (that is, a Radar Reflector without any power) shall be provided
Radar reflectors, even the Davis units, are so ineffective they should not be required. Every quantitative test (link1, link2) conducted has concluded that most units provide no real improvement and the best provide only an extremely marginal increase in target acquisition. That ineffectiveness should be weighed against the halyard tangling, extra holes/corrosion in the rig, and cost (which could be better invested in other safety areas).
4.17 Yacht's name shall be on miscellaneous buoyant equipment, such as lifejackets, cushions, lifebuoys, lifeslings, grab bags etc.
We don’t have our yacht name on these items. I suppose I could take a ‘permanent marker’ and write it on, but we have found that to fade quite quickly (say 12 months) with UV exposure. I understand this could potentially help a search effort, but think they will get 95% of the necessary information from finding fresh items in the water even without the yacht name.
4.20.2 Liferaft(s) shall be provided capable of carrying the whole crew
The life raft is a complex topic which is discussed at length at FAQ 30 Seamanship. I will simply add here that the apparent difficulty reaching agreement on life raft standards and the extensive specifications in the main rule and separate appendixes is clearly indicative of the difficulties inherent in creating an effective life raft.
4.22.1a) The following shall be provided within reach of the helmsman and ready for instant use: a lifebuoy with a self-igniting light and a drogue or a Lifesling with a self-igniting light and without a drogue.
4.22.1 b) In addition to a) above, one lifebuoy within reach of the helmsman and ready for instant use, equipped with: (i a whistle, a drogue, a self-igniting light and ii a pole and flag. The pole shall be either permanently extended or be capable of being fully automatically extended (not extendable by hand) in less than 20 seconds. It shall be attached to the lifebuoy with 3 m (10 ft) of floating line and is to be of a length and so ballasted that the flag will fly at least 1.8 m (6 ft) off the water. iii Each lifebuoy shall be equipped with a sachet of fluoresceine dye
We were given an inflatable life sling and I initially installed it in the approved fashion on the transom near the helm. But we have since removed it, as it was vulnerable to breaking waves (I concluded there was a good likihood it would not be there after a knock down or breaking wave washed someone overboard), was degrading due to salt and humidity exposure, and IMHO was unlikely to be of much better use in a MOB situation than tying a long floating line with a big bowline to one of our big fenders (both of which we do have in the cockpit and which are not as vulnerable to waves/environmental degradation).
4.23.1 Pyrotechnic signals shall be provided conforming to SOLAS LSA Code Chapter III Visual Signals and not older than the stamped expiry date (if any) or if no expiry date stamped , not older than 4 years.
We carry flares as required by the coast guard, but we don’t expect they will be very helpful. The SAR helicopter pilots we have talked to confirm our own experience when we have seen flares fired at sea: they are hard to identify unless you are looking right at them and they go out extremely quickly.
4.23.2 The following lights shall be provided and readily available for the purpose of collision avoidance: a) a watertight white torch (flashlight) with spare batteries and bulb b) a watertight, high-powered white spotlight (searchlight) with spare batteries and bulbs
See the comments at 4.07.1 a) above. The rules do not seem to have kept pace with the development of LED lights.
4.28.3 A yacht shall be equipped with an EPFS (e.g. GPS) capable of immediately recording a man overboard position from each helm station (From January 2012)
First, double-handed with autopilot, we are rarely at the helm so this button will not be useful. Second, there are reliability issues with putting electronic buttons out in such an exposed position (at the helm where they are fully exposed to UV, saltwater, sunshine and breaking waves) - all our cockpit electronics are protected under the hard dodger. Third, we want to be pro-active rather than deal with a MOB after the fact, so cockpit protection for the crew was high on our list of safety design priorities, to reduce fatigue, allow better watch keeping, keep the interior of the boat drier & shield the crew from solid green water over the bow and side decks (not much you can do with stern pooping).
I understand the genesis of this with the Volvo boats which are capable of sailing at 20 knots. However it seems rather less imperative for the 6-7 knot boats that most of us sail. As an aside, even with these extremely fast boats I wonder if the helm is in fact the best location for the button. The helm is very exposed in exactly the situations where waves are breaking over the deck and washing crew off the boat. Crew at the helm have been injured and wheels broken (both multiple times) in these situations. I wonder if just inside the companionway would be a better location - more protected and crew are very likely to be near (simply holding on or coming up) there after an incident.
I also think it a bit odd that the one lesson to be taken from the Volvo/Open 60 boats is an extra MOB button. In fact in the specific Volvo situation the boat very efficiently returned and found the MOB. The decks of the Volvo & Open 60's have become brutal environments with solid water constantly washing over the decks even in relatively mild weather (the maxi-cats seem to have put marginally more priority on cockpit protection) and this was the fundamental cause of the specific MOB, and many other injuries. I would have thought the lesson would have been to give the crew better protection from waves breaking over the decks.
5.01.1 Each crew member shall have a lifejacket as follows: e) clearly marked with the yacht's or wearer's name 5.01.2 A lifejacket shall have: b) a crotch strap or thigh straps; c) a lifejacket light in accordance with SOLAS LSA
We have the Coast Guard required life jackets and a couple inflatable pfds. However, they do not have the yacht name, do not have crotch straps and do not have attached lights. We are very skeptical about the effectiveness and value of life jackets. The Coast Guard’s own data (there are links to it at FAQ #30 Seamanship), which they conveniently ignore, shows either zero or minimal life-saving effect (this data is shocking and should be a wake-up call for the lifejacket manufacturers). We prefer to focus on staying on the boat.
On a related topic, we similarly believe that the US SAILING Prescription to ISAF Offshore Special Regulation 5.02.05 ("A harness and lifejacket shall be worn when on deck a) between the hours of sunset and sunrise and b) when alone on deck and c) when reefed and d) when the true wind speed is above 25 knots or above and e) when the visibility is less than 1 nautical mile") also actually reduces overall crew safety. It clearly does not reflect the actual practice of most experienced seamen. This is because it unnecessarily restricts free and fast movement on deck and thus hinders good and fast sail handling procedures. Being able to speedily move around the deck and quickly resolve potential problems before they become too large will eliminate/reduce more safety difficulties than being clipped in all the time. Recent Volvo feedback has shown that current ORC harnesses are too clumsy for practical long duration usage, and too slow to put on when the off-watch needs to come immediately on deck. The important, time-tested seamanship rule is 'one hand for the boat and one hand for yourself'. The better rule is to clip-in when you simply cannot hold on: (a) When working with both hands, particularly when standing up (for example at the mast or head stay), then it is good practice to clip-in during unstable conditions because you don't have 'one hand for yourself'. (b) If your work station is being washed with green water, which could dislodge you even while holding on. That is the experienced seaman's practice.
As with the lifeline lashing and the first aid certificate, IMHO this prescription reaches into an area where experienced and knowledgeable skippers differ in both practice and judgment. My personal feeling is that these sorts of prescriptions should remain in the suggested/recommended components of the rule, and the required component should focus on areas where, without a rule, competitive pressure would quite clearly create an incentive to do something unsafe (such as specifying heavy but truly useful safety equipment or proscribing aspects of yacht design that are dangerous but fast).
5.02.3 A safety line purchased in January 2001 or later shall have a colored flag embedded in the stitching, to indicate an overload. A line which has been overloaded shall be replaced as a matter of urgency.
We use light and easy to splice Spectra single braid which is so strong (14,000 pound breaking strength) and chafe/UV resistant that this sort of flag is of no value.
As I am writing this, the local Ushusia racing fleet (twelve 30-footers) is out holding a regular weekend regatta while it is blowing 35 knots sustained with gusts into the 40s. These strong, simple boats, whose owners do not have deep pockets, help put the 'real' safety priorities in quite clear perspective.