1st April brings in new Boat Safety Scheme requirements

From the 1st April 2019 a carbon monoxide alarm will be required on all boats in scope of the Boat Safety Scheme (BSS) requirements that have accommodation spaces. BSS Certifications will not be issued to boats without suitable alarms.

Carbon monoxide (CO), is produced when fuels such as petrol, coal, wood, oil, paraffin or gas don’t burn efficiently, and sources include domestic appliances like heaters or cookers and engine exhaust fumes.

It cannot be seen heard, touched or felt and is so toxic it can kill in minutes while longer exposure at lower concentrations can affect peoples’ physical and mental well-being.

Why do I need to be protected by a carbon monoxide alarm?

Appliances and engines on your own boat can cause CO, but you can and should take steps to stop that by having good installation, regular maintenance and using equipment as the manufacturer intended – prevention is always better than detection.

But a boat crew has no means to control or prevent CO from external sources such as the exhaust fumes of adjacent craft and nearby equipment. The only protection from outside sources of CO is a warning alarm and this is the reason why the BSS has introduced the new requirements.

The presence of CO is a creeping danger that needs an immediate alert. People are at most risk when asleep as they may not become aware of the symptoms of carbon monoxide poisoning until it’s too late.

The alarms specified in the BSS requirements are also sensitive to the lower quantities of the gas so providing a warning to the potential risk of long-term health damage.

Follow the manufacturer’s installation instructions as far as the space and nature of the boat allow, to get the best protection from inside and outside sources of CO.

But if the directions are difficult to meet on your boat, follow these best practice pointers:

  • In living quarters place alarms between 1m and 3m (on plan view) from appliances
  • Keep alarms from being directly above a source of heat or steam
  • If wall mounting an alarm, fix it high up, but at least 150mm from the ceiling and where the indicator lights can be seen
  • If ceiling mounting, fix alarms at least 300mm from the cabin sides and bulkheads
  • In sleeping quarters have the alarm in the “breathing zone”, i.e. near the bed head
  • Before fixing, test that the crew can hear an alarm from any position in the boat, or buy further alarm(s)

Check 6.4.1 Do I need an alarm, or alarms, on my boat to meet the requirements?

To have the protection from the risk of outside sources of CO and to comply with the BSS Requirements, any boat that has accommodation space will need to have at least one CO alarm i.e. a cabin or other space surrounded by permanent boat structure and if that space is used for sleeping, cooking, eating, washing or steering.

Audibility is the key issue in setting the numbers of alarms needed. Boats with one open-plan space will need only one CO alarm.

However, if the boat has internal doors, then the CO alarm must be no more than 10 metres away from any door into any accommodation space. Having an alarm within 10 metres of any internal door will help ensure that an alarm activation will be audible to all onboard, wherever they are.

6.4.1R – If the vessel has one or more accommodation space(s), are the correct number of carbon monoxide alarms provided?

Identify the presence of one or more accommodation space(s).

If present, check for the presence and location of CO alarm(s).

Check by visual assessment and if necessary, measure the distance between carbon monoxide alarm(s) and any door that links accommodation spaces’.

All vessels having one or more accommodation space(s) must be provided with at least one carbon monoxide alarm.

A carbon monoxide alarm must be located within 10m of any door that links accommodation spaces.

Note: where there is only a single, open-plan accommodation space only one carbon monoxide alarm is required irrespective of the size of the space.

Guidance for owners: this is a minimum safety requirement, intended to provide a warning that is audible throughout the boat, related to carbon monoxide entering the boat from outside sources. For the best protection from carbon monoxide entering the boat from sources outside and inside the boat follow the carbon monoxide alarm manufacturer’s or supplier’s advice about the number and placement of alarms as far as the space and nature of the boat allow.

Guidance for owners: make sure alarms are audible to everyone aboard. More information about staying safe from carbon monoxide on boats is available at www.boatsafetyscheme.org/co.

Owners action: test alarm audibility with your crew today.

Did you know: many makers of certified CO alarms that meet the BSS requirements, can supply accessories such as extreme loudness remote sounders, flashing lights and under-pillow vibrating pads for people with hearing loss.

Check 6.4.2. On private boats, strong advice is to have a carbon monoxide alarm in the same space as any solid fuel stove. On non-private boats, including hire boats, this is mandatory.

Because stoves produce huge amounts of CO, a faulty stove or one used with the door open, could easily flood a cabin with poisonous fumes. So, if anyone sleeps aboard and if your boat has one or more solid fuel stoves, a CO alarm within each accommodation space that contains a solid fuel stove will give protection to the boat occupants.

Although non-compliance with 6.4.2 will not stop the certification of a private boat, our advice is to meet this Check for the safety of you, your family and friends.

6.4.2 A/R – If any solid fuel stoves are installed, and if the vessel has berths present within any accommodation space, is a carbon monoxide alarm provided within the same accommodation space(s) as the solid fuel stove(s)?

Identify the presence of any solid fuel stove and whether berths are present within any accommodation space.

If any solid fuel stove(s) and berths within any accommodation space(s) are present, check for the presence and location of CO alarm(s).

All vessels having one or more solid fuel stove(s) installed, and where berths are present within one or more accommodation space(s), must be provided with a CO alarm within each accommodation space that contains a solid fuel stove.

Note: the provision of a carbon monoxide alarm(s) in support of the requirement at Check 6.4.2 does not have to be in addition to the provision at Check 6.4.1. Depending on the configuration of the accommodation spaces (see 2nd requirement at Check 6.4.1) one correctly located alarm might be all that is required to comply with Checks 6.4.1 and 6.4.2.

Check 6.4.3. Which alarm should I choose?

There are many alarms on the market and making the right choice could save your life, and that is why the BSS requires certain quality standards.

Only CO alarms marked as being certified by an accredited third-party certification body to BS EN 50291 comply. 

Certification marks show an alarm has been made to an acceptable standard and provide an assurance about performance and reliability – whereas non-certified products don’t. Look for the BSI and LPCB certification marks – the major, well known brands mentioned in the check have these. Combined fire and CO alarms can be accepted, but make sure the carbon monoxide element of the alarm is certified to BS EN 50291

6.4.3R – Are carbon monoxide alarms in open view and of a suitable type?

Where one or more CO alarms have been found to be necessary at Checks 6.4.1 and/or 6.4.2, check the location of each required alarm.

Check the markings on each required CO alarm.

Identify the test function button on each required CO alarm.

CO alarms must be in open view with all cabin doors, cupboard doors, curtains and loose furniture etc in place

CO alarms must be marked as being certified by an accredited third-party certification body to BS EN 50291 or equivalent.

CO Alarms must be provided with a test-function button

Note: the main accredited third-party certification bodies in the UK are BSI and LPCB. For the following makes of carbon monoxide alarm accredited third-party certification to BS EN 50291 can be assumed – BRK, Dicon, Ei Electronics, Fire Angel, FireHawk Alarms, First Alert, Honeywell and Kidde. For other makes, removing the alarm from its base may be necessary to view labels and approval marking on the base. Permission for removal should be sought from the owner (or representative). Documentary evidence of accredited third-party certification to BS EN 50291 is acceptable.

Guidance for owners: although not a BSS requirement, CO alarms marked to the ‘BS EN 50291-2’ are the best choice for boats. They have been tested to meet the more onerous conditions found in boats.

Did you know: BS EN 50291-2 includes additional tests for vibration, shock and motion as well as covering immunity to higher levels of electrical or radio interference; all typical in boats. Sensors will be made of corrosion resistant materials suitable for use near water.

‘Black-spot’ colour-changing indicator cards are not a suitable alternative to CO alarms, they will not wake you if you are sleeping.

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PLATINUM RALLY

Following a very fruitful committee meeting on the 24th March, rally preparations are being finalised!

We are keen to hear from volunteers prepared to help out over the weekend. Nothing too taxing, just help to share the workload.
If so please email chairman@theboatingassociation.co.uk

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In memory of Barbara Rouse, TBA Life Member

Information provided by her long standing friend, Val Stafford.

Barbara Rouse lived with her parents, apart from when she was training to be a teacher, and taught at several schools. By the time of her retirement she had risen to the role of deputy head teacher at Westdale lane Infant school and her favourite subject was natural history.

Barbara always had annual holidays with parents at Southwold, then when able to travel alone, went to the Isle of Sark each year to watch the arrival of the puffins. She made friends with a local boat owner and crewed aboard his converted fishing boat on many occasions and this influenced her decision to have a boat of her own.

She chose the type of boat she wanted and on the next visit to Southwold ordered one to be built to her own design at a local yard. The boat was delivered to Percy Taylor’s boatyard in the early 1960’s and christened ‘Puffin’.

 Barbara cruised mainly single handed but in the company with two other boats from the moorings, travelling mainly upstream through the Nottingham canal to the Upper Trent, River Soar and Trent and Mersey canals.

Puffin moved to the Meadow Lane Lock moorings after a few years and here Barbara met Dr Stephens who owned a sailing yacht Seventh Heaven, she cruised the lower Trent to Torksey, on through the canal to Lincoln and down the Witham to Boston. One year Barabara and Puffin penned through Anton’s Gowt lock and explored the local drains alone.

After the death of the old lock-keeper George Lloydell, Puffin and Seventh Heaven moved to Park Yacht Club moorings.

Barbara crewed aboard Seventh Heaven for several summers and crossed to Holland and Belgium, eventually making the crossing from Boston to the Kiel canal and into the Baltic. When Dr Stephens sold the sailing boat and bought a twin screw fibre glass boat named Benedicta Barbara continued to sign up for the sea cruises also making two crossings with Bonny Lass, owned by Bill and Val Stafford, to Amsterdam and the Zuider Zee.

Barbara also crewed on the first St John Ambulance community trip boat at Nottingham.

Barbara completed a lifetime ambition by visiting the whole length of the river Trent from source to Trent Falls, either on foot, by road, but mostly by water. She used many of the photographs she took to illustrate the after dinner speeches which she gave. 

A selection of Barbara’s photographs can be viewed in the Historic River Trent photo album by clicking here.

 

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Respect the Water Campaign

Merchant Navy Association (MNA) Boat Club joins forces with the RNLI to promote the RNLI’s Respect the Water Campaign on the UK’s inland waterways

On behalf of the MNA Boat Club I’m delighted to announce the launching of a new joint working relationship between the MNA Boat Club and the Royal National Lifeboat Institution (RNLI).  I am delighted that the hugely respected RNLI has recognised the experience, skill and knowledge of MNA members by choosing to work with the MNA Boat Club.  The RNLI has now extended the opportunity to all members of the MNA with an invitation for them to play a part in promoting the RNLI’s “Respect the Water” campaign aimed at significantly reducing the 200 plus fatalities each year as a result of drowning.

“I am delighted to be working alongside the MNA with this initiative. We have a variety of ways of promoting our safety messages, but nothing beats a face to face conversation with a knowledgeable person. MNA members acting as RNLI Community Safety Volunteers will be able to pass on their experience and knowledge to others in order to save more lives around our coasts and waterways.” Steve Instance, RNLI Community Safety Partner.

It has now been agreed that members of the MNA Boat Club should be invited to take on the role of RNLI Community Safety Volunteer (CSVs) for all the inland waterways of the UK and Ireland – e.g. rivers, canals, lakes, The Broads, The Fens, etc. At the same time any members of the MNA  interested in joining an existing RNLI Community Safety Team attached to a Lifeboat station will be offered an opportunity to do this’

So what exactly does being an RNLI CSV entail?

Essentially being an RNLI CSV involves establishing and maintaining good relationships with organisations involved in activities on or around our inland waters, such as boatyards, marinas, boat hire operators, sailing clubs, lock-keepers etc. and affording them the benefit of our members’ extensive professional expertise and experience in terms of giving relevant maritime safety advice to these organisations and, where appropriate, also to members of the public.  CSV’s will also seek out opportunities e.g. boat shows, boat jumbles, regattas etc. to promote the RNLI’s safety messages.

As a RNLI Community Safety Volunteers MNA Boat Club members will normally be affiliated to an RNLI Community Safety Team based at an RNLI lifeboat station.

For further information please contact:  MNA Boat Club Commodore and Weymouth RNLI Community Safety Officer Clive Edwards.or go to www.seafarersafloat.com

Tel: 01305 781725 Email: clivecgedwards@gmail.com or commodore@seafarersafloat.com

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Non-native Invasive Species, Floating Pennywort found in River Witham

Floating Pennywort has been discovered on the Witham system for the first time, this invasive non‐native  species can cause issues by blocking out light, causing deoxygenation and blocking air breathing insects.

In  addition the plant can form large mats which can become very dense. The species spreads from plant  fragments so it’s important not to try not to break up any patches as this can aid and speed up its spread.

If you see any Floating Pennywort on the River Witham please report it by calling the Environment Agency’s  Incident Hotline 0800 80 70 60.

The characteristic leaves and growth help to make this plant easy to identify. It is found mostly in the south-east of England and occasionally in the north-west of England and Wales. Spreading rapidly.

First naturalised in 1990 as a result of discarded plants from garden ponds. Can grow up to 20cm per day and may quickly dominate a waterbody forming thick mats and impeding water flow and amenity use. May out-compete native species by blocking out light, causing deoxygenation, obstructing air breathing insects from reaching the water surface and reducing water temperatures.

Floating pennywort is listed under Schedule 9 to the Wildlife and Countryside Act 1981 with respect to Scotland only. As such it is an offence to plant or otherwise cause this species to grow in the wild.

For further identification details please follow this link: Floating Penywort

Weed control  The Environment Agency and the Canal and River Trust take very seriously the issue of weed in the River Witham.

Both organisations appreciate that this year has seen particularly large build ups of weed and understand that this affects a range of waterway users.

This year, both  organisations have put additional effort into seeking solutions to the problem and ensuring efforts are as  coordinated as possible going forward.
In particular, we appreciate that weed can build up in large volumes at Grand Sluice.

The Environment  Agency is responsible for managing flood risk, therefore it can be difficult to justify removing weed when it is  not deemed to be a flood risk. The Environment Agency is not funded or resourced to carry out routine weed  flushes, but is happy to flush out weed from Grand Sluice when it is safe to do so and there are staff in the  area. Whilst the Environment Agency does have a responsibility to provide a minimum depth of water on the  Witham, they have no other formal responsibilities for navigation.   The Canal and River Trust is the navigation authority for the Witham with a remit of maintaining a channel of  navigation within the river. ng priorities. The

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