Data Storage

Data storage:

I have emailed every member who I had an email address for seeking consent to store their information. Many, many have not responded, or their email address has changed.

Would everyone please spread the word and if you have not already done so please let me have your consent. Without consent consent I am forced to delete the members details from our records.

Thank you.

rcrogers722@gmail.com

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Carbon Monoxide Risk Warning

As the 2018 boating season gets underway, following the deaths of four people and emergency treatment for two more, the BSS has a blunt warning for boaters using petrol engines, especially large petrol engines, which Marine Accident Investigation Branch investigations have shown can fill a boat’s interior with carbon monoxide in seconds.

April 2018                                                                                                                                                                                                                                                                                 

Put bluntly, if you can smell petrol-engine exhaust fumes in the boat, kill the engine(s) and get out fast before you inhale any further toxic fumes!

A major carbon monoxide (CO) risk comes from either big inboard petrol-engines producing lethal volumes of the highly poisonous gas in seconds, or from outboards and other portable engines steadily increasing CO in the cabin; but whatever the source, boaters cannot afford to drop their guard says the Boat Safety Scheme (BSS).

Over the previous two boating seasons four people died and another two had emergency medical treatment when the cabins of their cruisers, with large inboard petrol engines, filled with a toxic cloud of CO as engine-exhaust gases were drawn inside through the open flaps of cockpit covers.

Graham Watts the BSS manager said:

“The warning is targeted at owners of boats with large petrol engines and focuses on the risk when boat engines are run whilst the craft is moored.

‘Investigations by the Marine Accident Investigation Branch (MAIB) have demonstrated how exhaust gases from petrol engines can flow back inside through slightly open flaps on cockpit covers.

‘The gaps in the covers can act like a funnel to channel exhaust fumes into the covered cockpit area, and then fill the boat interior with a massive volume of CO in seconds.

‘CO measured in hundreds of parts per million in air can kill in minutes or hours, the MAIB tests recorded CO in thousands of parts per million in less than half a minute.

‘Do not think that it is OK to have petrol engine exhaust fumes in your covered cockpit area or cabin – act immediately!

‘No amount of CO should be thought of as safe, even low concentrations over longer periods can cause long-term health problems.’

‘Good skippers will understand and control all risks to protect their crews. This includes knowing about CO and being able to recognise the symptoms of CO poisoning.’

Over the past 20 years, 19 boaters have died and a further 21 were sent to hospital when CO in exhaust fumes from inboard, outboard and generator engines entered the boat.

CO is a colourless and odourless gas, but when it is mixed with the other petrol engine exhaust gases that you can smell, you can be confident there is a risk you need to deal with immediately.

The symptoms of CO poisoning are similar to flu or food poisoning as the toxin begins to take effect, these include headaches, nausea and dizziness.

As time passes and, or the amount of CO builds, symptoms can worsen with chest pains and breathlessness and go on to seizure, unconscious. So the early recognition of the symptoms is critical, but if nothing is done, death can follow on quickly.

Because of circumstances where you may not smell the exhaust fumes, or you are asleep, it is critical to have a working certified CO alarm as the next line of defence.

Even if your batteries are desperate for a charge, don’t run an engine on a moored boat if the exhaust fumes are being drawn inside. Wait until the wind changes or move to a different mooring.

Be a good neighbour and don’t run petrol engines where exhaust fumes could enter a nearby boat cabin.

These are the critical points

  • If you are smelling and breathing in petrol-engine exhaust fumes, stop the engine and get off the boat.
  • Know the symptoms of CO poisoning, if anyone is indicating they are suffering, get them medical help. If the symptoms are severe – call the emergency services.
  • As a belt & braces defence, have one or more certified CO alarms (BS EN 50291-2). They need testing routinely and never remove the batteries.

Barry Sheerman, MP for Huddersfield and Co-chair of All-Party Parliamentary Carbon Monoxide Group (APPCOG) is supporting the need for boaters to understand more about CO and promotes the BSS information.

‘As Co-chair of the All-Party parliamentary CO group I am delighted to support the initiative of the Boat Safety Scheme to protect people from carbon monoxide poisoning. We have identified the growing number of CO related boating incidents as a worrying and emerging trend. The Boat Safety Scheme and the APPCOG are determined prevent any further incidents of this kind’.

More information about staying safe from CO on boats is available at www.boatsafetyscheme.org/co

 

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The BSS next business plan to 2022 includes certification price rise

The Boat Safety Scheme (BSS) Management Committee has agreed a new four-year business plan to resource its work to 2022 and invest in improvements that will have an even longer-term benefit. The plan also includes the first price rise in certification charges for eight years.
BSS Examiners will pay a new price of £36 (excluding VAT) for each certification they issue to a boat, which is a £7 (ex VAT) rise that they will likely choose to pass onto customers.
The new price will apply from 1 April 2018 and the Scheme intends holding it for at least the whole of the four-year business plan period, which is designed to coincide with the four-year lifespan of BSS Certification.
Graham Watts, the BSS Manager said, ‘The Scheme’s track record on keeping to a business plan and controlling costs has been good with the resultant freeze in the BSS Certifications price for the last eight years, but having considered all options, a price change now cannot be avoided. ‘Predicted inflationary pressures rising over the next four years means the BSS needs to invest in its information technology and training in order to maintain the efficiency gains we have already achieved. ‘Above all, it’s critical to invest to help avoid the possibility of excessive inflation busting price rises in the business planning period beyond the next four years.’

The new BSS business plan includes additional support to BSS Examiners, projects to improve the quality of examinations and enhancements to customer service. The Scheme acknowledges that times are tough and boaters face other price increases associated with their boating activity, so we will remain committed to continued effectiveness and efficiency to hold down costs while delivering more results. Throughout the four-year business plan period boaters will see further investment in influencing boat owners’ behaviours, which is the key to keeping people safe from serious harm.
The BSS will also continue to support research into the risks such as carbon monoxide, as it has tangible benefits for boaters, not least the sharing of the best quality safety advice in the most effective ways.
Certification income represents almost 90% of the Scheme’s revenue all of which is invested into the work underpinning the BSS Examination service, risk research and review and the promotion of boat safety advice.

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Port of Boston: Annual Standing Local Notice to Mariners in force 1/1/2018

 

No1: Collision Regulations

All Mariners are reminded that they should at all times comply with the rules contained within the International Regulations for the Prevention of Collisions at Sea (1972) unless specifically superseded by a Special Direction* issued by the Harbour Master, his Assistant or Deputy. Owners and operators of any vessel that is covered by the International Regulations for Preventing Collisions at Sea (1972) are reminded that contravention of these Regulations is a serious matter. Recent occurrences suggest that in some cases the person in charge of navigation is unaware of these Regulations particularly those relating to vessels constrained in narrow channels. It is pointed out that ignorance of the law is no defence and prosecution under both the Boston Harbour Act and the Regulations for Preventing Collisions at Sea (1972) will follow contravention.

*Under Section 52 of the Harbours Docks and Piers Clauses Act 1847, The Harbour Master, Assistants or his Deputy may give Special Directions to any vessel. These may be made verbally or in writing depending upon the circumstances of the case.

No 2: Contact Details

Mariners navigating the River Witham seawards of Grand Sluice and extending to the outer limits of the Port Of Boston Jurisdiction Area are to monitor VHF Channel 12. The Port Control Office at Boston, callsign ‘Boston Port Control’ can provide commercial traffic forecasts. Port Control Office contact numbers are 01205 362328 or 07966 244341, email portcontrol@portofboston.co.uk The office is not manned 24 hours a day but only at tide times when commercial shipping movements are planned to occur. Details outside these hours may be obtained from the 24 hour Port of Boston telephone number, 01205 365571.

 No 3 Pre Arrival Documents

Vessels should, wherever possible, provide 24 hours notice of arrival to their ships agents with a copy sent to portcontrol@portofboston.co.uk . From April 2017, to comply with the Consolidated European Reporting System (CERS) , Pre arrival and Waste information should be provided in excel format to. Any ship defects should be advised to Port Control either directly or via the ships agents.

  No 4: Anchoring

The Port of Boston designated anchorage area is situated in the seaward approaches to the Freeman Channel. It is clearly marked on Navigation Charts. The eastern extremity of the anchorage area is marked by B1 (AIS Fitted) and B2 Navigation Aids both of which are approximately 500m from the closest sub sea cable.  Mariners are advised that certain sections of these offshore cables are not at the expected depth of burial and care should be taken not to anchor within 500m of the cables marked on the charts.

No 5: Pilotage

Pilotage is compulsory for vessels over 30m LOA and for tug and tows with a combined length of over 30m. Pilot should be ordered through ships agents, giving 24 hours’ notice wherever possible. Pilot boarding areas are at the Eastern End of the Freeman Channel or at Number 9 Buoy . The Harbour Master reserves the right to require any vessel, within the compulsory pilotage area, to carry a pilot or pilots if he considers the circumstances require on the grounds of safety of navigation.

No 6: NAABSA Berths

All the riverside commercial berths are Not Always Afloat But Safely Aground (NAABSA) Berths. This means that vessels will take the ground and sit on a soft mud bottom. The Port of Boston carries out regular surveys of the commercially used riverside berths, which include visual and hydrographic surveys. Dredging is carried out on NAABSA berths as and when considered necessary by the Harbour Authority. Vessel owners and charterers should ensure that any vessel fixed for these berths are suitable for drying out and taking the bottom. Masters of vessels should be aware of the need of extra moorings and the requirement to tend their moorings throughout the tidal cycle especially as the vessel takes the bottom. Although the Harbour Authority will not tell Masters of vessels how to moor their vessel, we would recommend using 4 and 2 each end. On occasions, vessels do stick in the mud and will “pop” up as the tide rises, it is important that water tight doors and openings are kept closed and secured at all times.

No 7: Non Port of Boston Berths

The berths upriver of the Swing Bridge and all non-commercial riverside berths downriver of the swing bridge are not checked by the Harbour Authority for suitability for small craft. Owners / skippers of such craft, including pleasure boats and fishing boats should ensure that any berth they intend to occupy is suitable for purpose. It should be noted that the Port of Boston do not own, operate or have any responsibility for any berths mentioned above or the safe berthing and mooring of vessels which choose to use these berths.

No.8: Tidal Range and Speed of Water

On Spring Tides, tidal range in the river exceeds 7 metres. Mariners should exercise prudent seamanship when planning a passage and mooring or navigating in the confines of the tidal waters. At times, fresh water is released without notice, from the Grand Sluice, South Forty Foot, Maud Foster and Hob Hole drains and other pumping stations along the length of the river. Such releases can produce water speeds in excess of 6 knots and mariners should take caution.

No.9: Changes in Depths

Mariners are warned that rapid changes in depths can occur in the approach channels with buoys being moved accordingly at short notice. Latest information on buoy positions and status of lights can be obtained from the Harbour Office.

No.10: Alcohol, Drugs & Fatigue

It is a criminal offence for professional persons in charge of navigation or having safety responsibilities onboard to be under the influence of alcohol or drugs or to be in contravention of the working hours directives leading to fatigue. The new alcohol limit of 25 micrograms per 1000 millilitres of breath or 50 milligrams of alcohol per 100 millimetres of blood is set at a lower level than the UK drink drive limit The Harbour Authority will inform the Police if they believe an infringement of this law has taken place. The Police will carry out breath and / or urine tests and if proved positive the vessel will be detained and appropriate action will be taken by the authorities. (Railways and Transport Safety Act 2003 applies)

No.11: Disposal of Garbage

Mariners are reminded of the requirements  of the Prevention of Pollution by Sewage and Garbage from Ships)Regulations2008. https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/440749/MGN_385.pdf

NO WASTE to be disposed of in the river or in the Port of Boston Jurisdiction Area. Reception facilities for commercial vessels garbage are provided by the Port of Boston on receipt of relevant fee. Port of Boston Waste Management Plan may be viewed at the Harbour Office with prior arrangement with the Harbour Master. No waste should be left on the quay at any time, otherwise a charge may be made to cover removal costs. Master or Owners of commercial vessels have the right to complain to the Harbour Authority regarding any perceived inadequacies in the waste reception facilities.

No.12: Buoys, Beacons and Lights

The Port of Boston is undergoing a 4 year plan to change all of its navigation buoys from Steel to Rotationally Moulded Plastic Buoys Navigation. These buoys require smaller ground tackle and is therefore more important that vessels do not use these as mooring points. The attention of mariners is drawn to the Merchant Shipping Act, 1995, Section 219. http://www.legislation.gov.uk/ukpga/1995/21/contents It is an offence, without lawful authority or reasonable excuse to:

intentionally or recklessly damage –

  1. i) any lighthouse or the lights exhibited in it, or
  2. ii) any lightship, buoy or beacon
  3. To remove, cast adrift or sink any lightship, buoy or beacon; or
  4. To conceal or obscure any lighthouse, buoy or beacon;
  5. c) To make fast to, or
  6. To run foul of,

any lightship, buoy or beacon.

  • A person who is guilty of an offence under this section shall, in addition to being liable for the expense of making good any damage so occasioned, be liable, on summary conviction, to a fine not exceeding level 4 on the standard table.

No.13: Speed Limit

Attention of Mariners is drawn to the speed limit within the Haven. The Harbour Authority may monitor the speed of vessels having regard to safe speed. If the Harbour Authority considers that excessive speed is causing a hazard to navigation or a danger to, or embarrassing other vessels, or causing excessive wash. Or risk damaging the flood defences, it will take necessary action.

No14: Safe Navigational Watch / Stability

Attention is drawn to Marine Guidance Note MGN 313(F) concerning Keeping a Safe Navigational Watch on Fishing Vessels. https://www.gov.uk/government/publications/mgn-313-keeping-a-safe-navigational-watch-on-fishing-vessels

The skipper of all vessels should ensure adequate freeboard and stability of the vessel at all times. It is recommended that all skippers of fishing boats undergo the non statutory MCA stability course.

No.15: Interaction

Several cases of interaction have recently been experienced in the river. This has occurred on occasions when fishing boats have attempted to pass commercial vessels usually when the larger commercial vessel commences slowing down on their approach to the dock. There is a serious risk of interaction, sucking the smaller vessel into the larger vessel, turning the smaller vessel broadsides to the river and therefore causing risk of collision and capsizing. In all cases it is highly recommended that overtaking in the river is only acceptable after clear consultation and agreement between the 2 vessels.

No.16: Small Craft in Tidal Waters

Water seawards of New Cut are designated by the MCA as “at Sea”. Waters between Grand Sluice and inside the New Cut are category C waters, and waters contained within the dock basin are category B waters.

All vessels entering into Categorised Waters and “Sea” are legally obliged to follow the International Regulations for the Prevention of Collision at Sea.

Owners, Operators, Yacht Clubs, Marina Operators and persons in charge of pleasure and other small craft are warned that tidal waters seaward of Grand Sluice Lock can be dangerous.

Persons in charge of inland waterway vessels, or other vessels not normally used in tidal rivers, should be aware of the dangers of entering tidal waters. Any person in charge of these vessels should confirm they have adequate insurance, prior to entering tidal waters. Occurrences and near misses have occurred in Port of Boston Jurisdiction Waters due to the inability of one vessel to make contact with another. It is a local requirement of the Port of Boston, that all vessels navigating within the Ports waters have adequate means of communications which will normally mean carrying a Marine Band VHF Radio capable of receiving and transmitting on VHF channel 12.

Mariners should ensure that their insurance policy covers them for navigation at Sea or in Categorised Waters otherwise their policies could be null and void.

No.17: Hazards, Trawling

Attention is drawn to Marine Guidance Note MGN 415(F) – Fishing Vessels: The Hazards Associated with Trawling, Including Beam Trawling and Scallop Dredging. https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/440969/MGN_415.pdf

Skippers of fishing vessels engaged in trawling should make themselves aware of any known submerged hazards, including the likelihood of the presence of Crab / Lobster Pots and submarine cables

Notice is drawn to the notation on charts BA 108 and 1200 regarding the presence of unmarked pots.

No 18: Electricity Cables in the Wash

2 Power cables run from both Race Bank and Lincs Windfarm through the centre of The Wash and make shore connection at the entrance of the River Nene. In certain discreet areas, the burial depths of these cables have not reached the expected depths or recent hydrographic surveys indicate that seabed mobility has reduced the coverage, Mariners should be cautious and prudent when navigating, anchoring or working in the vicinity of the cables route. The 2 cables from Lincs Windfarm are shown on the charts, at present Race Bank cable route is shown as indicative only. Guard Vessels for Race Bank are still currently on station.

No 19: Hazards in the river

Any item that is considered by the Harbour Authority to be a hazard to navigation may be removed and disposed of, or made safe to the best of the Harbour Authority’s ability. Costs incurred will be chargeable to the owner of the hazard. When possible, the Harbour Authority will give notice to the owner of removal.

No.20: Works in River

DIVING, SURVEYING, RIVER / HARBOUR WORKS OR ANY OTHER OPERATIONS THAT MAY AFFECT NAVIGATION:

Prior to commencement within the Port of Boston Jurisdiction Area of any operation mentioned above, permission must be sought, and clearance granted from the Harbour Master. The form “Application for Marine Works”, available from the Harbour Office should be completed. Adequate Risk Assessments and Method Statements will be required. The Harbour Authority will make reasonable charges to cover Officers time in the administration of these activities.

No.21: General

The Port of Boston complies with the Port Marine Safety Code. As part of the plan, there is a requirement for a documented 3 year plan that is relevant to the Ports Operations. The 3 year plan is contained within the Port Marine Safety Code and along with local notices to mariners, links to tidal and met data and recent hydrogrphic surveys can be viewed on the Ports website.

If any user of the river and waters covered by the jurisdiction of the Harbour Authority wishes to raise any matter relating to safety of navigation, they should write or otherwise contact The Harbour Master or his deputy at the address below.

Vessel owners (including owners of fishing vessels), Agents, Charterers, Yacht Clubs, Marina Operators and Lock Keepers should ensure that the contents of these Notices are made known to the masters and skippers or persons in charge of vessels using the waters within the Port of Boston jurisdiction area.

The Canals and River Trust and the Environment Agency should ensure the notices are made available to the masters, skippers or persons in charge of craft transiting from the fresh water to the salt water at Grand Sluice and  / or Black Sluice.

Commencing on 8th January 2018, works will commence on the construction of the Boston Tidal Barrier. Early works will include:-

  • The demolition of the Nissen Hut and the setting up of a permanent EA compound on Dock Estate, Starch Berth
  • Temporary Removal of and Dredging at the EA’s South Forty Foot Pontoons
  • The creating of a temporary By-Pass Channel reducing the river width to 18m
  • The construction of a cofferdam for the Barrier
  • The movement of the Fishing Fleet to downriver of the Barrier Site
  • The removal of Witham Wharf Jetty
  • Piling Works to the left and right banks

 

The Harbour Authority will issue Local Notice to Mariners and Special Directions as and when required.

 

Capt. Richard Walker

Harbour Master

PORT OF BOSTON

 

 

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Pat Careless

The TBA has learned today from Ron Careless that his wife, Pat, died on Tuesday 19th December.

Ron and Pat have been boaters in the Trent region for many years on their boat, Wild Swan, and were well known to many in the boating fraternity.   Pat had been Secretary of the TBA, formerly Trent Boating Association, for a number of years and had always been a keen participant in all things boating.

Her funeral will take place is at Rotherham Crematorium on Thursday 4 th. January 2018, 12.45 p.m. Then afterwards at the Aston Hall Hotel, Worksop Road, Aston, Sheffield, S26 2EE

Our deepest condolences are with her family and friends at this time

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