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Old 02 May 2014, 03:08   #1
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Kill cords in cabin RIB

As operators of fully enclosed cabin RIBs whether diesel or outboard powered we have come across the issue the issue that the skipper must wear a kill cord at all times whilst operating the vessel?
Our current operating procedures are
Cabin RIBs - due to the close confinement of the cabin it is impossible for the skipper to fall overboard therefore the skipper is not required to wear the kill cord provided.

This is now being questioned following the incident at Salcombe last year.
I am struggling to find something official to support this as a procedure.

Can anyone help me find a suitable document?
Have other commercial operators of full cabin RIBs been required to wear kill cords on all occasions?

Tony
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Old 02 May 2014, 03:26   #2
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That's an interesting point.
I can't help with your original request but isn't there a case to be argued for having some sort of fail safe to shut down in the event the skipper is incapacitated?
I presume the vessels have fixed action throttle controls.
Maybe lengthy kill cords are not ideal in the confines of a small cabin but perhaps something is still required?
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Old 02 May 2014, 03:30   #3
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Quote:
Originally Posted by Tony Hill View Post
This is now being questioned following the incident at Salcombe last year.
The incident which didn't involve a cabin!

This may be of some use to you:

http://www.dft.gov.uk/mca/oan_703_v._final.pdf

See footnote 8 on p1. The implication is that if required to be used on open boats the MAY not on cabin boats.

Of course whilst a risk assessment should not suggest you could be thrown overboard from within a fully enclosed cabin - there is plenty of solid structure to hit and so it might be prudent (at least in rough conditions when short manned) to consider the risk that the skipper is knocked out or incapacitated through injury.
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Old 02 May 2014, 04:31   #4
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While you may have trouble finding a document that says you do not require to be wearing a killcord at all times, the other party will have trouble finding a document that says you DO!

If I were in your position I would take the following steps:

1. Ascertain if local commercial operators of planing hardboats with full cabins use killcords. If not, I'd ask the person who is demanding that you do: "What makes me different?"

2. On a diesel cabin RIB - I would produce the Engine Manufacturer's Manual that (almost certainly) will give dire warning about the effects of stopping a diesel engine via a "power off". I would point out that killcords often get pulled accidentally and a big diesel could take time to get up and running again.

3. I would approach the manufacturer/s of such craft and ask them about the number of killswitch devices fitted to their products recently (very few to none is the answer) and I would include this data in any argument I was making.

4. I would fit an Emergency Stop button to my panel (or refer to existing) to cover situations where a crash stop MIGHT be required - maybe an MOB in a bow-on landing situation or the skipper suddenly becoming unwell.

5. Lastly, if all else failed, I would make wearing one part of my Operating Procedure but only while the boat was on the plane. I would fight it's use in displacement mode tooth and nail, as it is counter productive and IMO, increases the chance of a problem occurring.

6. All the above notwithstanding, if it was in Ireland, we would simply fit a killswitch and then not use it when no-one was looking
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Old 02 May 2014, 05:07   #5
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Well now that is an argument. We have always fitted kill cords on our cabin ribs and insert a paragraph about them in the boat manual. If an operator chooses not to wear it then that is up to him and he alone is then responsible for his actions.

I have attached a photo showing the console of one of the Parker 1000 Baltic cabin RIBS which supplied to a client in the Middle East.
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Old 02 May 2014, 06:22   #6
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Well now that is an argument. We have always fitted kill cords on our cabin ribs and insert a paragraph about them in the boat manual. If an operator chooses not to wear it then that is up to him and he alone is then responsible for his actions.
Option #6 then?
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Old 02 May 2014, 06:59   #7
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Having thought about this a bit more - I think I would ensure that I had a maximum operating speed* specified in my operating manual. If you have a huge RIB capable of 35kts (and Tony has several ) then I could understand the concern that a helm might get knocked down in a "bump". In reality, doing say 25kts while seated in a captain's chair, the risk is almost non-existent. Equally, if the driver suffers some some of "episode" then they will likely remain in the chair and the killcord will not be deployed. It's a can of worms.

BTW, Nice cabin Andre - twin outboards or diesels?

*RIBs in Ireland are capped at 25kts while working passengers.
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Old 02 May 2014, 07:17   #8
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Willk, Twin Mercury Verado 300. Nobody wants diesel in the Middle East
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Old 02 May 2014, 10:31   #9
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Fasten the kill cord to the cabin door, if you get thrown out of the cabin as you go through the door it stops the engine.
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Old 02 May 2014, 11:49   #10
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Isn't there some risk of 'falling away' from the helm - leaving the motor revving away while you roll around the floor trying to get back your feet to re-take control ?

Of courseinf your sitting in a nice seat its less likely - but as in most ribs if its not a sprung seat you stand up ( so can fall down/ over )

Happens in open boats sometimes...you end knocking around the transom end trying to get up .....?
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