Man Overboard - New Product Highlights Location

for Rescue Operation

SOS Dan Buoy

Patent # 2009.9001508

SOS Marine continues to set the highest industry standards by introducing SOS Inflatable Marker Dan Buoy. This latest development in man overboard equipment “is a must-have” safety factor for all crafts including sail and power boats.

This unique product provides new solutions, for the challenges faced with everyday risks in boating.

• SOS Inflatable Marker Dan Buoy is portable and compact in design, easily handled by one person, and easily stored in any size vessel, only 280mm x 220mm valise. This compares to an awkward 10’pole with a flag that can only be seen from a limited distance. Tests show that the SOS Dan Buoy can be seen from 1700 metres away.
  
  
• SOS Inflatable Marker Dan Buoy is designed as an indicator to reduce search and rescue operations time frames and has definite advantages during difficult conditions with the use of the high visibility flying pennant made of fluorescent material.
  
  
• Simply throw in water and the SOS Dan Buoy activates automatically on contact with water and then sits 2.5 metres above water level.
  
  
• SOS Dan Buoy has a sea anchor/drogue, which reduces downwind drift. Designed with grab handles to assist supporting the person in the water and has a pea- less whistle for use in water.
  
  
• After use, the SOS Dan Buoy may be repacked by replacing the CO2 cylinder and inflator bobbin.
  
  
• It can also be used as a maker by unclipping the sea anchor and replacing it with a conventional anchor and chain.

NSW Police Air Wing is using it in their rescue operations, and Fremantle Port Authority has purchased the SOS Dan Buoy to include in their safety kit.

The Royal New Zealand Navy is also using the SOS Inflatable Marker Dan Buoy for Coxstain training, in the technique movement of vessels. There also has been a great interest from Dive Schools for use in their dive sites, making an ideal temporary marker.

Together with our customers we are working to support often complex and next generation capabilities committed to providing quality safety equipment, doing things properly, making a difference in the search for persons overboard.

Statistic from National Maritime Safety

Fatalities

In 2005 and 2006, there were 88 reported fatalities on Australian Waters. A breakdown of these is shown below:

The above table shows that most fatal incidents involved only one fatality.

Turning to the circumstances surrounding fatalities, a breakdown by type of incident will show what actually happened. Below is a graph of the top 10 incident types in fatalities in 2005 and 2006:

The most common type of incident in fatalities was a person falling overboard, which represented 33% of all fatalities. This was followed by a vessel capsizing (22% of all fatalities) and collision of vessels/swamping (9% of all fatalities). What this clearly shows is that most fatalities occur from people ending up in the water. Taken together, incidents where a person is likely to end up in the water represent 70% of all fatalities. This may be higher as it does not take into account those incidents where, for example, two vessels collided and then sank.

Though the cause of death is not recorded, Coroners records show that the vast majority of fatalities occur from drowning or hyperthermia. This finding is consistent with the nature of the incidents, that is, people who end up in the water are likely to die from drowning or hyperthermia.

Turning to contributing factors in fatalities, the wind/sea state is the largest contributing factor, making up 15% of all contributing factors recorded in fatalities. This is followed by error of judgement (13%) and alcohol or drugs (9%). The top 10 contributing factors in fatalities are displayed below:

Environmental factors represent 33% of all contributing factors in fatalities. This compares with a figure of 31% for all incidents, so environmental factors are slightly over-represented in fatalities. Human factors and material factors account for 49% and 18% respectively of all contributing factors in fatalities.

Alcohol or drugs in particular are over-represented in fatalities. While alcohol or drugs is a factor in just 1% of all incidents, in fatalities it represents 9% of all factors. This suggest that exposure to alcohol or drugs can increase the likelihood of a fatality occurring, though the large gap could be partly explained by better reporting and measurement mechanisms when fatalities occur.

In summary, fatalities could be reduced by either stopping people entering the water in the first place or by mitigating the negative impacts once people are in the water. Environmental conditions and alcohol/drug usage also play a role in fatalities occurring. While specific solutions are beyond the scope of this analysis, any solutions should give priority to these data outcomes.

For more Information about this please go to the National Maritime Safety Committe website at   http://www.nmsc.gov.au/researchdata_si_f.html