A man had to be winched aboard the Northland Electricity Rescue Helicopter after his catamaran overturned in the second dramatic sea rescue in the region in three days.
An Auckland yachtie, believed to have been taking part in the Bay of Islands Sailing Week Regatta, was returning home when his catamaran Tigre, pictured, overturned about four nautical miles north-west of Cape Brett shortly before 7am on Saturday.
He was wearing a personal locator beacon, which alerted the National Rescue Coordination Centre, and the helicopter was sent out.
On Thursday, a helicopter pilot was plucked from the ocean off Waipu after his machine crashed.
The yachtie on Saturday did everything right, said rescue helicopter pilot Pete Turnbull.
"He was very, very lucky, but he did everything right and had all the right equipment," Mr Turnbull said.
The man was heading south under a jib sail when it was blown out and the boat capsized almost immediately.
"There was a strong south-easterly wind and he was moving fairly quickly, even though he was capsized," Mr Turnbull said.
"The personal locator beacon he was wearing helped pinpoint him because visibility wasn't too great out there."
The man was winched aboard the rescue chopper about 8.45am and flown to Paihia.
Yesterday he was organising the recovery of his boat, which also lost its mast.
Mr Turnbull said a locator beacon meant people could be found quicker in an emergency, but the man was also wearing a lifejacket and had other emergency equipment.
The rescue service was pleased it had two successful water rescue jobs in such a short time.
On Thursday, Maungakaramea man Scott Finlayson, 43, suffered only minor back injuries after he made an emergency landing in his helicopter about 600m off the Waipu Golf Course
Mr Finlayson was plucked from the water after 90 minutes and taken to Whangarei Hospital, where he was treated and discharged that night
from - http://www.northernadvocate.co.nz/local/news/dramatic-sea-rescue-after-boat-overturns/3937981/
Monday, February 28, 2011
Saturday, February 26, 2011
Sea-rescuer angered by DJ's letter
Noel Edmonds was generally regarded as TV and radio's Mr Nice Guy in the 1970s - but an incident reported in the Chatham Standard 32 years ago appeared to blast that image into a new dimension.
The chatty presenter, known for his cosy pullovers and singular hairstyle, found himself in the news after sending a rude letter to a Rochester man who rescued him when his power boat got into trouble off Sheppey, in July 1978.
Edmonds had been competing in a power boat race when he got into trouble and had to be rescued by David Allen, of Wallace Road, Rochester.
Mr Allen told the Standard Edmonds was very badly shaken, prompting the star to send him a letter "Badly shaken eh! I hope they paid you well!"
Mr Allen said he was "angered and upset" by Edmonds' response, prompting the star to laugh the whole thing off as a joke.
His publicity agent Peter Thompson said he did not think the DJ would have sent such a note. But less than a week later Noel said: "I did send him the note, but it was meant as a joke. The reports said I had been badly shaken. This just wasn't true.
"It worried members of my family, especially when it said I was recovering at home. And it made me look ridiculous in the eyes of the other power boat racers.
"When I said I hoped they paid him well, I really meant it. After all, he gave the newspapers what they wanted. What happened was that we were in the lead in the race and the engine failed.
"Mr Allen came along and suggested to the boat owner, Ray McEnhill, that he could give us a tow to the Isle of Sheppey.
"We gratefully accepted. There was no drama. The guy was super, he made coffee and we chatted.
"At the end of the trip I discussed how we should thank Mr Allen, and decided that Ray would send him a case of wine. I thought he had done so."
from - http://findarticles.com/p/news-articles/medway-news-chatham-uk/mi_8146/is_20100722/sea-rescuer-angered-djs-letter/ai_n54547445/
The chatty presenter, known for his cosy pullovers and singular hairstyle, found himself in the news after sending a rude letter to a Rochester man who rescued him when his power boat got into trouble off Sheppey, in July 1978.
Edmonds had been competing in a power boat race when he got into trouble and had to be rescued by David Allen, of Wallace Road, Rochester.
Mr Allen told the Standard Edmonds was very badly shaken, prompting the star to send him a letter "Badly shaken eh! I hope they paid you well!"
Mr Allen said he was "angered and upset" by Edmonds' response, prompting the star to laugh the whole thing off as a joke.
His publicity agent Peter Thompson said he did not think the DJ would have sent such a note. But less than a week later Noel said: "I did send him the note, but it was meant as a joke. The reports said I had been badly shaken. This just wasn't true.
"It worried members of my family, especially when it said I was recovering at home. And it made me look ridiculous in the eyes of the other power boat racers.
"When I said I hoped they paid him well, I really meant it. After all, he gave the newspapers what they wanted. What happened was that we were in the lead in the race and the engine failed.
"Mr Allen came along and suggested to the boat owner, Ray McEnhill, that he could give us a tow to the Isle of Sheppey.
"We gratefully accepted. There was no drama. The guy was super, he made coffee and we chatted.
"At the end of the trip I discussed how we should thank Mr Allen, and decided that Ray would send him a case of wine. I thought he had done so."
from - http://findarticles.com/p/news-articles/medway-news-chatham-uk/mi_8146/is_20100722/sea-rescuer-angered-djs-letter/ai_n54547445/
Wednesday, February 23, 2011
Okhotsk Sea rescue likely to be over today
Okhotsk Sea rescue likely to be over today
from - http://english.ruvr.ru/2011/01/30/41911518.html
Russian icebreakers, the Admiral Makarov and the Krasin towing the Commonwealth mother ship out of the ice trap in the Okhotsk Sea have made their way through another ten miles of thick ice and are moving to clear waters.
The Commonwealth mother ship as well as several other vessels sent a distress signal on the 31st of December, 2010.
Now that a month has passed since then, all vessels have been rescued, except the mother ship.
But experts say chances are high to complete the rescue operation today
from - http://english.ruvr.ru/2011/01/30/41911518.html
Monday, February 21, 2011
Historic Bering Sea rescue defies all odds, saves 42
Historic Bering Sea rescue defies all odds, saves 42
“Mayday, mayday, mayday. United States Coast Guard, this is the Alaska Ranger! Our position is 5-3-5-3 decimal 4 north, 1-6-9-5-8 west. We are flooding, taking on water in our rudder room.”
As this mayday call raced across the Bering Sea on Easter morning bound for the radio room of any Coast Guard rescue center within reach, 47 fishermen on the Alaska Ranger were donning their survival gear for what would play out as one of the largest and most dramatic rescue cases the Coast Guard has ever responded to.
The Coast Guard Cutter Munro, a 378-foot high endurance cutter was on patrol near the fishing fleet in the Bering Sea. With the wind at its back, the Munro was strategically positioned to quickly respond to any vessels in distress.
The Alaska Ranger was 120 miles west of Dutch Harbor and enduring blistering gale force winds, temperatures below freezing and swelling seas between 10 and 20 feet. No one had any idea the Alaska Ranger was crashing through pack ice and would soon begin to sink.
Without warning frigid water began rushing into the ships rudder room, quickly filling adjoining spaces, disabling the ship. The Alaska Ranger had lost all steering and power and was now at the mercy of the unforgiving Bering Sea.
The captain of the Alaska Ranger made two calls that would help save the lives of nearly everyone aboard. The first call was for the crew to get into their survival suits, deploy as many life rafts as they could and abandon ship. The second was the mayday call to the Coast Guard.
On the Munro it was just after 3 a.m. Most of the crew were sound asleep as the Bering Sea rocked their cutter in some of the same waves and howling winds the Alaska Ranger was enduring. Red lights illuminated the hallways. The hum of the diesel engines created a soothing lullaby for those aboard.
The calm was abruptly broken by the crackle of the intercom system as the booming voice of the commanding officer, Capt. Craig Lloyd, rang out among the empty halls and quiet rooms. The crew quickly began to roll out of their racks, listening intently as Lloyd explained the situation to them.
As soon as the Munro got the mayday from the Alaska Ranger they immediately pointed the ship toward their position. The officer of the deck called down to the engine room to get both turbines on-line and started plotting the fastest course toward the Alaska Rangers position, 120 miles west of Dutch Harbor.
Soon crew members were rushing about the cutter, scurrying through tight corridors, going up and down ladder wells. All of them trying to get to their assigned areas, as well as trying to prepare for what was to come.
The crew kicked into action and began making preparations for taking on survivors by converting the mess deck to a treatment center, heating blankets in ovens, breaking out survival gear, and getting the flight deck ready to launch their HH-65 Dolphin helicopter. The crew would also prepare to recover survivors from both the Dolphin and the HH-60 Jayhawk stationed on St. Paul, a small island in the middle of the Bering Sea.
The crew down in the engine room had already started tweaking the engines pushing them for everything they had. The Munro would soon reach speeds unheard of aboard a Coast Guard high-endurance cutter.
Meanwhile, hundreds of miles away in the opposite direction, the air crew from St. Paul awoke to the sound of a ringing phone. Pilots and crew bolted to the locker rooms to get dressed-out in all of their survival gear. Ground support jumped in vehicles and sped over to the hanger where they started prepping the helicopter for flight.
The air crew got as much last minute information as they could before getting into a truck and driving over to the hanger.
Once the Jayhawk was airborne, the crew in the back, consisting of Petty Officer 2nd Class Robert DeBolt and Petty Officer 2nd Class Obrien Hollow, began reaching out on their radio to the Alaska Ranger crew. The two pilots, Lt. Brian McLaughlin and Lt. Steve Bonn both slide their night vision goggles into place from on top of their helmets.
The night was pitch black, the only thing visible for the small helicopter crew, between the barrages of snow, was the inky blackness of the vast ocean
“As the helicopter approached the Alaska Ranger, before it had sunk, we were able to reach them on the radio about 30 miles north of their position,” said McLaughlin. “The concern in the voice on the other end of the radio was palpable and filled our aircraft with the looming dread that what we were heading for was very real. The good news was that everyone had been able to don their survival suits before abandoning ship. They stated there were only seven people left aboard and they were getting ready to get into the rafts”.
At first, as the air crew approached the scene, they saw a few strobe lights blinking on the distant horizon and figured those were the rafts. As they got a little closer and there was a fourth light, fifth, sixth, and so on, it quickly became apparent that there were dozens of people in the water.
The first set of strobe lights they flew over was a pair of survivors in survival suits waving at them. As the pilots flew overhead they tried to get a look at the whole situation and as they climbed a little higher they saw the ocean flashing at them over a mile-long stretch, yet the Alaska Ranger was nowhere to be found.
The crew made some split second decisions and decided to hoist the people that were not in rafts first.
“We just picked a spot and began hoisting,” said McLaughlin. “I called the one raft that had a handheld radio and explained to them what we were doing while the rest of my crew was busy getting the rescue swimmer out the door.”
That’s were Hollow’s job with the air crew really came into play. One of Hollow’s responsibilities as a rescue swimmer was to go down into the freezing water, beneath the unrelenting rotor wash and sea swells to pluck people out of the cold, unforgiving Bering Sea
from -http://uscgalaska.blogspot.com/2009/01/historic-bering-sea-rescue-defies-all.html
“Mayday, mayday, mayday. United States Coast Guard, this is the Alaska Ranger! Our position is 5-3-5-3 decimal 4 north, 1-6-9-5-8 west. We are flooding, taking on water in our rudder room.”
As this mayday call raced across the Bering Sea on Easter morning bound for the radio room of any Coast Guard rescue center within reach, 47 fishermen on the Alaska Ranger were donning their survival gear for what would play out as one of the largest and most dramatic rescue cases the Coast Guard has ever responded to.
The Coast Guard Cutter Munro, a 378-foot high endurance cutter was on patrol near the fishing fleet in the Bering Sea. With the wind at its back, the Munro was strategically positioned to quickly respond to any vessels in distress.
The Alaska Ranger was 120 miles west of Dutch Harbor and enduring blistering gale force winds, temperatures below freezing and swelling seas between 10 and 20 feet. No one had any idea the Alaska Ranger was crashing through pack ice and would soon begin to sink.
Without warning frigid water began rushing into the ships rudder room, quickly filling adjoining spaces, disabling the ship. The Alaska Ranger had lost all steering and power and was now at the mercy of the unforgiving Bering Sea.
The captain of the Alaska Ranger made two calls that would help save the lives of nearly everyone aboard. The first call was for the crew to get into their survival suits, deploy as many life rafts as they could and abandon ship. The second was the mayday call to the Coast Guard.
On the Munro it was just after 3 a.m. Most of the crew were sound asleep as the Bering Sea rocked their cutter in some of the same waves and howling winds the Alaska Ranger was enduring. Red lights illuminated the hallways. The hum of the diesel engines created a soothing lullaby for those aboard.
The calm was abruptly broken by the crackle of the intercom system as the booming voice of the commanding officer, Capt. Craig Lloyd, rang out among the empty halls and quiet rooms. The crew quickly began to roll out of their racks, listening intently as Lloyd explained the situation to them.
As soon as the Munro got the mayday from the Alaska Ranger they immediately pointed the ship toward their position. The officer of the deck called down to the engine room to get both turbines on-line and started plotting the fastest course toward the Alaska Rangers position, 120 miles west of Dutch Harbor.
Soon crew members were rushing about the cutter, scurrying through tight corridors, going up and down ladder wells. All of them trying to get to their assigned areas, as well as trying to prepare for what was to come.
The crew kicked into action and began making preparations for taking on survivors by converting the mess deck to a treatment center, heating blankets in ovens, breaking out survival gear, and getting the flight deck ready to launch their HH-65 Dolphin helicopter. The crew would also prepare to recover survivors from both the Dolphin and the HH-60 Jayhawk stationed on St. Paul, a small island in the middle of the Bering Sea.
The crew down in the engine room had already started tweaking the engines pushing them for everything they had. The Munro would soon reach speeds unheard of aboard a Coast Guard high-endurance cutter.
Meanwhile, hundreds of miles away in the opposite direction, the air crew from St. Paul awoke to the sound of a ringing phone. Pilots and crew bolted to the locker rooms to get dressed-out in all of their survival gear. Ground support jumped in vehicles and sped over to the hanger where they started prepping the helicopter for flight.
The air crew got as much last minute information as they could before getting into a truck and driving over to the hanger.
Once the Jayhawk was airborne, the crew in the back, consisting of Petty Officer 2nd Class Robert DeBolt and Petty Officer 2nd Class Obrien Hollow, began reaching out on their radio to the Alaska Ranger crew. The two pilots, Lt. Brian McLaughlin and Lt. Steve Bonn both slide their night vision goggles into place from on top of their helmets.
The night was pitch black, the only thing visible for the small helicopter crew, between the barrages of snow, was the inky blackness of the vast ocean
“As the helicopter approached the Alaska Ranger, before it had sunk, we were able to reach them on the radio about 30 miles north of their position,” said McLaughlin. “The concern in the voice on the other end of the radio was palpable and filled our aircraft with the looming dread that what we were heading for was very real. The good news was that everyone had been able to don their survival suits before abandoning ship. They stated there were only seven people left aboard and they were getting ready to get into the rafts”.
At first, as the air crew approached the scene, they saw a few strobe lights blinking on the distant horizon and figured those were the rafts. As they got a little closer and there was a fourth light, fifth, sixth, and so on, it quickly became apparent that there were dozens of people in the water.
The first set of strobe lights they flew over was a pair of survivors in survival suits waving at them. As the pilots flew overhead they tried to get a look at the whole situation and as they climbed a little higher they saw the ocean flashing at them over a mile-long stretch, yet the Alaska Ranger was nowhere to be found.
The crew made some split second decisions and decided to hoist the people that were not in rafts first.
“We just picked a spot and began hoisting,” said McLaughlin. “I called the one raft that had a handheld radio and explained to them what we were doing while the rest of my crew was busy getting the rescue swimmer out the door.”
That’s were Hollow’s job with the air crew really came into play. One of Hollow’s responsibilities as a rescue swimmer was to go down into the freezing water, beneath the unrelenting rotor wash and sea swells to pluck people out of the cold, unforgiving Bering Sea
from -http://uscgalaska.blogspot.com/2009/01/historic-bering-sea-rescue-defies-all.html
Thursday, February 17, 2011
Bulgarian Air Force helicopter joins Black Sea rescue operation
A Bulgarian Air Force helicopter has been dispatched to assist in the rescue of sailors after a ship sank off Cape Emine in the Black Sea, the Bulgarian news agency (BTA) reported on November 30 2010.
Five sailors are still missing, according to Sergei Tsuriakliiski, executive director of Maritime Administration.
According to the rescue services, the weather conditions for the rescue operation are favourable, as the wind has dropped and visibility is very good. Naval units, merchant marine vessels, the Bulgarian Air Force and Maritime Administrations units are involved in the operation.
The collision on November 29 occurred between a Dutch tanker and a ship under a Sierra Leone flag. The accident is believed to have been triggered by improper manoeuvring, according to Tsarnakliyski, At fault, according to the report, was the ship that sank. The two vessels collided at about 5.40pm local time
The Karim 1 cargo ship, sailing under the flag of Sierra Leone sank, with 10 crew on board, nine of them from Syria and one from Egypt.
Five men have been rescued, but five remain unaccounted for
from -http://sofiaecho.com/2010/11/30/1002295_bulgarian-air-force-helicopter-joins-black-sea-rescue-operation
Five sailors are still missing, according to Sergei Tsuriakliiski, executive director of Maritime Administration.
According to the rescue services, the weather conditions for the rescue operation are favourable, as the wind has dropped and visibility is very good. Naval units, merchant marine vessels, the Bulgarian Air Force and Maritime Administrations units are involved in the operation.
The collision on November 29 occurred between a Dutch tanker and a ship under a Sierra Leone flag. The accident is believed to have been triggered by improper manoeuvring, according to Tsarnakliyski, At fault, according to the report, was the ship that sank. The two vessels collided at about 5.40pm local time
The Karim 1 cargo ship, sailing under the flag of Sierra Leone sank, with 10 crew on board, nine of them from Syria and one from Egypt.
Five men have been rescued, but five remain unaccounted for
from -http://sofiaecho.com/2010/11/30/1002295_bulgarian-air-force-helicopter-joins-black-sea-rescue-operation
Mainland, Taiwan launch joint sea rescue drill
Mainland, Taiwan launch joint sea rescue drill
XIAMEN, Fujian - Maritime authorities from the mainland and Taiwan marked a historical first by launching a joint search and rescue exercise in the Taiwan Straits on Thursday.
The land-sea-air drill, involving 14 rescue vessels, three helicopters and more than 400 participants, featured a scenario in which two vessels collided in waters between the port city of Xiamen and the Kinmen Island of Fujian province.
In the exercise, rescue personnel from the mainland and Taiwan simultaneously received a distress call from a ship in the Straits and dispatched rescue and medical units to the site after consulting each other and coordinating their efforts.
The exercise aimed to test the abilities of emergency response and communication, maritime search and medical personnel to safeguard transport in the Straits, said Zhai Jiugang, director of the chief duty room at the China Maritime Search and Rescue Center (CMSRC).
Authorities on both sides could evaluate their ability to work out an emergency plan for maritime rescue in direct shipping routes between the mainland and Taiwan, Zhai said.
Mainland participants included the CMSRC, the Association for Shipping Across the Straits and Xiamen city government. Participants from Taiwan included the Chinese Search and Rescue Association and the government of Kinmen county.
It was the first time the two sides carried out an exercise on this scale, thoroughly cooperating in planning, organizing, implementing and, most importantly, commanding the operation, said Xu Zuyuan, vice-minister of transportation, who called for annual exercises to be held in the future.
The exercise staged a scenario in which a passenger ship collides with a cargo ship in waters off Xiamen and Kinmen, resulting in 13 passengers falling into the water and the cargo ship catching fire.
Nine vessels from the mainland and five from Taiwan quickly joined the rescue operation, which took place in an area of 6.2 square kilometers under the orders of their command ships, the Haixun-132 from the mainland and the CG-123 from Taiwan.
In the space of 40 minutes, the two sides rescued the 13 drowning passengers, including 10 who were mildly injured and in need of first aid from medical staff on board the ships, while the seriously injured passenger was transported by helicopter to a hospital for treatment.
"In a real-time accident, quick response is the key to a successful rescue. This is achieved by sharing information between the two sides," said Li Xin, of the Fujian marine bureau.
In the first half of this year, Fujian maritime search and rescue center reported 9,467 ships sailed through the Straits, carrying 760,262 passengers, 2.78 million tons of cargo and 310,829 containers.
The mainland-based Association for Relations Across the Taiwan Straits and the Taiwan-based Straits Exchange Foundation signed a maritime shipping agreement in November 2008, pledging to establish a cooperation mechanism for maritime rescue.
In 2009, Fujian maritime search and rescue center organized 123 rescue operations in the Taiwan Straits, going to the aid of 138 ships in distress and helping 1,219 passengers out of danger
National Sea Rescue Knysna Home Page
In the interest of our visitors as well as those that use the Knysna Lagoon, or leave it to put to sea, we publish the following 10 hints for marine safety in the Knysna area.
1. Non seagoing craft are strongly advised not to proceed south of Fountain Point (white beacon at the Heads) on an outgoing tide. Besides being extremely dangerous it is against local regulations for all craft that are not in possession of current seaworthy certificates to proceed south of this point.
2. Make sure that non swimmers wear lifejackets that are capable of supporting the wearer in the water in a face-up position. It is also advisable to wear a lifejacket at all time when underway on a boat.
3. Notify somebody responsible on shore of your proposed movements and your estimated time of return prior to launching.
4. Ensure that all seagoing craft comply with the safety requirements and carry all the equipment onboard. For example it does not help to have left your radar reflector left ashore when you are lost in the fog.
5. For your own safety and in terms of local regulations which are enforced by the National Parks Board - " No person shall use any vessel in the water area, unless the following equipment is onboard" :
(a) an efficient, approved lifejacket for each person on board
(b) sufficient oars to land the vessel
(c) a pump or other suitable bailer , unless the vessels design makes this unnecessary
(d) a suitable rear view mirror for any boat towing any skier.
(e) an efficient whistle or siren onboard, which can be employed to prevent collisions.
(f) an efficient fire extinguisher on board motor boats.
(g) when a vessel is used between sunset and sunrise, it must display a white light which is visible from all directions at a distance of at least 200 metres.
6. Power craft must give way to sail.
7. Be considerate and reduce speed when passing anchored craft, craft on moorings and craft tied up alongside a jetty.
8. Always keep a sharp lookout for swimmers and divers (divers should display the international code flag "Alpha" - a blue and white swallow tail flag which signifies "Diver down - keep clear".
9. A power boat in the hands of an inexperienced user can be more dangerous than a motor vehicle. Parents are especially implored to ensure that their children are competent in boat handling and aware of the dangers before allowing them loose on the water on a potentially lethal craft.
10. Skippers of sea going craft who are not familiar with local conditions are strongly advised to inquire from local fishermen or the NSRI before putting to sea. In particular they should inquire as to the state of the Bars in the Heads which at times are treacherous. Mr Henk Busse of the NSRI provides a 24 hour service to all sea going craft equipped with marine radios. Henk can contacted at "Knysna Base" on 29 Mhz Channel "A" and VHF Channel 16.
If in doubt of the safety of a person or craft in the lagoon or at sea please contact the NSRI at Knysna (0445) 22675 or Metro 825610 or the South African Police Services 21212 or 10111
from - http://www.gardenroute.co.za/nsri/nsrikny.htm
1. Non seagoing craft are strongly advised not to proceed south of Fountain Point (white beacon at the Heads) on an outgoing tide. Besides being extremely dangerous it is against local regulations for all craft that are not in possession of current seaworthy certificates to proceed south of this point.
2. Make sure that non swimmers wear lifejackets that are capable of supporting the wearer in the water in a face-up position. It is also advisable to wear a lifejacket at all time when underway on a boat.
3. Notify somebody responsible on shore of your proposed movements and your estimated time of return prior to launching.
4. Ensure that all seagoing craft comply with the safety requirements and carry all the equipment onboard. For example it does not help to have left your radar reflector left ashore when you are lost in the fog.
5. For your own safety and in terms of local regulations which are enforced by the National Parks Board - " No person shall use any vessel in the water area, unless the following equipment is onboard" :
(a) an efficient, approved lifejacket for each person on board
(b) sufficient oars to land the vessel
(c) a pump or other suitable bailer , unless the vessels design makes this unnecessary
(d) a suitable rear view mirror for any boat towing any skier.
(e) an efficient whistle or siren onboard, which can be employed to prevent collisions.
(f) an efficient fire extinguisher on board motor boats.
(g) when a vessel is used between sunset and sunrise, it must display a white light which is visible from all directions at a distance of at least 200 metres.
6. Power craft must give way to sail.
7. Be considerate and reduce speed when passing anchored craft, craft on moorings and craft tied up alongside a jetty.
8. Always keep a sharp lookout for swimmers and divers (divers should display the international code flag "Alpha" - a blue and white swallow tail flag which signifies "Diver down - keep clear".
9. A power boat in the hands of an inexperienced user can be more dangerous than a motor vehicle. Parents are especially implored to ensure that their children are competent in boat handling and aware of the dangers before allowing them loose on the water on a potentially lethal craft.
10. Skippers of sea going craft who are not familiar with local conditions are strongly advised to inquire from local fishermen or the NSRI before putting to sea. In particular they should inquire as to the state of the Bars in the Heads which at times are treacherous. Mr Henk Busse of the NSRI provides a 24 hour service to all sea going craft equipped with marine radios. Henk can contacted at "Knysna Base" on 29 Mhz Channel "A" and VHF Channel 16.
If in doubt of the safety of a person or craft in the lagoon or at sea please contact the NSRI at Knysna (0445) 22675 or Metro 825610 or the South African Police Services 21212 or 10111
from - http://www.gardenroute.co.za/nsri/nsrikny.htm
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