Safety paramount aboard harbor boats

Re: Community Commentary, Thursday, by Paul James Baldwin.

I make an effort to not become involved in the machinations of

local government or court of opinion. It’s not apathy. More

accurately, it lies in the belief that one’s opinion is invalidated

if one has any interest in, or involvement with, the subject area.

So, my intent with this brief letter is not to debate the merits

of the charter boat industry -- not to cite statistics regarding

revenue gained nor any advantages associated with the industry’s

presence in Newport, nor disadvantages. It’s really nothing more than

an opportunity to help someone understand better how regulated the

industry is.

Baldwin’s article regarding the seeming dangers of charter boat

operation might be well taken if it weren’t for the regulatory

presence of several agencies, not the least of which is the U.S.

Coast Guard. Notwithstanding the current state of international

affairs, the Coast Guard has continued to monitor and police the

activities of commercial shipping and passenger carriage for those

vessels subject to their inspection.

While the charter vessels in Newport appear to be outside the

purview of the Coast Guard, they are not. We are, in fact, highly

regulated, and in many cases subject to the same laws, regulations

and procedural requirements as ocean-going, 1,000-passenger liners,

proportionate to the vessel’s size: The list is extensive, and I’d be

pleased to share it with Baldwin and anyone else who may have an

interest.

As most folks know from the periodic news reports regarding Coast

Guard activities, search and rescue episodes far more often than not

relate to pleasure boaters whose budget and leisure time, combined,

exceed their common sense. Our local Harbor Patrol responds to

distress calls from pleasure boaters probably much more frequently

than they would prefer, and rarely to commercial vessels.

I can assure Baldwin that regulation of our industry is stiff,

encompassing not only fire and related issues, but much, much more.

Now, please keep in mind that I am knocking on wood as I type this

next sentence: To my knowledge, we have had no fire response

emergency in Newport regarding a commercial vessel -- at least for

the 14 years I have been here.

Training; advanced fire suppression systems; safety consciousness;

closed-circuit monitoring systems on the bridge; a responsive,

drug-tested, professional crew who, in many cases are “sea-tested”

for years (where there is no one other than the crew to provide

emergency services) are the reasons.

Just as a matter of point: There are 17 agencies to whom I am

responsible to operate my little riverboat in Newport. There are two

fixed fire suppression systems, one each in both the diesel and

electric propulsion rooms. There are five portable systems. There is

one fire main putting out a continuous 65 pounds of pressure while

pumping water.

There are 118 lifejackets stowed and marked, while my average

passenger load numbers about 65. There is an automatic external

defibrillator aboard and a trained crew member is always aboard

(Harbor Patrol boats do not have these devices).

All of my crew is drug tested very regularly. Abuse of chemicals

or alcohol is absolutely not tolerated (please compare this with some

of our local recreational boaters).

There is an emergency procedures policy posted and regularly

reviewed by crew during training concerning any number of emergency

actions. Materials used in commercial vessels are fire suppressant or

must be secured by fire systems. Devices and chemicals stowed

regularly on recreational boats are not allowed. Smoking is highly

confined to specific fire safe areas.

The list is nearly endless.

* JOSEPH WARREN is the owner and captain of the Electric

Riverboat Angela Louise.