Rescue Water Craft for Flood and Swiftwater Use Occupationally

RWC Use for Flood and Swiftwater Recovery Work 2012

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Rescue Water Craft (RWC) Use for Flood and Swiftwater Recovery Work

By Shawn Alladio – K38

Rescue Water Craft use in flood and Swiftwater zones, ‘limited, capable and challenging’, honest

observations I say, and they are my own words based on my experience. Like many comments or

inquiries, responses to the use of (PWC) Rescue Water Craft are limited to the scope and experience of

those involved for a variety of waterway concerns. All are correct within these personal scopes. The

answers will be as varied as the capability of the craft, resources, maintenance, human leadership and

expertise as well as the conditions that apply to the conversation. The question begs an in-depth

approach to situational reasoning. I will approach this dialogue in a personal and direct response to ‘you’.

I have a saying in training ‘if you ask for one thing, be prepared to give something else up in its stead’.

What are you willing to sacrifice, what are you willing to invest? It is a life law, a trade off and not a

security or guarantee. Justifications are easy to apply, however my professional view is one based on

reality and the understanding of risk itself. In my operational world ‘Safety Means Danger’.

Photo I took from my RWC off the bow as I was heading down Louisa Street in New Orleans during the flooding in the aftermath of

Hurricane Katrina-NOLA 2005

VOICES OF REASON

An RWC is a good craft, it is a stable craft, it is shallow draft capable craft, and it’s a forgiving craft. It is

also a poor craft, an unstable craft, a shallow draft craft with drawbacks and an unforgiving craft. Like

every other tool, it carries its opposing complimentary factors. No tool or human has the capacity for a

guarantee. How do we recognize this? By being specific. By defining our risks. This is an undertaking

that requires integrity and common sense reasoning based on experience and ingenuity.

This unique small powered craft is only as good as the operator manning the helm station. The trust

placed in the care of any rescue boat operator regardless of the vessel type is that they are prepared.

This comes about through proper funding, training and a vetting system that incorporates physical fitness

levels and awareness of the zones of operation. A person whom is willing to assume professional risks

and follow through to an ending; regardless of the outcome. One must go prepared.

In the K38 Way of Training, I designed simple guidelines to assist my students. It’s an uncomplicated

way of layering training to keep it simple, straightforward and understandable for the students to attach


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themselves to confidence building skills. I will borrow from these standards and apply them to the

question of RWC use for swift water and or flood responses.

Our Key foundation relies on a 3 point complimentary platform, each is dependent upon one another and

holds a thousand definitive actions and must be integrated with movement.

OPERATIONAL

MINDSET

Effectively Read the Water & Weather Conditions

Perspective

Effectively Trim Vessel

Selection

Effective Helm and Throttle Applications

Situational Awareness

Emergency Services Personnel have limitations placed before them with their own physical conditioning if

they do not take care of themselves according to field demands for stamina, PPE mobility, physical

exertion and endurance, and for moving/assistiong persons who are incapable of helping themselves.

This is becoming an increasing problem I witness in my work over the past decade, and standards are

being affected in some areas of operation. This should be taken seriously when an RWC is employed.

Practicing balance and recovery points of the RWC craft with variable weight loads. Results are not always satisfactory

Rescue personnel are tasked in teams to possess a diverse packet of training skill. Yet, they may not be

in possession of equal access to the necessary hours underway to maintain a professional level of

capability that compliments these skills. A tool such as an IRB, RWC or any other equipment is placed in

these limited human boundaries. Both are quality pieces of equipment, both are limited to the human

scope of operational efficiency. All need to be practiced and refined continually, but are they?

The true answer lies in human resources, the vetting system and leadership. It’s either effective or

marginal. Many get lucky as the equipment assists to an inherent advantage, while some are not aware of

the close calls at hand in the field. I can include myself in this description in retrospective reflection of

past incidents I have garnered insight from for teaching purposes. Since I created the RWC Swiftwater


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training, I too had to begins somewhere, at the baseline, the beginning. I didn’t take a class to learn this, I

worked in the field, there were no classes to take then.

Sometimes we fail even though we are prepared, it will happen and we must accept we are not

completely capable of continued success in every given moment. There is a margin of error that is

permissible, it’s called an accident and it’s conditional. We possess the capacity to fail. It can be life

altering or ending. I myself am fortunate to still be alive with all the risks I have taken willingly. I know my

success is greatly measured in effective preparation.

K38 produced a charity driven Swiftwater Challenge on behalf of the Higgins & Langley awards program in Carlsbad, CA

There have been 2 RWC related deaths recorded in the occupational field. One, the training skillsets

were not reliable for the vetting system and conditions for personnel at the time of production that led up

to the fatality. Who are these instructors and how do they qualify themselves? Training needs to be

updated as equipment changes with technologies, physical fitness levels need to be in place, instructors

included. The second was a fatality where the training standards that were entrusted to the teams were

changed by the leadership to soften the capability of entering operators, rather than strengthen it. This is

our hurdle, two opposing polar examples. The standards are set in place for the status quo. Our goal

should be to effectively train and produce properly vetted operators that are well above the status quo,

they exceed it rather than succumb to it.

How often have you seen training standards softened so that more team members can participate who

wouldn’t otherwise qualify? This should not be tolerated. Most problems of equipment failure begin here.

This affects many volunteer programs that are experiencing diminishing participation due to economic

shifts. This is a concern for these community programs but it’s invasive of paid positions as well.

2005 K38 photo-Lower 9

th Ward of New Orleans in the aftermath of Hurricane Katrina. Total weight load capacities are exercised


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WHO GETS THERE FIRST

There are thousands of recorded RWC (PWC) related assists, recoveries and rescues in floods and

Swiftwater in the past decade, even during tsunami related events. Most of these are conducted by the

general populace with no training whatsoever. Isn’t it ironic?

Many of these are in the United States and Asian countries where annual flooding and population water

flood zones immersion increase is a reality. Urban sprawl and historical flood zones are merging with the

increasing needs to respond to these disasters, whether natural or catastrophic.

The definition of rescue is also debated from an RWC perspective. I have my own definition incorporated

into our training program; it is a stronger definition than the status quo. It is reality based and not

dependent upon assists, but higher risk undertakings. What is the degree of difficulty for a rescue?

The irony is that the first responder in these public situations are typically a citizen who seizes the

moment during an inherent crisis, uses instinctual maneuvers and goes with a good heart. Sometimes a

good heart isn’t enough, but to date there is not a recorded fatality in this scope that is known.

There is much to glean from the private sector. It is often ignored at the expense of agency pride,

egocentric attitudes and a sense of operational entitlement. Yet the recreational public is leading the

RWC rescue front, without us. It’s pretty funny actually!

What makes these recreational rescuers so successful? Many own their own PWC’s and have a basic

understanding of how their personal PWC operates regarding balance points. This is key to the success

of driving one occupationally and critical to multiple persons on board.

Few recreational riders are using their full horsepower capability for more than a few short miles of full

speed capability for free riding fun. Yet the rescue community focus literally remains on horsepower

capability, even though it’s rarely optimized during incidents or recoveries.

Yet somehow the occupational review is that they are ‘hot fast boats’ and used accordingly. I have never

witnessed a successful ‘hot extract’. Yet I have witnessed poorly executed fast maneuvering with

subsequent repeated attempts at contact (fail) and posturing in occupational training examples that are

quite embarrassing. These have even become a side ‘circus’ standard in lifeguarding and fire rescue.

These poor examples further enforce the negative stereotypes against RWC use in a professional

capacity. And this is done within ‘our own rescue community’ by those who are considered Subject Matter

Experts (SME). It is easy to see their experience level from their training philosophies. A true high risk

rescue rarely has the victim or patients full physical capability on point.

My experience has been: I am going to conduct all their physical recovery needs, and they will not be

handing me their hand in the air, nor helping me load them onto the RWC. Doing so would result in their

sinking below the surface. In fact having an RWC bow come straight at your head when you are on the

waterline is a fairly intimidating experience.

One reason we have choices in our operational approaches and the bow track line to the person or object

is not considered the best practice, but one of many practices that require the decisions of the operators

to select from.

Yes, a Rescue Water Craft will work. No, a Rescue Water Craft will not work.

There is the answer you seek. It just depends upon the situation, with all accounts in place. If you wish to

continue reading, please do.


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Showing my students how to load 8 persons on board safely Safe Underway Speeds with multiple persons on board

How about if the person(s) are unconscious? Would you rather minimize the contact this person

experiences from a rescuer using their unconscious patients hand in the air while the rescuer clings to

their limp body on the upswing to the rescue board? I’m not sure why this practice is employed at all,

when a simple ‘Load and Go’ method generates less impact and minimizes trauma. I am against placing

our crew in the water when we can use the RWC boat properly as professionals. There are only a few

situations that would require sending my crew into the water for a recovery, and then again, no wake, idle

speed approaches and technical handling apply: safe approaches and departures, and securing a stop.

What about multiple persons in the water needing assistance? We train for many not one. I watch the

videos on line and study the behaviors of the instructors and the student base. Their story is being told

and people are paying attention. I keep in mind the year the video was produced for we all advance over

time and rules, product and regulations change. If it’s recent I pay close attention to the operational

behaviors. What is their goal? What is their intention? How do they make their approach and where does

it begin? What is the ending? Nobody films their endings. I believe it’s because it is never considered as

an asset. This is the real story. This creates a total loss of the evolution from deployment, recovery and

transport.

TECHNIQUE DEMANDS RESPECT

There is a true element of RWC application about speed related impacts; this is what I describe as an

‘active ride’. It is a repetitive accounting of lack of understanding from switching out to slow speed, to

higher speeds. The operator needs to be trained behaviorally in these changes, and with layered weight.

If not properly training continually, muscle memory will not imprint easily to the movements of these craft.

Falls on board and overboard will be imminent to an operator who lacks effective understanding of their

RWC limits and centered approach.

These limits are in place to serve you as the true capability of the craft design, to guide you to success in

a use that it was not intended for specifically. However folks attach a limit as a negative aspect. What

they are doing is comparing a different vessel platform that offers a complete different set of values. It is

non-comparable; it is a different utility design and feature. It is only fair to compare a PWC to an RWC of

the same type, year and production value. It’s like comparing a brush truck to a fire engine truck, they

both are driven by operators, but have different capacities and applications.

Fatigue is a reality in the onset of training, until one learns to allow the RWC to do the work on your

behalf. Drive the boat, don’t let it drive you. This is where the term ‘Technical Boat Operator’ is given life

in our K38 training scope. We train technical boat operators, not in line speed operations. We reserve

those terms for our Law Enforcement and Military specific type uses exclusively here in the USA. Have


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you ever heard the term ‘speed kills’? The right boat is needed for the right job, but how will you identify

the right boat?

Not a true incident reality - easy evolution A true incident reality - high risk evolution

CONTACT

Slow is Pro at point of contact is our basic philosophy for technical operations. This is a true statement for

every professionally conducted rescue, no matter what platform is incorporated. This takes skill, repeated

attempts and adjustments and an honest approach to the craft. The forces of action control our capability,

we must work in concert with these rules of effect or we will lose, and this lack of self-discipline is costly.

One poor example reinforces stereotypes that take years or perhaps generations to retire.

There are plenty of these examples on what I call the Youtube Generation, whom imitate a training

regime that has not been tested by reality based truisms. This is the single most deficient problem in our

community, along with the insertion of a RWC where it is capable, vs. an un-makeable situation.

An example is a training instructor who attempted a rescue during a flood situation. Ineffective speeds

and choices underway created a secondary level of risk that should have been minimized before

deployment. A personal pet died after the RWC flipped in a hazardous situation, the man being retrieved

with his pet was recovered as well as the operator by shore based teams. This is a classic fairy tale

failure.

The operator was given an award for this rescue attempt. Instead they should have been removed from

the team placed back in training and an incident evaluation conducted with corrective measures put in

place. The RWC was found downstream days later, destroyed in the mud pack. What was learned?

Reward mistakes because an operator survived their own mishap? What can we learn from this

situation?

The community should take courageous actions to address situations like this, so it is not repeated

because of false designs that the RWC is the best platform. Maybe it was, but was the operator the best

choice? Which is the truer problem? Choose your strongest operators, trust in them, test them and enter

into dialogue with them far in advance, and finally; research and evaluate.

We can look at the RWC and accuse its capability of not being effective, or we can look at the choices of

the operator who sacrificed operational integrity with an ineffective understanding of the conditions and

craft capability. All is well that ends well. The moral of the story is the humans survived, and that is what

matters at the end of the day isn’t it? Some mishaps become legends when they should become heeded

warnings.


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WARNING LABELS

An RWC is quite a forgiving vessel in many ways, but only if an operator has a sensibility regarding its

balance points. An operator may also place themselves and others in extreme danger by not possessing

or training to a degree of understanding of the craft limitations and capabilities. Seasonal conditions

apply, but in a river, expect the unexpected, and during a flood, operate as at the highest capable level.

Your team should be required to read the RWC owner’s manual. They should read all the warning and

caution labels. There is good sound advice delivered and we should utilize the advice. Look online for a

copy of your make, year of production and model. They should be capable of identifying every single

feature and function of the craft. Anything less should not be tolerated.

Understanding the history of the personal water craft development gives insight into the onset of the

revolutionary change of power boating at its inception. There is also a timestamp on the history of the

rescue water craft community. Little is known about these histories because no occupational operators

have a pedigree steeped in these point of origin communities. Here are two links for your enjoyment.

They are my works in progress so revisit often and explore the design changes and broaden your

historical dialogue.

1. History of Personal Water Craft http://k38watersafety.com/forum/showthread.php?t=3335

2. History of Rescue Water Craft http://k38watersafety.com/forum/showthread.php?t=3336

3. Rescue Water Craft Awards http://k38watersafety.com/forum/forumdisplay.php?f=115

SLOW IS PRO AT POINT OF CONTACT

The greatest fallacy involving RWC use is its speed capability. Speed is not a safety asset and is rarely

used in controlled approaches or exits, or transfers; in fact the obverse is true regarding the forces of

action. Safe speed applies at all times for prudent mariners. This is extremely important when

transporting persons on board (POB), patient(s), victim(s) or personnel and equipment. Fact checking on

scene requires a methodical approach to slow speed, and point of contact inspection and orientation.

In 2012, there are stock RWC’s that are capable of 70 miles per hour in calm waters, and up to 400

horsepower capable engines which require a firm handling characteristic of those who man the helm. We

http://k38watersafety.com/forum/showthread.php?t=3335

http://k38watersafety.com/forum/showthread.php?t=3336

http://k38watersafety.com/forum/forumdisplay.php?f=115


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don’t need all that thrust or boost! Let’s take the lowest and simplest model for field work instead. Fast

responses are meted through professional handling. We have race equipped PWC’s that break the 100

mph barrier, but few are capable of handling these loads. Our working boats need to have a minimum of

42 mph optimum forward speed. However in floods and Swiftwater applications these rules apply:

No Wake! Slow is Pro. Wakes create damage to buildings or others working on standing near

moving water. During the aftermath of Hurricane Katrina floodwaters in NOLA, I rarely operated

over 5 miles per hour. This makes transit times slow, minimizes wake and splash and protects

the boat from damage from strikes with fixed objects that are submerged or floating below the

surface

Work within your vessel weight load capacity. If you need to move more than 3-5 people or the

water is suspect contaminated, use a john boat under tow, or an inflatable rubber boat. Practice

your towing techniques and put the vessel under town on a short haul line. For increased

numbers in standing water evacuations, you can ‘train’ several of these boats, keeping your

speed at idle or below 5mph for mass evacuations

Debris in the intake? You have 4 considerations. Will your RWC move forward at idle speed?

You can find a put out place or ferry angle to safe shore, looking down the line for your exit point.

Do you have your driveline clearing tools on board with you? Will you need to tow your vessel to

a put out and place on a trailer to extricate the debris? Is it wrapped around the driveline or has

the impeller been stopped from a rock or piece of driftwood? Sometimes I have used the hood or

top of cars to check my intake, placing my RWC on top to expose the stern, but I know what I’m

doing. I know what kind of damage to expect and accept

If you have ‘debris’ in the pump it can be a result of any of the following: wrapped around the driveline or

stuck in the steering nozzle, clogged the water intake, or stopped the impeller: stop the boat! Go into the

water, pull your lanyard out of the starting post and do a hand clearing of the water intake, re-board.

Restart the boat, same problem? If capable of maintaining a slow speed approach, restart and ferry

angle to a safe landing. While underway refer to your balance points to compensate for loss of thrust.

If you have material that is clogging your water intake screen for the exhaust system, place the bow on a

fixed sturdy object, straighten your helm and pull maximum throttle in quick bursts, watching for what your

water thrust exit will generate behind you (massive current). Make sure you bond line is secure when

doing this. Otherwise you have to remove a hose clamp or two and trouble shoot the compacted lines

The Rock Pile-Confined spaces, tight quarters and underwater hazards training for proper field work, this is what its really like


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Another issue I come across is the lack of effective understanding of all types of moving water relative to

boat operations; drift, wind capacity, directional changes, shifting payloads, occupant activity and trim

points. If my students cannot define their training, they haven’t learned it.

Often students do not come prepared to training. They do not take the initiative. They do not prepare,

plan or study subject matter prior to enlisting a course curriculum for professional development. This is

their disadvantage.

Like any vessel, they all have a ‘weight load capacity’. Yet, every emergency vessel I have witnessed

has come across situations where the vessel is overloading its inherent stability. A RWC is easy to

identify its capability in human transport. It is a layered approach.

The type of RWC one incorporates has its own unique feature and functions, similar to every other vessel

manufacture, make, model and year of production: one design cannot be broad based. One must select

a particular model, year and brand and move on from there. This applies to every vessel in use for rescue

and recovery work, as well as patrol. If you are using a rescue board, this selection process applies to

each brand as well; they are not all the same.

One aspect is the RWC itself and the second is the RWC using a towable device, such as a rescue

board, or an inflatable rubber boat, or a john boat. All of these use applications are done at slow speeds

for safe transports, none involve high speed operations that I would consider safe or professional.

K38 in NOLA 2005, I towed ancillary vessels to get the jobs needed accomplished safely and effectively

What works? Throttle modulation must be effective. One must stay in step with the forward movement,

directional changes and centerline of the craft. Many boat operators lack this self-discipline. It takes a

committed instructor to lead students to have effective understanding. If a student is struggling, they may

not ‘pass go’, they need to turn back and master the basics before they get to the ‘rescue’ platform.

Moving forward ineffective boat operators hurts the teams, damages equipment and places an ancillary

burden on incapable applications in field service.

Training needs to match the utility aspects of the location. The expectations of an agency administration

must be reasonable. If the key leaders do not have an effective understanding of the craft capability, crew

responsibility and the type of PPE they are utilizing, a lot of problems can be cleared up initially.

Assuming that a RWC, and IRB or any other craft is the best platform is a problematic concern. Demands

from public service, expectations vs. realities and funding along with bureaucratic shortcomings can

condemn programs before they prove themselves with capability.


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Left hand off the Helm with 1 POB Both hands off the helm during body recoveries

An RWC will only be as effective as the complete program is designed, applied and executed in a time of

need. Any response requiring motorized equipment is an expensive investment. Few agencies receive

adequate intelligence or data guiding them to the ‘best practice’ for their program development needs.

It’s based off of ‘who you know’ more than what you may or may not know. Who can be trusted and

considered reliable? Let me help you with a few concerns.

What will it take to put a RWC program in effect or any program for that matter? The answer is variable.

First you should identify the following if you are the person assigned to this task:

Jurisdictional Waterways in your response zone: Type of waters, degree of difficulties present

Past historical dialogue on incidents relative to Swiftwater or flood recoveries

How many persons do you need to have trained, how many days of training are just?

How often will your team be able to train and stay proficient with their new founded skills

What form of vetting system will you incorporate into try outs and team selection

The incorporation of swimming standards

Identify the type of PPE required. Will you issue to the individual or will the PPE be shared?

1. Water Helmet (seasonal sizing for cold and heat climates for thermal layering)

2. Rescue Knife

3. Water Whistle

4. Thermal Protection (wetsuit/drysuit/thermals/socks/rash guards/face shields/hoods)

5. Eye Protection

6. Lanyard (one per person)

7. Water boots (hard sole preferred)

8. Approved and properly fitted Lifejacket

9. Night Operational gear and kitting

10. Additional PPE needs defined

Preventative maintenance program for all equipment utilized

Transportation needs of equipment. Truck, tow capability, qualified drivers

Pre-requisite training needs

Maintaining physical fitness level, skillsets checks annually or hourly for team selection and

participation

Reverse is not a brake, nor is it accurate, understand the craft specifications and apply

accordingly, learn technical maneuvers for vessel control

Recommended: Two boat patrol. Either 2 RWC’s or an RWC and an IRB ‘One is None’ are the

operational saying for safety. A buddy system applies at all times while underway


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Loading and launching zones for deployment or recovery needs vary depending upon seasonal flow, flooding stages and fuel range

FREEDOM IS NOT FREE

The Personal Water Craft Industry has had a ‘free law loan’ program in effect for over twenty years. It was

set up for law enforcement use initially and available to anyone in the public safety field. This program

was a voluntary program for product dealerships who would receive a small incentive for participation.

This program is still operational, however dealerships have closed due to the economic hardship recently

and many have declined to participate.

The problems experienced between agencies and the dealership are related to costs. The interpretation

of expenses incurred and the budget that exists for this requirement often were not considered. Did an

agency set aside a fund for repair or replacement costs?

The program is a product loan, it wasn’t a free program, and agencies have to provide insurance on the

craft and return the craft in near new condition or pay for the damages upon the expiration of the loan.

Starting or maintaining a Marine Unit requires funding and lots of it.

Here is an idea to pursue: Break down each item you would need to purchase, add the incidentals and

repairs, put in a buffer for additional surprises.

There are grants available to different communities. Some agencies rely on annual fundraisers or

product donations. This program has had a burn rate to it. This was generated from ineffective

communication and assumptions. Do your homework. Get the facts lined up, plan, prepare and finance

the realities.

The reality is that Marine Units are investments in personnel, PPE, vessels and a host of additional items,

gear and transport needs.


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Rescue Water Craft Equipment Needs

RWC product costs vary from $9,000.00 to 11,000.00 USD per new craft

Trailers should be for 2 RWC’s double axles (one ton) with brake unit, anodized with proper tie

downs and waterproof lights, bunk runners/gliders $3,500.00 USD. Other trailers can be used for

less costs

Beach Tote or cart for deployment and recovery in floods or shorelines $1,300.00 (triple axle)

Lanyards-$35-85.00 USD each depending upon make, model and year Minimum of 3 per craft

plus replacement of broken, lost or damaged lanyards

Linus/Rhino Line section of underside of hull for swift water applications($500-700.00 USD per

craft-if desired)

Preventative Maintenance annual budget per craft (specified)

Replacement parts for field repairs (specified)

Tooling to work on the craft (specified)

Oil, spark plugs and oil filter for hourly tune up needs (30, 50 or 100 hour schedule)

Log books – Effective

Rescue board-Maintenance/replacement $1500.00-2,000USD

Use additional battery source for any electrical needs-additional cost

RWC Operational Shop Manual

What is the lifespan of an RWC, or a rescue board? It is varied. A rule is 3 years of age with heavy usage

and a functional craft, or you will witness about the 400 hour mark the craft will require more care and

replacement of worn parts. Technologies are increasing annually. When you upgrade your equipment

you need to upgrade your training. Training styles from a decade ago are no longer acceptable but

outdated. Methods and standards are changed continually, stay in step with these needs. Keep your

equipment fresh and operational.

Regarding a rescue board, that depends upon stowage, strikes, damage and care. The age of materials

come into play. Like a helmet if the construction material receives a ‘strike’ it is time to retire the rescue

board. You also employ the use of a maintenance check list on your rescue board. This is a disposable

product that can break, fold and fail in the field. There is an ongoing concern about how to hook a rescue

board up to a RWC. Well, there isn’t one real answer that is collective. It’s unique to the type of boat and

its original manufacture connection points. We do not condone drilling or adding additional cleats or

anchor points to an RWC. No fixed hardware should be on the surface area of the RWC that can become

a snag point or catch point. If you have tethered your rescue board too tight to the RWC you will degrade

its construction and limit its lifespan potential.


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IT’S A BOAT

RWC’s do not differ from any other mechanized equipment or vessels. Occupational use of an RWC is

the basic understanding that an RWC is part of a ‘Marine Unit’. This means you now have a Boat Unit.

Who is responsible for boating in the United States? The United States Coast Guard (USCG) manages all

occupational needs of boaters and the recreational boater.

IRB, PWC, Power Boat, John Boat, or any other paddle craft are all managed under boating rules and

regulations. Our primary partners for our occupational boating needs are the following and work closely

with the USCG:

1. The National Association of State Boating Law Administrators (NASBLA)

2. The National Safe Boating Council (NSBC)

3. The National Water Safety Congress (NWSC)

After this tier level of boating safety professionals insert your complimentary associations and affiliations,

such as: NASAR, USLA, OES, NFPA, and any other affiliation that governs your rescue qualifications.

Basic boating knowledge comes first and that is your marine units foundational strength.

We must inform our rescue communities regarding the reduction of liability which is assumed through

effective partnerships and information resources. Rescue is the last application in our goal for boating

usage occupational; first we are boaters, then we train and become rescuers.

The annual conference for our occupational boaters is the International Boating and Waterways Safety

Summit (IBWSS). This is complimentary to the National Association of Search and Rescue which

supplies a vital link to the professional needs of our community.

Regarding a boating accident, law enforcement oversees the investigation, reports and works directly with

the accident reporting program set up through our State Boating Law Administrators.

Respective nations have their own association and law governing their occupational needs. However, it

remains a boating community platform first; seek this associate benefit before you advance your program.

It will help you in your liability concerns and educational outreach needs.

TRES ANOS

Another problem that is inherent in the rescue communities are the lack of verification checks done on

credentials. Just because an instructor has a piece of paper stating they are certified, doesn’t translate

into operational experience in field work. The same goes for students. Certifications in our RWC

community are only valid for a period of 3 years. Instructors are annually.


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All this training means nothing if the credentials are not supported, investigated and questioned. What did

the students learn exactly? Rescue 3 International has a solid program for their client base and in my

opinion is the perfect example.

What is a student’s true mark for operations, how were they defined and what conditions did they initially

train under? Is it assumed or earned? Who protects it, and how does an agency come to the realization

of what the credential actually backs. What liability is attached, and what are the further advancements in

training available? Our student needs should lead us as instructors to secure the best practice on their

behalf.

The community I work within is small; it’s a tight knit community. There are not a lot of RWC operators

that are properly certified. There are not that many instructors or courses available regionally or

internationally. The RWC training disciplines offered are varied course contents and descriptions. It’s a

big commitment to start up a project with limited resources, manpower and ancillary tools. But one starts

at a beginning and can build upon it.

Likewise, K38 international affiliates are independently owned and operated. Their home nations

respectively have different rules and regulations in place as well as specific requirements that apply to

boater education both recreationally and occupationally. Each affiliate possesses a varied instructor level

capability per their own training and experience. We are not all the same; we are unique to our own

examples and our regions. What works here may not be permitted elsewhere or vice versa.

I have experienced imposters who use the K38 namesake to their advantage and folks assume they are

good to go. Most of these folks are not authentic and can be quite believable. Please conduct credible

background checks. Verify credentials and work experience, even of K38 our instructors. Ask if this

person is credible, go to the source. K38 credentials are based on a 3 year cycle. For our instructors it is

an annual cycle. Don’t go to a ‘friend of a friend’ for confirmation. That’s part of Weakenology. It’s

ineffective communication and establishes another round of mediocrity that is invasive to unprofessional

behaviors. Protect your community and your team.

RISE OF THE TIDE

One of the most common failures in RWC understanding is that in a flood zone a RWC can be used as a

high speed vessel. I would encourage that the attitude should be adopted of ‘safe speed operations’

instead. These are varied. If you are a single operator onboard an RWC, you can justify a specific and

exact operational expectation. As you layer weight and the identifiable factors in these areas of response,

you layer your concerns: spread, reduce, transfer resources, capability, timelines (transits to and from)

and operational expectations complimenting reality in the moment of, monitor and adjust continually as

the conditions apply or change.


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In flood situations it depends upon the underwater terrain, building locations and structure, time of year

and day, weather, temperatures (air/water), debris flow, wind drift, currents, current flow-direction-speed,

the locations of contact and recovery fields, time underway, fuel consumption, transit speeds, and the

type of vegetation or products floating in the water.

Add a few hundred additional concerns. Is the flood stage rising, standing or receding? Will the RWC be

stranded in an outlying area? What time will you cease operations for safety concerns, for return and

daylight use? Are you responding to animal evacuation or livestock needs? How well are you prepared

for these unique needs? What is your ‘No Go’ example? What is your own emergency evacuation and

recovery plan?

Talk to your personnel on scene and in training; ask them their thoughts and concerns. Do they have the

confidence and physical capability with the elements you can identify? Will they push off into an area that

may be beyond their capability; will they trust their instinct and pull out if the situation appears to be too

risky in time? An IRB in a current flow with a downstream rock pile can wrap, fold and fail. An RWC will

possess similar risks, if your personnel are incapable of identifying the water conditions that are

inconclusive to safe operations, they will not be safe. The golden ticket is in the definition. If you can

define it, you can take ownership of it. Or surrender to what happens next, and that could be ugly.

DEFINE YOUR RIDE?

A RWC is a powerful craft in comparison to other boat profiles for their hull size. We don’t need that

engine capacity horsepower all the time, in fact we will rarely use it all. Do you know the differences in

features and functions between a Bombardier, Sea Doo RXP and a Kawasaki Ultra LX? If you can’t

define it, it should not be placed in service. No vessel should be. They are all different.

We utilize Kawasaki Ultra LX 2012 models. They are four stroke engines, 165hp, naturally aspirated; fuel

injected and have a total weight capacity of 496 lbs. at curb weight. We know their payload capacity and

their response capability when employing a rescue board, specifically the types and examples of

limitations. Our vessels are pushing the 1,000 lbs. barrier they are heavy for their small size.

We only support the use of 3-seater capability with a towing cleat, the heavier the boat, the safer the

operations.

We do not support the use of smaller 3-seater craft, due to their instability issues. Many lifeguards are

using these small hull and engine type of crafts due to loading weight issues, but the lightness of boat

weight compromises pump efficiency and transitions through dynamic water conditions, increasing

injury/accidents potential if conditions of the elements overtake the vessel size.


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Our training vessels have 1500cc’s and we rarely travel over 25 miles per hour, and slower with

passengers on board. Our vessels have a fuel capacity of 20.6 gallons of high octane fuel needs and

have an operational range of 83 miles at wide open throttle (WOT) in a 1-3’ foot sea state with one

operator on board. We suggest that our students utilize the ratio of a 60 mile transit capability instead for

this fuel range, and this varies if white water (aerated) conditions apply and weight increases or rescue

board applications.

We train to keep our boat loaded at the water line; our pump needs to be fully engaged with effective

throttle modulation and trim capabilities to stay in step and to load multiple persons on board, using

techniques that enable students to control their craft efficiently in a variety of conditions. This alone is not

good enough, we need to understand more. Our operators maintain a positive body image while

operating; due to this we are capable of bringing multiple persons on board for slow speed transports. But

this does not guarantee success, more is needed.

An RWC can capsize and be righting quickly. It can also become submerged, semi sink and broken apart

if hitting fixed objects at speed. It is time intensive to de-water a four stroke engine. Our training

standard is to flip the RWC, right it, and have 2 persons on board in 8 seconds. In a river, 8 seconds can

be a rock, piling, tree or strainer.

Boat flips are a reality if an operator doesn’t understand the centerline of the keel, weight displacement,

helm positioning and the risks of river work. Downstream runs, you have to be set up far in advance to

choose your line. In some riverine applications it is impossible or improbable to employ an RWC, but you

must be site and day specific. Maintaining the bow into the downstream current, and ferry angles offer

optimum control, however this is not the bulk of river work. You can’t always keep your bow into the

current flow!

I have brought in 8 persons in open ocean conditions with a response to multiple persons overboard in

distress, not including myself (9). This required my best skills to focus on the next movement far in

advance and self-discipline to follow through and maintain a difficult stability for an overloaded platform.

An operator decides what they are capable of in any given moment.

The ‘ending’ of the incident being the most important part to master; not the actual recovery efforts

specific to the mission task at hand. Transport is a defined skill that requires conditioning and teamwork,

effective communication and securing the final point of contact.

Good confidence building skills in whitewater, but not ‘rescue reality’ I could teach this all day long but I won’t. Look for rocks, trees

and strandings and tight quarter manuevering to be applied with a slow speed entrance and exit with various weight load capacities.


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STAND UP OPERATOR

We do not support using specific types of RWC’s for every application. Nor do we support using RWC

turbo charged or super charged engines for most applications. The majority of operators lack effective

operational understanding of their boats. Few can define what off throttle steering is, recognize it and

adjust their technical handling to these needs. Sensors play a role in vessel efficiency.

Troubleshooting is part of the operational concern that is generally lacking in the rescue community,

mainly because this serious piece of equipment is little understood professionally. This is because it is

used on a limited basis, networking is not effective and trials coincide. The statement is the department

‘mechanic will look at it’. Might be too late if there is water in your engine……….your RWC may have

catastrophic engine failure if you wait too long to take care of this extremely urgent matter. This needs to

be taken care of in the field. Similar to de-watering an outboard engine, get on it fast!

A marine unit is a serious commitment; it’s expansive in its set up, expensive and requires a firm

commitment for the gear and the personnel. Training is an added expense; credentials are registered in

a 3 year validation from point of issuance per NSBC standards. Records need to be kept on the craft for

hourly updates for grease points, repairs and replacement parts. It is not an inexpensive endeavor.

The dynamics of utilizing a rescue board require effective training. The rescue board changes the hull

configuration original design for trim capability, more so with added weight on board. We drive our RWC

from the stern, we teach when a rescue board is added to an RWC we are now driving from the stern of

the rescue board. Keeping in mind the reduction in turning capacity at slow speeds with weight on board

our training allows techniques and methods to effectively use a rescue board. This requires practice and

understanding.

Like any craft, you can damage it from impact related contact. It also falls under the debris problem

inherent of all power boats, either outboard propeller driven boats or jet pump impellers. Guide veins in

the pump can be damaged, as can the water intake screen, steering nozzle or ride plate.

A strike to the hull with a fixed or hard object can result in a gash, hull damage, scrape, scratch or water

invasion through the hull. You can also produce field repairs that can be satisfactory in a short amount of

time if you are properly prepared and know what to do next.

Anything that floats can be lost. You are a swimmer first. Layer your foundation from its inception and you

will discover effective coverage is possible.

Close quarter, confined spaces and tight quarters are my favorite method of instruction and application.

Why? It’s challenging, you are given permission for creative reasoning and applications. Problem solving

is part of my motivation to be on the water. It’s obvious when a fail takes place. There is no hiding.

My reasoning is that all my personal work has been done in these restricted conditions. I don’t train theory

nor do I work in it, I only teach what I have learned by my own trials and errors and what others have

shared with me that are reasonable. I learn from a variety of examples and I am not limited to my own.

And my failures have been costly. Didn’t do that again!


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CHANGING PHASES UNDERWAY

Knowing when to transition from planning speed to displacement is part of our K38 Rules, so these

transitions are safe, steady and workable to field solutions for patient loading, personnel transfer and the

most important part of our training: Securing The Stop and Leaving The Stop.

Too many people focused on running at speed and they never master technical operations, instead they

capitulate to mediocrity when they should be climbing the ladder of capability. But who is in charge? Who

are the field experts, the associate gurus and what design were the standards incorporated from?

This is where the first problem exists. I can see when teachers, programs and institutions who protect

damaging standards and do not question the effectiveness, test or trial them to evaluate the potential or

shortcomings of their programs. Or their administration caps the earnest progress of those who do care,

who want to give their best, but they are stalled from the mediocrity creep.

This mediocre creep is what hinders the dialogue of what is an RWC really capable of (or not), what are

operators learning, and from whom, why? Too many folks want to be the authority and not the example.

Rather their student goal should be to become the next generation of field leaders for moving it forward

by operational example. And students again, must take the initiative and protect what they have learned

as well as challenge it to understanding.

Come to class prepared, never show up unprepared. Bring a notebook, pen and be ready to engage a

learning process, challenge your instructors with intelligent dialogue and concerns. Apply yourself on the

skillsets gifted to you. Don’t stand and drift! When will you train again? Get to it!

I often see a student who completes a skillset in my class. They wonder why an instructor gets on them to

keep moving. Give it your heart and soul. They quit once they do it once. I cannot believe this! Amazing.

It’s impossible! One pass and they think they are a master.

Give me fifty in a row that are consistent, define to me everything you did, why, the safety aspects and

operational terms and then I’m convinced. Students need to take the initiative and push limits, not

surrender to one hit wonders.

When I witness a student’s behavior like this in my training courses, I know who stands before me.

However, there is that one motivated individual who is on it, eager, enthusiastic and willing to learn. They

come to training to achieve. Not to punch a card and take a longer lunch. They make every minute count

to their advantage. That person is going to make a difference, if their spirit isn’t crushed when they return


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to their department and give their report. If their department doesn’t take immediate action and take

innovative steps to implement a strong program, they are doomed from the onset. Better to disband it.

BRAGGING RIGHTS

Why are we still seeing rescuers diving head first off of rescue boards to approach persons in the water.

Who started this crap? When they simply need to conduct a slow speed technical approach using a pivot

point turn, reading the elements at hand and considering the weight trim needs? This approach is

smooth, professional, steady and faster than the ‘Baywatch Drama’ of drawing high speed negative

attention to reckless, negligent and dangerous operations of a Rescue Water Craft. This has to stop.

There are river gradient drops, degrees of danger and risk associated with specific rivers, water flow,

hazards, water depth, water flow classification, debris potential, rock damage, vessel flips and a host of

other real world concerns that RWC’s simply cannot overcome. This is what we really need to address.

There are also areas that an expert technically qualified RWC operator would not have any problem

navigating and selecting their best practices to employ. An RWC is not the absolute swift water or flood

response vessel, in fact, it is simply personnel and environmentally specific. Isn’t an IRB, isn’t an

aluminum boat, isn’t an air boat, isn’t everything?

Shore based rescue techniques apply first. I consider an RWC a highly advanced piece of equipment for

all moving water situations, including surf zones. It is a vessel that should not be deployed in specific

continual debris or exposure related situations, which could be contaminated, snags, flammable potential

or vapor/draft/fume related. Understanding these inherent limits and exposure can place the craft in its

ideal working situation that means the operators are professionals, not hacks.

Few people can identify what this is, because they lack insight into the craft, training and have not

evaluated past rescues or failures to their advantage. What is a no go situation? Ask effective questions.

Don’t accept a simple answer; delve into the realm of possibilities. Identify the contributable causes,

concerns and risks. Identify your assets, the demands at hand and personnel confidence. Don’t be

concerned if it’s favorable or not. If you have not learned: to ask an effective question allow me to lead

you towards understanding:

Q: Shawn, if I want to recover that person off a rock, what is the best method for extrication?

A: The question lacks Intel and is prone to failure. Answer me what you can for your question: What

time of day is it. How far away are they from launch. Are they mobile or hypothermic? Do they have any

injuries lower or upper extremities? Are they alone? What is their estimated physical size and capability?

Are they in strong current or on a rock pile? What is the estimated water depth? What is the speed of the

water surrounding their zone? What type of RWC are you employing? Do you have a rescue board? Is it


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a two person recovery? What are the water temp and wind direction and speed? Is the water raising or

lowering. How will we transport them from the RWC to shore based assistance, who will be there. Is

there debris in their fixed vicinity circulating in the water…………….

GOT PUMP?

Intake clearing, the timelines, and the proper tools on hand, knowing when to stop a craft for debris

inspection, how and what to do next are critical to craft efficiency and safety. Impellers can be

reconditioned and replaced. It takes approximately 1-2 hours to replace a damaged impeller if the proper

tooling is readily available in the field and one knows what they are doing. That is if there is not ancillary

damage to other pump components. It’s not just an impeller we are concerned about. Pump damage can

be greatly minimized by proper operator behaviors.

If pump damage has been experienced where the vessel is non-operational, it is time to question the

training standards and manuals of instruction. Where did the failure occur and how was the vessel

compromised? During what phase of operation did the failure occur? Our operational rule is one foot of

clear water from the keel to the bottom if there is no loose material for water intake clearance, pelvic deep

for two persons on board. Boats are going to be damaged. It’s a fact.

In mud conditions, animal manure, or any floating debris that can pass through the water intake screen

for the water cooling system located in the pump cavity, this material can reduce or restrict water flow,

resulting in engine overheating. If a sensor sends an error code to the LCD display you will see a digital

prompt that notifies you of the engine status via a code of description. Your craft may be placed in ‘slow

mode’ via the sensor programming. This will reduce vessel efficiency. Do you know how to check and

correct this problem? It requires more than a basic training course.

Again, operator error is related to behavioral choices underway which are most often reliant on training

standards. If these are not effective, operations will compliment these behaviors. Accidents due to

collisions with fixed objects can be tracked back to training and evaluations of the operators and instructor

cadre. What is foreseeable and the best practice to employ? This is answered specifically to the time,

location and background of those incidental combinations. There is no turnkey answer. To give one is

simply unprofessionally reckless; answers are relative to specified needs.

WARNING LABEL

This dialogue will serve as a warning and an encouragement to train harder, work beyond the status quo

and set standards that protect your equipment and personnel with a reality based perspective for field

work. If you don’t understand these unique power boats, aren’t willing to take the time to invest in a

professional RWC program, this is not the boat for you or your department.


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ONE IS NONE

The proof is in the pudding my father used to comment on this old time warning. Meaning if you want to

find the arsenic, go to the seductive dessert. If you want to avoid the pitfalls of re-creating the proverbial

wheel, go to the Subject Matter Expert. Do you know who they are? Easy to claim; sometimes we don’t

want the truth or the expert, we want a fix for our tunnel vision and we can produce it through various

methods. Even then, question, evaluate and discover the one thing that is true to life. Change is

imminent; in fact it’s taking place right now.

Twenty-three years back, I embarked on a journey to revolutionize lifesaving as we knew it by employing

these unique small power boats in situations that were not inherent to their original design. It was a selfish

desire, I learned a lot since then. This was a selective choice which requires education and outlets for

distributing the good news. I have contributed in my small ways, but the students I’ve had the pleasure of

working with have sold it. Some of these students good in class but were rotten examples after the fact

and I imagine problems back at their department.

I failed a few of my classes by my own ignorance and fatigue, and these are my best examples I cull

from. I am not a sole source of information, but I am the sole source who has committed a lifetime to

these unique boats. This is not a hobby industry or side job for me, it’s a professional commitment. I

know more about these boats than anyone else in our times in this capacity. Thousands have

contributed, thousands who have moved it forward good and bad. One thing is for sure, these Rescue

Water Craft are very forgiving.

Night Operations are a vital part of my training programs discipline and operational success


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CHATTER

Social media is just as great a part of that success as any one teacher or many. The advent of the

internet connectivity has gifted us with the capability to discover new horizons and to shudder at broken

attempts. The ease of digital media, video and photos offers us a glimpse into history. Each piece tells a

story. Can you read between the lines?

Technology is rapidly outpacing our creative embrace of change in the water rescue community. Every

piece of equipment and ideology in use leap frogs off another in the pursuit of better methods and tools

for securing professional development. They remain tools not exclusive cures for all ailments. They are

pliable and usually explored by the new generation and their enthusiasm to participate.

Development is an ongoing process. The human element is our greatest frontier. The tools exist but the

attitudes are the hardest to exercise without false pride and ownership of programs; ideals, philosophies

and egos. At the end of the day life moves it forward with or without us, without our awards, without our

associations, and administrations. Keep a watch for the proof in the pudding and don’t drink the Kool Aid.

But one thing is for sure, we will continue to be amazed at the recreational PWC rescues that will be

conducted worldwide. What is more incredible is the luck of these individuals and vessel type they are

using, and the impressions these folks leave behind on the survivors. We can learn a lot by hearing their

stories. But most importantly, we must know when we should not deploy as often as when we do.


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About: K38 Water Safety has been providing RWC training and PWC recreational boater education since

1989. K38 has international affiliates that are independently owned and operated. Shawn Alladio is the

lead instructor and has been operating Jetskis since 1979 personally and occupationally since 1989. She

is a certified National Safe Boating Council instructor and enjoys a good storm and open water, preferably

at night.

Photos: K38 Water Safety, David Pu’u

Forum: K38WaterSafety.com

Website: K38Rescue.com

Disclaimer: This should not serve as a training aid, but editorial commentary regarding rescue water craft

applied to specifics about Swiftwater or flood use. This does not reflect K38 Affiliations but is a sole

source editorial for K38 Water Safety USA. This is not a comprehensive outline or training material. This

editorial merely hints at the experiences and concerns I have, from others and those I am willing to share

in confidence, and how a reader will interpret the communication. That is the mystery. Be careful.

Education

Rescue Water Craft for Flood and Swiftwater Use Occupationally