Words:
Dimitri Vandepoele

NORTHSEAKAYAK

Photos:
Jean-Marc Rhys,
Bernine &
Johan Deramoudt

We thank Bernine, Johan, and Jean-Marc for the splendid pictures. They were at the right place at the right time. The same goes for team member Sylvie, who has to do the extra job while performing rescues.

Safety training with the dredger Rio

You know who we are? We are sea kayakers, deeply interested in and specialised in everything related to safety within the sport. And we go very far in this, putting ourselves in specific situations or places. Do you know the RIO and its crew? The Rio is a Trailing Suction Hopper Dredger (T.S.H.D.) with a length of 82.35 metres, a draught of 6.2 metres and a professional, super enthusiastic crew. The ship is a monster compared to us in our tiny kayaks.

We have already done several exercises and safety drills with Captain Ruben and his crew. We love to mention the series on Rescue Exercises (four parts, including one with the RIO) in previous editions of The Paddler (https://paddlerezine.com/dimitris-rescue1). By this time, we have conducted even more exercises with similar ships: the DC BRUGGE with Captain Stefan and his crew and the SCALD with Captain Ward and his crew.

We must point out the mutual respect between us and professional shipping to understand how we got to this cooperation, which is unseen and unheard of.  We know these people carry very high safety standards and must train (mandatory) themselves in different onboard safety aspects. On the other hand, they know that we aren’t lost tourists and that we train continuously on safety drills.  We can tell you the following to answer a question we get a lot of, “How do you come to these cooperations?” We already have a “No!” for an answer; we can only get a “Yes!” So we dare to ask, straight to the point, without caring what people might or might not think of us.

The answer is, in most cases, surprisingly positive. By now, we have a lot to show professional crews about how we work. We are like sponges, listening and looking at them. And to our surprise, they do the same: listening and looking at us. We dare to ask the right questions, daring to ask ourselves how to improve our safety. We always ensure that it is a two-way story and that all parties gain by working together.

Boarding a moving ship with low freeboard:
https://www.youtube.com/watch?v=RCZHWQF7sB0

By now, we have made a video of every training we did, highlighting every piece of extra information that can improve the safety of sea kayakers. We will discuss our most recent activities. We emphasise that we carry out a thorough risk assessment before each exercise. We will only highlight the most important things. Although some things might look spectacular, we never do anything without reason or over-thinking twice. All exercises, with no exceptions, were reported in advance to our Coast Guard.

We wanted to see if boarding a moving ship on open seas is possible, just as pilots do.  This might prove the best way to board if you are still ambulatory and fully operational.  We have watched numerous pilot-boarding videos before starting this. Maintaining speed during this is better than staying upright, and it is also better for avoiding drift (for the ship itself).

This was also a perfect exercise regarding solid, clear communication.  The Rio again agreed to our plans, and we decided to regroup after their offshore dredging activities. Like all our similar exercises, this hasn’t been done before. Risk analysis; no risk of being pulled underneath the ship, no danger of being sucked into the props, and little/acceptable risk of capsize (with a positive outcome). The crew was ready and in place along the side since the captain would lose visual contact with me.

Boarding a ship with high freeboard:
https://www.youtube.com/watch?v=hN07ydicAYE

Since the Rio was loaded, the freeboard was very low.  This would not only benefit my extraction, but we would also try to extract my kayak simultaneously. If the freeboard is high, the kayak would be left (in a real emergency situation) behind. I had to attach my long tow line (waist mounted with emergency release) to the bow of my kayak. First, I had to find a ship working from behind my horizon. Check! Via VHF, we agreed on an exact course (90° due east) and speed.

The Rio would slowly creep up on me, giving me (good) chills, as it’s like an apartment building coming from behind. The Rio’s speed was slightly higher than mine so I would have one chance of boarding. I threw my paddle on the lower deck when the Rio got next to me, grabbed the railing, and stepped from my cockpit on the Rio without fuss.

The fastest way of boarding
My kayak was swiftly pulled aboard while the Rio accelerated to its normal operational speed. Although this looks/sounds very spectacular, everything worked out smoothly with not a single problem. This proved the fastest way of boarding. After securing my kayak, I got a hot coffee and a splendid view from the bridge. I left the Rio ‘NSK-style’ by jumping off right in front of the harbour entrance about an hour later.

Although we love it when a plan comes together, what if the ship that moves in isn’t loaden and/or has a very high freeboard?  That’s where Captain Stefan, with his Trailing Suction Hopper Dredger DC BRUGGE crew, comes in!  This time, I was accompanied by Sylvie and Hugo. The goal is simple: how to board safely and fast in an emergency, kayaks included! Stefan is the second captain who sympathises with this kind of exercise.

Together, we came up with the idea of winching the kayaks – by crane! After a thorough safety briefing in advance, we regrouped a few kilometres offshore. The ship circled to provide shelter against wind and waves, maintaining radio contact. Once in place, the pilot ladder was lowered. A specific detail we asked for was to lower the ladder below the surface. According to regulations, a pilot ladder must meet particular requirements, leaving the ladder entirely above the surface.

This makes it hard, if not impossible, to climb it from the water level. We need at least a few steps below the surface in case of capsize. To maintain contact with our kayak at any time, we attached our long, waist-mounted tow line with emergency release to the stern of our kayak. We made the short tow line ready for winching. The crew lowered a heavy hook with the crane while the captain held oversight from the bridge. I boarded first to see if everything was clear and safe.  After connecting the kayak to the hook, I stepped from the cockpit onto the pilot ladder. Once I was on deck, the winching of my kayak started.

Because I attached my tow line to the stern, I could guide my kayak neatly, avoiding scratches or bumps. My kayak was placed out of the way, getting ready for the rest of my team’s boarding. Sylvie and Hugo boarded the same way, and I placed myself on the pilot ladder to provide assistance. Within less than 15 minutes, the boarding was completed safely. A hot coffee and a nice chat later, we left the DC BRUGGE ‘NSK-style’ and paddled back to shore.

Boarding a ship with high freeboard – lifeboat:
https://www.youtube.com/watch?v=YiqAvu2osE8

Suction pipe
In case you haven’t noticed, every T.S.H.D. has a lifeboat ready to deploy. We already have done an exercise with such a lifeboat. Captain Ward from the dredger SCALD arrived at the scene, and our discussion was breathtaking. All these ships also can lower their suction pipe with a drag head in almost no time. Since Captain Ward was aware of all the different trainings we had done, we devised a very unconventional proposal.  Also, it has never been done before! Captain Ward and his crew would lower the pipe, allowing us to see if it would be possible to board.

The sea was calm, which was perfect to test things out.  What an opportunity! My team included Bo and Hugo. I asked them to stay out of the way until we were sure this would work out. We had a thorough safety briefing prior to the exercise. Although I felt the blood pumping through my veins, there were no moving parts where I could get stuck. The pipe/drag head goes up and down, that’s it. It just looks and feels very intimidating. I could instruct the depth of the drag head to my wishes. After a few adjustments, I could climb swiftly and safely onto the drag head.

Once I was there, we tried the possibility of winching my kayak with me. I had a good look around for options. To our great surprise, I could shift my kayak over the top of the drag head. This part is covered with rubber inserts, making it perfect to avoid any scratches or damage to the hull of my boat. Once in place, my kayak rested on the pipes and the drag head, with no risk of falling off during the winching. It was just like it was made for winching kayaks instead of dredging the seabed, no kidding! I was winched with my kayak, and with the crew’s help, I could transfer myself and my kayak onboard the SCALD.

Once my kayak was secured, I went back to help my team. Bo and Hugo were brought onboard in the same safe and swift way. It’s all about using common sense and not letting fear overrule you. It’s intimidating, we can tell you this. But it’s also safe and lifesaving in a situation of real distress. Captain Ward also told us that he would flood all ballast tanks to lower the freeboard in an actual situation.

This can happen in less than 20 minutes and can be done whilst underway to the scene. We also got an explanation on the pipes and drag head. The captain showed us that the one and only moving part on the drag head is out of the way for such an emergency boarding and that this specific part only moves when touching the seabed upon dredging. So for the readers who still think we and the crew are mad… We aren’t!

Everything is given thought, second thought and sometimes more before beginning such scenarios.  What do we get out of this?  We can share insights with other sea kayakers and even other shipping.  If your life depends on it, how you are helped does it matter? As long as it is safe, that is the only thing that really matters.

It has been done before on open sea, but a general repetition to improve cooperation between the dredger crew and ourselves. Recently, we got the invite. They are called orders (laughs) from Captain Ruben and his RIO crew. The ship was waiting for the next assignment and was moored at the sand extraction site in the back of the harbour.  The perfect opportunity for a full scenario in a controlled environment, followed by a load of different drills.

Waiting to launch
We arrived at the harbour just before sunrise and paddled towards the dredger RIO. The full crew, under the supervision of Captain Ruben, was awaiting us; the lifeboat and the crane were waiting to launch; the pilot ladder was lowered. Since we wanted to board from the water, we asked for the pilot ladder to be lowered (see previous chapter). Since the ship was empty and the freeboard immense, the ladder was already deployed at full length. You can’t see it in the video, but the crew did what they would do in an actual situation; the ballast tanks were partially flooded until the pilot ladder was a few steps below the waterline. Perfect for us!

Boarding a ship with high freeboard – unconventional:
https://www.youtube.com/watch?v=4LRT0hG9jj4

Exhausted and hypothermic victim
We started with the scenario first! Sylvie and Hugo stayed in their kayaks. Hugo played an exhausted and hypothermic victim who had just capsized. Sylvie performed a swift scoop rescue and formed a raft with a carabiner hook. We train on this often, and the carabiner hook ensures that the raft is solid and that the rescuer has their hands free for other tasks. Sylvie pulled her ODEO distress flare, which was the sign that the RIO crew would rush in.

The lifeboat was lowered into the water with the onboard crane. Upon arrival at the scene, Sylvie informed the crew; they immediately took over Hugo (victim) and placed him on the built-in stretcher in the lifeboat.  Sylvie also climbed on board, and the kayaks were left behind like in a distress situation. We (imaginary) informed the Coast Guard of the rescue and the kayaks that were left behind. Once the lifeboat was brought on board the mothership RIO, Hugo was treated indoors against further hypothermia while awaiting the Coast Guard’s arrival

As this wasn’t our first time doing this, everything worked out smoothly. We decided to move on with further rescue drills. The captain even wore his survival suit to participate in the training. The crew operating the lifeboat switched, so everyone got to work together. We trained on bringing casualties on board in different settings (ambulatory versus unconscious) and looked for the best way to exit and board the RHIB lifeboat as a rescuer. We could exchange experiences firsthand; Michel, the helmsman, is a safety instructor. We looked into important differences between the lifeguard and high altitude jump. These are two different techniques, each serving another purpose.

With the lifeguard jump, you jump from the side, from a RHIB or something that is not high. Legs are scissor-like, and arms are wide open, breaking the impact on the surface. This ensures that the face stays above the surface, maintaining eye contact with the casualty or overseeing the situation. This is a jump we often perform when training with the Coast Guard (IKWV) during the summer months. When exiting bigger ships, we frequently jump from a higher altitude.

If we used the lifeguard jump there, we could easily get injured as the impact on the surface would be greater.  Therefore, we developed an existing technique from combat or rescue divers from the military or Coast Guard. It is also commonly used when jumping from higher cliffs or rocks during coasteering activities. We will bring our legs together, stretched and preferably crossed (one foot over the other), and we will keep one hand over our nose (closing the nose avoids water insertion) whilst our PFD is tucked underneath the same arm. With the other hand, we keep hold of our helmets. This way, everything stays in place on impact, avoiding injuries.

Before jumping (no matter the height), we will always ensure that there are no obstructions below the surface and that we have enough depth. When in doubt, there is no doubt: don’t jump!  We ended with the highest jump from the pipe connection on top of the ship’s bow. According to the captain, it is about seven metres.

We truly hope that we will never need any of these techniques. But if we do, we are prepared to contain a distress situation to the best of our ability. In case the Coast Guard isn’t the first to arrive, we know how professional shipping will help us. We will know how to board big ships, and we will have created options for our own safety.

We have climbed (sometimes literally) the safety ladder and specialised ourselves in this matter.  We can not be grateful enough to the people who believe in us, the crews and captains of those ships, and who want to train consistently on every occasion with us.  Ruben, Stefan, Ward, and your enthusiastic, super and over-the-top motivated crews!

Thank you!