I am John Pifer, the new VP of Safety. You might expect me to start an introductory safety letter with the standard reminders about steering cables, cut suits, and overlap rules, but events of the past season have led me to reprioritize my thoughts on safety. As drivers, we understand the risks of racing. Spectators, and to some degree racers’ families, particularly children, are not always fully aware of these risks. The responsibility for providing safe venues for our spectators and supporters falls to us—the racing clubs and organizations.

With this in mind, it is vital that we look at our race sites and honestly assess their suitability in regards to safety. We cannot take for granted that only drivers are at risk. Whenever crews and/or spectators are involved, we must assume that they, too, may be at risk of injury and must adjust those venues accordingly. The most basic question is whether enough separation exists to provide a reasonable safety buffer between the racecourse and the pits and spectator areas. If the racecourse is in close proximity to these areas, are there natural and/or manmade barriers that afford protection? A seawall, high bank, or docks may effectively keep boats away from spectators. If such barriers do not already exist, clubs need to ask hard questions about the suitability of a venue. We must envision the worst-case scenario and be proactive about avoiding dangerous consequences, which may, ultimately, require giving up a site.

Pit safety is always an issue, however, I do not believe our goal should be to keep friends and spectators out of the pits. Part of the fun of going to an outboard race is being able to get up close to the boats, crews, and drivers. Our goal, then, should be to control access to the pit area and ensure that everyone in the pits has signed a liability waiver.

To the first point—controlled access—there are a number of ways to define the pit boundaries and control who enters those areas. At sites with a single access road, a person with release forms and a supply of wristbands can do the job. At other sites, T-posts and caution tape may suffice. Plastic snow fencing is another option. Signage can also help; AOF has recommended the implementation of a system of stop signs and release forms at each team’s race trailer. As to the second point—waivers—we must be able to easily identify those people who have signed a waiver. Locking plastic wristbands in a bright color are probably the most effective way to do this. The national office has a supply and will send them to clubs. Hand stamps or badges are other possibilities. I have even been to races where colored twine tied around the wrist was used. If people are unwilling to wear some identifying badge or wristband, they must be asked to leave. Whatever methods a club adopts will require sustained, conscientious effort on the part of club members.

Beyond a common sense desire to provide safe and entertaining racing, we must concern ourselves with whether we are conducting business in a manner that gives our insurance carrier confidence. Obviously, we must protect our ability to get insurance at reasonable prices. Without insurance, we don’t race. It’s as simple as that. Ultimately, in the event of injury to a non-racer, our carrier will want to know one thing: Was a waiver form signed? We need to be able to say yes in every case.