Category — NJ Boating Safety

Death by choking known by EMTs and medical examiners as “Cafe Coronary” because it mimics so many characteristics of a heart attack, also has some important similarities to drowning. The victim gasps for air, becomes cyanotic (turns blue) with insufficient blood oxygen, and often grasps at his or her chest to relieve the pain of pressure on the lungs. Death is usually preceded by unconsciousness.

Now the similarities go further to include the Heimlich maneuver, for the past three decades a standard emergency response to choking and more recently adapted as an effective first-aid treatment to reverse the tragedy of drowning. In 27 incidents reported by the National Pool and Water Association for one recent year, an astonishing 24 drownings were averted by the use of the Heimlich maneuver alone; only three had to be given CPR, and every one of the victims survived.

However, there can be a couple of big differences between what happens in the environment of a swimming pool and in a lake or open ocean. For one thing, most pool water is treated with chemicals which can be extremely caustic, so the faster such water can be removed from the lungs, the lower the risk of subsequent pneumonia or long-term damage. In either setting, time is obviously of the essence.

Probably the biggest difference between the two settings is that the Heimlich maneuver, CPR or any other life-saving response is far easier to administer when the victim has been removed from deep water to the shallow end of the pool or to dry land. But even in the middle of a lake or on the open ocean, it’s still a viable option that can make the difference between life and death.

In either setting, the rescuer takes a position behind the victim, passes his arms under the victim’s arms, joining his hands about halfway between the victim’s navel and breastbone, just below the rib cage. He makes a fist of one hand with the thumb toward the victim’s abdomen, then using both hands drives his fist sharply inward and upward toward the solar plexus. This action is repeated as often as necessary – typically four or five times – until no more water comes out of the subject’s mouth.

This is obviously a lot easier on land than in the water. When the rescuer is swimming, a flotation device should be wedged between his chest and the victim’s back to keep the body in an upright position with the face safely clear of the water. The rescuer also should take care that his own head is out of the way if the victim should suddenly rear back during this exercise, a not uncommon part of the gag reflex associated with the coughing up of water.

The Heimlich maneuver doesn’t always result in immediately restored breathing even on land. In the water, the problem can be that the airway is closed due to the patient being bent forward; the solution is to reposition the flotation device further down the back so the person’s head is forced backwards and the airway opens.

Once on deck, the victim should be laid on his back with his head turned to one side. The rescuer should wrap his leg’s around the victim’s opposite thigh, and repeat the maneuver until water no longer comes from the mouth or until breathing is restored. If the patient still fails to respond, check the pulse and use rescue breathing or CPR.

In describing this technique in Sea magazine, Captain Victoria Sandz offers a frontal compression approach – similar to the above but focused on the center of the breastbone rather than below the ribs – when the victim is pregnant or too large for the rescuer to embrace effectively from behind.

Carbon Monoxide (CO) can be a “silent killer” on houseboats and other recreational vessels. Each year, boaters are injured or killed by preventable carbon monoxide poisoning. Boaters have been poisoned by carbon monoxide in situations such as while setting fishing lines or performing maintenance on their boats while the engine was running.

“Teak surfers” or “drag surfers” are particularly susceptible to carbon monoxide poisoning. This activity involves clinging to the swim platform or transom of an underway boat, then letting go and body surfing. Exposure to engine exhaust can cause a teak surfer to faint, and if not wearing a life jacket, (which interferes with body surfing), to drown – not to mention the potential danger of propeller injury. Teak surfing is illegal in some states.

Carbon monoxide is produced by gasoline, propane, charcoal or wood. On boats some common sources of carbon monoxide include engines, generators, cooking ranges, space heaters, and water heaters. Carbon monoxide can collect within a boat in a variety of ways. Exhaust leaks (the leading cause of death by carbon monoxide) can allow carbon monoxide to migrate throughout the boat and into enclosed areas. Even properly vented exhaust can re-enter a boat if it’s moored too close to a dock or another boat, or if the exhaust is pushed back by prevailing winds. Exhaust can re-enter boats when cruising under certain conditions – the station wagon effect – especially with canvas in place. Exhaust can also collect in enclosed spaces near the stern swim platform.

There are many ways to protect your family from the dangers of carbon monoxide. Several of the different precautions a boater can take are listed below.

Use a Marine Carbon Monoxide Detector – These detectors work much like smoke alarms in houses. They sense a moderate level of carbon monoxide present on the vessel and emit a loud siren noise to alert the occupants of the danger.

Ensure Proper Ventilation – Open foredeck hatches and a window in the cabin to allow fresh air to travel through the vessel. Also, be aware that carbon monoxide can collect under a canopy.

Inspect Exhaust System Regularly – Look and listen for leaks in the exhaust system. Check each joint for discoloration, water leaks, carbon build-up or stains. Make sure all ventilation systems are in good repair and are not obstructed, restricted, or punctured. Seal gaps around engine room and exhaust system doors, hatches, and access panels.

Avoid the Transom – The transom is where carbon monoxide collects. Stay away from the transom while the vessel is idling or underway.
Educate Children – Instruct your children about the danger and presence of carbon monoxide on vessels.

Avoid Other Idling Vessels – Idling vessels are a very prominent source for high concentrations of carbon monoxide.

Symptoms of CO poisoning may include severe headache, dizziness, confusion, nausea, fainting, and death. Low levels can cause shortness of breath, mild nausea, and a mild headache. Low levels are more dangerous in the boating environment because they can lead to drowning. Carbon-monoxide poisoning may not be suspected immediately because the symptoms are similar to those of people with the flu, food poisoning, or other illnesses. If you suspect CO poisoning, immediately get the victim to fresh air and seek medical care.

Recognizing the dangers of CO poisoning some states, such as California now require warning labels (below)

Alcohol has been a part of boating lore since the first ship was christened with a bottle of champagne, but a new study says the two are a particularly deadly mixture.

Researchers say your chances of dying in a boating accident rise exponentially for every drink you have, and you don’t have to come close to going overboard with the liquor. The odds of an average-sized man getting killed on the water go up 30 percent after drinking just half a beer, the study says. And a person with a blood-alcohol content of 0.25, which is about three times the legal limit for drunkenness in most states, is more than 50 times likelier to die than a non-drinking boater or passenger.

John H. Shanahan Jr., president of the Boating Safety Institute of America, in Maywood, N.J., said, “Although there are state standards that permit operators to drink while they are boating and set intoxicated levels at 0.08 to 0.10 [BAC], our recommendation is that consuming alcohol has no place in boating.”

The study appears in the Dec. 19, 2001, issue of the Journal of the American Medical Association.

The researchers, led by Dr. Gordon Smith of Johns Hopkins University, in Baltimore, looked for the influence of alcohol in deadly boating accident records from Maryland and North Carolina between 1990 and 1998. For comparison, they collected interviews from nearly 4,000 boaters in each state between 1997 and 1999 and were able to garner breath alcohol samples from most of them. Only accidents involving boaters over age 18 were included in the study.

Smith’s group analyzed 221 fatalities during the nine-year period, or roughly 25 a year. Eight in ten were drownings, as opposed to other trauma, and men accounted for about 93 percent of the fatalities.

Most fatalities involved motorboats that were either fishing or cruising, though people also died on sailboats and doing everything from water-skiing to towing another vessel. The researchers considered not only where and in what kind of waters the boaters were when they died, but how many people were in the crafts and at what time of day or night the fatalities occurred.

Of the boaters killed, 55 percent had a positive BAC, the researchers say. Although the relative risk of dying on a boat soared by a factor of 52 with a BAC of 0.25 compared to sobriety, the risk of death rose sharply even at levels considered legally safe.

At a BAC of 0.05, for example, the risk of dying was nearly four times higher than for sober boaters, the researchers say. An average-sized man, weighing roughly 160 pounds, could have a blood-alcohol level of 0.05 after less than three beers, whereas reaching a mark of 0.25 takes at least 14 12-ounce cans.

The odds of death were nearly identical for drinking boaters whether they were behind the rudder or in a passenger seat, effectively scuttling the notion of “designated driver” programs for the waterways, Smith’s group says.

Drinking on a boat can get a person in trouble on two levels. Drunks who land in the water are more prone to hypothermia and have a harder time keeping their heads above water. So not only does alcohol impair judgment, coordination and balance, raising the risk of a wreck and making drunken boaters more likely to wind up in the water, it boosts their chances of injury or death once there, the researchers say.

Shanahan said several factors help explain why boating and alcohol mix like oil and water. Boats move in three dimensions, pitching, rolling and yawing, which scramble the body’s equilibrium. It’s also physically draining, especially if punctuated by periods of swimming or paddling.

And, by definition, recreational boating is done during off times when people are “pretty laid back” and have less “situational awareness,” compared with, say, driving in traffic, to keep them alert to hazards. “That’s, after all, why people like to go boating,” he said.

Add to that the heat and exposure to sun and glare, which can exacerbate feelings of intoxication. “Now you take the same [BAC] that might be permissible in an automobile and ask the simple question: “Does it work when you’re boating?” The answer, he said, is no.

“There’s clearly a causal factor between boating accidents and drowning and alcohol,” agreed William P. Condon, president of the American Boating Association. “Unfortunately, a lot of people look at recreational boating as a time to get a six-pack and go out and drink.”

Condon said he doesn’t believe “anyone in the industry would promote boating and drinking or would condone it.” However, he said, “A lot of organizations are somewhat silent” on the problem.

He said another concern is that many fatal accidents occur when boaters have tied up and are relaxing with liquor. “They have a few drinks and fall off a dock “

For that reason, Condon said many in the boating industry recommend not moderation but total abstinence from alcohol around the water.

What to do

Roughly 14 million Americans enjoy boating on a regular basis, Condon says. In 1998, 800 Americans died while boating, say Smith and his colleagues. And they say 30 percent to 40 percent of boaters report drinking while on the water.

To find out more about safe boating, try the National Safe Boating Council or theAmerican Boating Association. The National Transportation Safety Board also deals with marine matters. The University of Oklahoma Police Department has a site that lets you calculate BAC, which varies by weight and gender and how long you’ve been drinking.

This information is not intended to be a substitute for professional medical advice. You should not use this information to diagnose or treat a health problem or disease without consulting with a qualified healthcare provider. Please consult your healthcare provider with any questions or concerns you may have regarding your condition.

All kinds of emergencies happen regularly onAmerica’s waterways. With millions of recreational and commercial boaters in varying degrees of health, boating skill and equipment shape on our waters, this is to be expected.

When emergencies do happen, having a functioning marine radio onboard can make the crucial difference.

Today’s marine radios are compact, reliable, relatively inexpensive, and with the new Digital Selective Calling marine radios, built to get emergency help to the distressed boater with pinpoint location accuracy. In an emergency the DSC radio will send an automated digital distress alert consisting of your identification and position (if the radio is connected to a GPS or Loran unit) to other DSC equipped vessels and rescue facilities.

Rescue 21 is the Coast Guard system that will provide the mayday response capability described above. For more details on the Rescue 21 System and its availability in your area visit http://www.uscg.mil/rescue21.

In any case, make sure your boat has a working marine radio, and that you test it regularly to make sure it works well. That way, when you need to call for help, maybe as a Good Samaritan yourself, you will be able to make connect with those who can help.

Here are seven tips to stay safe while boating during this busy summer holiday:

• Always wear a life jacket: While in many areas of the country it’s hot and steamy, don’t be tempted to forgo wearing a life jacket. Accidents happen quickly, and often there isn’t time to put on a life jacket once an accident has happened. Statistics consistently show that 80 percent of those who perished in boating accidents were not wearing life jackets.
• Make sure your boat is properly equipped and that required equipment is functioning properly: The 4th of July is sometimes the first and only time people venture out on the water after dark. Make sure your navigation lights work so you can be seen. Better yet, request a free Vessel Safety Check (http://www.vesselsafetycheck.org/) to make sure your boat has all the legally required and recommended equipment onboard.
• Be prepared for emergencies: Accidents happen quickly, often with little or no warning. Take the time to familiarize your crew with basic emergency procedures, and show them how to contact authorities for help via marine radio or cell phone. If you boat in an area that requires flares, make sure they are up to date, but never use flares as a form of fireworks. Doing so constitutes a false distress call, which is a class D felony, punishable by up to six years in prison and up to $250,000 in fines, plus the cost associated with the false distress.
• Boating and alcohol do not mix: Boaters are also reminded of the dangers of drinking and boating. Along with decreasing the operator’s ability to make good judgments, the consumption of alcohol also negatively affects the ability of passengers to respond in the case of an emergency on the water. The effects of the sun, wind, waves and a boat’s motion in the water can add to an operator’s impairment. Intoxicated boaters can face both federal and state charges with penalties of up to one year in prison and up to $100,000 in fines.
• File a Float Plan with a friend: A float plan for a boater is similar to a flight plan for a pilot. It lists who is going, where you’re going, what the boat looks like, and when you expect to be back. Don’t file this with the Coast Guard; rather, share it with a friend who will be staying ashore, and instruct them what to do in the event that they don’t hear from you within a reasonable time of when you expect to return home. Visit http://floatplancentral.org/ for a complete plan along with instructions.
• Keep a sharp lookout for other boats, the weather, or anything that is unusual: The Coast Guard asks the public to be more aware of their surroundings, including carefully watching the weather, celebrating responsibly and understanding the hazards of boating under the influence of alcohol and misusing emergency flares as fireworks. Report any emergencies to local authorities by calling 911 or VHF-FM channel 16. Any suspicious activity that might involve terrorism should be reported to America’s Waterway Watch at 877-24-WATCH.
• Practice the 3 Cs – caution, courtesy, and common sense: Use caution, especially in close quarter maneuvering situations with other boats. In such situations, slow speeds are better. Be courteous to your fellow boaters, and use common sense. Don’t cut people off at the launch ramp, and never light fireworks from your boat!

By following these seven simple tips, you could save your life or the life of your passengers.

There are consequences when  interfering with a large ship in many of our narrow channels, especially in our busy port cities, such as New York City, Boston, Houston, Los Angeles and Seattle.

Every day, hundreds to thousands of ships larger than 65 feet in length, enter and depart our busy ports. These vessels include tankers, cruise ships, container ships and tug-barge combinations. All these vessels are constrained by their draft; and are unable to maneuver in the narrow range inside the narrow channels in and around our ports and harbors.

The “Rules of the Road”, the federal navigation rules provide for this event by giving these ships priority, or right-of-way, over smaller vessels when navigating in these narrow channels.

Many recreational boaters fail to realize the physics involved in stopping or maneuvering a large ship. The average recreational boat stops within a couple of boat lengths, even if they are traveling at maximum speed. However, it can take a large ship thousands of yards to stop.

An example would be if a water skier stopped 1,000 feet in front of a tug and barge. The skier would have less than one minute to get out of the way of the tug and barge, otherwise the skier would be run over.

The local boating public should be aware of the penalty provisions within U.S. Code, Title 33, Section 2072, that specify “Whoever operates a vessel in violation of the navigation rules is liable to a civil penalty of not more than $5,000 for each violation, for which penalty the vessel may be seized and the case shall be brought before the district court of the United States of any district within which the vessel may be found.”

Law of Gross Tonnage

The law, which is more common sense then explicitly written in the code, goes like this: “The heavier vessel always has the right-of-way.”

This is based on simple Newtonian physics. Newton’s first law talks about objects in motion stay in motion unless another force is acted upon it. In other words, if a boat is moving east at 5 mph and you were in the vacuum of space, it would never stop traveling east at 5 mph. However, we all know when we stop our engine on our boat, we slow down.

How long it takes to go from 5 mph to zero depends on wind, and current. Even if there was no wind or current, we’d still slow down, because the water itself provides friction upon the hull of the boat, and that in itself acts as a brake.

We have all observed that the bigger the object, the longer it takes to slow down. Newton’s second law of physics talks about how the amount of force required to move an object is inversely proportional to the mass of the object.

So, if a tug and barge were traveling down a narrow channel, and you stopped your boat 1,000 feet away, right in front of the tug and barge; and, if the master of the tug saw you immediately; and if the master of the tug immediately began to stop the tug and barge; you’d have less than one minute to move your vessel.

If you didn’t move your vessel in less than 60 small seconds, the tug and barge would just run right over you. It would be impossible for the master of the tug to stop, based of the collective mass of both the vessel and the barge, in 1,000 feet.

The law of gross tonnage is un-relenting. It is a fact of life. Another fact of life is that you should not depend on the master of the tug or any other large vessel is able to see you, either visually or on radar.

Radar and Visual Lookouts

Radar, lookouts and even VHF radio’s all work the same. They actually work on the same basic principles of physics. Yes, physics that subject most of us hated in high-school rears its ugly head, yet again!

Think about it? Have you ever looked for something, but couldn’t find it, and it was right under your nose? How bout walking with a small dog, and it disappears on you, because it is right under your feet, but you don’t see it, because you’re looking further a field, away from you.

This same principle is at work with radar, and your VHF radio. The radar antenna on a large boat is raised much higher over the water. This enables the ship to see farther out to sea. However, on the downside, it also gives a larger blind area.

The radar waves generated from the antenna are narrow beams of energy. A properly configured radar antenna won’t begin to come near the surface of the water until its maximum state range. So a 24-mile radar will scoot high above the surface for large distances before the waves will begin to pick-up objects that are close to the surface.

Recreational boats are close to the surface. So, even though you may be a quarter-mile away from a large vessel, the lookout, be it human, electronic or both, may never be able to see you.

Lessons Learned

So, to sum up today’s lesson in physics. Don’t play in front of large ships. They are bigger, they are dangerous, and they may never see you.

Oh, before I forget – never pass between a tug and its barge! That may be the last thing you will ever do! In fact, stay as far away from a tug and barge, or for that matter any large vessel.

Between a tug and barge you’ll find a hawser (a large diameter line or cable), which will surely decapitate the boat and its occupants, should you collide with it. And all large vessels have large propellers, and prop wash. The forces made by these props are enough to either swamp your boat, drag it into the prop or combinations thereof.

The following excellent and informative Boat Trailering Safety Tips are provided courtesy of MetLife and we highly recommend them to all our readers and customers.

Choose the proper trailer for your boat. More damage can be done to a boat by the stresses of road travel than by normal operation. A boat hull is designed to be supported evenly by water. When transported on a trailer, your boat should be supported structurally as evenly across the hull as possible. This will allow for even distribution of the weight of the hull, engine and equipment. It should be long enough to support the whole length of the hull but short enough to allow the lower unit of the boats engine to extend freely.

• Rollers and bolsters must be kept in good condition to prevent scratching and gouging of the hull.
• Tie-downs and lower unit supports must be adjusted properly to prevent the boat from bouncing on the trailer. The bow eye on the boat should be secured with either a rope, chain or turnbuckle in addition to the winch cable. Additional straps may be required across the beam of the boat.
• The capacity of the trailer should be greater than the combined weight of the boat, motor, and equipment. The tow vehicle must be capable of handling the weight of the trailer, boat, equipment, as well as the weight of the passengers and equipment which will be carried inside. This may require that the tow vehicle may need to be specially equipped with a(n):
  • Engine of adequate power.
  • Transmission designed for towing.
  • Larger cooling systems for the engine and transmission.
  • Heavy duty brakes.
  • Load bearing hitch attached to the frame, not the bumper. (Check your vehicle owner’s manual for specific information.)

Check Before You Go Out On The Highway

• The tow ball and coupler are the same size and bolts with washers are tightly secured. (The vibration of road travel can loosen them.)
• The coupler is completely over the ball and the latching mechanism is locked.
• The trailer is loaded evenly from front to rear as well as side to side.

Too much weight on the hitch will cause the rear wheels of the tow vehicle to drag and may make steering more difficult.

Too much weight on the rear of the trailer will cause the trailer to “fishtail” and may reduce traction or even lift the rear wheels of the tow vehicle off the ground.

• The safety chains are attached crisscrossing under the coupler to the frame of the tow vehicle. If the ball were to break, the trailer would follow in a straight line and prevent the coupler from dragging on the road.

• The lights on the trailer function properly.
• Check the brakes. On a level parking area roll forward and apply the brakes several times at increasing speeds to determine a safe stopping distance.
• The side view mirrors are large enough to provide an unobstructed rear view on both sides of the vehicle.
• Check tires (including spare) and wheel bearings. Improper inflation may cause difficulty in steering. When trailer wheels are immersed in water (especially salt water), the bearings should be inspected and greased after each use.
• Make certain water from rain or cleaning has been removed from the boat. Water weighs approximately eight pounds per gallon and can add weight that will shift with the movement of the trailer.

Pre-Launching Preparations

For the courtesy of others and to prevent rushing, prepare your boat for launching away from the ramp.

• Check the boat to ensure no damage was caused by the trip.
• Raise the lower unit (remove supports) to proper height for launching so it will not hit bottom.
• Remove tie-downs and make sure the winch is properly attached to the bow eye and locked in position.
• Put the drain plug in securely.
• Disconnect the trailer lights to prevent shorting of electrical system or burning out a bulb.
• Attach a line to the bow and the stern of the boat so the boat cannot drift away after launching and it can be easily maneuvered to docking area.
• Visually inspect the launch ramp for hazards such as a steep drop off, slippery area and sharp objects.

When everything has been double checked, proceed slowly to the ramp remembering that your boat is just resting on the trailer and attached only at the bow. The ideal situation is to have one person in the boat and one observer at the water’s edge to help guide the driver of the tow vehicle.

Launching

• Keep the rear wheels of the tow vehicle out of the water. This will generally keep the exhaust pipes out of the water. If the exhaust pipes become immersed in the water, the engine may stall.
• Set the parking brake and place tire chocks behind rear wheels.
• Make sure someone else on shore is holding the lines attached to the boat.
• Lower the motor and prepare to start the engine (after running blowers and checking for fuel leaks).
• Start the boat motor and make sure water is passing through the engine cooling system.
• Release the winch and disconnect the winch line from the bow when the boat operator is ready.

At this point, the boat should be able to be launched with a light shove or by backing off the trailer under power. Finish loading your boat at a sufficient distance from the ramp so others may use it.

Retrieval

The steps for removing your boat from the water are basically the reverse of those taken to launch it. However, keep in mind certain conditions may exist during retrieval that did not exist during launching. As you approach the takeout ramp, take special care to note such factors as:

• Change in wind direction and/or velocity.
• Change in current and/or tide.
• Increase in boating traffic.
• Visibility, etc.

First, unload the boat at dock or mooring if possible. Next, maneuver the boat carefully to the submerged trailer and raise the lower unit of the engine. Then, winch the boat onto the trailer and secure it. Finally, drive the trailer with boat aboard carefully out of the ramp to a designated parking area for cleanup, reloading, and an equipment safety check. Practice will make launch and retrieval a simple procedure. The best advice is to retrieve your boat cautiously with safety as your main concern.

Storage

Since your boat may be sitting on its trailer for quite some time before it is used again, it is important to store it properly. To avoid damage from sun and weather, cover the boat with a tarp. To remove weight from the wheels, put cinderblocks or wood beams under the tongue and all four corners of the trailer frame.

Unlike open water or coastal navigation, rivers have a nearby shoreline all the time. Local lore often outweighs good piloting since the rivers beds and edges are constantly changing.

Most rivers have very easily identifiable marks and landmarks, so knowing where you are is not all that difficult. The big problem is avoiding hazards.

Problems:

Water Level changes quite often in rivers – spring waters are usually much higher while summer and fall waters become low. Also, in the spring you need to be aware of flooded areas and debris that runoff waters brings to the river.

The US Coast Guard maintains Aids to Navigation in most rivers. They use lights, buoys, daybeacons and ranges to keep you in deeper water.

Right and Left Banks of a River are designated as such by a downstream direction. So, left or port is determined by your downstream direction. Still facing the direction of the stream, the right side is the starboard side. The exception is the New York State Canal System where the sides are determined when you are heading west.

Mileage Markers are shown in many of the rivers and are very helpful in determining where you are. Unlike coastal navigation, usually the mile markers are in statute miles.

The big thing to watch for is Floating Debris. If you are traveling at high speed a lot of damage can be done when you hit a floating refrigerator (and it has happened).

Generally, when a River Bends, the outside of the bend is usually deeper water, while the inside of the turn will be shallower water.

In 2002, the Coast Guard reported 124 collisions with submerged objects, causing 27 injuries and four deaths and an estimated $954,582 in property damage.

Furthermore, the Coast Guard statistics showed that 58% of those collisions occurred in boats between 16 feet and 26 feet in length.

Sixty-one percent (61%) of all boats in these types of collisions were deemed “open boats”. An “open boat” is defined as a “ Craft of open construction specifically built for operating with a motor, including boats canopied or fitted with temporary partial shelters.”

To clarify, let us look at the other major participant in collisions with submerged objects, garnering the dubious score of 23% of all collisions. These boats were classified as “cabin motorboats”. Cabin motorboats are “Motorboats with a cabin, which can be completely closed by means of doors or hatches. Large motorboats with cabins, even though referred to as yachts, are considered to be cabin motorboats.”

Open water doesn’t mean unobstructed water

There is a falsity in our collective understanding of what open water is, and is not.

Open water or blue water, is not readily defined in the major boating texts (Dutton, Chapman’s). However, the collective broad understanding of these terms mean that when one is in open or blue water they are “off-shore” and in deep-water.

Coastal waters are near-shore and considered to have shallows and as such are to be obstructed. In many coastal waters, draft is a major concern, and thus boaters pay just little more consideration to where they are operating, hopefully.

But are open waters really open? The answer is clear. NO! Blue water is cluttered. It has a wide array of debris floating both on the surface, as well as partially or fully submerged. Logs, lumber, plastics, and containers (from 10 feet long to over 40 feet in length) are just some of the items floating about on the great blue ocean. By the way logs, lumber, and plastics also float about in coastal waters as well!

If this is the case, then it behooves all boaters to be extremely wary of our waters. Traveling at high speed and connecting with a submerged object is akin to riding your bicycle and hitting a rock. The bicycle bounces, and more times than not, you end up fall off. When your boat hits an object, depending on its mass, your boat can react in one of several ways.

Newton’ First Law of Motion: An object at rest will remain at rest and an object in motion will remain in motion at a constant velocity unless acted upon by another force.

First and foremost the boat will decelerate quickly. This will cause all passengers and object that are not tied down to continue in the direction they were traveling, at the same velocity. These people and objects will then either make brute force contact with parts of the boat, the other objects or sail right over the boat, ending up in the water.

Secondly, the boat may itself become airborne. There is no way to predict how your boat may react to being airborne, but it’s quite possible that it could invert; landing upside down and automatically capsizes.

Thirdly, and needless to say, not the last possibility is that the boat will just sink, quite possible as fast as the Titanic.

The Coast Guard advises the boating public that your safest and best source for calling for help is your marine VHF radio. The reasons are many, but high up on the list is the possibility of other boaters hearing your distress call and responding and/or assisting in getting help. No one, with the exception of the party you called can hear a cell phone conversation!

Many boaters on the water really have no clue as to what all the marks and buoys out there really mean. And those are the ones that get in trouble.

As a basic, remember the “Three R’s.” And they are not from the old school days of reading, ‘ritin’, and ‘rithmatic. No, The 3 R’s are “Red Right Returning.”

This means when coming back to port you should keep the red marks to the starboard (right) side of the boat and the green marks to port (left) side of the boat. That will keep you in the channel.

Obviously, when heading out to sea, the opposite would be true. (Note of caution: if you are entering a channel in certain foreign, non-USA countries, the opposite rules may be in effect).

Some may ask, “What if you cannot see the color of the marks?” Well, the red day marks are triangles and the red buoys are nun buoys (tapered from wide to narrow at the top), while the green day marks are square and the green buoys are cans (square shaped). So, even if you cannot tell the color, you should be able to tell by the shape.

Here is a tricky one, though. Suppose you are traveling on the IntraCoastal Waterway and you are neither leaving nor entering port.

The answer is to keep the “Green to Seaward.” For example, if you are traveling from Miami to Jacksonville, Florida you would keep the Green Marks to the starboard side (right) and the Red Marks to the port side (left), or “Green to Seaward.”