InTheBite

Coast Guard Look To Improve 911 System For Boaters

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SPRINGFIELD, Va., Dec. 31, 2018 – A sign of the times, the U.S. Coast Guard reports that it’s common for recreational boaters today to use cellphones to call during a boating emergency. While Boat Owners Association of The United States urges every vessel to have a working VHF radio with DSC (digital selective calling), the nation’s recreational boating advocacy, services and safety group also recognizes that cellphones are firmly embedded in boaters’ lives. But what happens when a boater tries to call 911 for emergency or routine on water assistance? Will the call go to the closest, most relevant rescue agency for a swift response?

Unfortunately that’s not always the case. But a provision in the recently passed Frank LoBiondo Coast Guard Authorization of Act of 2018 aims to improve reliability of the 911 system when recreational boaters need emergency help. In an effort to ensure timely dispatch of the closest potential rescue asset or on-water assistance provider, the Act requires the U.S. Coast Guard to review its policies and procedures to “formulate a national maritime Public Safety Answering Points (PSAP) policy.” There are more than 6,000 PSAPs in the U.S. – local 24/7 call centers with trained dispatchers that receive 911 emergency telephone calls and route them to the proper emergency service.

“This effort will help minimize the possibility of maritime calls being improperly routed and to assure the U.S. Coast Guard is able to effectively carry out its maritime search-and-rescue mission,” said Tina Cardone, executive director of the Conference of Professional Operators for Response Towing (C-PORT). C-PORT members, made up of on-water towing industry companies from across the country, contributed to the legislative effort. This included TowBoatUS Mystic owner Capt. Jeff Dziedzic.

“This was a grass-roots effort by many and took years of working with U.S. Coast Guard and elected officials,” said Capt. Dziedzic. “We care about this because of our occasional role in responding to life-threating events as good Samaritans, as well as answering calls for more routine requests for assistance.”

In a video recently captured from the floor of the U.S. House of Representatives, Rep. Joe Courtney (D-Conn.), Capt. Dziedzic’s local congressman, thanked the captain for bringing the issue to his attention.

BoatUS also thanks the leadership of Sen. Ben Nelson (D-Neb.) and Reps. Lee Zeldin (R-N.Y.), Paul Mitchell (R-Mich.) and Elizabeth Esty (D-Conn.).

Additional TowBoatUS C-PORT members joining the effort included Capt. Chad Noetzel, TowBoatUS Port Huron, Michigan; Capt. Terry Hill, TowBoatUS Potomac, Virginia, Capt. Richard Paul, TowBoatUS Cape Coral, Florida; and Capt. Chris Shaffner, TowBoatUS Palm Beach, Florida.

A Captain’s Medical Guide

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by Dr. David M. “Doc” Conkle

All of us that fish offshore should be prepared to initiate treatment of acute injuries and medical emergencies. The boat should have a first aid manual, basic medical supplies and a crew member that has working knowledge to treat medical problems and administer CPR. Basic supplies should include: sterile bandage material (gauze, steri-strips, band aids, surgical tape), ace wraps, sterile gloves, a tourniquet, malleable splints, and a pin cutter. Medications include: an Epi pen, aspirin, ibuprofen, Tylenol, meclizine, transdermal patches, antiseptic solution, and Benadryl. A portable defibrillator should be considered on travelling boats and for those that spend extended periods offshore.

Injuries

The most prevalent injuries that can occur involve the hands, legs and arms. The treatment of hook injuries depend upon the location of the barb. If buried, the hook should be stabilized, ice applied and medical help sought. If the barb is outside of the skin or can be advanced outside of the skin, the shank can be cut with pin cutters and the hook removed. The wound should then be washed with antiseptic solution, and wrapped with a sterile bandage. Ice should be applied and medical help sought.

A 12/0 to the top of the foot is never fun. Photo courtesy Mike Garofalo.

For puncture wounds involving a hook, old fillet knife or other potentially rusted metal object, you may consider getting a tetanus shot. Most everyone gets a tetanus shot when they are vaccinated as children. While recommendations on frequency of tetanus booster shots vary, a good rule of thumb is every ten years or so. The doctor who exams your wound or removes the hook may prescribe a tetanus shot if he deems it necessary. If you remove a rusty hook and do not seek medical attention, while there hasn’t been a case of tetanus in the US for many years, consider the date of your last tetanus shot.

Lacerations should be cared for by controlling the bleeding with pressure (sterile gauze and an ace bandage) or a tourniquet. If you use a tourniquet, it should be removed as soon as bleeding is controlled. The wound should then be flooded with antiseptic solution. If the wound is gaping, steri-strips should be used to reapproximate (close) and then the wound should be dressed with a sterile bandage. If the wound is significant, the person should be taken to the emergency room for closure.

Derek Escalera caught a 40-pound dolphin that introduced the hook to his foot — but he stayed out fishing!

Photo courtesy of Derek Escalera.

Fish bites (not the appetizer, but what happens when you get bitten by a fish) should be washed with bleach and antiseptic solution and covered in a sterile bandage. An ice pack should then be applied. Serious fish bites should be evaluated by a doctor. Sting ray injuries usually involve a barb injury to the heel area. The barb should be left as found. Apply antiseptic solution, a sterile bandage and an ice pack to the injury site. The person should be taken to the emergency room for further evaluation and treatment.

Infections usually occur in a fisherman’s hand. They are best treated by prevention. A 50/50 bleach to fresh water solution kept in a five gallon bucket should be used by crew to wash their hands, knives and tools after handling bait and fish. Bleach will kill all bacteria. If infection does occur, seek medical evaluation. How can you spot the onset of an infection? Symptoms such as redness, skin being hot to the touch, swelling and tenderness might indicate a potential infection. An infection should be treated with antibiotics, which will be prescribed by a doctor if necessary.

Mate Andy Hollen’s hand after a 20-hour fight with the 3rd place blue marlin at Poco Bueno.

Nick Rizopoulos’ left foot with an infection caused by a dropped rod butt.

Puncture wounds should be treated with antiseptic solution, a sterile dressing and an ice pack to keep swelling down. If a crew member is impaled with a bill, he should be evacuated to the hospital with the bill left as found (if the bill breaks off, do not remove it). If the bill strikes a person but does not break off, treat the wound as you would a puncture wound. Bill rash should be treated as you would a fish bite.

Sprains or suspected fractures should be stabilized with an ace bandage or malleable splint. Apply ice and seek medical attention. Ibuprofen and Tylenol together work well for pain.

A perfectly timed redfish attack illustrates the many dangers of fishing. Photo courtesy Jason Buck Photography

Illnesses and Serious Health Conditions

Medical illnesses and emergencies can occur offshore. Seasickness is the most common malady that can ruin the day for a fisherman. In a susceptible person, seasickness is best treated the night before with a transdermal patch. If symptoms occur after you are underway – fresh air (keep the person from staying in the cabin), eyes on the horizon and meclizine (a motion sickness drug) are the first line of defense. If nausea and vomiting occur, the person should be returned to the bank. The smell of pine trees cures seasickness. Vomiting is serious when it becomes frequent. These people should be returned to shore as quickly as possible.

Overheating is the first symptom of heat stroke. This is best treated with prevention – appropriate clothing and hydration with nonalcoholic and noncaffeinated fluids. Alcohol and caffeine cause dehydration which contributes to heat stroke. Heat stroke can be difficult to diagnose, but if someone is sweating heavily and begins to act strangely they need to be cooled down as quickly as possible. The person should drink cold fluids (avoid beer and caffeine) and get out of the heat. Move into air conditioning if possible and apply ice packs to neck, beneath arms and the groin area (that is where the major arteries carry blood to the legs). You may also apply cold towels to the neck and head.

Mac Robinson waiting for a doctor at the Green Turtle Cay Clinic in the Bahamas. This photo seems to show two people who find humor here…Mac is not one of them. (see his right arm).

Cardiovascular events are unusual but can occur. They require prompt recognition, treatment and rapid evacuation to an emergency room. If a person experiences the acute onset of chest pain, sweating, pallor (losing color in someone’s face) and nausea, treatment for a potential heart attack should be initiated. He or she should be given two aspirin pills to chew (so that it enters the blood stream faster) and swallow with a sip of water. The person should then placed at rest with his or her feet elevated and monitored continuously. Evacuation should be started immediately. If the person loses consciousness and pulse, CPR should be started immediately and defibrillator attached if available. The defibrillator’s artificial intelligence will talk you through the defibrillation.

A stroke is another event that demands early recognition and prompt evacuation. The acronym FAST is used for diagnosis. F- facial drooping, A- arm weakness, S- slurred speech, T- Time is of the essence. The quicker the person can get to the emergency room, the better the chance is for recovery.

A USCG helicopter crew can be the difference between life and death in the event of an emergency offshore. Photo courtesy of United States Coast Guard

The care of diabetic problems should start by knowing if anyone on board is a diabetic. These people should be well versed in the care of their chronic disease – if not, they should stay on shore. If someone with diabetes travels offshore he or she should do so with medication and a glucometer. Diabetes requires the management of blood sugar to avoid potentially fatal episodes. How do you recognize a potential problem in one of your diabetic boat guests? What should you do?

The symptoms of low blood sugar include: nervousness/anxiety, weakness, trembling, sweating, rapid heart rate and decreasing consciousness. The treatment is checking one’s blood sugar. If it is less than 70 mg/dL, treat with sugar – hard candy, sugar water or sugary soft drinks. The symptoms of high blood sugar (ketoacidosis) are: excessive thirst/urination, fatigue, nausea and vomiting, hot, flushed skin, and drowsiness leading to sleep. The treatment is to check one’s blood sugar. If it’s over 300 ml/dL with the above symptoms the person needs to be evacuated ASAP and fluids need to be pushed (drink lots of non-sugar drinks – Gatorade or water).

An allergic reaction can range from swelling and itching of the skin to anaphylactic shock. If a person experiences a minor allergic reaction he or she should be treated with Benadryl and ice packs. If the patient begins to experience significant facial swelling and or difficulty breathing, he or she needs to be injected with an Epi pen and transported to the emergency room as soon as possible.

A coast guard rescue swimmer prepares to deploy in response to a medical emergency aboard this trawler. Photo courtesy of United States Coast Guard

Conclusion

I hope this information will help you be better prepared to deal with the unexpected. Preparedness is the mainstay of every successful fishing trip. Best case scenario is that your boat includes all the necessary medical supplies, equipment and training and never needs to use any of it.

Navigation Notice– Intracoastal Waterway in South Carolina

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FISHING WIRE – SEPTEMBER 26, 2018

USCG Invokes Safety Zone for 70 Miles of ICW in South Carolina

The effects of flooding upriver and overall conditions on portions of the Atlantic Intracoastal Waterway (AICW) has prompted the USCG to invoke special regulations for vessels transiting between mile markers 415-345.

Some bridges remain inoperable, water levels have created reduced height allowances for some bridges, and there is increased potential for floating and submerged debris.

You are required to contact the USCG via VHF radio or telephone before entering the area described below. Please read the announcement and adhere to the regulation. Speed limits and other recommendations may be in place and will be enforced.

The Captain of the Port Charleston (COTP) has established a temporary safety zone on all waters of the Waccamaw River along the Intracoastal Waterway (AICW) from Winyah Bay to the Little River Swing Bridge (AICW statute mile marker 415 to 345), all waters of the Sampit River, all waters of the Great Pee Dee River from Winyah Bay northward to Pee Dee Game Management Area, and all waters of the Black River from its junction with the Great Pee Dee northward to U. S. Highway 701 Bridge.

This rule is effective from September 24, 2018, through October 19, 2018, or until waters recede and conditions allow for safe navigation, whichever occurs first.

To seek permission to enter the safety zone, contact the COTP or the COTP’s representative via VHF-FM channel 16, or through Coast Guard Sector Charleston’s Command Center at 843-740-7050.

54′ Sport Fisher Meets Oregon Inlet Bar

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Anatomy of a SAR Case: Beware the Bar

As seen in the Coast Guard Mid Atlantic

All is quiet on the pier at Coast Guard Station Oregon Inlet, where two steely boats bob and sway in the shadows. One of the two suddenly roars to life, deck lights blazing and radar antenna twirling.

Five orange-clad figures bustle around on the boat, popping in and out of the compartments, snapping on life jackets. When the boat is deemed ready, they huddle up on the back deck and discuss the plan for this early morning underway trip.

Their objective: conduct a bar report.

Every morning, approximately 30 minutes before sunrise, the station crew heads out to assess the conditions of the Oregon Inlet bar, a sandy shelf that lurks only about 5 feet underwater at the inlet’s entrance. The bar serves as a harsh welcome mat for boats entering the inlet; rushing water collides with the sand bar, rockets up to the ocean’s surface, then spikes in a turbulent pile of breaking waves.

Station Oregon Inlet crews monitor the conditions at the bar, relay the information to local mariners, and help boaters navigate the dangerous strip of whitecaps and waves. It is a recurring part of the crew’s routine; depending on the weather and boat traffic, they often conduct bar reports more than once a day.

At 6:34 a.m., the crew reaches the bar, pleased to see that conditions are considerably mild. Waves arc about 2 feet over the ocean’s surface before dipping back down, tugged along by a strong ebbing current. Winds skim the waves at 10 mph, tossing up a pleasant, 64-degree breeze.

The 2-foot breakers are a welcome sight to the crew, who have experienced upwards of 14-foot waves at the bar. Boat rides are often wild, stomach-dropping roller coaster rides in the inlet, but such is life at a Coast Guard surf station.

The crew hovers near the bar to watch the procession of recreational fishing boats parade by, most of them headed out for a day of angling at the Gulf Stream. They all glide easily through the small waves at the bar, and the Oregon Inlet crew starts entertaining thoughts of breakfast back at the station.

Until, that is, a 60-foot sport fisher crests the bar, then completely stalls.

A flip switches on in coxswain BM2 Travis Porter’s mind. His eyes scan the name stamped on the boat’s stern – Lor-A-Di – and he calls out to its crew on the radio, trying different frequencies. When they don’t respond, he approaches. The Coast Guard crew sidles up alongside the stalled boat, their 47-foot Motor Lifeboat looking quite stalwart beside the sleek, white Lor-A-Di.

Through a shouted conversation, BM2 Porter learns that the vessel’s engines have failed and that the Lor-A-Di is completely dead in the water.

For a brief moment, he observes the vessel crawling south, tugged along by the strong current. He glances at the waves, now building to heights of 4 feet, and makes the call: “Prepare the deck for a stern tow!”

The well-trained crew flies into action, coiling lines and rigging gear. Even SN Nathan Kapsar, now technically participating in his very first search and rescue case, moves without hesitation, unfurling the heavy towline. On Porter’s command, the MLB’s engineer, MK2 Mathieu Desautels, chucks a heaving line to a crewman waiting on the Lor-A-Di’s bow: success in one throw.

Station Oregon Inlet coxswains and crew members practice towing on a regular basis, and on this February morning, it shows. In a matter of minutes, Porter tows the Lor-A-Di over the bar and away from the breaking waves.

Once clear of the whitecaps, the Coast Guard crew detaches the tow and waits nearby while the boaters examine their vessel for damage and try to restart the engines. They rumble to life, but the Lor-A-Di’s captain reports a severe vibration in the propeller shafts. They need to head back to Wanchese Harbor, but they won’t be making the journey alone.

Porter and his crew focus on the new mission at hand: escorting the seven people aboard the Lor-A-Di back to their homeport.

Although it’s only about 10 miles to Wanchese Harbor, the going is slow and the trip takes over an hour. The Station Oregon Inlet crew sees the Lor-A-Di safely moored, then waits for another MLB crew to arrive and relieve them.

This second crew conducts a vessel inspection to check all of the mariners’ safety equipment. The inspection goes smoothly; this was only the Lor-A-Di’s second voyage, and the brand new sport fisher is well-equipped.

Meanwhile, Porter wheels the MLB around and points the bow southeast, where the sun now gleams over the waters of Oregon Inlet. They have already accomplished so much, and all of it before breakfast.

Later, when asked about this case and others like it, Station Oregon Inlet personnel revealed that this is a common occurrence in the area.

“I have been stationed at Oregon Inlet for four years and have been a part of about 50 cases,” said Porter. “The most common case we get here is towing disabled vessels. Oregon Inlet is beautiful, but is a very dynamic and challenging area for mariners.”

“The shoaling conditions change on a daily basis, which is another reason this area is so dangerous,” SN Kapsar added.

When the station crew responds to a disabled vessel, they often find that the culprit is none other than the Oregon Inlet bar.

“We see lots of capsizing, grounding, and damage on the bar,” said Senior Chief Petty Officer Mark Dilenge, the station’s officer in charge. “Even on a flat day, the amount of ocean water that flows in and out creates huge tidal effects, which can be super dangerous.”

On Sept. 16, 2017, a fishing boat capsized while crossing the bar, sending all five people aboard into the water. The Station Oregon Inlet crew rescued all five and brought them ashore.

Luckily, the crew is not only well-trained to tow vessels around and over the notorious bar, they are also well-equipped.

The 47-foot Motor Lifeboat is the workhorse on which station personnel rely to facilitate these missions, and rightfully so – the robust, aluminum boat is capable of handling much harsher conditions than those the crew experienced on Feb. 23.

In order to avoid being pulled to safety by a 47 MLB, the Station Oregon Inlet crew urges mariners to keep a constant eye on weather forecasts, heed the station’s bar reports, and take time to familiarize themselves with the Army Corps of Engineers’ depth surveys.

After properly outfitting their vessels and preparing themselves for every voyage, boaters should be able to fully enjoy Oregon Inlet and all its charms.

“I love the area,” said Kapsar. “I love how much history the Outer Banks have. The first Surfmen were here, and now I get to be a part of that history, protecting the same coastline they did.”

Sportfish Collides with 25-Foot Parker

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CG-MediumResponseBoat-560x314New LondonNEW YORK – Coast Guard crewmembers responded to a collision between two vessels near Watch Hill, Rhode Island, Tuesday, that resulted in the capsizing of one boat and the death of one mariner.

At 10:18 a.m., watchstanders at Coast Guard Sector Long Island Sound command center received a call reporting a vessel collision in Fishers Island Sound in which a 60-foot Viking yacht reportedly ran over a 25-foot Parker vessel, capsizing it.

Coast Guard Station New London diverted rescue crews aboard two 45-foot Response Boat-Medium vessels to the scene.

A good Samaritan maintained positive control of the mariner from the capsized vessel in the water until the Station New London crews arrived on scene at 10:46 a.m. With a paramedic from Watch Hill Fire Department aboard, the rescue crew recovered the unresponsive mariner from the capsized vessel.

The subject was taken to Stonington Town dock and transferred to a local Emergency Medical Service.

The capsized vessel was towed to Dodson’s Marina in Stonington, Connecticut.

Rescue crews included personnel from:

  • Coast Guard Station New London
  • Westerly Fire Department
  • New York State Police Marine Unit from Fisher’s Island
  • Connecticut Department of Energy and Environmental Protection


The name and information of the deceased mariner will not be released until next of kin notifications have been made.

The cause of the accident is currently under investigation.