This is a re-post, with some edits, from a 2006 piece that I wrote—

Recently (back in 2006) on the Milwaukee Sea Kayak list (MilwaukeeSeaKayak@yahoogroups.com) there was a posting with the subject line of “Paddling among yachties.”  A rather catchy title actually–the message concerned the visibility of kayakers to other boaters (larger and faster) and a suggestion by at least one person that kayakers be required to attach orange flags on the end of a wand to their kayaks—similar to those sometimes seen attached to bicycles. This is certainly not a new, or unique issue/problem, nor is the recommendation unique, and it has been debated in other locales as well.  The issue has been “addressed” in Chicago, as well as the lobster waters of the northeast, and I’m sure there are other places as well.

The message cited the following concern from a recent meeting of the Harbor Safety Committee:

“. . .that boaters could not see the kayakers when they were backing out of their slips and that kayakers take short cuts through the ‘wave boards’.”

There are a couple of issues here, at least as I view it.  One kayakers are not following the rules of the nautical road, and in some instances not using common sense.  The other issue is that non-kayaking boaters are either traveling at an unsafe speed and/or not paying attention.

How many sea kayakers actually know the rules of the nautical road?  Not that we need to know all of them, but there are some “primary” rules that we should know—and observe—and there are some rules that fall more into the “concepts” arena that we should also be familiar with.  Then there are some “rules” that are just plain ol’ common sense.

To read the “navigational rules of the road” go to the U.S. Coast Guard Navigation Center’s web site: http://www.navcen.uscg.gov/?pageName=navRulesContent.  Here you will find the rules, and if you’d like, you can download a copy. 

First of all, since sea kayaks are considered a “vessel” by the U.S. Coast Guard, the “Rules of the Nautical Road” do apply to us, and we need to be aware of them so that we’ll know what other, larger, vessels are likely (at least are supposed) to do.  For example:  What are the bigger vessels likely to do when approaching a channel marked by green buoy and a red buoy?  When returning from sea (open water) in U.S. and Canadian waters the rule is “red right returning.”  Therefore, when returning from sea, the larger vessels will keep the red buoys on their right, and the green buoys on their left.  And, the opposite is true when leaving port.  In other words, the buoys mark the traffic lanes and it’s safer for sea kayakers to stay out of these lanes. Personally, I like to keep the red buoys close on my left when returning from sea—larger boats then know what direction I’m traveling (going with the traffic) and I’m out of the channel, but still in deep enough water that I don’t have to worry about submerged rocks.

Secondly, every boater has the responsibility to take the appropriate action to avoid a collision with another.  Such action should be clear in the intent—that is, if the relative bearing between you and another vessel does not change you are on a collision course, and clear and deliberate action is to be taken to indicate a change in heading, thus avoiding the collision.

Then there’s the “prudential” rule . . . if it’s bigger than you stay, out of its way.  “What?” you say.  Yes, sea kayaks are human powered, unless they are being sailed in which case they become a sailboat (and must follow the appropriate rules for a sailboat of their length).  And, while some believe that human powered vessels (vessels under oar) have right-of-way over many other vessels, tonnage trumps right-of-way in my book.  Additionally, a sea kayak is more maneuverable than most larger vessels—we don’t require the draft (water depth) of larger vessels; we can turn on a dime, while larger vessels may take miles to turn.  Other things to consider are barges being towed have limited maneuverability, as do fishing boats with nets or lines out.  Just as I don’t demand the right of way when I’m driving, I don’t demand it when I’m paddling either.  Nor do I play “chicken” with other vessels, either of the head-on variety or the race across the channel version.  To many other vessels sea kayaks are merely speed bumps.

And, there’s common sense—for example:

•  Make yourself as visible as possible when paddling.

• Wear appropriately brightly colored clothing.
• Put reflective tape on your boat, paddle, and PFD.

• When paddling in a group, make the group more visible by making a tight POD (group).
  • If you must cross channels and shipping lanes do so at right angles and at the shortest possible point in order to limit your time in the channel or lane.
  • Use your VHF radio to communicate with other vessels as appropriate.
  • Monitor VHF channel 16 for “securite” information from other vessels.  For example, the Lake Express high-speed ferry broadcasts a “securite” notice in advance of its movement in or out of port—good information to have if you are paddling in the area of its dock or the south harbor entrance.  Same is true for other large vessels and tour boats that use the harbor.
  • Don’t “play” in harbor entrances; this includes practicing rescues and just hanging out.
  • Don’t cut under the docks, you can’t be seen by other boats, and you’re focused on moving through so you won’t be as observant of other boat traffic.
  • Don’t cut through moored or anchored boats.  Again, you aren’t as visible to other boat traffic.  Additionally, it is sometimes difficult to tell whether a boat is moored, anchored, or underway.

There are other points that could be added, but I think this should give you the idea.  Now let’s have some questions and make this interactive!

Be safe!

Posted: March 19th, 2013 under Safety, Sea Kayaking.
Comments: 3

As many of you have heard, a Waukegan Illinois man apparently drown off of Waukegan on Sunday, October 28, 2007. It has been reported that this was his first time out, having just purchased the kayak the week before. Walter Doroba was last seen around 3:30 p.m. on Sunday afternoon by another (power) boater. Some time later (around 5:00 p.m.) the same boater saw Walter’s overturned kayak along with a “life jacket” (PFD) floating in the water and notified authorities.

The weather was nice on Sunday, with the air temperature at Chicago’s O’Hara airport reporting a high of 56° F at 1454, with SW winds at 13, gusting to 16 mph. The water temperature on Lake Michigan, in these parts is running in the low 50’s. Waves were forecasted to be in the 1 to 2 foot range on Sunday.

For the prepared and experienced open water kayaker the conditions were benign to say the least. However, for the unprepared and inexperienced, the conditions were deadly!

When submerged in water, we lose heat 25 to 35 times faster than when not in the water. With water temperatures in the 50 to 60 degree range, it is estimated that a person becomes exhausted, or unconsciousness in 1 to 2 hours, with an expected survival time of 1 to 6 hours. In 40 to 50 degree water the exhaustion or unconsciousness comes in 0.5 to 1 hour, and the expected survival time drops to 1 to 3 hours. (There are a lot of variables, but these times are for someone not in “protective” clothing, i.e., wetsuit, drysuit, etc.)

Ironically, the December issue of Sea Kayaker Magazine arrived last week, and contains the story of the death of an experienced (20+ years) kayaker, in circumstances not too terribly different than Doroba’s.

We know the most about the death of Len Goodman, thanks to the article in Sea Kayaker Magazine. Len, 76 years of age, was the president of the California Kayak Friends (CKF), which is an organization of approximately 200 members in southern California. Len is described in the article as being a “conservative paddler” who often “preached” safety. Running late to a group paddle, Len called one of the group’s members and told him not to wait for him, that he would divert from the planned paddle and do a solo one instead.

The weather was warm and sunny, the winds calm in the early morning, but the Santa Ana winds picked up around 9:00 a.m. and brought strong offshore winds in the 20 to 30 kts range, with gusts of 35 to 40 kts. At some point, Len capsized. His only means of recovery was a paddle float reentry as he didn’t have a roll, nor did he have a reentry and roll. His overturned kayak was found about 3.5 miles offshore, with the paddle float inflated on the paddle, and the paddle attached to the kayak. The vessel finding Len’s kayak radioed the Coast Guard and enroute to the scene they found Len floating in the water about 2.5 miles from shore. CPR was performed as the Coast Guard rushed to shore to hand Len over to the EMTs waiting to transport to the hospital. Upon arrival at the hospital Len’s core temperature was 80°F. Continuing CPR, the hospital staff began rewarming him and after 2 hours his core temperature was recorded at 88°F, but still no cardiac activity. The official cause of death was drowning, and the time was listed as being between 9:00 a.m. and 1:00 p.m.

Although the group that Len paddled with practiced rescues and rolls frequently, Len usually didn’t participate because he chilled easily. Len had taken a class three years earlier that involved a lot of rescue work. At the conclusion of that class, the instructor counseled Len on not paddling alone or in rough conditions until he improved his self rescue abilities. Additionally, Len was advised to get a properly fitting wetsuit (his was too loose and allowed the flushing of water between the suit and the skin). (When I sold wetsuits, people would always complain that they were too tight and wanted the next size – or 2 sizes larger. I’d tell them that if they didn’t feel it, it wouldn’t do them much good.)

Len’s VHF radio had stopped working quite some time ago, and he had not replaced it yet.

Lot’s of lessons to be learned from both of these tragic events.

While Len had lots of experience kayaking, and Walter had little to none (I don’t know if he had ever been in a kayak, or had formal instruction before, just that this was a new kayak), Len didn’t have, and Walter apparently didn’t either, the necessary recovery skills to paddle alone on open water.

Reliable, in good working order, signaling devices are necessary when things do go wrong. There is a high probability that both Len and Walter would have been successfully rescued if they had a VHF radio available to call for assistance. Not to mention flares, smoke, and other signaling devices. I NEVER go on open water without my VHF radio. Regardless of where I’m paddling, I always have my flares (6 of them) with me, along with a strobe (secured to the shoulder of my PFD), signaling mirror and whistle (granted the whistle isn’t much good unless someone is really close by, but it is louder than I can yell). The VHF radio, flares, mirror and whistle are all on my PFD. And, I usually carry my cell phone in a waterproof container in my day hatch, not that I think it will be all that effective while actually in the water.

I always wear my PFD and have it properly secured/tightened. Walter’s was found with his kayak, either he wasn’t wearing it, or he slipped out of it because it was not properly secured, something many people do in favor of a more “relaxed comfortable fit.” I recall one paddler telling me that he once thought he was going to slide right out of his PFD before he could get the straps tightened after capsizing in rather heavy conditions. Again, I NEVER paddle without my PFD on, and I consider myself to be a decent swimmer.

Lastly, I always dress for immersion. I ignore the “rules” that I’ve heard some say, e.g., “if the air + water temperatures are greater than 120 degrees, you’ll be ok without protective clothing.” Think about that, how often do we have 50 degree water and 70 degree air temperatures? Would you want to take a swim without a wetsuit? Personally, I wouldn’t want to without a drysuit!

While I could go on, let me just say Practice, Practice, Practice!!!

Just as I’m posting this, I’ve received a posting from CASKA (Chicago Area Sea Kayak Association) that is on point, and merits passing on. Take a look at Safety Center and pass it on!

Posted: November 6th, 2007 under Safety.
Comments: 3