Sunday, September 9, 2012, I (CPO), was notified of a boat grounding without injuries on the Kaskaskia River.  I arrived about 7:20 pm and met the boat operator, at the New Athens Marina.
It was clear OPERATOR was upset, however he readily explained the accident which occurred during day-time about 5:45pm near river mile 27.  He stated he was unfamiliar with the Kaskaskia river and typically operates his boat in Missouri. OPERATOR and three children were boating in his 1983, 18 foot Rinker for several hours and were returning to New Athens Marina. OPERATOR was operating the boat upstream about 35 mph when the steering malfunctioned and he couldn''t turn right. (He stated there were previous steering issues, but he thought they were resolved.) He was unable to throttle back or turn the motor off before the boat struck the west bank and traveled onshore a considerable distance. (He showed me several camera-phone pictures.)  OPERATOR stated he turned off the still-running motor; checked the children (all were wearing PFD''s) and determined they were uninjured (minor scrapes/bruises). About this time he also called 911. He attempted to wave down two boats for assistance, but they only waved back and continued, so he lit a flare and waved it, resulting in a third boat stopping and transporting them to the marina. 
While I copied identification and boat data, OPERATOR requested I administer sobriety tests on him to remove any possible doubts. He said the only alcohol he consumed was a single beer around 3:00pm. I did not observe any impairment nor any indication that OPERATOR might be intoxicated or impaired, but I agreed to administer the tests. (About this time Sgt. arrived with our state jon-boat.)  I administered five different field sobriety tests to OPERATOR, all of which he passed.  I also administered a PBT (preliminary breath test) which showed a BAC of 0.00.  OPERATOR gave me a written statement and departed to eat supper.
Sgt. and I went to the accident scene and assessed the boat and surroundings. I took several photos which were of moderate quality due to darkness. We noted the throttle was completely forward and the motor (although jammed in dirt), responded to turns of the steering wheel in both directions. The boat was not factory equipped with an emergency engine cut-off switch, but had a dash key in an awkward location under the steering. A single empty Bud Light beer can was in a cooler, along with numerous water''s and childrens drinks. Four PFD''s on the floor consisted of two Type III childrens vests and two Type II adult vests, a large and a female extra large. Three additional Type III adult vests were in a bow compartment, but were dusty and had not been out of the compartment. There was no Type IV throwable PFD and the batteries were unsecured with unshielded terminals. We collected the valuables and returned them to OPERATOR who made arrangements to meet me the following day to remove the boat.
The next morning I took additional photos/measurements. The boat hit the bank at approximately a 23 degree angle, striking riprap rocks at and beyond the shoreline, (evidenced by fiberglass dust, strands and 3'''' pieces plus metal fragments and lower unit oil), which caused heavy damage to the hull and motor lower unit. The boat continued in a straight line up the bank before striking several small clumps of swamp privet at about 43 feet, which redirected the boat slightly back towards the river and tilted the port side considerably higher than the starboard side. The boat continued forward, striking an 8'''' diameter maple tree low on the trunk with the starboard bow, (damaging the bow at the gunwale), sliding up the trunk and simultaneously pushing the tree over to about a 45 degree angle which stopped the boat and returned it to a relatively level position. The boat traveled 75 feet total on land, stopping about 25 feet from the river''s edge ...

New Athens                    