RedactedNarrative: On 05/30/2020 at approximately 1540 hours Sgt. and I, OFC. of the Maryland Natural Resources Police were on marked vessel patrol on NRP vessel 765 in the area of the Ocean City/ Atlantic Ocean Inlet in Ocean City, Worcester County, Maryland. While on patrol, Cpl. of the Maryland Natural Resources Police advised all underway units of a vessel accident in the Assawoman Bay near the Hammocks that Ocean City Fire Department was responding to. Cpl. stated it was Personal Water Craft with multiple patients in the water. 
  
  Sgt. and I activated our vessel’s emergency blue light and responded to that location along with NRP vessel 858. While en route, Cpl. advised of reports coming in stating the victims were still in the water and were unresponsive. While underway in the Assawoman Bay, both units were flagged down by subjects on a light blue vessel with a PWC directly behind it’s stern. 
  
  Upon arrival, NRP vessel 858 maneuvered to the light blue vessel’s starboard side and Sgt. went aboard that vessel. Sgt. took over vessel operations from me and I climbed aboard the light blue vessel. It was confirmed at that time the light blue vessel had both victims that were in the water in their vessel. Sgt. advised me one of the victims was laying in the back of the vessel and had a “prop strike.” 
  
  A few occupants of the blue vessel were in the back and trying to comfort the injured girl. Sgt. and I agreed that we wouldn’t try to transfer the injured patient to our patrol vessel but instead take command of the light blue vessel and responded to Blue Heron Court to meet Ocean City Fire and EMS. Sgt. took control of the light blue vessel and we started heading towards Ocean City to meet with EMS. The vessel displayed Maryland registration “MD 2848 CT.”  
  
  While underway, I asked some of the occupants to stop what they were doing and to give me some room so I could assess the victim’s injuries. I told one of the male subjects on the vessel that was in the back holding the victim’s head up to get behind her on the deck of the vessel, hold her head still, and support her neck. I did this because I wasn’t sure of the extent of injuries to her head, neck, or spine. The victim was conscious, alert, breathing, and complaining of pain in her left leg. 
  
  The victim’s left leg was wrapped in a towel, which I removed and discovered multiple lacerations, recognizable through my training, knowledge, and experience as definitive lacerations from an outboard motor’s propeller strikes. 
  
  The lacerations started at her upper thigh and continued down the length of her leg to her foot. I observed the victim’s upper thigh was extremely swollen and discolored indicating internal bleeding inside of the leg. There was also copious amounts of blood on the deck of the vessel where the victim was laying. I immediately removed the tourniquet I carry on my duty equipment belt and applied it to the victim’s upper thigh above the highest laceration. 
  
  After applying the tourniquet, I advised DNR communications center of the time it was applied and I reassessed the victim’s leg and saw that the hemorrhaging was slowing down. I was able to identify that there were also multiple broken bones in the victim’s leg and foot due to visual observation and physical assessments. 
  
  I had the victim continue to make conversation with me to prevent her from losing consciousness. The victim was extremely pale and starting to exhibit signs of shock. With the amount of blood loss, broken bones, internal bleeding, and lacerations down to the bone the victim needed medical treatment immediately. 
  
  While en route to Blue Heron Court I attempted to obtain some information from Operator2 on what happened or if he saw anything. Operator2 stated the PWC turned in front of his vessel and he attempted to avoid the collision but was unable to do so. 
  
  I asked Operator2 who was operating the light blue vessel and he stated he was driving it. I asked Operator2 if he owned the vessel and he stated he did. While speaking with Operator2, I detected an overwhelming odor of an alcoholic beverage coming from his direction while he spoke. I was approximately 3-4 feet away from Operator2 while he spoke. I also observed Operator2’s eye were bloodshot and glassy. 
  
  After speaking with Operator2, Sgt. advised we were getting close to the bulkhead on Blue Heron Court. I told Operator2 to stay with the victim while I assisted Sgt. with securing the vessel to the bulkhead.  Once the vessel was secured to the bulkhead on Blue Heron Court, Ocean City EMS arrived on scene and I was able to transfer patient care to them. 
  
  Cpl. arrived on scene and stated Maryland State Police Aviation Command was en route to transport the victim to a nearby trauma center. After a few moments of patient care, Ocean City EMS personnel were able to remove the victim from the vessel and transport her via ground unit to the nearby Maryland State Police Aviation Command Helicopter. EMS crews also provided treatment to the juvenile operator of the PWC and transported her to Peninsula Regional Medical Center for treatment for minor injuries. The juvenile’s operator’s father was on location on a different PWC. 
  
  The damaged PWC was towed into the same location on Blue Heron Court by OFC. The registration of the PWC was noted as “MD 9947 DB.”  At that time, I made contact with Operator2 to ascertain the events that happened in a calmer environment, from when we were underway on his vessel. I requested Operator2 provide me with his driver’s license before he disembarked from his vessel. Operator2’s license was located in a waterproof case and he appeared to have slight difficulty finding and getting his driver’s license out of the case. 
  
  Operator2 disembarked his vessel and we stepped away from his vessel and the other occupants of the vessel. I noticed Operator2 wasn’t wearing any footwear so I offered for him to grab his footwear but he declined the offer. While speaking with Operator2 away from the vessel and the other occupants, I detected a strong odor of an alcoholic beverage coming from his breath and person. Operator2’s eyes were still bloodshot and glassy. 
  
  Operator2 said he was operating his vessel in the Assawoman Bay when he observed a PWC in his direction of travel. Operator2 stated he made a correction in his heading to his port side and the PWC made the same correction to it’s port side. 
  
  Operator2 said after the corrections were made, he thought there was plenty of space between the two vessels to pass each other. Operator2 said the PWC then made a quick turn followed by another quick turn into the travel path of his vessel. 
  
  Operator2 stated he tried to miss striking the PWC but was unable to avoid the collision. Operator2 stated his vessel hit the PWC on it’s port side. The odor of the alcoholic beverage was still present the entire time I was speaking to Operator2.  
  
  I asked Operator2 how many alcoholic drinks he had that day and he stated he had “Six Natural Lights.” I asked Operator2 how long of a time period he had those drinks and he stated “3-4 hours.” I explained to Operator2 that due to my observations and the information obtained during my initial investigation of the vessel accident, I was going to be conducting Standardized Field Sobriety Tests.  
  
  I escorted Operator2 to the roadway on Blue Heron Court where we would conduct the SFSTs. I asked Operator2 all of the pertinent pre-screening questions. Operator2 stated he wasn’t on any prescription medication, he had no medical conditions that would prevent him from standing still, walking a short distancing, or balancing on one leg for a short amount of time. Operator2 stated he had corrective lenses and was currently wearing contact lenses. Operator2 stated he wasn’t blind in either eye. I also asked Operator2 if he was ok and if he needed medical treatment, which he replied n no.