Boating Principles 出海原則

The skipper’s word is law. When David Feng is in charge of a vessel, security is dialled up to absolute maximum, because you must be careful out there. At the same time, he wants those onboard to genuinely enjoy the trip.

But the law can’t breed a maritime dictatorship. David runs a “tight ship” for your safety, and for the safety of everyone else on the water. These rules are strict, but as you can tell, they make sense. As he would explain it himself (text in italics), here’s how David captains a vessel… and remember, these principles apply universally to all.

These rules are in addition to any required by prevailing national/international legislation.

在船隻上，船長有最高權力。馮琰作爲船隻船長時，將會執行最嚴格安全措施，以抵任何航海風險。同時，他希望所有乘客可擁有一個愉快的旅程。

然而，權力不可產生海上專制。馮琰以嚴格出海原則，保護船上及水上各位交通參與者性命與安全。即使這屬嚴格規定，但均以合理原則而制定。下面是馮琰作爲船長的出海原則，於世界各地全域執行。斜體文字均爲其本人描述制定規定的原因。

這些規則會在既有的國內/國際法基礎上予以實施。

► 100% always-on life vest policy. Any person onboard a vessel owned or captained by David Feng must wear a life jacket on land before boarding, and only return it on land when they intend to end the journey. Also, where a kill switch is provided, David puts it on the moment he steps to the helm — no exceptions. as per the newest safety guidelines.
Think of it as the seat belt rule — it’s there for your safety. Also, the reason it goes on dry land is it can get super slippery right as we head to the docks. One wrong move… so we try to mitigate any risks. The kill-switch is special; we don’t have one for cars, but if I “go over” the boat, the kill switch, cut, stops the boat immediately. Boats are different from cars: as long as the throttle is down, boats keep going until it runs out of fuel (but cars stop when they crash the clutch out of gear or slow down, ending up at close to 0 km/h).

► No piss, mate — we run a dry boat. Also, if it’s risky or illegal, it’s banned. You don’t get a second chance on water. David enforces an absolute zero-toierance and 100% no-carry policy for tobacco (including cigars or pipes), e-cigarettes, lighters, alcoholic drinks, drugs, inflammable or explosive items, and other contraband. He will actually check your bags to ensure they don’t have them. He himself self-enforces a no-alcohol policy for 36 hours before start for himself, and 18 hours before start for other key crew.
Anything that can make people act dangerous, disrespectful, harm their health, break the law, or (heaven forbid) blow up the boat is absolutely not going to be allowed. That’s a baseline safety rule — and nobody is allowed to break it.

► 100% ID policy for any journey on water which has a direct link other jurisdictions (or is shared), or access to the high seas. This ID document should be a passport, but must in any case be government-issued, have your photo on it, and mention your citizenship. From 01 Nov 2026, this can no longer be a Seaman’s Book. This applies even if we remain within one jurisdiction; we take no risks.
The land border is clearly marked with walls and barbed wires. You’ll know when you’re about to cross over. At sea, they don’t have that. If you head beyond the border, you’re in very serious trouble. Because the seas and some waterbodies head out to the border and beyond, we’ll have to play it safe — so ID can be asked for all.

► 100% 全員全程救生衣規定。凡屬身處由馮琰爲船長的任何船隻的任何人士，必須於登船之前，在陸地上穿上救生衣；俟屬結束旅程，則得於陸上除下。此外，若船隻設有引擎熄匙擎，他會在踏入駕駛台第一時刻即刻扣上而不設任何例外，此乃遵照最新安全指引。
你可將其當作安全帶規定 — 這是爲各位安全而設立。由於接近船隻區域地面可能溼滑，救生衣須於陸地扣上，以防止發生意外，並降低風險。引擎熄匙擎較爲特殊；這在汽車上並不設置，但若發生意外引致駕駛員落水，則可確保快艇即刻停止運行。船隻與汽車不同；只要船隻油門桿繼續按下，船隻將會繼續運行，直至耗盡油爲止（但汽車跳躍波檔或減速時，將會接近停止）。

► 一律運行無酒精船隻。攜帶物品若涉違法，一律禁止。因在海上，絕無「第二次機會」，因此對於攜帶物品將會執行嚴格管制。根據「零容忍」及「全面禁帶」規定，嚴厲禁止攜帶煙草（包括雪茄或是煙斗）、電子煙、打火機、酒精飲品、毒品、易燃易爆物品及其它違禁品。馮琰會親自檢查所有人的行李，以確保沒有任何違法物品。他會自行約束對自己於啟航前 36 小時嚴禁飲用酒精類飲料規定（對於重點行員則爲提前 18 小時禁止飲用酒精類飲品）。
任何可能引致任何人以危險、不尊重他人、危及其健康、致使違反法律，或（在最惡劣情況）引致船隻爆炸行爲，將會被堅決，全面禁止。這是基本原則 — 任何人均不准違反。

► 100% 身分證明文書檢查。凡進行之任何水上行程，若此程處於直接連接其它司法領域（或屬共享水域），或是可通往公海，均實施此規定。依據本規定，所有乘客應攜帶證件（建議攜帶護照），但任何證件必須由政府發出，載有本人相片，並列明國籍。由 2026 年 11 月 1 日起，恕不再接受海員證。即使我們全程留在單一司法領域內，此規定尚適用，以降低任何風險。
陸路國境會有圍牆，你可得知國境在何處；然而，在水上，並無這種明顯界碑。如你在水上越界，你會面臨非常嚴肅後果。由於部分水域直通境外，因此對於這些旅途，必須要求所有人攜帶證件。

🛥

Real name. Real ID.
Real relaxed runs.

真人真名真證件
出海遊玩真輕鬆

► 100% logging for any journey on water where he is captain/skipper, based on UTC and accounting for local time. This includes confirming and signing off on journeys. Additionally, for any journey which goes across national/territorial borders, David must bring along analogue navigation devices. At higher speeds, at least an extra authorised person must stand on watch to ensure navigational safety.
UTC (Zulu hour) is the norm globally — it’s better to stick with one time zone. We bring analogue devices such as compasses, charts, and sextants when we head across the border because you might be in the open oceans with no sight of land. What if your electronics give up the ghost? There’s actually a part of our planet where if you cruise in a straight line, you might basically never find land again. Expansive, but also scary. So we don’t take risks. Finally, if we go super fast, the risk of us hitting something increases. Two eyes are better than one!

► 100% 航程紀錄。凡馮琰爲船長者，均須依世界協調時 (並顧及本地時區) 紀錄航程全程，並進行簽署。有關任何國際跨境旅程，馮琰須自行配備非電子導航儀器。船隻運行於較高時速時，須再配備一員進行全面安全航行檢查。
我們依據國際慣例，實施以世界協調時 ±00:00 時區為準的紀錄。國界以外，或是一望無際的海洋，而如遇途中電子導航設備發生意外，如無非電子儀器，我們將面臨危險；地球上尚有一道綫，如你在此東西航行，可能基本上再也見不到陸地。由於有這種情況，因此對於跨境旅途，我們將會攜帶包括羅盤、紙本行程地圖、六分儀等非電子儀器，以防萬一。而最後，如我們明顯提速，爲免發生意外，我們將會要求另一位職員觀看前方，以進一步降低風險。

► Swiss-grade transport principles. “You may not endanger or encumber other traffic participants” is the established norm as per Swiss traffic rules, and this is the fundamental principle applied.
It really makes a lot of sense — if everyone was considerate, we’d have less crashes and less close-calls, and everyone would enjoy the water so much more.

► Pointing and calling. This is to be expected on any vessel David captains at launch, return, and in any circumstance meriting serious attention. This is used in moderation and as an assistive safety protocol; in emergencies, it is eschewed over immediate action (change of bearing or speed).
I’ll be frank — this came right from the over 500,000 km of train travel I’ve done in China. Indeed, this practice, originating from world-class railways in East Asia, has been scientifically shown to reduce 85% of all errors. I put my two fingers and point at something, and call it. It looks weird to the uninitiated, but if it really keeps us safe — and the science is very clear it does — I’ll do it.

► Safety, not “send it”. Whenever possible, speeds are increased or decreased slowly, just like on a good High Speed train. Before he sets off, he will ask all passengers to be seated, and to inform the vessel is about to be underway. The hull is never recklessly raised to chase thrills; its interaction at the water must be so that a safe speed and good visibility of the waters ahead can be assured.
The temptation to flatten the throttles and to “send it” (make it go from zero to maximum, super quick) and make the boat thunder at maximum velocity is a real temptation. But that’s a cowboy at the wheel, and it’s inconsiderate and downright scary. I don’t it this way. I also want to make sure everyone is aware we are moving because you will note when we move — make sure you’re aware, otherwise anything might happen, from you spilling your drink to falling down or being whacked against the wall by the laws of physics. That’s launch-shock, it’s real, and it can really hurt. Finally, we don’t lift the hull, or the front of the boat, up, unless we are absolutely aware what’s ahead of us — a safe boat is far better than a super-fast one.

► A desire to pilot a considerate vessel on the water. David holds speedboating licences and is familiar with the Colregs. He gives especially divers, sailboats, and others as needed as much space as possible. When he overtakes at speed, he prefers to keep as far away from the other vessel as possible, and pulls the throttle up a little, so to reduce wake. In restricted or controlled waters, he dips his speed to reduce the negative impact of any wake generated.
Speedboats can go super-fast and at times, almost feel out of control, when you think about it. We’re the power monsters on the water. We have to be kind and considerate to others less powerful — it makes sense that day. When I overtake you, I know a close-quarter overtake will generate powerful waves — and if you don’t steer clear, you could be in serious trouble. By keeping 300 metres away (or the maximum safe distance), I want to make sure that me overtaking you does not create huge waves, so both of us are safe, and I’m happy even slowing down by a bit to make sure the waves are under control.

► 瑞士級別交通安全準則。依瑞士交通法基本原則，「交通參與者不可危及或是阻礙他人」。這是行船中根本駕駛原則。
這個規定很講道理 — 如果每一位都更加顧及他人，會減少許多意外或風險，各位可以更好盡情享受水上康樂。

► 指差確認。馮琰將在其爲船長的船隻，全面在啟程、旅程結束，及遇值得注意情況時使用。作爲重要安全輔助措施，其使用次數將會適中；如遇緊急情況，則會直接改變方向或提速/降速。
坦白說，這是直接從鐵路「抄作業」，因我在中國搭乘鐵路列車逾 50 萬公里。這個來自東亞知名鐵路系統，依據科學驗證可減少 85% 錯誤或風險發生。我會採取雙手指指差呼稱。即使對一些人感覺陌生，但如果經科學查證實際有效 — 且正如此 — 我會採取這個措施。

► 安全第一，切勿「冒進」。他啟動速度將會是安全的，並陸續提速。爲保安全，在啟動之前，即會告知所有乘客，並陸續啟程。馮琰絕不為追求刺激而盲目抬高船體。船體與水面接觸須保持適航及穩定，以確保安全航速及前方海域的安全瞭望。
對於許多快艇駕駛者，將油門桿推到極限，刺激其極快達到極速，是許多船手夢寐以求的刺激與期待，但這種野蠻操作十分可怕，且不是我的行船原則。我也希望提前告訴各位我們即將啟航，因為船會動的，而如你未留意，輕是飲料灑身上，重則是倒地上甚至於撞擊牆體，十分可怕。最後，除非我們完全確定船前方運行情況，否則我們不絕不會胡亂抬高船體，因為安全的船遠好於「尋刺激」的船。

► 作爲海上有愛心船隻的願望。由於馮琰持快艇牌照，因此他熟悉國際防碰撞規則 (Colregs)。他會特意地爲潛水船及其人士、帆船，及有需求其它海上交通參與者更多空間，以保安全。當他在正常速度超越前船時，他會與船隻保持更大距離，以減少波浪引致之不安。在管制水域中，他會主動減速，以最大程度減少波浪引致之不安或不利元素。
快艇速度可能超過常人察覺，有時甚至於在失控邊界。我們是水上的「猛獸」，所以必須善待其他人及船，這是最合理的。當我超船時，由於知道近距離超船將會引致大量波浪，如爲顧及則可能發生意外，因此我會提前 300 m 或在保持最大安全距離安全越過，而適度降低速度，防止因波浪而干擾別人。

🛥

SAIL WITH THE WATER
NEVER FIGHT IT
The water doesn’t give
second chances

與水同行
切勿抗拒
在水上，從無
「第二次機會」

► The Vegemite and Cappuccino penchant. David never starts a journey on the water without a Vegemite sandwich and always ends it with as big a serving of cappuccino as possible.

► 維吉麥 (Vegemite) 醬與咖啡。馮琰每一旅途有着份獨特「食品儀式」：於每次啟程前，必先品嚐一份維吉麥三文治；而於每段旅程告終之後，則定要以一杯分量最滿 Cappuccino 爲完美的旅程作結。