Requirements and Safety Tips for Recreational Boats (PFD's)

The Coast Guard sets minimum standards for recreational boats and associated safety equipment. To meet these standards some of the equipment must be Coast Guard approved. "Coast Guard Approved Equipment" meets Coast Guard specifications and regulations for performance, construction or materials.

All recreational boats must carry one wearable PFD (type I, II, III, or type V PFD) for each person aboard. A type V PFD provides performance of either a type I, II, or III PFD (as marked on its label) and must be used according to the label requirements. Any boat 16 feet and longer (except canoes and kayaks) must also carry one throwable PFD (type IV PFD).

PFD's must be:
1. Coast Guard approved
2. In good serviceable condition and
3. The appropriate size for the intended user

Accessibility:
1. Wearable PFDs must be readily accessible.
2. You must be able to put them on in a reasonable amount of time in an emergency (vessel sinking, on fire, etc.)
3. They should not be stowed in plastic bags, in locked or closed compartments or have other gear stowed on top of them.
4. Though not required, a PFD should be worn at all times when the vessel is underway. A wearable PFD can save your life, but only if you wear it.
5. Throwable devices must be immediately available for use.

Inflatable PFDs:
Inflatable PFDs may be more comfortable to wear. The best PFD is the one you will wear. Inflatable PFDs require the user to pay attention to the condition of the device. Inflatable PFDs must have a full cylinder and all status indicators on the inflator must be green, or the device is NOT serviceable, and does NOT satisfy the requirement to carry PFDs.
Coast Guard Approved Inflatable PFD's are authorized for use on recreational boats by person at least 16 years of age .

Child PFD Requirements:
On a vessel underway, children under 13 must wear an appropriate Coast Guard approved PFD, unless they are (1) Below decks, or (2) Within an enclosed cabin. Within the geographic boundaries of any State that has established a child PFD wear requirement, that State's requirement will be adopted.

Child PFD approvals are based on the child's weight. Check the "User Weight" on the label, or the approval statement that will read something like "Approved for use on recreational boats and uninspected commercial vessels not carrying passengers for hire, by persons weighing _Ibs." They can be marked less than 30, 30 to 50, less than 50, or 50 to 90.

PFD requirements for certain boating activities under state laws:
The Coast Guard recommends and many states require wearing PFD's such as
1. For water skiing and other towed activities (use a PFD marked for water skiing).
2. While operating personal watercraft (PWC) (use a PFD marked for water skiing or (PWC).
3. During white water boating activities.
4. While sailboarding (under Federal law, sail boards are not "boats). Check with your state boating safety rules.

Federal law does not require PFDs on racing shells, rowing sculls, racing canoes, and racing kayaks, state laws vary. Check with your state boating safety officials. If you are boating in an area under the jurisdiction of the Army Corps of Engineers, or a federal, state, or local park authority, other rules may apply.

There are three basic kinds of PFD flotation in five types of PFD's with the following characteristics:
"Inherently Buoyant" (primarily Foam)
1. The most reliable.
2. Adult, Youth, Child, and Infant sizes.
3. For swimmers and non-swimmers.
4. Wearable and throwable styles.
5. Some designed for water sports.

"Inflatable"
1. The most compact
2. Sizes only for adults
3. Only recommended for swimmers
4. Wearable styles only
5. Some with the best in water performance

"Hybrid" (Foam and Inflation)
1. Reliable
2. Adult, Youth, and Child sizes
3. For swimmers and non-swimmers
4. Wearable styles only
5. Some designed for water sports

Types of PFD's
A TYPE I PFD, or OFF-SHORE LIFE JACKET: This type provides the most buoyancy. It is effective for all waters where rescue may be delayed. It is designed to turn most unconscious wearers in the water to a face up position.

A TYPE II PFD, NEAR-SHORE BUOYANCY VEST: Is intended far calm, inland water or where there is a good chance of quick rescue. Inherently buoyant PFDs of this type will turn some unconscious wearers to a face up position in the water, but the turning is not as pronounced as a Type I.

A TYPE III PFD, FLOTATION AID: Is good far conscious users in calm, inland water, or where there is a good chance of quick rescue. It is designed so wearers can place themselves in a face up position in the water. The wearer may have to tilt their head back to avoid turning face down in the water. The Type III foam vest has the same minimum buoyancy as a Type II PFD. It comes in many styles, colors, and sizes and is generally the most comfortable type for continuous wear. Float coats, fishing vests, and vests designed with features suitable for various sports activities are examples of this type of PFD. This type inflatable turns as well as a Type II foam PFD.

A TYPE IV PFD, THROWABlE DEVICE: Is intended for calm, inland water with heavy boat traffic, where help is always present. It is designed to be thrown to a person in the water and grasped and held by the user until rescued. It is not designed to be worn. Type IV devices include buoyant cushions, ring buoys, and horseshoe buoys. There are no inflatable type IV devices.

A TYPE V PFD, SPECIAL USE DEVICE: Is intended for specific activities and may be carried instead of another PFD only if used according to the approval conditions on its label. A Type V PFD provides performance of either a Type I, II, or III PFD (as marked on its label). If the label says the PFD is "approved only when worn" the PFD must be worn, except for persons in enclosed spaces and used in accordance with the approval label, to meet carriage requirements. Some Type V devices provide significant hypothermia protection. Varieties include deck suits, work vests, board sailing vests, and vest with safety harness.

A TYPE V, INFLATABLE PFD WITH SAFETY HARNESS: Is approved as a Type V PFD because its use to prevent falls overboard presents several risks. The Coast Guard has not assessed potential for personal injury as a result of a fall. The safety harnesses are designed to be worn at the chest area, to reduce injury potential due to shock loads. The harness belt must always be worn at least 2 inches above the lowest rib measured from the bottom of the harness belt and adjusted to a tight personal fit. In case of capsizing, or sinking, the boat may take you down, resulting in death. DO NOT attach to boat unless being worn with tether of less than 6.5 feet in length and with quick-release-under-load hardware. U.S. COAST GUARD APPROVAL DOES NOT APPLY TO THIS HARNESS.

PFDs come in a variety of shapes, colors and materials. Some are made to be more rugged and lost longer while others are made to protect you from cold water. No matter which PFD you choose, be sure to get one that is right for you, your planned activities, and the water conditions you expect to encounter. Remember, spending a little time now can save you a lifetime later.

Select a properly sized PFD (Coast Guard Approved).
Try on the PFD to see if it fits comfortably snug. Insure all straps, zippers and ties are fastened.
Raise your arms over your head.
Have someone lift your PFD straight up by the shoulders. The PFD should stay in place. If the zipper touches your nose or almost comes off, the PFD is too loose.
Test your PFD in shallow water to see how it floats you.
Put on your PFD and insure that all straps, zippers, and ties are fastened. Tuck in any loose strap ends. Relax your body and let your head tilt back.
Make sure your PFD keeps your chin above water and you can breathe easily. If your mouth is not well above the water, get a new PFD or one with more buoyancy.

Child PFD
Check PFD label for proper weight range to match your child's weight. Note: While some children in the 30-50 pound weight range who can swim may like the extra freedom of movement that a Type III PFD provides, most children in this weight range, especially those who can't swim, should wear a Type II PFD. To check for a good fit, pick the child up by the shoulders of the PFD. If the PFD fits right, the child's chin and ears will not slip through. A child's PFD should be tested in the water immediately after purchase. Children panic when they fall into the water suddenly. They move their arms and legs violently and try to climb out of the water, making it hard to float safely in a PFD. A PFD will keep a child afloat, but may not keep a struggling child face up. That is why it is so important to teach children how to put on a PFD and to teach them to relax in the water.

Small Boats Crossing Coastal Bars

Coastal Bar Conditions
Tides (changes in water level) are caused mainly by the gravitational pull of the sun and moon. A flood tide is the tidal movement of water towards shore, and an ebb tide is the movement away from shore or downstream. Slack water is when there is no tidal movement. Tidal current is the flow of water. Tidal currents can have considerable velocities, especially during an ebb tide.

Coastal Bars
The most dangerous condition occurs when a swift ebb current meets heavy seas rolling in at a shallow river entrance (called a bar). At these coastal bars the water "piles up" and then "breaks". Even on calm days a swift ebb tide may create a bar condition that is to rough for small craft (any vessel under 65 feet). It is safest to transit from harbor to ocean only on slack water, flood tides, or then the sea state is calm. If you are inside the bar when rough conditions exist, stay inside. If you are trapped outside a rough bar on an ebb current, wait a few hours until the tide floods. Waves can build up around sand spits and shallow areas. These areas are dangerous and shoud be avoided. In a bar area, sea conditions can change fast and without warning.

Bar Restrictions
Federal statutes authorize the Coast Guard to terminate the use of recreational boats on coastal bars when unsafe boating conditions exits. Bar restrictions are activated when, in the judgment of the Coast Guard, conditions of wave height and surface current make boating unsafe. The Regulated Boating Area Warning Sign is a diamond-shaped white daymark with a orange reflective border and the words "Rough Bar" in black letters. Generally, two alternating quick flashing yellow lights are displayed when seas exceed 4 feet in height. Lights are usually extinguished when the sea conditions lay down, but this is no guarantee that the bar is safe. In general, jetties continue seaward for several yards past the visible end. By all means AVOID CROSSING OVER A SUBMERGED JETTY. Navigate with caution near jetties when wind and sea are setting you toward the jetty.

Range Markers
Front and rear range markers are rectangular-shaped dayboards either red, green, black, or white, with a contrasting colored center strip. (most range markers are KRB, red with a black center stripe.) For nighttime use most range markers are lighted. By steering a course which keeps the two range markers or their lights in line with one another, the you will remain within the approximate channel. Because entrance channels are constantly shifting, the range markers do not always mark best water. You should remain in the approximate channel by steering a course that keeps these range markers in line.

Seasonal Aids to Navigation
Due to severe weather conditions and reduced vessel traffic during the winter, numerous aids to navigation (lights, buoys, fog signals) are seasonally discontinued, withdrawn, or replaced by smaller aids. These changes occur at regular intervals each year. The approximate dates are contained in the most recent edition of the Light List. The actual dates may change due to adverse weather conditions. You can look at the Coast Guard's Local Notice to Mariners and listen to a Broadcast Notice to Mariners on the VHF radio.

Weather Warning Displays
1. Small Craft Advisory: Alerts mariners to sustained (more than two hours) weather or sea conditions, either present or forecast, that might be hazardous to small boats. If you should here of a Small Craft Advisory you can determine the reason by tuning your radios to the latest marine broadcasts. The decision as to the degree of hazard is left up to the you, based on his / her experience, and size and type of boat. The conditions for the Small Craft Advisory are usually 18 knots of wind (less than 18 knots in some dangerous waters) or hazardous wave conditions.

2. Gale Warning: To indicate winds within the range of 34 to 47 knots are forecast for the area.

3. Storm Warning: To indicate winds 48 knots and above are forecast for the area. If the winds are associated with a tropical cyclone (hurricane) the Storm warning display indicates that winds 64 knots and above are forecast for the area.

4. Hurricane Warning: Issued only in connection with a tropical cyclone (hurricane) to indicate that winds 64 knots and above are forecast for the area.

NOTE: A "HURRICANE WATCH" is an announcement issued by the National Weather Service via press, and radio and television broadcasts whenever a tropical storm or hurricane becomes a threat to a coastal area. The "Hurricane Watch" announcement is not a warning, it indicates that the hurricane is near enough that everyone in the area covered by the "Watch" should listen to their radios for advisories and be ready to take precautionary action in case “Hurricane Warnings” are issued. A SPECIAL MARINE WARNING BULLETIN is issued whenever a severe local storm or strong wind of brief duration is imminent and is not covered by existing warnings or advisories. Boaters will be able to receive these special warnings by keeping tuned to a NOAA or Coast Guard VHF-FM radio frequency and commercial radio stations that transmit marine weather information.

Engine Room Fire

The Story:
Recently, late one afternoon, a fire broke out onboard a foreign flag passenger vessel. Vessel crewmembers were in the process of testing fuel oil transfer lines in accordance with 33 CFR 156.170. These regulations require that transfer pipe systems be tested under a static liquid pressure of at least one and one-half times the maximum allowable working pressure.
The line being tested at the time of the fire was the diesel oil aft port station fill line. The line runs athwartships in the aft boiler room and is connected to the starboard filling station. On the starboard side of the vessel in the boiler room, the line is branched and valved forming two pipe runs. One run services a storage tank while the other leads forward and exits the boiler room.

An air line was connected to the port filling station and the valves at the starboard station, storage tank and forward run were secured. Air pressure was applied at approximately 5 bar, (75 psig). A leak was indicated by the fact that the pressure within the line was not increasing. The engineer performing the test began tracing the line back to the boiler room where he discovered a fire in progress.

Apparently, a small amount of diesel fuel remained in the line and the asbestos type gasket between the flanged surfaces had weakened over time. When the air pressure was applied, the diesel oil escaped and sprayed upon steam piping and the boiler drum. Once in contact with the hot surface, the fuel particles vaporized and ignited. The fire further ignited some paint, electrical wires of the boiler's combustion control, other lighting circuitry, and some insulation material.

When the fire was discovered, a coded alarm was sounded throughout the vessel. This alarm summoned the professional fire team who then fought the fire from above while a team of engineroom personnel fought it from below. Using carbon dioxide and water, the fire was extinguished in less than twenty minutes.

At the time of the fire, there were only two boilers on line serving the two main propulsion engines. The fire damaged the combustion control circuitry of the burning boiler which then caused it to trip. For reasons unknown and shortly after the fire started, the second boiler tripped. The vessel was now dead in the water, but had electrical power supplied by diesel generators. In about ten minutes, the boiler that tripped last was back online providing a slow ahead speed to the vessel. About five hours later, another boiler was placed online and the vessel's shaft speed was increased to about 100 rpm on both main engines. The vessel proceeded safely to its next port of call without harm, injury or discomfort to passengers or crewmembers.

The investigation into this casualty indicates that the crew members of the vessel followed proper procedure in extinguishing the fire. The fact that the fire did not spread or reflash attests to the proficiency of the fire fighting teams. Furthermore, the team's ability to be quickly summoned to the site of the fire, through the use of the coded alarm indicates effective intervessel communication hardware in addition to appropriate interpersonal communication and instruction.

Mooring Line Accident

Not long ago, a cruise ship pulled into an Alaskan port at high tide on a windy day. With an ebbing tide and wind speeds of 25 knots gusting up to 35 knots, the Master was well aware of the potential dangers this situation could create, especially in a place like Alaska that is known for its extreme tidal ranges. As a result, he alerted his crew concerning the need to tend mooring lines on a regular basis.

About four hours after docking, the Third Mate relieved the watch and then went on deck to check the lines which had been tended about an hour before. Unfortunately for this ship's officer, he was in the wrong place at the wrong time when one of the lines parted. Within five short minutes of coming on watch, the Mate became another victim of what is sometimes called "synthetic line snap-back." Struck in the head and neck, he died several days later.

Investigators felt that slackened lines, caused by an outgoing tide and strong winds, resulted in powerful surges and heavy strains on the mooring lines which then caused them to part. The line that struck the Mate was made of nylon and had a rated breaking strength of 46.6 tons. When it finally parted, an incredible amount of energy was released causing the line to "snap-back" in a manner similar to what occurs when a very large rubber band breaks. Later, it was found that another line had also parted.

Chafing of the mooring lines as they passed out the roller chock may have also contributed significantly to the mooring line failure. The angle of the mooring line as it passed out the chock and down to the dock was very severe. Combined with the powerful surges that the vessel experienced and the fact that no chafing gear was being used at that time, the conditions were right for this accident to occur.

Safety on any ship, whether inport or underway, depends upon the vigilance of its personnel. Many situations outside of the ordinary can be easily corrected or overcome simply through heightened awareness. Personnel must also be constantly aware of the status and condition of the ship's equipment. This is especially true when certain variables work in concert to increase the potential for hazards. If equipment is missing or improperly used, quite simply, it will not function properly and could cause an accident.

The Seasick Sailor

The deck was deserted, and he crawled to the extreme end of it. There he doubled up it limp agony, the surge and the screw combined to sieve out his soul. His head swelled his body seemed to lose weight, he was fainting from seasickness. The roll of the ship tilted him over the rail...a low, gray mother wave swung out of the fog, pulled him down and away. The great green sea closed over him, and he went quietly to sleep. From CAPTAIN'S COURAGEOUS By Rudyard Kipling.

For anyone who has been seasick, Kipling captures the essence of the experience. But the story below is not fiction. It is the brief story of a hapless passenger overcome by seasickness; however, unlike the young man in Kipling's novel, no other vessel was nearby to save him.
The weather had turned foul, but the seas did not seem too bad. The captain thought the water would be calm enough at the dive site by the next morning, so he decided to sail with the small party of sport divers. In the wallowing seas no one felt very good, and it wasn't long before most found their way to the bunks below. Perhaps each were struggling too much with their own misery to notice Mr. Smith, but Mr. Smith was ill as it turned out, deathly ill.

While the captain fought the sloppy seas, Mr. Smith gripped the gunwale in his own "limp agony." On several occasions the deckhands and the passengers offered warnings to be careful, but he didn't respond— he was alone in his misery. No one thought to get a Personal Flotation Device (PFD) for him or to rig a harness. Perhaps they hovered in the purgatory of loneliness between seasickness and normalcy and shared his need for solitude. Whatever the reason, it seemed little transpired between those aboard. One of the passengers recalls seeing Mr. Smith around midnight. At about 0230 a passenger notice the he was not in his bunk; nor was he at the rail or in the head. It was quickly evident that he was missing. The captain swung the vessel around and began to search along the track line. The Coast Guard was notified, but the day's search was fruitless.

The Coast Guard investigator pieced together the final day of Mr. Smith's life from statements of the passengers and crew. No one saw him fall overboard. He simply disappeared...unseen, like Kipling's young hero...fainting from seasickness...slipped over the side...and went silently to his final sleep.
Know the dangers of seasickness. Take care of your passengers even when they are sick. Don 't leave the seasick unattended without taking basic safety precautions.

Watertight Integrity

Ensure all watertight decks and bulkheads are inspected periodically to verify that there are no
unprotected openings or improper penetrations that will allow progressive flooding and that closure devices (watertight doors, duct closures) are in place and in working order.
Ensure all crewmembers are familiar with the locations of the watertight doors (WTDs) and weather tight closures throughout their vessels. Knowing the locations of such WTDs and weather tightclosures should be part of the crewmember vessel familiarization process.

Ensure WTDs and hatches are closed while at sea and as otherwise specified in the stability
guidance provided to the master or individual in charge. The importance of keeping WTDs and
hatches closed should be emphasized on a regular basis (at safety meetings). WTDs and
hatches should be opened only briefly to allow passage and labeled appropriately to remind
crewmembers to close them. If they must remain open to permit work, WTDs and hatches should be attended at all times so that they can immediately be closed. Any WTDs permitted to be open while the vessel is underway should be secured during drills to ensure they work properly.

Implement a WTD inspection program to ensure each WTD is regularly inspected and properly
maintained. As part of the inspection of each WTD, the following should be examined: straightness of the knife edge, the door assembly for twisting or warp-age, evidence of loose, missing seized or damaged components, permanent set in gasket material, cracks in the gasket, gaps at gasket joints, paint, rust, or other foreign material on gaskets, knife-edges and working parts, binding and difficult operations, and loose or excessively tight dogs. Rotating spindles of the dog, handles and hinges, and other points of friction should be lubricated to prevent seizing and allow proper closure. If fitted, the spindle packing should also be examined.

Ensure watertight hatches, dogged manholes, bolted manhole covers, and access plates are given
similar examinations, focusing on the sealing surfaces and the method by which the hatch is secured. Gasket materials should be replaced whenever they are found insufficient. Regardless of the type of hatch or access, every component that secures the device, such as dogs, wing nuts, or bolts should be inspected, lubricated and free, and repaired or replaced as necessary to ensure they operate properly. As with watertight doors, hatches and accesses should be labeled to indicate they remain closed while underway. Most importantly, all securing devices must be used when the hatch or access is closed. Improper closure of a hatch will not prevent flooding.
Ensure compartments and external hull structures fitted with ventilation ducts that have hinged covers with gaskets, hinges, sealing surfaces and securing mechanisms are regularly inspected and properly maintained.

Ensure electrical cables and conduits, piping runs, remote valve actuators, and other components
that penetrate watertight bulkheads, decks, and compartments are inspected frequently and properly maintained. Each may have a unique sealing method involving glands with packing assemblies, penetration seals, or other methods. Frequent inspection and proper maintenance of these various fittings and assemblies will assist in minimizing the possibility of progressive flooding.

Emergency Plugs for Thru-hulls (Small Boats)

Every boat that has thru-hulls or seacocks should have safety plugs on board. In the event of a seacock or hose failure, the plug is driven into the opening, keeping the water out.
Make the plugs of softwood, such as cedar or pine, oak, mahogany or ash are too hard and may crack the seacock housing. Easy to make, you'll need a hand plane or sharp knife, saw of some kind, rasp, 80-grit sandpaper and oil sealer.

Two sizes of plugs fit all thru-hulls on board. For large plugs (1 1/2"ID), use 1 1/2" stock cut into 5" lengths. Taper plugs from 1 1/2" to 3/4", cutting into an octagon shape with the help of an electric or hand saw. Place in a vise and continue tapering with a jigsaw and finish with a rasp. Alternatively, try whittling with a sharp knife or block plane. Finish off with sandpaper and round the ends to prevent splintering. For smaller seacocks (3/4"), use 1" cedar or pine, cut 4" long and taper to 3/4". Drill a small hole in the larger end for the lanyard. Dip each plug in oil, hang to dry, attach a lanyard of 1/8" polyester cord, and tie around the base of the thru-hull.

Make a few spares for every size of seacock and stow them in your tool kit. If you ever need need them (hopefully never), just tap the plug into place. The lanyard wraps securely around the seacock base to keep water pressure from forcing the plug out. Every year, inspect the plugs for rot and cracking and oil when necessary.

Boating Safety and regulations for Boats 26ft to 40ft

The Coast Guard has certain boating safety requirements for recreational boats up to 65 feet. While the safety laws are essentially the same for each size category of boats, some differ. Here is a reference list to comply with the USCG boating safety rules if your boat is at least 26 feet but under 40 feet.

State Registration
A Certificate of Number or State Registration must be on board while the boat is in use.

State Numbering and Letters
Must be in contrasting color to the boat, not less than 3 inches in height, and located on each side of the forward part of the boat. It must also have a state decal within six inches of the registration number.

Certificate of Documentation
For documented vessels only, an original and current certifcate must be on board. The vessel name must be on the exterior part of the hull and cannot be less than 4 inches in height. The official number, at least 3 inches in height, permanently affixed on interior structure.

Personal Floatation Device
One type of Coast Guard approved life jacket must be on board for each person on the boat. Also must have one Type V, throwable type of PFD.

Visual Distress Signal
One orange distress flag and one electric distress light, or three hand-held or floating orange smoke signals and one electric distress light, or three combination (day/night) red flares: hand-held, meteor or parachute type.

Fire Extinguisher
One Marine Type USCG B-II or two B-I fire extinguishers if your boat has an inboard engine, enclosed compartments where fuel or flammable and combustible materials are store, closed living spaces, or permanently installed fuel tanks. A fixed system equals One B-I.

Ventilation
If your boat was built after April 25, 1940 and uses gasoline in an enclosed engine or fuel tank compartment, it must have natural ventilation. If it was built after July 31, 1980 it must have an exhaust blower.

Sound Producing Device
A sufficient way to make a sound signal, like a whistle or an air horn. In addition, boats 39.4 ft or greater, must have a sound signaling appliance capable of producing an efficient sound signaI, audible for 1/2 mile with a 4 to 6 seconds duration. You must also carry on board a bell with a clapper that has a mouth not smaller than 7.9 inches in diameter.

Navigation Lights
Required to be displayed sunset to sunrise, or in low visibility.

Backfire Flame Arrestor
Required on gasoline engine boats manufactured after April 25, 1940 except outboard motors.

Marine Sanitation Device
If you have an installed toilet, you must have an operable MSD, Type I, II, or III.

Oil Pollution Placard
Placard must be posted in the machinery space or at the bilge station.
Garbage Placard
Placard must be at least 4 by 9 inches, made of durable material, and be displayed in a conspicuous place notifying all on board of the discharge restrictions.

Inland Navigation Rules
If you operate a vessel larger than 39.4 feet, you are required to carry a copy on board.

What Recreational Boaters Should Know

Commercial vessels, including towboats and tugboats. Operate 365 days a year, 24 hours a day.

The speed of a ship, towboat, or tugboat can be deceptive. A tow can travel one mile in seven minutes,a ship even faster, and it generally takes 3/4 to 1 1/2 miles to stop. For example, if a water skier falls a thousand feet in front of a moving tug or tow, the skier has less than one minute to get out of the way.

Large vessels must maintain speed to steer, and they must stay in the channel it's the only place deep enough for them to operate. Many channels are unmarked. On some waterways, the channel extends bank to bank, so expect vessel traffic on any portion of the waterway.

A pilot's "blind spot" can extend for hundreds of feet in front of deep-draft ships, tugboats and towboats pushing barges.

In narrow canals a tug's or tow's powerful engines can cause a smaller vessel to be pulled toward the tow when passing alongside.

"Wheel Wash" is a strong underwater current caused by towboat or ship engines that can result in severe turbulence hundreds of yards behind a large vessel.

A tug without barges in front could be towing a log raft, barge, or other objects on a long submerged line behind it, which lie low in the water and are difficult to see. Never pass closely behind a tugboat.

Sailboating on inland rivers can be hazardous, and sailboaters and wind surfers should know that a tow or tug can "steal your wind", so you won't have the same Wind you started with when executing a sailing maneuver near a commercial vessel.

Operating in adverse weather or low visibility can prove extremely dangerous. Why take a chance?

Ships, towboats and tugboats use VHF radio channels 13 and 16. If you are unsure of your situation, or their intentions, feel free to contact them. Remember, you are sharing the waterways with vessels operated by highly trained and conscientious professionals. If you have a true emergency, or need information, they can and will help if properly contacted.

Avoid sailing in the commercial ship channels, especially in poor visibility. Obey Rule 9 of the ColRegs for conduct in narrow channels by keeping to the starboard side of the channel and crossing only when this does not impede the passage of a large vessel that can safely navigate only within the narrow channel.

Do not underestimate the speed of ships. If you boat is slow, allow sufficient time to take effective evasive action in the vicinity of large ships.

Be visible. At night make sure your navigation lights can be seen. If you see the navigation lights of a vessel and you think you have not been seen, get out of the way. Use torches, search lights or a spotlight on sails, or fire a white flare to indicate your position. Carry a radar reflector high on your boat. Remember, from the bridge of a loaded container ship or large tanker, the captain or pilot will lose sight of you a third of a mile ahead, although you can see the ship at all times!

Be alert. Look around every so often, especially astern.

Keep watch at night. Even on a clear night you will have difficulty seeing a big ship approach. You might see it first as a black shadow against a background of shore lights, or as a growing shadow – at that point you are not far apart. Remember that your lights will not be easily spotted from the ship.

Watch the ship’s lights. If you see both sidelights, you are dead ahead – MOVE OUT FAST. You must be sure of your position and be aware of other vessels operating around you.

Know whistle signals. Five or more short blasts on the whistle is the “Keep Clear” signal. Check and see if it is for you - and if it is - GIVE WAY. Three short blasts means “My engines are gong astern”.

Know flag signals and shapes. A large ship which displays a cylinder on her yardarm during the day or three red lights in a vertical line at night indicates that the ship is severely restricted in her manoeuvrability. Give her a wide berth.

406 GPS Personal Locator Beacon

The 406 GPS Personal Locator Beacon (PLB) is designed to be manually deployed and activated. It is only to be activated when all other means of self-rescue have been exhausted. When activated the PLB tells Search and Rescue who you are, where you are, and that you are facing a life threatening situation.

Activate - To activate the PLB in a distress situation, unfasten the antenna from the case and move it into the upright position. Depress the ON/OFF button for 1 full second. Your PLB is now activated. While transmitting your distress signal, the red LED will flash once every 2 seconds alerting you that your PLB is transmitting. An additional BEEP will sound every time your PLB sends off a burst to the satellites (roughly every 50 seconds).

Activation with GPS - This PLB is equipped with an internal GPS receiver. Once activated the GPS engine will start up and search to find your LAT/LON and incorporate it into your 406 MHz signal. As soon as the GPS receiver acquires good positioning data the red LED will stop blinking and the green LED will begin flashing once every 2 seconds.

Once good global positioning data has been obtained, the GPS receiver waits for 20 minutes before looking for new positioning data again. If for any reason a time period of 4 hours passes without the GPS receiver being able to update the last good set of GPS coordinates, the 406 message being transmitted will revert to the default data. At this point the green LED will stop blinking and the red LED will flash once every 2 seconds until new GPS coordinates have been obtained.

THE SEARCH AND RESCUE SYSTEM - The PLB provides a distress message on 406 MHz to satellites of the COSPAS-SARSAT network and to the GEOSAR network that includes GPS latitude and longitude coordinates when GPS data is present.

The message transmitted is unique for each PLB, which provides identification of the transmitter through computer access of registration files maintained by the National Oceanic and Atmospheric Administration. Remember, if your PLB is not registered, Search and Rescue (SAR) Authorities do not know who you are, or how to contact anyone who might know anything about your situation.

Once the signal (406 MHz) is relayed through the LEOSAR and/or GEOSAR network, SAR forces determine who is closest, and then track the signal using the 121.5 MHz homing frequency for intermediate and short-range location.

This satellite system has no Doppler capabilities at 406 MHz, but will relay the distress alert to any of the LUT stations. When there is GPS data included in the distress message, SAR authorities instantly know your location to within 110 yards (100 m). This speeds up the reaction time by not having to wait for one of the LEOSAR satellite to pass overhead.

Because most of the search and rescue forces presently are not equipped to home in on the 406 MHz Satellite PLB signal, homing must be accomplished at 121.5 MHz.

Global Positioning System (GPS) - The GPS system is a satellite group that enables a GPS receiver to determine its exact position to within 110 yards (100 m) anywhere on Earth. With a minimum of 24 GPS satellites orbiting the Earth at an altitude of approximately 11,000 miles they provide users with accurate information on position, velocity, and time anywhere in the world and in all weather conditions. The PLB stores this data into its distress transmission allowing search and rescue forces to narrow the search into a very small area and minimize the resources required and dramatically increases the effectiveness of the overall operation.

Satellite Detection - The PLB transmits to the satellite portion of the COSPAS-SARSAT System. COSPAS-SARSAT is an international system that uses Russian Federation and United States low altitude, near-polar orbiting satellites (LEOSAR) that assist in detecting and locating activated 121.5/243 MHz beacons and 406 MHz Satellite beacons.

COSPAS and SARSAT satellites receive distress signals from PLBs transmitting on the frequency of 406 MHz. The COSPAS-SARSAT 406 MHz beacon signal consists of a transmission of non-modulated carriers followed by a digital message format that provides identification data. The 406 MHz system uses Satellite-borne equipment to measure and store the Doppler-shifted frequency along with the beacons digital data message and time of measurement. This information is transmitted in real time to an earth station called the Local User Terminal (LUT), which may be within the view of the satellite, as well as being stored for later transmission to other LUTs.

The LUT processes the Doppler-shifted signal from the LEOSAR and determines the location of the beacon; then the LUT relays the position of the distress to a Mission Control Center (MCC) where the distress alert and location information is immediately forwarded to an appropriate Rescue Coordination Center (RCC).

What AIS Broadcasts

"M / S EXPLORER"

A Class A AIS unit broadcasts the following information every 2 to 10 seconds while underway, and every 3 minutes while at anchor at a power level of 12.5 watts. The information broadcast includes:
MMSI number - unique referenceable identification
Navigation status (as defined by the COLREGS - not only are "at anchor" and "under way using engine" currently defined, but "not under command" is also currently defined)
Rate of turn - right or left, 0 to 720 degrees per minute (input from rate-of-turn indicator)
Speed over ground - 1/10 knot resolution from 0 to 102 knots
Position accuracy - differential GPS or other and an indication if (Receiver Autonomous Integrity Monitoring) RAIM processing is being used
Longitude - to 1/10000 minute and Latitude - to 1/10000 minute
Course over ground - relative to true north to 1/10th degree
True Heading - 0 to 359 degrees derived from gyro input
Time stamp - The universal time to nearest second that this information was generated
In addition, the Class A AIS unit broadcasts the following information every 6 minutes:
MMSI number - same unique identification used above, links the data above to described vessel
IMO number - unique referenceable identification (related to ship's construction)
Radio call sign - international call sign assigned to vessel, often used on voice radio
Name - Name of ship, 20 characters are provided
Type of ship/cargo - there is a table of possibilities that are available
Dimensions of ship - to nearest meter
Location on ship where reference point for position reports is located
Type of position fixing device - various options from differential GPS to undefined
Draught of ship - 1/10 meter to 25.5 meters [note "air-draught" is not provided]
Destination - 20 characters are provided
Estimated time of Arrival at destination - month, day, hour, and minute in UTC

How AIS Works

Each AIS system consists of one VHF transmitter, two VHF TDMA receivers, one VHF DSC receiver, and standard marine electronic communications links (IEC 61162/NMEA 0183) to shipboard display and sensor systems (AIS Schematic). Position and timing information is normally derived from an integral or external global navigation satellite system (GPS) receiver, including a medium frequency differential GNSS receiver for precise position in coastal and inland waters. Other information broadcast by the AIS, if available, is electronically obtained from shipboard equipment through standard marine data connections. Heading information and course and speed over ground would normally be provided by all AIS-equipped ships. Other information, such as rate of turn, angle of heel, pitch and roll, and destination and ETA could also be provided.
The AIS transponder normally works in an autonomous and continuous mode, regardless of whether it is operating in the open seas or coastal or inland areas. Transmissions use 9.6 kb GMSK FM modulation over 25 or 12.5 kHz channels using HDLC packet protocols. Although only one radio channel is necessary, each station transmits and receives over two radio channels to avoid interference problems, and to allow channels to be shifted without communications loss from other ships. The system provides for automatic contention resolution between itself and other stations, and communications integrity is maintained even in overload situations.
Each station determines its own transmission schedule (slot), based upon data link traffic history and knowledge of future actions by other stations. A position report from one AIS station fits into one of 2250 time slots established every 60 seconds. AIS stations continuously synchronize themselves to each other, to avoid overlap of slot transmissions. Slot selection by an AIS station is randomized within a defined interval, and tagged with a random timeout of between 0 and 8 frames. When a station changes its slot assignment, it pre-announces both the new location and the timeout for that location. In this way new stations, including those stations which suddenly come within radio range close to other vessels, will always be received by those vessels.

The required ship reporting capacity according to the IMO performance standard amounts to a minimum of 2000 time slots per minute, though the system provides 4500 time slots per minute. The SOTDMA broadcast mode allows the system to be overloaded by 400 to 500% through sharing of slots, and still provide nearly 100% throughput for ships closer than 8 to 10 NM to each other in a ship to ship mode. In the event of system overload, only targets further away will be subject to drop-out, in order to give preference to nearer targets that are a primary concern to ship operators. In practice, the capacity of the system is nearly unlimited, allowing for a great number of ships to be accommodated at the same time.
The system coverage range is similar to other VHF applications, essentially depending on the height of the antenna. Its propagation is slightly better than that of radar, due to the longer wavelength, so it’s possible to “see” around bends and behind islands if the land masses are not too high. A typical value to be expected at sea is nominally 20 nautical miles. With the help of repeater stations, the coverage for both ship and VTS stations can be improved considerably.
The system is backwards compatible with digital selective calling systems, allowing shore-based GMDSS systems to inexpensively establish AIS operating channels and identify and track AIS-equipped vessels, and is intended to fully replace existing DSC-based transponder systems.

Automatic Identification System

What is the Automatic Identification System (AIS)?
Picture a shipboard radar display, with overlaid electronic chart data, that includes a mark for every significant ship within radio range, each as desired with a velocity vector (indicating speed and heading). Each ship "mark" could reflect the actual size of the ship, with position to GPS or differential GPS accuracy. By "clicking" on a ship mark, you could learn the ship name, course and speed, classification, call sign, registration number, MMSI, and other information. Maneuvering information, closest point of approach (CPA), time to closest point of approach (TCPA) and other navigation information, more accurate and more timely than information available from an automatic radar plotting aid, could also be available. Display information previously available only to modern Vessel Traffic Service operations centers could now be available to every AIS-equipped vessel.
With this information, you could call any ship over VHF radiotelephone by name, rather than by "ship off my port bow" or some other imprecise means. Or you could dial it up directly using GMDSS equipment. Or you could send to the ship, or receive from it, short safety-related email messages.
The AIS is a shipboard broadcast system that acts like a transponder, operating in the VHF maritime band, that is capable of handling well over 4,500 reports per minute and updates as often as every two seconds. It uses Self-Organizing Time Division Multiple Access (SOTDMA) technology to meet this high broadcast rate and ensure reliable ship-to-ship operation.

Checklist

Each Trip:
Make sure all exhaust clamps are in place and secure.
Look for exhaust leaking from the exhaust system components evidenced by rust and /or black streaking, water leaks, or corroded or cracked fittings.
Inspect rubber exhaust hoses for burned or cracked sections. All rubber hoses should be pliable and free of kinks.
Confirm that cooling water flows from the exhaust outlet when the engines and generator are started.
Listen for any change in exhaust sound that could indicate a failure of an exhaust component.
Test the operation of each carbon monoxide detector by pressing the test button.
Do not operate the vessel if any of these problems exist!
At Least Annually:
(Performed by a qualified marine technician)
Replace exhaust hoses if any evidence of cracking, charring or deterioration is found.
Inspect each water pump impeller and inspect the condition of the water pump housing. Replace if worn or cracked (refer to the engine and generator manuals for further information).
Inspect each of the metallic exhaust components for cracking, rusting, leaking or looseness. Pay particular attention to the cylinder head, exhaust manifold, and water injection elbow.
Clean, inspect and confirm the proper operation of the generator cooling water anti-siphon valve (if equipped).

Float Plan

"Click Here To View"

Fueling Precautions

Most fires and explosions happen during or after fueling. To prevent an accident follow these rules:

Portable tanks should be refueled ashore.
Close all hatches and other openings before fueling.
Extinguish all smoking materials.
Turn off engines, all electrical equipment, radios, stoves and other appliances.
Remove all passengers.
Keep the fill nozzle in contact with the tank and wipe up any spilled fuel.
Open all ports, hatches and doors to ventilate.
Run the blower for at least four minutes.
Check the bilges for fuel vapors before starting the engine.
Do the "sniff test". Sniff around to make sure there is no odor of gasoline anywhere in the boat.
Do not start the engine until all traces of fuel vapors are eliminated!!

Fuel Management
Practice the "One-Third Rule" by using:
One-third of the fuel going out
One-third to get back
One-third in reserve

Overloading

Number of POB's=Length of Boat x Boat Width ÷ 15

Never overload your boat with passengers and cargo beyond its safe carrying capacity. Too many people and/or gear will cause the boat to become unstable. Always load your vessel so that it maintains proper trim. Here are some basic things to remember when loading your boat:
Distribute the load evenly fore and aft and from side to side.
Keep the load low.
Keep passengers seated.
Secure all loose gear to prevent shifting.
Do not exceed the "U.S. Coast Guard Maximum Capacities" information labe called the (Capacity Plate).
If there is no capacity plate, you can use the graph above as a guide to determine the maximum number of persons you can safely carry in calm weather. (The chart is for mono-hull boats less than 20ft in length.) A mono-hull is a boat, which makes a single "footprint" in the water when loaded to its rated capacity. A catamaran, trimaran, or a pontoon boat is not a mono-hull boat.

Pre - Departure Check list

Before departure, always be sure your vessel is in good working condition and properly equipped for emergencies. Here is a list you can use, or modify to suit your own vessel's needs.

Minimum Federal Required Equipment
State Registration Documentation
State Numbering Displayed
Certificate of Documentation
Lifejackets (PFDs) - one for each person
Throwable PFD
Visual Distress Signals
Fire Extinguishers (fully charged)
Proper Ventilation
Backfire Flame Arrestor
Sound Producing Device(s)
Navigation lights
Oil Pollution Placard
Garbage Placard
Marine Sanitation Device
Navigation rules
Any Additional State Requirements

Besides meeting the federal requirements, you should carry additional safety equipment. The following additional items are suggested depending on the size, location and use of your boat:
Recommended Equipment

VHF Marine Radio
Anchor and Tackle
Chart(s) of Area & Navigation Tools
Magnetic Compass
Fenders and Boat Hook
Mooring Lines and Heaving line
Manual Bilge Pump or Bailing Device
Tool Kit
Spare Parts (fuses, spark plugs, belts, etc)
Spare Battery (fully charged)
Spare Propeller
Extra Fuel & Oil
Alternate Propulsion (paddles/oar)
Flashlight & Batteries
Search Light
First Aid Kit
Mirror
Food and Water
Extra Clothing
AM - FM Radio
Cellular Phone
Binoculars

Safety Checks and Tests

Test Marine Radio (voice call)
Test Navigation and Anchor Lights
Test Steering (free movement)
Test Tilt / Trim
Test Bilge Pump
Check for any excessive water in bilges
Check Fuel System for any leaks
Check Engine Fluids
Ensure Boat Plug is properly installed / Have spare through Hull Plugs
Check Electrical System
Check Galley / Heating Systems
Check Gauges ( batteries)
Check Fuel Amount
Ensure Anchor is ready for use
Check load of vessel and secure gear from shifting
Make sure passengers know Emergency Procedures and Equipment Location
Everyone put on a Lifejacket to check for proper fitting.
Check the Weather Forecast

Backfire Flame Arrestor (BFA)

Gasoline engines installed in a vessel after April 25, 1940, except outboard motors, must be equipped with an acceptable means of backfire flame control. The device must be suitably attached to the air intake with a flame tight connection and is required to be Coast Guard approved or comply with SAE J-1928 or UL 1111 standards and marked accordingly.
It should be attached to the carburetor or carburetors a backfire flame arrestor that is approved for marine use and suitably secured to the air intake with flame tight connections, or any attachment to the carburetor or the engine air induction system by means of which flames caused by engine backfire will be dispersed to the atmosphere outside the watercraft in such a manner that the flames will not endanger the watercraft, persons on board or nearby watercraft and structures. All attachments shall be of a metallic construction with flame tight connections and firmly secured to withstand vibration, shock and engine backfire.

Radio Regulations

Most recreational vessels under 65.6ft/20m in length do not have to carry a marine radio. Any vessel that carries a marine radio must follow the rules of the Federal Communications Commission (FCC).

Radio Licenses
The FCC does not require operators of recreational vessels to carry a radio or to have an individual license to operate VHF marine radios (with or without digital selective calling capability), EPIRBs, or any type of radar. If you use a VHF marine radio equipped with digital selective calling will need to get a maritime mobile service identity (MMSI) number from the FCC. You cannot use digital selective calling without obtaining this (MMSI) number.

Vessels required to be licensed:
Vessels that use MF/HF single side-band radio, satellite communications, or telegraphy,
Power Driven vessels over 65.6 feet/20 meters in length.
Vessels used for commercial purposes including:
Vessels documented for commercial use, including commercial fishing vessels.
CG inspected vessels carrying more than 6 passengers.
Towboats more than 25.7 feet/7.8 meters in length.
Vessels of more than 100 tons certified to carry at least 1 passenger.
Cargo ships over 300 tons.
Any vessel, including a recreational vessel, on an international voyage.

Radio Listening Watch
Vessels not required to carry a radio (recreational vessels less than 65.6 feet/20 meters in length), but which carry a radio, must maintain a watch on channel 16 (156.800 MHz) whenever the radio is operating and not being used to communicate.

Distress Call Procedures
Make sure radio is on
Select Channel 16
Press/Hold the transmit button
Clearly say: MAYDAY MAYDAY MAYDAY
Also give:
Vessel Name and/or Description
Position and/or Location
Nature of Emergency
Number of People on Board
Release transmit button
Wait for 10 seconds – If no response Repeat "MAYDAY" Call.

VHF Marine Radio Channels
The list of channels below is a partial listing of channels recreational boaters should be familiar with:

CH.06 Intership Safety
Used for ship-to-ship safety messages and search messages and ships and aircraft of the Coast Guard.

CH.09 Boater Calling: FCC has established this channel as a supplementary calling channel for recreational boaters in order to relieve congestion on VHF Channel 16.

CH.13, 67 Navigation Safety (Also known as the Bridge-to-Bridge channel): Ships greater than 20 meters in length maintain a listening watch on this channel in US waters. This channel is available to all ships. Messages must be about ship navigation (passing or meeting other ships). You must keep your messages short. Your power output must not be more than one watt. This is also the main working channel at most locks and drawbridges. Channel 67 is for lower Mississippi River only.

CH.16 International Distress, Safety and Calling: Use this channel to get the attention of another station (calling) or in emergencies. Ships required to carry a radio maintain a listening watch on this channel. USCG and most coast stations also maintain a listening watch on this channel.

CH. 21A, 23A, 83A U.S. Coast Guard only

CH. 22A Coast Guard Liaison and Maritime Safety Information Broadcasts: Announcements of urgent marine information broadcasts and storm warnings on Channel 16.

CH. 24, 25, 26, 27, 28, 84, 85, 85, 87
Public Correspondence (Marine Operator): Use these channels to call the marine operator at a public station. By contacting a public coast station, you can make and receive calls from telephones on shore. Except for dis-tress calls, public stations usually charge for this service.

CH.70 Digital Selective Calling: Use this channel for distress and safety calling and for general purpose calling using only digital selective calling (DSC).