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Chapter 1
This online study guide has been approved by Transport Canada strictly on the basis that it meets the
requirements of the Standard for Pleasure Craft Operator Testing over the Internet (TP 15080E) and
the Boating Safety Course test and Syllabus (TP 14932E). This approval does not represent
confirmation of authorship by the course provider.
freecourse.ca
Chapter 1
INTRODUCTION TO BOATING TERMINOLOGY

The nautical field has developed its own jargon to describe the equipment, methods,
and manoeuvres of nautical activities. Transport Canada has its own definitions for
some nautical terms. This chapter introduces you to the meanings of boating
terminology that you will encounter on a Transport Canada operator competency test. In
addition, definitions of the terminology used in this course can be found on the Glossary
page.
The seven chapters of this study guide contain the information that you must know to
pass a Transport Canada Boating Safety Test in order to obtain your Pleasure Craft
Operator Card (PCOC).
This chapter contains the following sections:
1.1 General Terminology
1.2 Vessel Terminology
1.3 Directions and Sectors When Afloat
1.4 More Nautical Terminology
1.5 Acts and regulations Affecting Pleasure Craft Operators in Canada
Chapter 1 Review Quiz
Appendix 1-1 – Glossary of Terms
Appendix 1-2 –Equivalent Training List
Copyright © 2017 freecourse.ca – All rights reserved 1-1

Chapter 1
1.1 GENERAL TERMINOLOGY

Pleasure craft – Pursuant to Transport
Canada policy, a pleasure craft is
defined as any type of watercraft
used exclusively for pleasure and not
for carrying passengers or goods for
hire.
Pleasure craft come in all shapes and

sizes (canoes, kayaks, sailboats,
motorboats, cabin cruisers, Seadoos, jet
skis, etc.).
Seadoos and jet skis are referred to as personal water craft (PWCs) and are
considered to be power-driven (motorized) pleasure craft.
Proof of Competency – According to the Competency of Operators of Pleasure

Craft Regulations (COPCRs, http://laws-lois.justice.gc.ca/eng/regulations/SOR-99-53/),
regardless of age or nationality all persons must carry proof of competency
whenever operating any type of motorized pleasure craft on any Canadian waters
(other than the waters of the Northwest Territories and Nunavut). Original proof of
competency (not a photocopy) must be carried on board when operating a motorized
pleasure craft anywhere in Canada (proof of competency is not required for vessels
without motors). Failure to carry proof of competency risks a significant fine (usually
$250 or more).
The most common proof of competency is the Pleasure Craft Operator Card (PCOC).
Pleasure Craft Operator Card – The

Pleasure Craft Operator Card is not a
government-issued license; it is a
certificate issued by a privately-owned
accredited course provider (ACP) that
confirms that the holder passed a
Transport Canada Boating Safety Test.
Thus, obtaining a PCOC is much like
earning a certificate from a drivers’
education school, the driver’s education
certificate is not a license.
Like any certificate, the Pleasure Craft Operator Card is good for life; it does not have to
be renewed annually and it cannot be suspended. By contrast, the police can suspend
or revoke your provincial driver’s permit for improper operation of any powered vehicle
(including a pleasure craft, an all-terrain vehicle, or a snowmobile).

Chapter 1
Proof of competency can take any of four forms:

1. Pleasure Craft Operator Card (PCOC);
2. Proof that you successfully completed a boating safety course in Canada before
April 1, 1999 (i.e.: you have a boating safety certificate issued before 1999);
3. A completed boat rental safety checklist (temporary proof); or
4. Alternative acceptable proof of competency.
Alternative Acceptable Proof of Competency – If you hold any certificate on

Transport Canada’s “List of Certificates of Competency, Training Certificates, and other
Equivalencies as Proof of Competency”, then you already meet the requirements of the
Competency of Operators of Pleasure Craft Regulations (http://laws-
lois.justice.gc.ca/eng/regulations/SOR-99-53/) of the Canada Shipping Act, 2001
(http://laws-lois.justice.gc.ca/eng/acts/C-10.15/) for proof of competency, and you just
need to make sure you carry the original documentation or a copy of the certificate
onboard when operating a motorized pleasure craft. See Transport Canada’s web site
for a list of equivalent proofs of competency:
https://www.tc.gc.ca/eng/marinesafety/debs-obs-courses-pcoc-list-marine-safety-certif-1323.htm
You can also obtain information by telephone via Service Canada at 1-800-267-6677.
Certificates for boating safety courses completed before April 1, 1999 are also
recognised as proof of competency. Thus, if you successfully completed a boating
safety course prior to the COPCRs coming into effect (i.e.: prior to April 1, 1999) and
you have proof, then that course certificate is accepted as proof of competency.
Foreign residents visiting Canada – The Competency of Operators of Pleasure Craft

Regulations (the COPCRs; which require you to carry proof of competency) along with
the Canada Shipping Act, 2001 and its regulations apply to any person of any age or
nationality who operates a powered pleasure craft on any Canadian waters (other than
the waters of the Northwest Territories and Nunavut).
If you are a non-resident visiting Canada with your foreign-registered or foreign-licensed

motorboat, then you are not required to carry proof of competency on board as long as
your boat is in Canada for less than 45 days.
If you do require proof of competency (because your boat will be in Canada for more
than 45 days or because you wish to operate a powered pleasure craft that is licensed
or registered in Canada) then you may do so using an operator card or similar proof of
competency issued by your home state or country. Either way, you must keep some
type of proof of competency (Canadian or foreign) on board with you at all times.
Registering or Licensing Your Vessel
In Canada, most vessels must be either licensed with Transport Canada or

registered with Transport Canada. Whether or not you will license or register your
vessel depends on its type, size, and the size and type of its motor.

Chapter 1
Pleasure Craft Licensing – All pleasure craft of all sizes equipped with one or
more primary propulsion motors totalling 7.5 KW (10 hp) or more must be
licensed. A pleasure craft license identifies a vessel but does not imply ownership or
title. A Bill of Sale is required for conclusive proof as to who owns a vessel. No
citizenship or residency restrictions apply to pleasure craft licensing but the
vessel must be licensed in Canada if it is principally operated and maintained in
Canada. A Pleasure Craft License is not for you the operator, it is for your boat
and it is valid for 10 years. Note: An update to a licence (e.g. name change or address
change) does not extend the date of the pleasure craft licence by an additional 10
years.
1. Getting a Pleasure Craft License Application Form - There are three ways you can
obtain an easy-to-use Pleasure Craft License Application Kit:
1. Online at the Office of Boating Safety’s web site:
http://www.tc.gc.ca/eng/marinesafety/debs-obs-menu-1362.htm
2. At a Service Canada Centre (see list at the Service Canada web site):
http://www.servicecanada.gc.ca/cgi-bin/hr-search.cgi?app=hme&ln=eng
3. Through a regional branch of the Office of Boating Safety (see their web site):
http://www.tc.gc.ca/eng/marinesafety/debs-obs-contactus-menu-2982.htm
2. Submitting Your Pleasure Craft License Application Form – To obtain a free Pleasure
Craft License for your boat, there are two ways that you can submit your Pleasure
Craft License application form:
 Online: To submit online, go to this web site:
http://www.tc.gc.ca/eng/marinesafety/debs-obs-paperwork-
paperwork_boat_licence-3212.htm
 By mail: To submit by mail, your completed application form, along with proof of
vessel ownership, and a signed copy of a valid piece of government-issued
identification should be mailed to this address:
Pleasure Craft Licensing Centre
P.O. Box 2006
Fredericton, NB, E3B 5G4
The Pleasure Craft License for your pleasure craft (or a good quality copy of the
license) must be carried onboard whenever and wherever the vessel is operated
in Canada.
When you receive your boat’s Pleasure Craft
License in the mail, the form will indicate your
vessel’s Pleasure Craft Licence number,
which must be displayed above the
waterline on both sides of the bow in block
letters and numbers that are at least 7.5 cm
(3 in) in height. The colour of the letters and
numbers should contrast with the colour of
the hull.

Chapter 1
Vessel Registration - Registration is the legal documentation of vessel ownership,

similar in nature to the title system applicable for a house. Registration is voluntary for a
pleasure craft and is executed by an application to Transport Canada. To register a
vessel, you must be a Canadian citizen or a permanent resident of Canada. A Canadian
corporation or a foreign corporation may also register a vessel in Canada.
The registered name must be displayed on

both sides of the bow. And both the name and
port of registry must be displayed on the stern.
The registration number and tonnage must be
displayed inside the hull. Both the bow and
stern registration numbers must be displayed
above the waterline in block letters and
numbers that are at least 10 cm (4 in.) in height
and that contrast with the colour of the hull.
To learn more about pleasure craft licensing or vessel registration, please:

 Go to: http://www.tc.gc.ca/eng/marinesafety/debs-obs-menu-1362.htm;
 Send an e-mail to: obs-bsn@tc.gc.ca; or
 Contact Service Canada by telephone at 1-800-267-6687.
Ownership information – Make sure that you carry current proof of ownership
(Pleasure Craft License, Vessel Registration, and Bill of Sale, etc.) with you
onboard whenever operating your pleasure craft. You should also be mindful of the
fact that the vessel ownership information that you carry must be kept up to date
(meaning that you must obtain updated records from Transport Canada if the
name or address of the owner changes).
The owner may operate the pleasure craft for 90 days after the date of change of
name or address, before the owner receives the new license updated with the
correct name or address. However, during this period, the owner must carry on board
documents establishing the date of change of name or address, documents setting out
the new name or address, and the previous license in need of updating. Note: A
pleasure craft’s license alone is not accepted as proof of ownership when entering the
United States (or returning to Canada). Thus, ensure that you are carrying up-to-date
proof of ownership (ex.: Pleasure Craft License or Vessel Registration plus a Bill of
Sale, etc.) for your pleasure craft.
Hull Serial Number – All pleasure craft (with or without a motor) used in Canada
must display on their hull a hull serial number (HSN). No character of the HSN is to
be less than 3.2 cm (1 ¼ in.) in height or width. The HSN is 12 digits in length
(beginning with the manufacturer’s code) and must be permanently marked on
the exterior upper starboard corner of the boat’s transom.
Hull serial numbers are used extensively by police to facilitate the recovery of
stolen vessels. Pursuant to the Small Vessel Regulations (http://laws-
Chapter 1
lois.justice.gc.ca/eng/regulations/sor-2010-91/page-1.html) of the Canada Shipping Act,

2001, no person shall alter, deface or remove a hull serial number. If your vessel does
not have a hull serial number, one can be obtained from the manufacturer. If the owner
is unable to obtain an HSN from the manufacturer, then the owner is not required to
take any further action but may be asked to demonstrate that they made reasonable
attempts to obtain an HSN.
Commercial Vessel - A commercial

vessel is any vessel that is used to earn
revenue. Commercial vessels include
water taxis, tour boats, freighters,
tankers, ferries, fishing boats, tugboats,
and excursion boats.
Power-driven vessel - A power-driven

vessel is one that is propelled by any
type of engine or machinery
(including steam engines and electric
trolling motors). All operators of
power-driven pleasure craft must
obtain a PCOC and carry it on board.
Sail-Driven Vessel - Any vessel under sail

provided that propelling machinery, if fitted,
is not being used. Thus, even if a sailboat has
its sails raised, it is considered to be a power-
driven vessel whenever it is being propelled by
a motor and, thus, it must obey the Collision
Regulations of the Canada Shipping Act, 2001
(http://laws-
lois.justice.gc.ca/eng/regulations/C.R.C.,_c._1416/)
for power-driven vessels. Also, the operator
must carry proof of competency if the
sailboat is fitted with a motor. The PCOC
must be carried even when under sail
without the motor in operation.

Chapter 1
1.2 VESSEL TERMINOLOGY
Vessel – According to the Canada Shipping Act, 2001, a vessel is a boat, ship, or
craft that is designed, used, or capable being used solely or partly for navigation
in, on, through or immediately above water, without regard to method or lack of
propulsion.
Hull - The hull of a vessel is the main body of a vessel, from the deck down. It
should be thought of as an empty shell; it does not include equipment or fittings
pumps, motors, cabins, or bilges.
Bow - The bow is the front end of a vessel.
Stern - The stern is the back (aft) end of a vessel.
Beam - Technically, the beam is the width of a vessel at its widest point. The widest
point of a hull is traditionally at the midpoint between the bow and the stern. Thus,
“beam” came to be the nautical term for the part of the vessel midway between a
vessel’s bow and stern.
Draft - The draft is the minimum depth of water that a vessel requires to float
freely. It is approximated as the distance between the water surface and the lowest
point of a vessel. On a boat equipped with an outboard motor, the draft is usually the
distance from the surface of the water to the bottom of the lowest point on the outboard
motor (i.e.: the bottom of the skeg). You need to know the draft of your boat so that you
may refer to marine charts to determine which waters are deep enough for your boat.
Freeboard – Freeboard is the distance from the lowest point of a vessel's

gunwales down to the surface of the water. A vessel with a high freeboard (i.e.: high
gunwales) is difficult to re-board from the water without the aid of re-boarding
equipment.
Gunwale - The gunwale (pronounced "gunnel") is the top of the side of a vessel’s hull.
Length Overall - The length overall of a vessel is the distance from the foremost point
on the hull (above or below the waterline) to the aft-most point on the hull (above or
below the waterline). When a regulation is applied to a vessel based on its length, the
regulation is referring to the “length overall” as defined here.
Waterline (design) – The design waterline of any vessel is a line corresponding to

the surface of the water when the vessel is afloat, carrying a normal load, and on
an even keel. The design waterline is often indicated with a horizontal line painted on
the exterior of a vessel’s hull.

Chapter 1
1.3 DIRECTIONS AND SECTORS WHEN AFLOAT
Port Side - The port side is the side of a vessel that is on one’s left side when
facing forward while on board.
Starboard Side - The starboard side is the side of a vessel that is on one’s right
when facing forward while on board.
Dead ahead
On the On the
port bow starboard bow
On the On the
port beam starboard beam
On the On the
port stern starboard stern
Dead astern
Ahead - Ahead refers to a direction directly in front of a vessel.
Abaft – Abaft indicates that something is behind something else. If an object is located
behind the port beam, then one says that it is “abaft” the port beam.
Aft – Like the term abaft, the term aft also indicates a direction toward the stern. If one is
moving to the stern of a vessel, then one is going “aft”.
Abeam – Abeam means a perpendicular direction that is straight out from the middle of
the vessel on either side. For example, a direction straight out from the left-hand side at
the middle of a vessel is referred to as "on the port beam".
Astern – Astern is a direction directly behind a vessel. The term "dead astern" means
directly behind the vessel.

Chapter 1
1.4 MORE NAUTICAL TERMINOLOGY
Operate – The term “operate” means the action of controlling the speed and
course of a pleasure craft.
Operator - The operator of a vessel is the person in command of the craft. This is an
important distinction to make. Thus, when you borrow a boat and take it out on the
water, you (not the person you borrowed it from) are the operator. Under Canadian
regulations, the operator of a pleasure craft is responsible for its condition, how it is
operated, and the safety of all on board.
Navigational aid Aid to navigation

Aids to Navigation - Aids to
navigation are systems,
structures, or devices that are
external to a vessel and that
aid the operator in navigation,
indicate safe routes, and warn
of obstacles or dangers. Aids to
navigation can include such
things as buoys, day beacons,
and lighthouses. “Aids to
navigation” should not be
confused with “navigational aids”.
Navigational aids – Navigational aids are shipboard tools (such as a radar system
sonar system, GPS, compass, sextant, or marine charts) that aid in determining
one’s position and setting course.

Chapter 1
Wash - Wash is the loose or broken water left

behind by a boat as it moves through water
and includes the churned water thrown aft by
the propeller (i.e. propeller wash). Just as an
airplane can create prop wash when sitting on
the ground, a vessel does not have to be
moving through the water in order to create
wash.
Wake - The wake of a vessel is the

disturbed water and waves around and
behind a vessel that are set in motion by its
passage through the water. Thus, a vessel
must be moving through the water in order to
create a wake. Similarly, an airplane must be
moving through the air to create a wake.
A large wake can be more than just a nuisance; it can cause damage to property.
You are always responsible for your wake and any damage that it causes to
property. You should always operate your pleasure craft in a fashion that minimizes
the impact of its wake.
Fenders - Fenders are various devices (usually hollow cylinders made of plastic) that
are hung from the side a vessel to prevent surface damage to the vessel when it rubs
against a dock or against another vessel.
Seaworthy - A vessel is considered seaworthy if the hull is undamaged and appropriate

for the type of sea condition, the engine size does not exceed the allowable maximum
for that vessel, the vessel is not overloaded, and all equipment is in good working order.
Knowingly operating a vessel that is not seaworthy (i.e.: overloaded or fitted with an
engine that is too large) is a criminal offence.
Underway - Underway means that a vessel is not at anchor, tied to a dock, or pulled up
on shore; i.e. a vessel is considered to be underway if it is afloat and free to move.
Windward - Windward means upwind or a direction into the wind. It is the direction from
which the wind is blowing. The windward side of an island is the side onto which the
wind blows.

Chapter 1
Windward side of a sail-driven vessel - The windward side of a sail-driven vessel

is the side of the vessel that is opposite to the side on which the mainsail is being
carried.
Windward
side Windward
side
Leeward - Leeward means downwind; the direction in which the wind is blowing. The
leeward side of an island is the side that is sheltered from the wind.

Chapter 1
1.5 ACTS AND REGULATIONS AFFECTING

PLEASURE CRAFT OPERATORS IN CANADA
The major acts, regulations, and codes affecting pleasure craft operators in Canada are:
 Canada Shipping Act, 2001

o Small Vessel Regulations
o Collision Regulations
o Vessel Operation Restriction Regulations
o Charts and Nautical Publications Regulations
o Competency of Operators of Pleasure Craft Regulations
 Criminal Code of Canada
An act (or statute) is a law. Any code, guideline, regulation, or practice enabled in an act
is also a law. Thus, the above list of regulations enabled under the Canada Shipping
Act, 2001 is not a list of “good ideas”, “guidelines”, or “recommendations”. It is a list of
laws and failure to comply with them will result in penalties.
End of Chapter 1

Chapter 1

The questions included in the following quiz are not sample questions taken from actual
tests. They are provided merely to acquaint you with the breadth and depth of
knowledge required to pass a Transport Canada Boating Safety Test. Merely
memorizing these questions and answers will not be adequate preparation to pass the
Boating Safety Test; you must acquire an understanding of the material contained in all
seven chapters of this free course. Every topic in this course is a potential test question.
QUESTIONS
Select the response that best answers the
1. How is the term “pleasure craft” defined by Transport Canada?

a.) a vessel that does not carry passengers or goods for remuneration
b.) any type of cruise ship with overnight cabins
c.) an excursion boat catering to private parties or events
d.) any type of charter vessel
2. What is a PCOC?
3. Which of the following is a violation of the Competency of Operators of

Pleasure Craft Regulations?
a.) Failing to make fast to a dock
b.) Speeding
c.) Failing to carry a PCOC
d.) Failing to aid someone in trouble
4. What term refers to the width of a vessel?

a.) breadth
b.) camber
c.) beam
d.) straddle
5. What type of pleasure craft must be licensed?
6. What types of pleasure craft must be registered?
7. What is the minimum action that you must take if you choose not to license
your pleasure craft?
8. If you are in your boat and you see something in the water that is off your
port beam, you are seeing something that is:
a.) straight out from the middle of the vessel on the left side
b.) straight out from the middle of the vessel on the right side

Chapter 1
c.) straight ahead of the vessel

d.) directly behind the vessel
9. What does the term abaft mean?

a.) a direction from the stern
b.) a direction toward the stern
c.) the stern
d.) just in front of the stern
10. What term refers to a device to protect the side of a vessel?

a.) fender
b.) bumper
c.) shock absorber
d.) pad
11. What is an operator of a pleasure craft?

a.) an assistant or crew member on a pleasure craft
b.) a passenger on board a pleasure craft
c.) the person in charge of a pleasure craft
d.) the person who starts the motor
12. What term refers to the body of a vessel from the deck down, exclusive of
rigging, superstructure, and equipment?
a.) cabin
b.) cargo hold
c.) bilge
d.) hull
13. What is a power-driven vessel?

a.) any vessel propelled by an internal combustion engine
b.) any vessel propelled by a steam engine
c.) any vessel propelled by an electric motor
d.) any of the above
14. On a pleasure craft, what does the term draft refer to?
a.) bilge depth
b.) the minimum depth of water required by a boat to float
c.) the distance from the waterline to the lowest point on the vessel
d.) both b.) and c.) are correct
15. Why do you need to know your vessel’s draft?

a.) to know how much water to pump from the bilge
b.) to use a marine chart to determine what areas are safe for your boat
c.) to know how much paint to buy when it is time to paint the hull
d.) to know how much freeboard will protrude above the water

Chapter 1
16. What is an aid to navigation?
17. What is a navigational aid?
18. What is the difference between an aid to navigation and a navigational aid?
a.) an aid to navigation is external to a boat; a navigational aid is not
b.) a navigational aid is external to a boat; an aid to navigation is not
c.) aids to navigation include charts and radar; navigational aids do not
d.) navigational aids include buoys and beacons, aids to navigation do not
19. Define wake.

a.) burial at sea
b.) water sprayed from a passing boat
c.) waves that are set in motion by a boat’s passage through water
d.) loose or broken water left behind by a boat as it moves along
20. Define wash.

a.) undertow created by strong currents
b.) water sprayed from a passing boat
c.) waves that are set in motion by a boat’s passage
d.) loose or broken water left behind by a boat as it moves along
21. What is Transport Canada’s definition of a sail-driven vessel?

a.) any vessel propelled by sails
b.) any vessel with a mast
c.) any vessel propelled by sails provided that propelling machinery, if fitted, is
not being used.
d.) any vessel that has a sail raised
22. On a sail-driven vessel, what term is used for the side of the vessel that is
opposite to the side on which the mainsail is carried?
a.) starboard side
b.) port side
c.) leeward side
d.) windward side
23. What term describes the motion of a vessel that is neither at anchor nor
made fast (tied) to a dock or the shore?
a.) all stop
b.) underway
c.) becalmed
d.) adrift

Chapter 1
24. Define the term waterline as it refers to a boat

a.) The black-coloured line on the side of a boat’s hull
b.) The limit line marked on the inside of a bilge that indicates when pumping is
required.
c.) The line corresponding to the surface of the water when the vessel is afloat,
carrying a normal load, and on an even keel.
d.) The line corresponding to the surface of the water when the vessel is afloat
and carrying no load.
25. Where is the port side on a pleasure craft?

a.) The side that is on one’s left side when one is facing forward
b.) The side that is facing a dock
c.) The side that is facing a port
d.) The side that is on one’s right side when one is facing forward
26. What is the freeboard of a pleasure craft?

a.) The side that is on one’s left when facing forward
b.) Distance from the deck to the water at the deck's highest point above the
water
c.) Distance from the deck to the water at the deck's lowest point above the
water
d.) A board like appendage used as a rudder
27. What does the term “length overall” mean?

a.) The distance from the bow to the transom
b.) The length of the tarp on a boat
c.) The distance from the foremost part of the hull to the rearmost
d.) The length of a vessels hull at the waterline
28. Where should you display your boat’s Pleasure Craft License number?
29. What is something that one should verify before taking a pleasure craft to
the United States?

Chapter 1
ANSWERS
1. a.)
2. The Pleasure Craft Operator Card (PCOC) is the most common proof
of competency in Canada. It is a certificate issued by an accredited
course provider (ACP) that confirms that the holder passed a
government-accredited boater test.
3. c.) According to the Competency of Operators of Pleasure Craft

Regulations (COPCRs) of the Canada Shipping Act, 2001, regardless of age or
nationality all persons must
carry proof of competency whenever operating any type of motorized
pleasure craft on any Canadian waters (other than the waters of the
Northwest Territories and Nunavut).
4. c.)
5. a.) In Canada, most vessels must be either licensed or registered. Whether or

not you will license or register your vessel depends on its type, size, and the size
and type of motor. All pleasure craft of all sizes equipped with one or more
primary propulsion motors totalling 7.5 KW (10 hp) or more must be licensed.
6. A pleasure craft that has not been licensed must be registered with
Transport Canada. Registration is the legal documentation of vessel ownership,
similar in nature to the title system applicable for a house. Registration is
voluntary for a pleasure craft and is executed by an application to Transport
Canada. To register a vessel, you must be a Canadian citizen or a permanent
resident of Canada. A Canadian or foreign corporation may also register a vessel
in Canada.
7. If you choose not license your vessel with Transport Canada, then you must
ensure that is it registered with Transport Canada; licensed or registered, one
or the other.
8. a.)
9. b.)
10. a.)
11. c.)
12. d.)
13. d.)

Chapter 1
14. d.)
15. b.)
16. Aids to navigation are systems, structures, or devices that are external to a
vessel that aid the operator in navigation, indicate safe routes, and warn of
obstacles or dangers. Aids to navigation can include such things as buoys, day
beacons, and lighthouses. “Aids to navigation” should not be confused with
“navigational aids”.
17. Navigational aids are shipboard tools (such as a radar or sonar system,
compass, sextant, or marine charts) that aid in determining position and setting
course.
18. a.)
19. c.)
20. d.)
21. c.)
22. d.)
23. b.)
24. c.)
25. a.)
26. c.)
27. c.)
28. Your vessel’s Pleasure Craft Licence number must be displayed above the
waterline on both sides of the bow in block letters and numbers that are at least
7.5 cm (3 in) in height. The letters and numbers should contrast with the colour of
the hull.
29. To avoid being denied entry at the border, verify entry requirements for bringing
your craft to the United States. For instance, make sure that you have proof of
ownership. Note that a pleasure craft’s license number alone is NOT accepted as
proof of ownership when entering the United States (or when returning to
Canada). Thus, ensure that you are carrying up-to-date proof of ownership (ex.:
Pleasure Craft License, Vessel Registration, Bill of Sale, etc.) for your pleasure
craft.

Chapter 1
Appendix 1-1
Glossary of Terms
Abaft – Abaft indicates that something is behind something else. If an object is located
behind the port beam, then one says that it is “abaft” the port beam.
Abeam – At right angles to the centerline of the boat but not on board the boat. Abeam
means a perpendicular direction that is straight out from the middle of the vessel on
either side. For example, a direction straight out from the left-hand side at the middle of
a vessel is referred to as "on the port beam".
Abeam to port – When one says that an object in the water is abeam to port, one means
that the object is straight out from the port beam.
Abeam to starboard – When one says that an object in the water is abeam to starboard,
one means that the object is straight out from the starboard beam.
Aboard – On or within the boat
Above deck – On the deck of a boat (not above the deck – see “Aloft”)
Aft – Like the term abaft, the term aft also indicates a direction toward the stern. If one is
moving to the stern of a vessel, then one is going “aft”.
Aground – Touching or stuck on the bottom
Ahead – Ahead refers to a direction directly in front of a vessel.
Aids to Navigation – Aids to navigation are systems, structures, or devices that are
external to a vessel and that aid the operator in navigation, indicate safe routes, and
warn of obstacles or dangers. Aids to navigation can include such things as buoys, day
beacons, and lighthouses. “Aids to navigation” should not be confused with
“navigational aids”.
Alee – Away from the direction of the wind (opposite of windward)
Aloft – Above the deck of a boat
Amidships – In or at the point midway between the bow and the stern
Anchor – An anchor is a heavy object that is attached to a rope or chain and used to
moor a vessel to the bottom. Typically, an anchor has a metal shank with a ring at one
end for the rope and a pair of curved and/or barbed flukes at the other

Chapter 1
Anchor rode – A vessel is attached to its anchor by the rode, which is made of chain,
cable, rope, or a combination of these.
Astern – In back of a boat, opposite of “ahead”. Astern is a direction behind a vessel.

The term "dead astern" means directly behind the vessel.
Athwartships – At right angles to the centerline of the boat.
Aweigh – Refers to the position of an anchor when it is raised clear of the bottom.
Beam – Technically, the beam is the width of a vessel at its widest point. The widest
point of a hull is traditionally at the midpoint between the bow and the stern. Thus,
“beam” came to be the nautical term for the part of the vessel midway between a
vessel’s bow and stern.
Bearing – The direction to an object, expressed two ways:

1) As a true bearing as shown on a chart; or
2) As bearing relative to the heading of your boat.
Below – Beneath the deck
Bilge – The bottom part of the inside of a ship or boat.
Bitter End – The outboard end of a line attached to a boat. Or the inboard end of a
anchor rode.
Bow – The front end of a boat.
Bow line – A line attached to the bow of a boat
Bowline – A knot used to form a temporary loop in the end of a line
Bridge – The control station from which a vessel is steered and its speed is controlled.
Bulkhead – A vertical partition separating two compartments in a vessel
Buoy – An anchored float used for marking a position on the water or a hazard or a
shoal and for mooring.
Capsize – To turn upside down.
Cast off – To let go.

Chapter 1
Catamaran – A boat with two hulls arranged side by side.
Chart (nautical) – A nautical chart is map (a graphic representation) of a marine areas

and adjacent shorelines and land areas. Depending on the scale of the chart, it may
show depths of water and heights of land (topographic map), natural features of the
bottom, details of the shoreline, navigational hazards, locations of natural and human-
made aids to navigation, information on tides and currents, local details of the Earth's
magnetic field, and human-made structures such as harbours, buildings, and bridges.
Chine – A chine is the line where the bottom of a boat curves up and turns into the side
of the boat (i.e.: it is intersection between the bottom of a boat and sides of the boat.
Chock – A fitting through which anchor or mooring lines are led. It is usually U-shaped
to reduce chafe on the line.
Cleat – A fitting to which lines are tied on (made fast). The classic cleat to which lines
are made fast is approximately anvil-shaped.
Coaming – A vertical piece around the edge of a cockpit, hatch, etc. to prevent water on
deck from running below.
Coil – To lay a line down in circular turns.
Cockpit – An opening in the deck from which the boat is handled.
Commercial vessel – A commercial vessel is any vessel that is used to earn revenue.
Commercial vessels include water taxis, tour boats, freighters, tankers, ferries, fishing
boats, tugboats, and excursion boats.
Course – The direction in which a boat is being steered.
Current – The horizontal movement of water.
Dead ahead – Directly ahead of the vessel.
Dead astern – Directly aft of the vessel.
Deck – A permanent covering over a compartment, hull or any part thereof.
Dinghy – A small open boat that is often used as a tender for a larger craft.
Displacement – The volume of water which is displaced by a floating vessel and which
is equal in weight to the vessel’s weight.

Chapter 1
Displacement vessel – A type of vessel with a hull that plows through the water,
displacing a weight of water equal to its own weight, and does not plane but instead
continues to plow, even at the craft’s maximum speed.
Dock – A pier or a wharf for mooring boats.
Downwind – The direction in which wind is blowing.
Draft – The depth of water a boat draws. The draft is the minimum depth of water that a
vessel requires to float freely. It is approximated as the distance between the water
surface and the lowest point of the vessel. On a boat equipped with an outboard motor,
the draft is usually the distance from the surface of the water to the bottom of the lowest
point on the engine (i.e.: the bottom of the skeg). You need to know the draft of your
boat so that you may refer to marine charts to determine which waters are deep enough
for your boat.
Ebb – A receding current
Fathom – A unit of measure that is equal to six (6) feet.
Fender – A cushion, placed between boats, or between a boat and a pier, to prevent
damage. Fenders are various devices (usually hollow cylinders made of plastic) that are
hung from the side a vessel to prevent surface damage to the vessel when it rubs
against a dock or against another vessel.
Flare – A type of distress signal.
Flood – A incoming current.
Fluke – The palm of an anchor.
Following sea – An overtaking sea that comes from astern.
Fore and aft – In a line parallel to the keel.
Forepeak – A compartment in the bow of a small boat.
Forward – Toward the front of a boat.
Fouled – When a piece of equipment is jammed, entangled, or dirty.

Chapter 1
Freeboard – Freeboard is the minimum vertical distance from the surface of the water to
a boat’s gunwale. A vessel with a high freeboard (i.e.: a deck that is high above the
water) is difficult to re-board from the water without the aid of re-boarding equipment.
Galley – The kitchen area of a boat.
Gangway – The area of a ship's side where people board and disembark.
Gear – A general term for ropes, blocks, tackle and other equipment.
Give-Way Vessel –The vessel that according to the Rules of the Road must yield in
meeting, crossing, or overtaking situations.
Ground tackle – A collective term for the anchor and its associated gear.
Gunwale –The gunwale (pronounced "gunnel") is the top edge of a boat’s sides.
Hard chine – An abrupt intersection between the bottom and the side on a boat hull.
Head – A marine toilet.
Heading – A direction or bearing. The direction in which a vessel's bow points at any
given time.
Headway – The forward motion of a boat. Opposite of sternway.
Hitch – A knot used to secure a rope to another object or to another rope, or to form a
loop or a noose in a rope.
Hold – A compartment below deck in a large vessel, used solely for carrying cargo.
HSN – All pleasure craft (with or without a motor) used in Canada must bear a hull
serial number (HSN). No character of the HSN is to be less than 3.2 cm (1 ¼ in.) in
height or width. The HSN is 12 digits in length (beginning with the manufacturer’s code)
and must be permanently marked on the exterior upper starboard corner of the boat’s
transom.
Hull – The hull is the main body of a boat, from the deck down. It should be thought of
as an empty shell; it does not include equipment or fittings (pumps, motors, pumps,
cabins, bilges, etc.)

Chapter 1
Inboard - More toward the center (inside) of a vessel.
Inboard motor – A motor fitted inside a boat.
Jacob’s ladder – A rope ladder, lowered from the deck, as when pilots or passengers
come aboard.
Jetty – A structure, usually masonry, projecting out from the shore; a jetty may protect a
harbor entrance.
Keel - The centerline of a boat running fore and aft; the backbone of a vessel.
Knot - A measure of speed equal to one nautical mile (6,076 feet) per hour.
Knot - A fastening made by interweaving rope to form a stopper, to enclose or bind an

object, to form a loop or a noose, to tie a small rope to an object, or to tie the ends of
two small ropes together.
Lee – The side of a vessel or land mass that is sheltered from the wind.
Leeward – The direction away from the wind. Opposite of windward. Leeward means
downwind; the direction in which the wind is blowing. The leeward side of an island is
the side that is sheltered from the wind.
Leeway – The sideways movement of the boat caused by either wind or current.
Length overall – The length overall of a vessel is the distance from the foremost point
on the hull (above or below the waterline) to the aft-most point on the hull (above or
below the waterline). When a regulation is applied to a vessel based on its length, the
regulation is referring to the “length overall” as defined here.
Life jacket – A life jacket is a flotation device that is designed to keep a person face-up
in the water, even when that person is unconscious.
Line - Rope and cordage used aboard a vessel.

Chapter 1
Log - A record of courses or operation. Also, a device to measure speed.
Lubber’s line - A mark or permanent line on a compass indicating the direction forward
parallel to the keel when properly installed.
Midship – Also referred to as amidships, midship is approximately in the location equally

distant between the bow and stern.
Mooring – An arrangement for securing a boat to a mooring buoy or a pier.
Nautical mile – One minute of latitude; approximately 6,076 feet - about 1/8 longer than
the statute mile of 5280 feet.
Navigational aids - Navigational aids are shipboard tools (such as a radar system or a
sonar system, GPS, compass, sextant, or marine charts) that aid in determining one’s
position and setting course.
On the port stern – Off the port stern (sometimes termed “off the port quarter”) means
On the starboard stern – Off the starboard stern (sometimes termed “off the starboard
quarter”) means
Operator – The operator of a vessel is the person in charge of the craft. This is an
important distinction to make. Thus, when you borrow a boat and take it out on the
water, you (not the person you borrowed it from) are the operator. Under Canadian
regulations, the operator of a pleasure craft is responsible for its condition, how it is
operated, and the safety of all on board.
Outboard – Toward or beyond the boat's sides.
Outboard motor – A detachable engine mounted on a boat's stern.
Overboard – Over the side or out of the boat.
Personal water craft – Seadoos and jet skis are referred to as personal water craft
(PWCs) and are considered to be power-driven (motorized) pleasure craft.

Chapter 1
Pier - A loading platform usually extending into the water at an angle perpendicular to
the shore extending at an angle from the shore.
Planing - A boat is said to be planing when it is essentially moving over the top of the
water rather than through the water.
Planing vessel – A boat with a hull that is designed to plane at high speed.
Pleasure craft – According to Transport Canada, a pleasure craft is any type of

watercraft used exclusively for pleasure and not for carrying passengers or goods for
hire.
Pleasure Craft Operator Card – The Pleasure Craft Operator Card (PCOC) is not a
government-issued license; it is a certificate issued by a privately owned accredited
course provider (ACP) that confirms that the holder passed a government-accredited
boater test. Anyone operating a motorized pleasure craft in Canada must carry proof of
competency.
Port side – The port side is the side of the boat that is on your left side when you are
standing in the boat and facing forward.
Power-driven vessel – A power-driven vessel is one that is propelled by any type of

engine or machinery (including steam engines and electric trolling motors). All operators
of power-driven pleasure craft must obtain a PCOC and carry it on board.
Proof of competency – According to the Competency of Operators of Pleasure Craft

Regulations (COPCRs), regardless of age or nationality all persons must carry proof of
competency whenever operating any type of motorized pleasure craft on any Canadian
waters (other than the waters of the Northwest Territories and Nunavut). Original proof
of competency (not a photocopy) must be carried on board when operating a motorized
pleasure craft anywhere in Canada (proof of competency is not required for vessels
without motors). Proof of competency can take any of four forms:
 Pleasure Craft Operator Card (PCOC);
 Proof that you successfully completed a boating safety course in Canada before April 1,
1999 (i.e.: a boating safety certificate issued before 1999);
 A completed boat rental safety checklist (temporary proof); or
 Alternative acceptable proof of competency.
The most common proof of competency is the Pleasure Craft Operator Card (PCOC).
Quarter – The sides of a boat aft of amidships.
Quartering sea – A sea coming on a boat's quarter.

Chapter 1
Rode – A vessel is attached to its anchor by the rode, which is made of chain, cable,
rope, or a combination of these.
Rope – Rope is the term for cordage as it is purchased at a store. When put to use on a
boat, rope is referred to as line.
Rudder – A vertically-oriented plate or board that is used for steering a boat.
Running lights – Lights that are required to be shown on boat when it is underway
between sunrise and sunset.
Sail-driven vessel – Any vessel under sail provided that propelling machinery, if fitted, is
not being used. Thus, even if a sailboat has its sails raised, it is considered to be a
power-driven vessel whenever it is being propelled by a motor and, thus, it must obey
the Collision Regulations for power-driven vessels. Also, the operator must carry proof
of competency if the sailboat is fitted with a motor. The PCOC must be carried even
when under sail without the motor in operation.
Seaworthy – A vessel is considered seaworthy if:

 The hull is undamaged and the boat is appropriate for the type of sea condition in which it is
being used;
 The engine size does not exceed the allowable maximum for that vessel;
 The vessel is not overloaded: and
 All equipment is in good working order.
Knowingly operating a vessel that is not seaworthy is a violation of the Criminal Code.
Thus, if one operates a boat that is overloaded or that is fitted with an engine that is too
large, then one is guilty of a criminal offence.
Scope – Scope is the ratio of the length of the anchor rode in use to the vertical
distance from the bow of the boat to the bottom. Anchoring with sufficient scope (i.e.:
sufficient anchor rode) brings the direction of strain on the anchor line close to parallel
with the bottom. In good weather and calm water, the scope ratio should range between
6 to 1 and 7 to 1. In poor weather or in strong currents, the rode ratio must be increased
(i.e.: more anchor line must let out.
Sea room – A safe distance from the shore or other hazards.
Ship – A larger vessel usually thought of as being used for ocean travel.
Sounding – A measurement of the depth of water.
Starboard side – The side of the boat that is on your right side when you are standing in
the boat and facing forward.

Chapter 1
Squall - A sudden, violent wind often accompanied by rain.
Stand-on vessel – That vessel which has right-of-way during a meeting, crossing, or
overtaking situation.
Starboard-side – The right side of a boat when looking forward.
Stem - The forward most part of the bow.
Stern – The aft end (back-end) of a boat.
Tender – A tender is a boat used to service or support other boats or ships, generally by
transporting people or supplies to the ship and vice versa.
Tide - The periodic rise and fall of water level in the oceans.
Tiller - A bar or handle for turning a boat's rudder or an outboard motor.
Transom – The stern cross-section of a square-stern boat.
Trim – The fore and aft balance of a boat.
Underway – Underway means that a vessel is not at anchor, tied to a dock, or pulled up
on shore; i.e. a vessel is considered to be underway if it is afloat and free to move. If a
vessel is not moored, not at anchor and not aground, then it is underway.
Upwind – A direction into the wind, toward where the wind is coming from.
Vessel – A vessel is any type of waterborne craft (other than a seaplane) that is capable
of being used as a means of transport.
V-bottom – A hull with a cross-section in the shape of a "V".
Wake – The wake of a vessel is the disturbed water and waves around and behind a
vessel that are set in motion by its passage through the water. Thus, a vessel must be
moving through the water in order to create a wake. Similarly, an airplane must be
moving through the air to create a wake.

Chapter 1
Wash – Wash is the loose or broken water left behind by a boat as it moves through
water and includes the churned water thrown aft by the propeller (i.e. propeller wash).
Just as an airplane can create prop wash when sitting on the ground, a vessel does not
have to be moving through the water in order to create wash.
Waterline (design) – The design waterline of any vessel is the line corresponding to the
surface of the water when the vessel is afloat, carrying a normal load, and on an even
keel. The design waterline is often indicated with a horizontal line painted on the exterior
of a vessel’s hull.
Way – The movement of a vessel through the water such as headway, sternway or
leeway.
Windward – Windward is a direction into the wind. It is the direction from which the wind
is blowing. The windward side of an island is the side onto which the wind blows.
Windward side of a sail-driven vessel – The windward side of a sail-driven vessel is the
side of the vessel that is opposite to the side on which the mainsail is being carried.
Yaw – To swing or steer off course

Chapter 1
Appendix 1-2
List of Certificates of Competency, Training Certificates

and other Equivalencies accepted as Proof of Competency
when Operating a Pleasure Craft
Certificates of competency, training certificates and equivalencies directly pertaining to

the operation of a vessel are recognized as proof of competency when operating a boat
fitted with a motor that is used for recreational purposes.
The current list (see below) contains over 90 such professional certificates, courses,
and equivalencies.
If you hold any certificate on this list, you qualify to obtain a Pleasure Craft Operator
Card from freecourse.ca without first writing a Transport Canada Boating Safety Test.
List of Certificates of Competency, Training Certificates and other

Equivalencies accepted as Proof of Competency
Under the Marine Certification Regulations:
1. Master Mariner
2. Master Intermediate Voyage
3. Master Local Voyage
4. First Mate Intermediate Voyage
5. First Mate, Local Voyage
6. Watch keeping Mate, ship
7. Restricted Watch keeping Mate, ship
8. Watch keeping Mate, MODU/Surface
9. Watch keeping Mate, MODU/Self-elevating
10. Watch keeping Mate, MODU/Inland
11. Master, Ship of not more than 350 tons, gross tonnage, or tug, local voyage
12. Master, Limited
13. First Mate, Limited
14. Fishing Master, First Class
15. Fishing Master, Second class
16. Fishing Master, Third Class
17. Fishing Master, Fourth Class
18. Certificate of service as master of a ship of not more than 1600 tons, gross tonnage
19. Certificate of service as master of a fishing vessel of not more than 100 tons, gross tonnage
20. Bridge Watchman
21. Proficiency in Fast Rescue Boats
22. Master, limited for a pleasure yacht of more than 20 m in length
23. Master, limited for a short run ferry
24. Master, limited for an intermediate run, ferry
25. First Mate, limited for a short run ferry
26. First Mate, limited for an intermediate run ferry
Under the Marine Personnel Regulations:
1. Master Mariner
2. Master, Near Coastal

Chapter 1
3. Master 3000 Gross Tonnage, Near Coastal

4. Master 500 Gross Tonnage, Near Coastal
5. Master 3000 Gross Tonnage, Domestic
8. Master, Inland Waters
9. Master, Ship of not more than 350 tons, gross tonnage, or tug, home trade voyage
10. Master, Ship of not more than 350 tons, gross tonnage, or tug, inland waters voyage
11. Certificate of Service as Master of a Steamship of not more than 350 tons, gross tonnage
12. Master, Long Run Ferry
13. Master, Intermediate Run Ferry
14. Master, Short Run Ferry
15. First Mate, Inland Waters
16. First Mate, Long Run Ferry
17. First Mate, Intermediate Run Ferry
18. First Mate, Short Run Ferry
19. Master, Limited for a Vessel of 60 Gross Tonnage or More
20. Master, Limited for a Vessel of less than 60 Gross Tonnage
21. Master 3000 Gross Tonnage, Domestic limited to a near coastal voyage, Class 2 if the voyage is
a "minor Waters Voyage" as defined in the Canada Shipping Act, 2001, in the version that was in
force immediately before coming into force of the Act
22. Chief Mate
23. Chief Mate, Near Coastal
24. Watch keeping Mate
25. Watch keeping Mate, Near Coastal
26. Chief Mate 500 Gross Tonnage, Domestic
27. Chief Mate 150 Gross Tonnage, Domestic
28. Chief Mate, Limited for a Vessel of 60 Gross Tonnage or More
29. Chief Mate, Limited for a Vessel of less than 60 Gross Tonnage
30. Second mate, Inland Waters
31. Fishing Master, First Class
32. Fishing Master, Second Class
33. Fishing Master, Third Class
34. Fishing Master, Fourth Class
35. Certificate of Service as Master of a Fishing Vessel of less than 60 gross Tonnage
36. Certificate of Service as Watch keeping Mate of a Fishing Vessel of less than 100 Gross Tonnage
37. Fishing Master
38. Fishing Master, Restricted
39. Fishing Mate
40. Watch keeping mate, Fishing
41. Proficiency in Fast Rescue Boat
42. Bridge Watch Rating
43. Offshore Installation Manager, MOU/surface
44. Offshore Installation Manager, MOU/self-elevating
45. Barge Supervisor, MOU/surface
46. Barge Supervisor, MOU/self-elevating
47. Watch keeping officer of a fishing vessel of not more than 150 gross tonnage and less than 24
metres in overall length
48. 48.Watchkeeping Mate of a fishing vessel of less than 24 m in length overall
49. 49.Certificate of service as Watch keeping Mate of a fishing vessel of less than 24 metres in
length
Under the Masters and Mates Examination Regulations:

1. Master, Foreign-going
2. Master, Foreign-going Certificate of Service
3. Master Home Trade, First Mate Foreign-going
4. Master, Home Trade

Chapter 1
5. Master, ship not more than 350 tons, gross tonnage, or tug, home trade or inland waters
6. Master, ship of not more than 350 tons, gross tonnage, or tug, home trade voyage
7. First Mate, Foreign-going
8. First Mate Home Trade, Second Mate Foreign-going
9. First Mate, Home Trade
10. Second Mate, Foreign-going
11. Watchkeeping Mate
12. Second Mate, Home Trade
13. Master, ship of not more than 350 tons, gross tonnage, or tug, home trade voyage
14. Master, ship of not more than 350 tons, gross tonnage, or tug, inland waters voyage
15. Certificate of Service as Master of a steamship not more than 350 tons, gross tonnage
16. Second Mate, Inland Waters
17. Master, Minor Waters
Training Certificates:
1. Basic Safety and Operator Proficiency for Small Non-Pleasure Craft in Sheltered Waters (MED
A4) issued under the Marine Certification Regulations.
2. Small Vessel Operator Proficiency (SVOP) training certificate issued under the Marine Personnel
Regulations or an SVOP card issued by Transport Canada.
Other Equivalencies:
1. Proof of at least seven fishing seasons, with no two of those seasons occurring in the same year,
as master of a fishing vessel of up to 15 gross tonnage or not more than 12 m in overall length,
acquired before July 1, 2007 in the form of a signed declaration or a Transport Canada card that
is issued for the signed declaration. (Subsection 212 (8) of the Marine Personnel Regulations).
2. Small Vessel Operator – Commercial/Fishing Vessels issued by the Fisheries and Marine
Institute of Memorial University of Newfoundland.
3. Basic Safety For Fish Harvesters (5 Days) issued by the Professional Fish Harvesters
Certification Board of Newfoundland and Labrador.
4. Proof of at least seven fishing seasons, with no two of those seasons occurring in
the same year, as officer in charge of deck watch of a fishing vessel of up to 15
gross tonnage or not more than 12 m in overall length, acquired before July 1,
2007 in the form of a signed declaration or a Transport Canada card that is
issued for the signed declaration. (Subsection 212 (8) of the Marine Personnel
Regulations)
Canadian Coast Guard endorsements, certificates and training courses:
1. Coast Guard Watch keeping endorsement or Coast Guard Watch keeping Certificate
2. Coast Guard Command endorsement or Coast Guard Command Certificate
3. Coast Guard Small Vessel Command endorsement or Coast Guard Small Vessel Command
Course Certificate
4. Fast Rescue Craft Course
5. Rigid Hull Inflatable Operator Training
6. Small Craft Operator - Advanced /RHIOT
7. Small Craft Training
8. Small Craft Operator – Basic
Department of National Defence Certificates
1. Upper Deck Watch keeping

2. Destroyer Navigating Officer
3. Surface Ship Command
4. Patrol Vessel Command

Chapter 1
5. Bridge Watch keeping

6. Deep Draught Officer or Fleet Navigating Officer
7. Minor War vessel or Surface Ship Command (after 1997)
8. Royal Canadian Navy Boat Coxswain Course
Note:
A PCOC does not normally qualify a person to operate a commercial vessel. Some smaller
commercial boats may rely on the Pleasure Craft Operator Card training in lieu of other
commercial-vessel training. The type of small commercial vessel that may rely on the PCOC in
lieu of commercial-vessel training is: a smaller commercial vessel [less than 8 metres (26 ft.) in
length] that is carrying less than six passengers, and is operating in protected waters. Note: all
members of the crew, not just the operator (driver), of such a vessel must be carrying a valid
PCOC.

Chapter 2
freecourse.ca
Chapter 2
REQUIRED SAFETY EQUIPMENT

It is foolish to go out on the water without adequate safety equipment (i.e.: equipment
that is undamaged, complete, functional, and appropriate for your type and size of
pleasure craft.
The following chapter is an introduction to the types of safety equipment that Canada’s
Small Vessel Regulations require to be carried on pleasure craft operating on any
Canadian waters.

2.1 Small Vessel Regulations
2.2 Types of Safety Equipment
2.3 Personal Protection Equipment
2.4 Navigation Equipment
2.5 Distress Equipment
2.6 Boat Safety Equipment
2.7 Supplemental Equipment

Chapter 2
2.1 SMALL VESSEL REGULATIONS

The Small Vessel Regulations (http://laws-lois.justice.gc.ca/eng/regulations/sor-2010-
91/page-1.html) of the Canada Shipping Act, 2001 apply to all boaters operating on
any Canadian waters. These regulations:
 Outline loading limits, power limits, and licensing and registration
requirements for recreational vessels;
 Specify the mandatory safety equipment required on board; and
 Describe safety precautions to be taken while operating your pleasure
craft.
Compliance Notice
In Canada, any pleasure craft that is propelled

(or designed to be propelled) by a motor is
required by Transport Canada to carry a label,
tag, or plate called a “Compliance Notice”.
The Compliance Notice must be permanently
affixed to the hull of the vessel, usually at the
back of the vessel, in a location where it can
be read from inside the vessel.
As depicted in the image at left above, for pleasure craft less than 6 m (20 ft.) in length,
a Compliance Notice must be affixed displaying the vessel’s Recommended Gross
Load Capacity, which includes:
 The maximum load that the vessel can carry;
 The maximum number of adult-sized people that the vessel can carry; and
 (If the vessel is designed to be fitted with an outboard motor): The recommended
safe limit of engine power recommended for the hull.
The operator of a pleasure craft cannot exceed any limit indicated on the
Compliance Notice. The maximum load indicated on the Compliance Notice (also
referred to as the “recommended gross load capacity”) includes the weight of the
passengers, the motor, fuel, and all cargo on board.
A Note about Compliance Notices
The load and power limits indicated on a Compliance Notice assume that:
 The vessel will be operated in fair weather; and
 The weight of equipment and people carried in the vessel is evenly distributed
to balance the hull.

Chapter 2
Remember, in high winds and large waves, the load and power limits indicated on your
vessel’s Compliance Notice no longer apply; the vessel can only accommodate a
smaller load. Thus, any trip that you plan to take with your pleasure craft should be
planned with the craft’s capabilities in mind. Operators should take into account
weather and water conditions when planning a trip and adjust loads for weather
conditions according to the capacity of their vessel.
Samples of acceptable Compliance Notices are provided below:
For more information on Compliance Notices, please go to Transport Canada’s web

site:
http://www.tc.gc.ca/eng/marinesafety/debs-obs-paperwork-paperwork_noticesfaq-307.htm#_what_is_a

Chapter 2
2.2 TYPES OF SAFETY EQUIPMENT

The minimum amount and type of safety equipment required on board your
pleasure craft is based its type and length.
All required safety equipment must be carried on board, be in good working

order, be readily accessible and available for immediate use, and be maintained
regularly and replaced according to manufacturer instructions and
recommendations so that it will function correctly when needed.
The Small Vessel Regulations of the Canada Shipping Act, 2001 require four types of
safety equipment to be carried on board your vessel:
1. Personal protection equipment;
2. Navigation equipment;
3. Distress equipment; and
4. Boat safety equipment.
2.3 PERSONAL PROTECTION EQUIPMENT

Personal protection equipment (PPE) includes:
A. Approved personal flotation devices and lifejackets;
B. Buoyant heaving lines;
C. Life buoys; and
D. Re-boarding equipment.
A. Approved Flotation Devices
An approved PFD or lifejacket is one that bears a label, stamp, or tag indicating that it
has been approved. To comply with the standards, you must ensure that the label on
your flotation device indicates that it has been approved by one of the following
agencies:
 Transport Canada;
 Fisheries and Oceans Canada; or
 The Canadian Coast Guard.
Visitors to Canada may use flotation devices that conform to the laws of their
home country.
When purchasing a flotation device, choose one that is appropriate for your size,
weight, and the type of boating activities in which you will be engaged.

Chapter 2
If you employ a flotation device that is too small, it will not support your weight in the
water. Ensure that the style you choose fits you comfortably. Keep in mind that the
most highly visible colours in the water are red, orange, and yellow. Wearing these
colours increases your chances of being located during a search and rescue operation.
At the beginning of each season, check the condition of your flotation device per
manufacturer instructions. In other words, try it out in the water to ensure that it
functions correctly.
The Small Vessel Regulations require that each craft (regardless of the type of
craft) have on board a Canadian-approved personal flotation device or lifejacket
of the appropriate size for each individual on board [except for infants less than 9 kg
(20 lbs.) in weight or a person with a chest size of 140 cm (55 in) or larger]. Note: There
are no approved lifejackets or PFDs for infants that are less than 9 Kg (20 lb.) in weight.
Note: Approved personal flotation gear does not include products such as buoyant seat
cushions or water-skiing belts.
Lifejackets - Lifejackets are defined as flotation devices that are designed

specifically to keep an unconscious person face-up in the water. This is important
when a person is immersed in cold water since hypothermia can eventually cause a
person to lose consciousness. There are three main types of Lifejackets:
1. SOLAS (safety of life at sea) lifejackets;
2. Standard lifejackets; and
3. Small vessel life jackets.

Chapter 2
SOLAS lifejackets – SOLAS lifejackets meet very

high performance standards and are approved for
all vessels. This type of lifejacket will turn over an
unconscious person in seconds to keep one’s face
out of the water. It is designed to work even when
the wearer is unconscious.
Standard life jackets – Standard lifejackets are

approved for all vessels except those that are
required to carry SOLAS lifejackets. A
standard type lifejacket will turn a person over
to be face up in the water but not as quickly as
a SOLAS device. Standard type lifejackets are
available in two sizes:
 Greater than 40 kg (88 lb); and
 Less than 40 kg.
Small Vessel Lifejackets – Small vessel

lifejackets are approved only for small vessels
(vessels under 6 metres in length). This type of
lifejacket can turn a person over to be face up in
the water but slowly. They are available in
keyhole and vest styles in three sizes:
- Greater than 41 kg (90 lb),
- 18 kg (40 lbs.) to 41 kg (90 lbs.), and
- Less than 18 kg (40 lbs.).

Chapter 2
Life jackets are bulkier and less comfortable than PFDs and, as a result, are rarely
worn.
There are lifejackets available that are inflatable (they inflate automatically in water, or
they can be triggered to inflate, or they can be inflated manually by blowing into a tube).
Note: Persons under 16 years of age are not allowed to wear inflatable lifejackets.
Personal Flotation Device – A personal

flotation device (PFD) is defined as a
device designed to provide enough
buoyancy to keep a conscious person’s
chin out of the water. Specialised PFDs
are available for sports such as water
skiing and kayaking. PFDs do not have a
lot of buoyancy, making them unsuitable
for rough water. PFDs are not designed to
keep an unconscious person face-up in
the water.
A PFD or lifejacket should fit snugly (not tightly) and allow freedom of movement of
arms and legs. PFDs or lifejackets should be worn at all times while on board any
pleasure craft.
The approved status of a PFD or lifejacket lapses if the flotation device has been
damaged, altered, or repaired. Note: Repairing a PFD or lifejacket does not restore it
to its approved status.
Use only a mild soapy solution (hand soap or dish soap) when cleaning a PFD or
lifejacket. Dry-cleaning fluids, gasoline, or solvents should never be used to
remove a stain from a PFD or lifejacket as they will damage the foam flotation
material inside a PFD or lifejacket (i.e.: a PFD or lifejacket that smells of
petroleum products is not approved since by definition has been damaged by
being exposed to a solvent).
When wet, PFDs and lifejackets should be dried in open air but not in prolonged
exposure to sunlight and not close to a direct heat source (such as in a clothes dryer or
next to an electric baseboard heater). When not in use, dried PFDs and lifejackets
should be stored in a dry, well-ventilated, easily accessible place on board the pleasure
craft.

Chapter 2
It is highly recommended that you test the buoyancy of your PFD or lifejacket at
the beginning of every boating season. To do so, use the following technique:
1. Put on the PFD or lifejacket;
2. Wade into water until you are chest-deep;
3. Bend at the knees to lower yourself further into the water;
4. Float on your back; and
5. Verify that the device keeps your chin above water.
Keeping Children Afloat

A PFD or a lifejacket is no substitute for adult supervision. Children should be within arm’s
reach and wearing an approved flotation device at all times they are on or near water
(including when on a dock). Children should also be taught how to put on a flotation device in
the water.
Flotation devices are available that are designed specifically for children. Before buying a
flotation device for your child, check the labelling to verify that the device is Canadian-
approved. Select one that best suits your child’s size and weight and have your child try it on.
It should fit snugly, not ride up above the chin or ears.
Here is a quick test to verify the fit of your child’s flotation device: While your child is wearing
the device, check the space between the top of your child’s shoulder and the device’s
armhole. If the space is more than the three fingers wide, then the device is too big and could
do more harm than good.
Look for these safety features:

 A large collar for head support
 Waist or elastic gathers in front and
back.
 A safety strap that goes between the
legs to prevent the device from slipping
up and over your child’s head.
 Buckles on the safety straps
 Reflective tape
It is also recommended that you use a string

or lanyard to attach a non-metallic, pea-less
whistle to your flotation device.
Parents who want their children to wear a flotation device should set a good example
by doing so themselves.

Chapter 2
Inflatable PFDs
There are PFDs available that are inflatable. Inflatable PFDs are not approved for
any person who is less than 16 years of age or who weighs less than 36.3 kg (80
lbs.). Inflatable PFDs are not approved for use on PWCs or for use in any white
water activity such as kayaking or rafting. In addition, inflatable PFDs are not
suitable for weak swimmers.
You must be wearing an inflatable PFD for it to be approved on any open boat. If
the boat is not open (i.e.: it has a cabin), then you only need to wear it when you are not
in the cabin (i.e.: you must wear it when on deck or in the cockpit).
Inflatable PFDs are significantly different from traditional foam-filled PFDs and are
gaining popularity because when folded, and not inflated, the PFD is light, compact,
comfortable, non-restrictive, and either inflates automatically when immersed in water,
or is inflated by the wearer (usually in less than 5 seconds) by pulling a tab or toggle
when buoyancy is needed.
Be aware that inflatable PFDs require regular maintenance since they contain a
carbon dioxide (CO2) cartridge that inflates the PFD. The inflatable PFD should be
checked before each use to ensure that the CO2 cartridge is properly installed and
ready for use. The CO2 cartridge must be replaced after every use; thus, it is
recommended that you have a complete re-arming kit onboard for each inflatable PFD.
As mentioned above, inflatable PFDs are not recommended for weak swimmers. The
inflation time for these devices, although relatively short, may not be appropriate for
persons that are not confident in the water and if the automatic or manual inflation
system malfunctions, a weak swimmer may have difficulty successfully inflating the
device using the back-up oral inflation tube. If you are struggling to stay afloat, blowing
into the back-up inflation tube could be a challenge.
All Canadian-approved inflatable PFDs come with manufacturer instructions. Make sure
that you read the manufacturer instructions and become familiar with the operation and
maintenance requirements for your inflatable PFD. Also, be sure to try out your PFD in
a supervised, safe environment before your first boating excursion to make sure that
you are familiar with how it operates.

Chapter 2
Inflatable PFDs are generally available in two styles:

1. Vest style
2. Pouch style
Vest style – A vest style PFD can be designed to be inflated orally (by blowing into a
tube), manually (by pulling a tab or toggle to activate CO2 inflation), or automatically
(when a CO2 trigger mechanism is immersed in water). For PFDs that inflate
automatically, users should be aware that exposing the PFD to extreme humidity or to
water splashing over the craft may cause premature automatic inflation.
Pouch style – A pouch style PFD can be inflated manually (by pulling a toggle to
activate CO2 inflation) or inflated orally (by blowing into a tube). The pouch style PFD is
considered a 2-stage donning device because once the inflation mechanism is
triggered, the inflated chamber comes out of the pouch and then the wearer must pull
the inflated chamber over his or her head to correctly wear the inflated PFD.

Chapter 2
B. Buoyant Heaving Lines
Buoyant Heaving Lines – Buoyant

heaving lines are composed of a floating
type of line (such as nylon rope) with a
float attached at one end. The line is
designed to float so as to reduce the risk
of the line tangling in a vessel’s propeller
and to make it easier for a person in the
water to find and grab onto the line.
All vessels up to 24 metres (79 ft.) in length are required to have a buoyant heaving line
at least 15 metres (49 ft. - 3 in.) in length with a float attached at one end to assist
throwing accuracy. The float should be made of a soft material, such as foam rubber.
Vessels that are greater than 24 metres in length are required to carry a buoyant
heaving line of at least 30 metres (98 ft. – 6 in.) in length. It is highly recommended
that you practice throwing your heaving line to develop throwing accuracy.
C. Life Buoys
Life Buoys – Operators of vessels that are 9 m

(29.5 ft.) in length or longer must carry life buoys
that are attached to buoyant lines that are 15 m
(49 ft.) in length. When buying a life buoy, choose
one with a Transport Canada approval sticker. Store
the buoy where it can be easily accessed in an
emergency. The body of the lifebuoy must be
inspected monthly to ensure that it is in good
condition (no tears, perforations, or rot) and the grab
lines must be attached securely to the sides and must
be in good condition. Otherwise the buoy must be
replaced. There are two types of acceptable
lifebuoys:
 Small Vessel Lifebuoy – Circular in shape with
an outside diameter of 610 mm (2 ft.). These
devices are approved by Transport Canada.
 SOLAS Lifebuoy – Circular in shape with an
outside diameter of 762 mm (2.5 ft.).

Chapter 2
Note: The 508 mm diameter lifebuoys and

horseshoes do not meet the requirement for
having a lifebuoy.
D. Re-boarding Equipment
Lifting harness – A lifting harness is required on all

pleasure craft that are 24 metres (78.7 ft.) in length or
longer.
Re-boarding Device – A re-boarding device allows a

person to get themselves back on board a boat from the
water. A re-boarding device is required if the vertical
height that must be climbed to re-board the pleasure
craft from the water (freeboard) is greater than 0.5
metres (1.6 ft.). Pleasure craft equipped with transom
ladders or swim platforms already meet this requirement.
The re-boarding device cannot be part of the vessel’s
propulsion unit. Further, the device qualifies under the
regulations only if it is appropriate to the craft on which it is
being used; i.e.: it must readily assist someone to gain
access to that pleasure craft from the water.
When using a re-boarding device to get someone back on board, manoeuvre the craft
to the downwind side of the person in the water and then use the re-boarding device to
recover the person over the windward side. It is a good idea to practice “rescuing” an
object, such as a stick of wood to gain skill in the use of your re-boarding device(s).
The re-boarding device should be checked seasonally to ensure that it is undamaged

and functions correctly. It should be stowed in a location that is out of the way but
readily accessible in the event of an emergency.

Chapter 2
2.4 NAVIGATION EQUIPMENT

Navigation equipment is composed of devices that are designed to help you to be seen
and heard by other vessel operators. There are four main types of navigation
equipment:
1. Sound signalling devices
2. Sound signalling appliances
3. Navigation Lights
4. Passive radar reflectors
A sound signalling device is portable and can be carried on or about a vessel, whereas
a sound signalling appliance is more substantial and is installed permanently on a
vessel. Sound signalling devices and sound signalling appliances are used to
communicate your manoeuvring intentions, to alert others to your presence
during conditions of restricted visibility, and to draw attention to yourself in an
emergency.
Sound Signalling Devices – All vessels

under 12 m (39.4 ft.) in length and not
equipped with a sound signalling
appliance must carry some type of
sound signalling device (such as a pea-
less whistle or a compressed gas
horn).
The Collision Regulations (http://laws-lois.justice.gc.ca/eng/regulations/C.R.C.,_c._1416/)

state that a vessel of:
 12 metres or more in length shall be provided with a whistle.
 20 m (65.6 ft.) or more in length shall be provided with a bell in addition to a whistle
 100 m (328 ft.) or more in length shall, in addition, be provided with a gong, the tone
and sound of which cannot be confused with that of the bell.
The bell or gong or both may be replaced by other equipment having the same
respective sound characteristics, provided that manual sounding of the prescribed
signals shall always be possible.
A vessel of less than 12 metres in length shall not be obliged to carry the sound
signalling appliances prescribed above but if it does not then it shall be provided
with some other means of making an efficient sound signal.

Chapter 2
Sound Signalling Appliances – Vessels that are

12 metres or more in length must carry a sound
signalling appliance (such as a bell and whistle).
Vessels that are 20 (65.6 ft.) metres or more in
length must be equipped with two sound
signalling devices (one of which must be a bell).
Sound signalling devices must meet technical
criteria for frequency and audible range as
described in the Collision Regulations:
http://laws-lois.justice.gc.ca/eng/regulations/C.R.C.,_c._1416/
Navigation Lights – Navigation lights (also

called running lights) are required to be
displayed under the Collision Regulations if a
vessel is operated after sunset and before
sunrise or in periods of reduced visibility
(such as in fog, mist, or rain). Navigation lights
help vessels that are converging on crossing
courses at night to determine who has the right of
way.
Passive Radar Reflectors – A passive radar reflector

(example pictured at left) is designed to make a vessel
more ”visible” to radar. Vessels less than 20 m (65.6 ft.) in
length or constructed primarily of non-metallic
materials can be difficult to see on radar and must,
therefore, be equipped with a passive radar reflector
mounted above the superstructure not less than 4 m
(13.1 ft.) above the water surface. The reflector must be
able to maintain its performance under the full range of
foreseeable environmental conditions.
The requirement for a radar reflector does not apply to you if your vessel operates only
in limited traffic, in daylight, and favourable environmental conditions.
In addition, your vessel is not required to carry a passive radar reflector if compliance is
impractical because of the small size of the vessel or if it only operates where other
vessels do not use radar.

Chapter 2
2.5 DISTRESS EQUIPMENT

There are two main types of equipment (visual signals) that are used for indicating
distress:
 Watertight flashlights
 Pyrotechnic distress signals (flares)
Watertight Flashlight – Almost all vessels are

required to have at least one working, watertight
flashlight on board. This is especially true for small
boats not equipped with navigation lights. For non-
powered vessels, as well as sailboats that are less than
7m (23 ft.) in length, a watertight flashlight is required on
board and qualifies as navigation lights.
A flashlight can be used to signal your presence to other vessels. Use the light by
shining it toward approaching vessels. If your vessel is sail-powered, then use
the flashlight to light up the sail. It can also be used to send an S-O-S distress
signal. Check the flashlight weekly to ensure that the batteries are good. Keep
fresh batteries in a dry place on the boat. Almost every pleasure craft requires a
watertight flashlight or flares. In the event of an electrical failure, a watertight flashlight
may be your only means of signalling your presence to other vessels.
Pyrotechnic Distress Signals – Pyrotechnic distress signals (flares) should be treated

like they are explosives (they are). Pyrotechnic distress signals (flares) are not
required to be carried on board a pleasure craft that is operating in a river, canal,
or lake in which it can at no time be more than one (1) nautical mile from shore, or
the vessel has no sleeping arrangements and is engaged in an official
competition or in final preparation for an official competition.
The number and types of flares required are based on a boat’s type, length, and
area of operation (see Table 2-1). Visual signals (flares or watertight flashlights)
are not required on board a pleasure craft that is 1.) Not more than 6 m (19.7 ft.) in
length and 2.) not fitted with a motor. Otherwise the following requirements apply:
 If a powered pleasure craft is not more the 6 metres in length, a watertight
flashlight OR three pyrotechnic distress signals other than smoke signals is
required.
 If a powered pleasure craft is 6 - 9 m (19.7 - 29.5 ft.) in length, then a watertight
flashlight AND six pyrotechnic distress signals other than smoke signals are
required.
 If a powered pleasure craft is more than 9 metres in length, then a watertight
flashlight AND twelve pyrotechnic distress signals (not more than six of which
are smoke signals) are required.

Chapter 2
When buying flares, ensure that they have been approved by Transport Canada.
Approved pyrotechnic devices are valid for only four (4) years from their date of
manufacture. The date of manufacture is stamped on each flare. This is the most
common feature of all pyrotechnic distress signals (flares).
Consult your local law enforcement agency, the Canadian Coast Guard, Transport
Canada, or a local fire department for advice on disposing of out-of-date flares. In many
municipalities, flares can be disposed of on special days when toxic wastes are picked
up with recycling; always clearly label the bag containing the flares as “explosives”.
Read the manufacturer’s instructions before using a flare. Each type of flare has
specific characteristics and uses. There are four main types of flares:
1. Parachute flare
2. Multi-star rockets
3. Hand-held flare
4. Smoke flare
Parachute Flare – An aerial flare that, when

launched, reaches a height of approximately
300 m and then floats back to earth suspended
beneath a parachute.
Multi-Star Rockets – Two red stars that, when launched, reach a

height of 100 m. They burn for 4 to 5 seconds and are visible from
the air or from the surface.
Hand-held Flare – This is a red-flame torch

that can be held in the hand. It has limited
visibility and is best suited to helping nearby
rescuers pin-point your location during an air
search.
Buoyant or Hand-Held Smoke Flare – A smoke flare that can

be held in the hand or left to float on the water on the downwind
(leeward) side of your vessel.

Chapter 2
2.6 BOAT SAFETY EQUIPMENT

Manual Propelling Devices – Manual propelling devices can
be a set of oars (with oarlocks), or a paddle (at least one), or
any other apparatus that can be used manually (by hand or
by foot) by a person to propel a boat (including pumping the
rudder on small open sailboats). Manual propelling devices
should be carried on a motorboat in case the engine quits.
In the event that a vessel’s engine fails, oars and paddles
should be used to keep the vessel out of danger by
propelling it to shore or to water that is shallow enough for
the vessel to drop and set an anchor. Paddles or oars
should be stowed on board in a location where they are not
in the way yet readily accessible in the event of an
emergency.
Anchor – An anchor is good to have for when oars or

paddles are insufficient to keep a current from carrying your
vessel into shallow water, onto rocks, or into some other
dangerous situation.
You must carry either manual propelling devices or an

anchor on board your boat. Your anchor must be
attached to at least 15 metres of chain, cable, or rope.
Hand Bailers – Hand bailers must be made of plastic

or metal and have a volume of at least 750 ml and a
minimum opening 65 cm2 (10 in2) in area.
Use the bailer to scoop water from the boat. Check

the bailer at the beginning of every boating season
and replace it if it is split or cracked.
Stow the hand bailer in a location that is out of the

way yet readily accessible at short notice.

Chapter 2
Manual Water Pumps – Instead of relying on a hand bailer,

one may opt to employ a manual water pump. A manual
water pump usually looks like a bicycle tire pump except that
it is designed to pump water. If relying on a manual water
pump instead of a hand bailer, then note that a primary
requirement of a manual water pump is that the intake of
the pump must be able to reach the bilge and the
discharge hose must be long enough to discharge water
over the side of your boat.
To use a manual water pump to bail water from a boat, operate the pump with the
base of the pump (intake) seated in the bilge and the discharge hose deployed
over the side of your boat. The pump should be tested at the beginning of each
boating season and the hose checked for splits and cracks and replaced as
needed to ensure that the pump will function when needed. The pump and hose
should be stowed in a location that is out of the way but readily accessible in the
event of an emergency.
Most pleasure craft are required to have at least one hand bailer or manual pump on
board. Some craft are exempt from this rule. For instance, a bailer or manual water
pump is not required for multi-hull vessels that have subdivided, multiple-sealed hull
construction (common examples: pontoon boat, or sailboats fitted with a recess-type
cockpit that cannot contain a enough water to capsize the boat., or a sit -on-top kayak).
Many pleasure craft are equipped with bilges (spaces where water is collected
and then pumped). Some bilges are equipped with electric bilge pumps.
On larger pleasure craft (14 metres in length and longer) you will rely on the
vessel’s built-in bilge pumps to remove leakage from the craft. Built-in bilge
pump arrangements can remove water from your vessel much faster than manual
bailing alone. You still must have manual bailing equipment (bailer or a manual
water pump) on board as a backup in case the bilge pumping arrangement fails.
All bilges must be accessible by a manual water pump, which is used to pump
bilge water over the side. Both the manual pump and bilge access should be
checked annually.

Chapter 2
Fire Extinguisher – Your vessel should be

equipped with the number and type of fire
extinguishers as indicated in Table 2-1. A
class 5BC fire extinguisher is required on
any vessel that has an inboard motor, a
fixed (built-in) fuel tank, or an appliance
(such as a cabin heater or stove) that
burns fuel. Any motorized vessel must
have on board a type BC fire extinguisher.
The size of the type BC extinguisher
depends on the length of the vessel (see
below).
The number of extinguishers to be carried on board depends on the length of the craft
and the types of fuel burning appliances on board. Thus, if a craft is equipped with an
inboard motor or a fuel burning appliance, then the following requirements apply:
 Up to 6 m - needs one 5BC extinguisher if equipped with an inboard motor, a
fixed fuel tank, or a fuel-burning appliance.
 6 to 9 m - needs one 5 BC extinguisher if equipped with a motor; plus one 5BC
extinguisher if also equipped with a fuel-burning appliance.
 9 to 12 m - needs one 10 BC extinguisher if equipped with a motor, plus one
10BC extinguisher if equipped with a fuel-burning appliance.
 12m and above - needs one 10 BC extinguisher if equipped with a motor plus
one 10BC extinguisher at each access to a fuel burning appliance, at entrance to
any accommodation space and, at the entrance to the machinery space.
The letters (A, B, C, or D) on the label of a fire extinguisher identify the types of fire that
the device will extinguish:
 A - Class A means that the extinguisher is designed to extinguish fires of
combustible solid materials (wood, paper, etc.). Thus, a bucket of sand or water
qualifies as a Class A fire extinguisher.
 B - Class B means that the extinguisher is designed to extinguish fires of burning
combustible liquids (gas, oil, etc.).
 C - Class C means that the extinguisher is designed to extinguish electrical fires.
 D - Class D means that the extinguisher is designed for fighting fires of burning
metal [Note: When ignited, a typical magnesium-fuelled flare (magnesium is a
metal) represents a Class D fire].

Chapter 2
The number before the letters on the label of a fire extinguisher rates the extinguisher’s
size (a 10BC extinguisher puts out a bigger fire than a 5BC extinguisher). Longer
vessels are required to carry bigger fire extinguishers (see Table 2-1).
A marine-grade fire extinguisher is recommended because of its resistance to

corrosion.
The fire extinguisher that you choose should be certified by an appropriate certifying
body (such as Underwriter Laboratories of Canada, Underwriter Laboratories USA, or
the British Board of Trade for Marine Use), or approved by the United States Coast
Guard. Always familiarise yourself with your fire extinguisher by reading the
manufacturer’s instructions (so that you know how to use it rapidly and
effectively in the event of a fire). Maintain and replace fire extinguishers according to
manufacturer instructions and ensure that your fire extinguisher is always fully charged.
Although Transport Canada recommends that a fire extinguisher should be included in

the safety equipment on all pleasure craft, it is mandatory that pleasure craft be
equipped as described in Table 2-1.
Everyone on board the vessel should know where the fire extinguishers are located and
how to use them. Fire extinguishers should always be stored in a convenient and
accessible location.
Fire extinguishers should be protected from damage and securely stowed. If stowed in
a locker or a container, then the outside must be clearly marked with its contents.
Fire extinguishers should be checked regularly to verify that they are fully
charged. With chemical-type devices, shake them vigorously in the upside down
position once a month to prevent the extinguishing agent from caking on the
bottom. Carbon dioxide- (CO2-) type devices should be recharged if they contain less
than 90 percent of their capacity. If you use a Halon 1211 system, have it inspected
annually.
Note that both CO2 and halogens are colourless, odourless gases that displace
oxygen. Thus, exercise extreme caution when storing or using fire extinguishers
below decks.
Even if your pleasure craft has an automatic fire suppression system the Small Vessel
Regulations (http://laws-lois.justice.gc.ca/eng/regulations/sor-2010-91/) still require you
to carry portable extinguishers as specified for your vessel in Table 2-1.

Chapter 2
Axes and buckets
On larger vessels, fire extinguishers are not enough and the Small Vessel Regulations
require additional firefighting equipment; specifically, axes and buckets.
In a fire situation, axes can be used to break up material to help control the fire.
Note: An axe can also be used to cut a tow line in an emergency. If you are towing
a vessel that begins sinking, it can also sink yours if it remains attached via the
tow line. Untying the tow line will be too difficult and slow (not to mention potentially
dangerous). In an emergency, you will need to use an axe to cut the tow line.
Buckets are used to douse a fire with water. Buckets should be not less than 10-
litres in capacity and should be fitted with a lanyard of sufficient length to reach
the water from the location in which the bucket is stored.
Vessels that are between 12 m (39 ft.) and 24 m (79 ft.) in length are required to
carry at least one axe and two 10-litre buckets. Vessels greater than 24 m in
length must carry at least two axes and four 10-litre buckets.
Check the condition of axes and buckets annually and keep them in a readily
accessible location.
You are in violation of the Small Vessel Regulations if your vessel does not have all
required safety equipment on board. A summary of minimum requirements under the
regulations (based on vessel length) is provided in Table 2-1.
A Very Important Reminder
As mentioned earlier in this chapter, the safety equipment required on your vessel
depends on the type and length of the vessel. Operators should ensure that they
consult Table 2-1 while keeping in mind the length and the type of their vessel.
All required equipment carried on board must be in good working order,

readily accessible, available for immediate use, and maintained and replaced
in accordance with manufacturer instructions.

Chapter 2
Table 2-1: Summary of Safety Equipment Requirements
Human Sail or
Type of Vessel Sail and Powered6
Powered5 Powered6
6 to 9 9 to 12 12 to 24  24
 6 metres
1
Vessel length: metres metres metres metres
Required Safety
Equipment
PFD or lifejacket
√ √ √ √ √ √
for each occupant
√ or life
Buoyant 15m
√ √ buoy on √ √ 30m line
heaving line 15m line
Small vessel or
On 15m On 15m On 30m
SOLAS lifebuoy √ 8 9
line line line
on 15m line
if free- if free-
Re-boarding board board √ √ √ √
device  0.5 m  0.5 m
Lifting harness √
Manual propelling
30m 50m 50m
device or √ √ √
anchor line anchor line anchor line
anchor(s)
Manual
Installed Installed
bilge pump
Bailer or manual bilge bilge
√ √ √ or bilge
water pump pumping pumping
pumping
device(s) device(s)
device(s)
Fire 1 1 or 2 1 or 2 3 3+
2 3 3 4 4
extinguisher(s)1 5BC 5BC 10BC 10BC 10BC
Axe 1 2
10-L buckets 2 4
Powered fire
1+
pump
Flashlight Flashlight Flashlight Flashlight Flashlight Flashlight
Watertight or 6 flares if or 3 flares +6 flares +12 flares +12 flares +12 flares
flashlight or craft over other than other than other than other than other than
10 6m in smoke smoke smoke smoke smoke
flares 1
length signal signal signal signal signal
Whistle
Sound signalling (+bell if Whistle
Any type Any type Any type 1
device/appliance over 20m in +bell
length)

Chapter 2
Human Sail or
Type of Vessel Sail and Powered6
Powered5 Powered6
6 to 9 9 to 12 12 to 24  24
 6 metres
1
Vessel length: metres metres metres metres
Or a
Navigation lights √ √ √ √ √
flashlight
Meets Meets
If out of
Navigation Navigation
Magnetic compass sight of sea √ √ √
Safety Safety
marks
Regs Regs
Radar Reflector 7 See note 7 See note 7 See note 7 See note 7 See note 7 See note 7
1 - Pleasure craft that are less than 6 m in length do not need to carry fire extinguishers
or visual signals (flares, etc.) if they are not equipped with a motor.
2 - Pleasure craft must carry at least one 5BC (or larger) fire extinguisher if the craft is
equipped with an inboard engine, a fixed fuel tank, or a fuel-burning appliance.
3 - Sail and powered pleasure craft 6-9 m in length require:
 One 5 BC extinguisher if equipped with a motor and
 A second 5 BC extinguisher if the craft is equipped with a fuel-burning
appliance
- Sail and powered pleasure craft 9-12 m in length require:
 One 10 BC extinguisher if equipped with a motor and
A second 10 BC extinguisher if the craft is equipped with a fuel-burning
appliance
4 - Mandatory for pleasure craft 12-24 m in length and must be located at:
 Each access to any space where a fuel-burning appliance is fitted;
 The entrance to any accommodation space; and, or
 The entrance to the machinery space.
5 - For a human-powered pleasure craft (such as a stand-up paddleboard, a
paddleboat, a water cycle, or a sit-on-top kayak), if every person on board is
wearing a personal flotation device or a lifejacket of an appropriate size, then only
the following safety equipment is required on board:
 A sound-signalling device; and
 A watertight flashlight, if the craft is operated after sunset, before sunrise, or
during periods of restricted visibility (fog, falling snow, etc.).
Under all other circumstances, the requirements for human-powered craft must
be followed.
6 - For other-than-human-powered pleasure craft, the following exceptions exist:
 Sailboard and Kite board - If the operator of a sailboard or kite board is
wearing a lifejacket or personal flotation device of appropriate size, then only
the following equipment is required on board:
1. A sound-signalling device; and

Chapter 2
2. A watertight flashlight, if the craft is operated after sunset, before

sunrise, or in periods of restricted visibility.
Under all other circumstances the safety equipment requirements for pleasure craft
other than human-powered pleasure craft up to 6 m (19'8'') must be followed.
 Personal watercraft - If everyone onboard the PWC is wearing a lifejacket
or personal flotation device (PFD) of appropriate size, then only the following
equipment is required on board:
1. A sound-signalling device;
2. A watertight flashlight or three flares other than smoke signals;
3. A magnetic compass, if the PWC is navigated outside of seamarks;
and
4. Navigation lights that meet the requirements set out in the Collision
Regulations, if the pleasure craft is operated after sunset, before
sunrise, or in periods of restricted visibility (fog, falling snow, etc.).
Under all other circumstances, the safety equipment requirements for pleasure craft
other than human-powered pleasure craft up to 6 m (19'8") must be followed.
7 - A passive radar reflector mounted above the superstructure, not less than 4 m (13.1
ft) above the water, is required on pleasure craft less than 20 m (65.6 ft) or
constructed primarily of non-metallic materials unless, it operates on water where
other vessels do not use radar or if it is not possible to install the device as specified
without major modification to the vessel.
8 - Requires lifebuoy with self-igniting light or attached to buoyant line at least 15 m
long.
9 - Requires two SOLAS lifebuoys. One attached to buoyant line at least 30 m long and
one equipped with a self-igniting light.
10 - Smoke signals (Type D) may be carried on board:
 Pleasure craft not more than nine (9) meters in length:
 Human-powered craft more than six (6) meters in length; and
 Personal watercraft.
Note: The Small Vessel Regulations also allow, in certain circumstances, for
pleasure craft more than six (6) meters in length to reduce the number of flares
currently required to be carried onboard, providing the vessel is equipped with
two-way electronic communication devices (i.e., cell phones, satellite phones,
VHF radios with digital selective calling, 406 MHz personal locater beacons, and
406MHz emergency position radio-indicating beacons).
Note: Table 2-1 is a summary of required equipment based on vessel type and size. A type-by-type
analysis of all vessel types is beyond the scope of this course. For more detailed information on what
equipment is needed on your type of pleasure craft, consult the Transport Canada Marine Safety web
site: http://www.tc.gc.ca/eng/marinesafety/menu.htm

Chapter 2
2.7 SUPPLEMENTAL EQUIPMENT

The following items are not required under the Small Vessel Regulations but they are
recommended by freecourse.ca as standard equipment on pleasure craft if you plan to
be on the water for more than a few hours:
 Spare clothing in a watertight bag;
 Survival kit in a watertight bag (containing potable water, emergency rations,
watertight flashlight, pea-less whistle, and knife);
 Tool kit (containing adjustable wrench, socket set, spark plug wrench,
screwdriver, hammer, vise-grip pliers, slip-joint pliers, and needle-nose pliers);
 Spare parts (including fuses, light bulbs, spare propeller, shear and cotter pins,
nuts and bolts, penetrating oil, lubricating oil and grease, duct tape, electrical
tape, filters, spark plugs, fan belt, spare fuel line, and hose clamps);
 Tools and materials to temporarily stop a hull leak;
 First aid kit stored in a dry place; and
 VHF radio.
A racing pleasure craft and its crew

may carry alternative safety
equipment when engaged in formal
training under the direct
supervision of a coach, in an official
competition organised by a club or
governing body, or in final
preparation for an official
competition.
Transport Canada’s Pleasure Craft Courtesy Check Program
Transport Canada offers free courtesy checks through the Canadian Coast
Guard Auxiliary, the Canadian Power and Sail Squadrons, and other
organisations. If you agree to a courtesy check, then a trained volunteer will
check your boat for required safety equipment, identify any problems, and discuss
general boating safety issues. There are never any penalties involved in
courtesy checks. Thus, they are a great opportunity to receive expert advice,
to avoid fines, and to protect yourself.
End of Chapter 2

Chapter 2

QUESTIONS
Select the response that best answers the question.
1. The weights of what items are included in a pleasure craft’s maximum carrying
capacity as indicated on a Compliance Notice?
a.) Passengers and cargo
b.) Engine, fuel, and battery
c.) Lifejackets, PFDs, and other safety equipment
d.) All of the above
2. Why is it important to keep the safety equipment on board your boat in good
working order?
3. The Vessel Operation Restriction Regulations require that each craft

(regardless of the type of craft) have on board how many Canadian-approved
personal flotation devices?
4. What organisations approve PFDs and lifejackets in Canada?
5. When must a PFD or a lifejacket be replaced?
6. What is the major factor governing what safety equipment must be carried on
board a pleasure craft?
a.) Number of people on board
b.) Type of equipment on board
c.) Size of motor installed on the pleasure craft
d.) Length and type of the pleasure craft
7. Which of the following should you always have on board your pleasure craft?
a.) An approved PFD for each person on board
b.) A hand bailer
c.) Tool kit and spare parts
8. Which types of pleasure craft must carry a buoyant heaving line?

Chapter 2
9. What is the minimum required length of a buoyant heaving line?
10. When are reboarding devices required on board a pleasure craft?
11. What are some types of approved reboarding devices?
12. A non-metallic pleasure craft sitting low in the water is essentially invisible to
radar. When operating in an area frequented by ships navigating by radar,
what can the operator of a pleasure craft do to make his/her vessel more
visible to radar?
13. What is the most common feature of all pyrotechnic distress devices (distress
flares)?
14. What are two exceptions to the requirement that there must be a PFD or
lifejacket that is in good condition and of appropriate size to fit every person
on board?
a.) Infants over 9 Kg (20 lb) and any person whose chest size exceeds 140 cm
(55 in).
b.) Infants under 9 Kg (20 lb) and any person whose chest size exceeds 140 cm
(55 in).
c.) Infants over 9 Kg (20 lb) and any person whose chest size is under 140 cm
(55 in).
d.) Not required if the person wearing the device has any physical disability.
15. What is an appropriate way to clean a soiled PFD?

a.) Send it to a drycleaner
b.) Clean using a solvent such as paint thinner, naphtha, or Varsol
c.) Use mild hand soap or dish soap
d.) Use detergent and stain removers
16. What is the major difference between a PFD and a lifejacket?

a.) PFDs are minimum mandatory equipment while lifejackets are optional
b.) PFDs are designed simply to turn an unconscious person right side up in the
water but a lifejacket must be able to keep a conscious person’s chin out of
the water.
c.) Lifejackets are designed to turn an unconscious person right side up in the
water. A PFD simply has to keep a conscious person’s chin out of the water.
d.) There is no difference
17. Which of the following statements regarding Small Vessel Lifejackets and
SOLAS lifejackets is most true?
a.) SOLAS lifejackets are approved only for vessels less than 6m in length
b.) SOLAS lifejackets are approved for all vessels
c.) Small Vessel Lifejackets are approved all vessels
d.) Small Vessel Lifejackets are approved for only for vessels greater than 6m in
length.
Chapter 2
18. What is a compliance notice?
19. What information is shown on a compliance notice?

a.) The maximum load that the vessel can carry;
b.) The maximum number of adult-sized people that the vessel can carry
c.) If the vessel is designed to be fitted with an outboard motor): The
recommended safe limit of engine power recommended for the hull.
20. When does the information on your craft’s compliance notice NOT apply?
a.) On holidays, when one is allowed to overload a vessel
b.) In fair weather on calm water
c.) In strong winds and high waves
d.) In strong winds or high waves.
21. What is the main requirement for use of an inflatable PFD?

a.) You must be wearing an inflatable PFD in stormy weather
b.) You must be wearing an inflatable PFD at all times, even below-deck.
c.) You must be wearing an inflatable PFD for it to be approved on any open
boat.
d.) It must be possible to inflate the PFD manually.
22. In what type of activity can one NOT use an automatically inflating PFD?
23. What vessels must carry a hand bailer or a manual water pump?
24. What is the primary requirement of a manual water pump?
25. What factors determine the number and type of flares to be carried on board?
26. What are the different types and sizes of fire extinguishers?
27. What type of fire extinguisher is required on any motorised pleasure craft?
28. What factors determine how many fire extinguishers you must carry on your
pleasure craft?
29. Where should fire extinguishers be stored?
30. What should you do every month with all fire extinguishers on board?
31. What fines do you risk if you request a Pleasure Craft Courtesy Check?
32. To indicate it is a power-driven vessel, at night a motorboat 12m in length or

less can display a stern light, sidelights, and a masthead light. What is an
alternative light arrangement that will indicate that the craft is power-driven?

Chapter 2
33. What type of pleasure craft do NOT have to carry pyrotechnic distress
signals?
34. What types of watercraft do NOT have to carry visual signals (flares or a
watertight flashlight)?
35. How can one tell what is the maximum size of outboard motor that can be
installed on a boat?
36. What organizations approve PFDs and lifejackets for use in Canada?
37. What is a crucial requirement of all manual bailing pumps?
38. What is the correct procedure for disposing of out-of-date (expired) flares?
39. How do you know when it is time to replace a PFD (personal flotation device or
lifejacket?
40. While towing a vessel that sinks, what can you do to prevent your vessel from
being dragged down with the tow and sinking as well?
41. What is an approved flotation device?
42. How many approved flotation devices (PFDs or lifejackets) is an operator

required to have onboard at all times when underway?
43. What is the minimum acceptable length of buoyant heaving line for all types of
pleasure craft?
44. What is a sound signalling device? What is a sound signalling appliance?
45. What types of pleasure craft are required to carry a sound signalling device or
sound signalling appliance?
46. What is the proper way to install a passive radar reflector on a pleasure craft?
47. What are the primary conditions that must be met to allow wearing an
inflatable PFD?

Chapter 2
ANSWERS
1. d.) all of the above. The maximum load indicated on the Compliance Notice (also
referred to as the “recommended gross load capacity”) includes the weight of all
2. All required safety equipment on board must be in good working order and
maintained regularly or replaced according to manufacturer instructions and
recommendations so that it will function correctly when needed.
3. The Vessel Operation Restriction Regulations require that each craft (regardless of
the type of craft) have on board a Canadian-approved personal flotation device or
lifejacket of the appropriate size for each individual on board.
4. An approved PFD or lifejacket is one that bears a label, stamp, or tag indicating that
it has been approved. To comply with the standards, you must ensure that the label
on your flotation device indicates that it has been approved by one of the following
agencies:
 Transport Canada; or
 Fisheries and Oceans Canada; or the
 Canadian Coast Guard.
5. A PFD or lifejacket must be replaced when it is no longer approved. The approved

status of a PFD or lifejacket lapses if the flotation device has been damaged,
altered, or repaired. Note: Repairing a PFD or lifejacket does not restore it to its
approved status.
6. d.) Type and length of the pleasure craft.
7. d.)
8. All vessels.
9. All vessels up to 24 m (79 ft) in length are required to have a buoyant heaving line of
at least 15 metres (49 ft - 3 in) in length with a float attached at one end. Vessels
that are greater than 24 metres in length are required to carry a buoyant heaving line
of at least 30 metres (98 ft – 6 in) in length. It is highly recommended that your line
have attached to it an object made of a soft material such as foam rubber to assist in
throwing accuracy. It is also recommended to practice throwing your heaving line to
develop accuracy in the event of an emergency.
10. A re-boarding device allows a person to get themselves out of the water and back on
board a boat. A re-boarding device is required if the vertical height that must be
climbed to re-board the pleasure craft from the water (freeboard) is greater than 0.5
m (1.6 ft).

Chapter 2
11. The prime requirement of a re-boarding device is that it allows a person to get
themselves back on board the boat from the water. Thus, a re-boarding device
usually takes the form of a ladder. Pleasure craft equipped with transom ladders or
swim platforms already meet this requirement. Note: The re-boarding device cannot
be part of the vessel’s propulsion unit. Further, the device qualifies under the
regulations only if it is appropriate to the craft on which it is being used; i.e.: it must
readily assist someone to gain access to the pleasure craft from the water.
12. A passive radar reflector is designed to make a vessel more ”visible” to radar.
Vessels less than 20 m (65.6 ft.) in length or constructed primarily of non-metallic
materials can be difficult to see on radar and must, therefore, be equipped with a
passive radar reflector mounted above the superstructure, not less than 4 m (13.1 ft)
above the water. The reflector must be able to maintain its performance under the
range of foreseeable environmental conditions.
13. The most common feature of all pyrotechnic distress devices (distress flares) is that
they are approved for four (4) years from their date of manufacture.
14. b.) Infants under 9 Kg. (20 lbs.) and any person whose chest size exceeds 140cm.
(55 in.).
15. c.) Clean the item with a mild soapy solution; do not use any kind of solvent.
16. c.) Lifejackets are designed to turn an unconscious person right side up in the water.
A PFD simply keeps a conscious person’s chin out of the water.
17. b.) SOLAS lifejackets are approved for all vessels
18. In Canada, any pleasure craft that is propelled (or designed to be propelled) by a
motor is required by Transport Canada to carry a Compliance Notice, which is a
label, tag, or plate permanently affixed to the hull of the vessel, usually at the back of
the vessel, in a location where it can be read from inside the vessel. A compliance
notice displays the vessel’s Recommended Gross Load Capacity, which includes:
19. d.) For pleasure craft less than 6 m (20 ft) in length, a Compliance Notice must be
affixed displaying the vessel’s Recommended Gross Load Capacity, which includes:
The operator of a pleasure craft cannot exceed any limit indicated on the
Compliance Notice. The maximum load indicated on the Compliance Notice (also
Chapter 2
referred to as the “recommended gross load capacity”) includes the weight of all
20. d.)
21. c.) You must be wearing an inflatable PFD for it to be approved on any open boat.
22. Automatically Inflating PFDs are not approved for use on PWCs or for use in any
white water activity such as kayaking or rafting. In addition, inflatable PFDs are not
suitable for weak swimmers.
23. Not all pleasure craft are required to carry a hand bailer or manual water pump but,
in general, most pleasure craft are required to have at least one hand bailer or
manual pump on board. Some craft are exempt from this rule. For instance, a bailer
or manual water pump is not required for multi-hull vessels that have subdivided,
multiple-sealed hull construction (common example: pontoon boat), or on sailboats
fitted with a recess-type cockpit that cannot contain a sufficient quantity of water to
capsize the boat, or on a sit-on-top kayak.
24. The primary requirement of a manual water pump is that the intake of the pump
must be able to reach the bilge and the discharge hose must be long enough to
discharge water over the side of your boat.
25. The number and types of flares required are based on a boat’s length (see Table 2-
1) and area of operation.
26. Type: The letters (A, B, C, or D) on the label of a fire extinguisher identify the types
of fire that the device will extinguish:
A - Class A means that the extinguisher is designed to extinguish fires of
combustible solid materials (wood, paper, etc.). Thus, a bucket of sand or water
qualifies as a Class A fire extinguisher.
B - Class B means that the extinguisher is designed for fires of burning combustible
liquids (gas, oil, etc.).
C - Class C means that the extinguisher is designed to extinguish electrical fires.
D - Class D means the extinguisher is for fighting fires of burning metal [when
ignited, a typical magnesium-fuelled flare (magnesium is a metal) represents a
Class D fire].
Size: The number before the letters on the label of a fire extinguisher rates the
extinguisher’s size (a 10BC extinguisher puts out a bigger fire than a 5BC
extinguisher). Longer vessels are required to carry bigger fire extinguishers
27. Any motorized vessel must have on board a type BC fire extinguisher. The
size of the type BC extinguisher depends on the length of the vessel. All
pleasure craft up to 6 m in length must have at least one 5BC fire extinguisher on
board. And all craft greater than 6 m in length and equipped with a motor need at
least two fire extinguishers. If a craft is equipped with an inboard motor or a fuel
burning appliance, then the following requirements apply:

Chapter 2
 Up to 6 m - needs one 5BC if equipped with an inboard motor, a fixed fuel tank
or a fuel-burning appliance
 6 to 9 m - needs one 5 BC if equipped with a motor plus one 5BC if equipped
with a fuel-burning appliance
 9 to 12 m - needs one 10 BC if equipped with a motor plus one 10BC if equipped
with a fuel-burning appliance
 12m and above - needs one 10 BC if equipped with a motor plus one 10BC at
each access to a fuel burning appliance, at entrance to any accommodation
space and, at entrance to the machinery space.
28. The number of extinguishers to be carried on board depends on the length of the
craft and the types of fuel burning appliances on board.
29. Everyone on board the vessel should know where the fire extinguishers are located
and how to use them. Fire extinguishers should always be stored in a convenient
and accessible location.
30. Every month, every fire extinguisher on board should be shaken vigorously in the
upside down position to prevent the chemical agent in the extinguisher from
clumping.
31. None, you risk no fines when you request a Pleasure Craft Courtesy Check.
Transport Canada offers free courtesy checks through the Canadian Coast Guard
Auxiliary, the Canadian Power and Sail Squadrons, and other organisations. If you
agree to a check, a trained volunteer will check your boat for required safety
equipment, identify any problems, and discuss general boating safety issues. There
are never any penalties involved in courtesy checks. Thus, they are a great
opportunity to receive expert advice.
32. For a craft 12m or less in length, one can display a stern light, sidelights, and
masthead light. Alternatively, one can display sidelights and an all-round light.
33. Pyrotechnic distress signals or flares are not required to be carried on board a
pleasure craft that is operating in a river, canal, or lake in which it can at no time be
more than one (1) nautical mile from shore, or the vessel has no sleeping
arrangements and is engaged in an official competition or in final preparation for an
official competition.
34. Visual signals (flares or watertight flashlights) are not required on board a pleasure
craft that is 1.) Not more than 6 m (19.7 ft.) in length and 2.) Not fitted with a motor.
Otherwise the following requirements apply:
 If a powered pleasure craft is not more the 6 metres in length, a watertight
flashlight OR three pyrotechnic distress signals other than smoke signals is
required.

Chapter 2
 If a powered pleasure craft is 6 - 9 m (19.7 - 29.5 ft) in length, then a

watertight flashlight AND six pyrotechnic distress signals other than smoke
signals are required.
 If a powered pleasure craft is more than 9 metres in length, then a watertight
flashlight AND twelve pyrotechnic distress signals (not more than six of which
are smoke signals) are required.
35. All pleasure craft less than 6 m (20 ft) in length must carry a Compliance Notice
(usually affixed at the stern) displaying the vessel’s Recommended Gross Load
Capacity, which includes:
 (If the vessel is designed to be fitted with an outboard motor): The
recommended safe limit of engine power recommended for the hull.
36. An approved PFD or lifejacket is one that bears a label, stamp, or tag indicating that
it has been approved by:
 Canadian Coast Guard
37. All bilges must be accessible by a manual pump, which is used to pump bilge water
over the side. In other words, the pump body must be long enough that the base of
the pump (the intake) will reach to the bottom of the bilge so that water can be
pumped out.
38. Approved pyrotechnic devices are valid for only 4 years from their date of
manufacture (date of manufacture is stamped on each flare). Consult your local law
enforcement agency, the Canadian Coast Guard, Transport Canada, or a local fire
department for advice on disposing of out-of-date flares. In many municipalities,
flares can be disposed of on special days when toxic wastes are picked up with
recycling; always clearly label the bag or containing the flares as “explosives”.
39. The approved status of a PFD or lifejacket lapses if the flotation device has been
damaged, altered, or repaired. Note: Repairing a PFD or lifejacket does not restore it
to its approved status.
40. An axe can be used to cut a tow line in an emergency. If you are towing a vessel
that is sinking, it can sink yours as well if it remains attached via a tow line.
41. An approved flotation device is one that when purchased bore a label stamp or tag
certifying that it has been approved by one of the following agencies:

Chapter 2
 Canadian Coast Guard.
Visitors to Canada may use flotation devices that conform to the laws of their home
country. When purchasing a flotation device, choose one that is appropriate for your
size, weight, and activities in which you are engaged.
42. The Vessel Operation Restriction Regulations require that each craft (regardless of
the type of craft) have on board a Canadian-approved personal flotation device or
lifejacket of the appropriate size for each individual on board [except for infants less
than 9 kg (20 lbs) in weight or a person with a chest size of 140 cm (55 in) or larger].
Note: There are no approved lifejackets or PFDs for infants that are less than 9 Kg
(20 lb.) in weight.
43. The minimum acceptable length of buoyant heaving line for types of pleasure craft is
15 m.
44. Sound signalling device: A sound signalling device is portable and can be carried
onboard. All vessels under 12 m (39.4 ft.) in length and not equipped with a sound
signalling appliance must carry some type of sound signalling device (such as a
pea-less whistle or a compressed gas horn). Sound signalling appliance: A sound
signalling appliance is permanently affixed to a pleasure craft. Vessels that are 12
metres or more in length must carry a sound signalling appliance (such as a bell and
or air horn).What is a sound signalling appliance?
45. All types of pleasure craft are required to carry a sound signalling device. Longer
vessels are required to carry a sound signalling device as well as two sound
signalling appliances.
46. Vessels less than 20 m (65.6 ft) in length or constructed primarily of non-metallic
materials can be difficult to see on radar and must, therefore, be equipped with a
passive radar reflector mounted above the superstructure, not less than 4 m (13.1
ft.) above the water.
47. Inflatable PFDs are not approved for any person who is less than 16 years of age or
who weighs less than 36.3 kg (80 lbs). Inflatable PFDs are not approved for use on
PWCs or for use in any white water activity such as kayaking or rafting. In addition,
inflatable PFDs are not suitable for weak swimmers. You must be wearing an
inflatable PFD for it to be approved on any open boat. If the boat is not open (i.e.: it
has a cabin), then you only need to wear it when you are not in the cabin (i.e.: you
must wear it when on deck or in the cockpit).

Chapter 3
freecourse.ca
Chapter 3
RULES OF THE ROAD

The following material is an introduction to the provisions of acts and regulations that
apply to boaters in Canada.
Acts (or statutes) are laws which contain and enable regulations. Once enabled in an
act, a code or a regulation is a law. Thus, the codes and regulations introduced in this
course are laws (not just good ideas or recommended practices) and failure to comply
with them will result in significant penalties.

3.1 Collision Regulations
3.2 When Power-Driven Vessels Meet
3.3 When Sail-Driven Vessels Meet
3.4 Navigation Lights
3.5 Other Navigation Lights
3.6 Vessel Operation Restriction Regulations
3.7 Charts and Nautical Publications Regulations
3.8 Criminal Code of Canada
3.9 Enforcement

Chapter 3
3.1 COLLISION REGULATIONS

Travelling on a body of water is much like driving a car across a broad surface upon
which other cars can approach yours at various speeds and from any direction. So,
when your vessel’s course crosses the course being travelled by another vessel, who
has the right of way?
When two vessels are on a crossing course, the Collision Regulations (http://laws-
lois.justice.gc.ca/eng/regulations/C.R.C.,_c._1416/) set out the “Rules of the Road”
to help the vessel operators to determine which vessel has the right of way
(referred to as the stand-on vessel) and which vessel gives way (referred to as the
give-way vessel). When one has the right of way, one maintains course and speed
(with caution). When giving way to another vessel, one must take early, obvious,
and substantial action (i.e.: alter course and speed) to stay well clear of and to
pass well astern of the other vessel. The Collision Regulations (Rules of the Road)
apply to all sizes and all types of vessels (from small pleasure craft up to the largest
freighters) operating on any navigable Canadian waterway.
Failure to comply with the Collision Regulations can result in fines, imprisonment, or
both.
To understand how to use the Collision Regulations,

one must first think of the space around any vessel
as being divided into three sectors:
1. Port sector,
2. Starboard sector, and
3. Stern sector
3.2 WHEN POWER-DRIVEN VESSELS MEET

The Rules of the Road for when power-driven vessels meet can be summarised as:
 Port sector: If a power-driven vessel approaches your power-driven vessel from
your port sector, then you are the stand-on vessel and you have the right of way
(i.e.: you will maintain your course and speed with caution).
 Starboard sector: If a power-driven vessel approaches your power-driven
vessel from your starboard sector, then you are the give-way vessel (take early
and substantial action to stay well clear of the other vessel and pass well astern).
 Stern sector: If a power-driven vessel approaches yours from the stern sector,
then you have the right of way (maintain your course and speed with caution).
The Rules of the Road for powered vessels can thus be illustrated and summarized in
the following examples:

Chapter 3
 If a power-driven vessel approaches your powered vessel from your port

sector, then yours is the stand-on vessel. Maintain your course and speed
(with caution) and be ready to take evasive action quickly if the
approaching vessel does not take appropriate action to stay clear of you.
 If a power-driven vessel approaches your powered vessel from within your

starboard sector and there is a risk of collision, then yours is the give-way
vessel. You must alter your course and speed to take early, obvious, and
substantial action to stay well clear of the other vessel as well as avoid
passing in front of the other craft. Take action early, obviously, and
substantially to make your intentions clear.
 If a power-driven vessel approaches your power-driven vessel from directly
in front of you (i.e. on a reciprocal course), then you should deliver one
short-blast sound signal and alter your course to starboard so that your vessel
passes the approaching vessel on your port side. (Note: The term “short blast”
means a blast of about one second’s duration. The term “prolonged blast” means
a blast of from four to six seconds in duration).
(Note: Stay well clear; never get as close to another vessel as pictured in the
diagrams on this page).

Chapter 3
 If any vessel approaches your vessel from within your stern sector,
maintain your course and speed (with caution). Any vessel overtaking
another must take early and substantial action to keep well clear of the
vessel being overtaken (i.e.: the vessel being overtaken has the right of
way). This rule applies to both powered vessels and sailing vessels.
Note: Whenever passing another vessel (whether giving way or standing on),
always ensure that you alter your speed to reduce your wake when passing
other vessels (especially smaller vessels) so as to avoid capsizing smaller
vessels (such as rowboats, canoes, and kayaks).
 If your power-driven vessel is on a crossing course with either a sail-driven

vessel or a vessel that is fishing with nets or trawls, then you must take
early and substantial action (alter your course and speed) to keep well
clear of the other vessel.
(Note: sail-driven vessels

must keep clear of
vessels fishing with nets
or trawls.)
Note: In all of the preceding examples of crossing situations, the give-way vessel
must always give way early, obviously, and substantially and pass well astern of
the stand-on vessel (i.e.: never get as close to another vessel as pictured in the
diagrams on this page).

Chapter 3
The Collision Regulations state that less-manoeuvrable vessels must always be

given the right of way. Thus, a vessel restricted in its ability to manoeuvre (such
as a freighter in a shipping channel, a vessel towing a barge, or a vessel that is
fishing with nets or trawls, or a vessel not under command) is usually the stand-
on vessel when on a crossing course with a powered vessel that is fully
manoeuvrable (where the term “manoeuvrable” means that the vessel is unimpaired in
its ability to change alter course or speed).
Sport fishing boats and water-ski boats are considered to be fully manoeuvrable
(unimpaired in their ability to alter course or speed) and are not exempt from the
Collision Regulations.
To summarise, a power-driven vessel that is underway and fully manoeuvrable

shall keep out of the way of:
 A vessel not under command
 A vessel restricted in her ability to manoeuvre
 A vessel engaged in fishing with nets or trawls
 A sail-driven vessel
3.2.1 Navigating in Narrow Channels
On inland waters there are

circumstances where a smaller
vessel, even if it is the stand-on
vessel, must give way to a vessel
that is large or for which
manoeuvring is difficult. For
instance, if two vessels meet in
a narrow channel where tide or
river flow creates dangerous
currents, then the vessel going
down river automatically has
the right of way.
In addition, a vessel proceeding along the course of a narrow channel or fairway

shall always keep as near to the outer limit of the channel or fairway which lies on
her starboard side as is safe and practicable.

Chapter 3
3.2.2 Navigating in or near Commercial Shipping Channels
As a general rule, smaller vessels and vessels engaged in fishing should steer
clear of commercial shipping lanes and inshore traffic zones and must use
extreme caution when crossing a shipping channel or inshore traffic zone.
Always keep these points in mind when navigating in commercial shipping channels or
inshore traffic zones:
 Respect right-of-way rules and keep well clear of the path of larger vessels;
 Do not obstruct the channel; for example, never moor to a navigational buoy;
 Be seen. A radar reflector helps larger, less manoeuvrable vessels to detect your
presence on their radar screens; and
 Have on board the marine charts for the area in which you are navigating.
When operating a small craft in or near a shipping lane, you should navigate in
groups of other small boats, whenever possible, to make yourself more visible to
larger vessels.
Both power-driven and sail-

driven vessels that are less
than 20 m (65.6 ft.) in length
must give way to a vessel that
can safely navigate only in a
narrow channel or that is
following a traffic lane. In such
cases the smaller vessel not
confined to a traffic lane is
always the give-way vessel
regardless of its course.

Chapter 3
Smaller vessels should also always keep clear of docked ferries, ferries in transit,
or a vessel that is being towed. Note that a ferry will signal that it is leaving dock
by sounding one prolonged blast on a horn (a prolonged blast is 4 to 6 seconds
in length).
Also, be aware that many ferries are attached at both ends to a cable, which they follow
back and forth between docks. Such cables are sometimes attached below the
waterline and are out of sight. When crossing between a ferry and a dock, you may
strike the cable with the lower end of your motor, thus disabling the motor, or trapping
your boat on the cable.
Under Rule 10 of the Collision Regulations, all vessels must always be prepared
to yield to any vessel for which manoeuvrability is constrained by its draft. And
under Rule 16 of the Collision Regulations, any vessel directed by a larger vessel
to give way (often by using five short-blast sound signals) must always do so.
3.2.3 Using Sound Signals to Avoid a Collision
Sound signals (blasts on an air horn, fog horn, siren, or whistle) are used to both attract
attention and to indicate a vessel’s intentions. For instance, during low-visibility
conditions, sound signals are used to attract attention:
 Signals used during periods of restricted visibility - When you are not in
sight of other vessels and you are in or near an area of restricted visibility,
you must proceed at a safe speed and signal your presence by sounding a
combination of long and short blasts using an approved sound signalling
device or appliance.
In addition, you can use sound signals to signal your intentions, such as when departing
a dock:
 Departing a dock – a vessel will signal that it is leaving dock by sounding one
prolonged blast on a sound signalling device or appliance(such as a horn).
Pursuant to Rule 34 of the Collision Regulations, sound signals are also used to
communicate when you are manoeuvring in a particular direction:
 One short blast – One short blast means: “I am altering course to
starboard”*
 Two short blasts – Two short blasts means: “I am altering course to port”
 Three short blasts – Three short blasts means: “I am manoeuvring using
astern propulsion” (i.e.: I am moving backwards);
 Four short blasts – Four short blasts means: “I am unable to manoeuvre”.
 Five short blasts – An operator employs five blasts on a horn when he or
she does not understand the intentions of another.

Chapter 3
The Collision Regulations require that you carry a sound signalling device to alert other
vessels to your presence or operational intentions. Sound signals are necessary under
certain circumstances, including meeting, crossing, and overtaking situations. In
addition, all vessels are required to use a sound signal during periods of fog, mist,
heavy rain, or other conditions of reduced visibility.
A vessel 12 m (39 ft.) or more in length shall be provided with at least a whistle.
A vessel of 20 metres or more shall be provided with a bell in addition to a whistle.
The sound signalling device must have an audible range of at least 1.5 nautical miles
for vessels under 20 m (65.6 ft.) in length, and 1.0 nautical miles for vessels 20 to 75 m
(246 ft.) in length, and be capable of a "prolonged blast" (a blast of four to six seconds
duration).
Sound-producing devices can be either hand-, mouth-, or power-operated for

commercial vessels less than 12 metres in length, provided the sound signalling device
is able to make an efficient sound signal. The sound signalling devices must also be
capable of producing a four- to six-second blast with a range of 0.5 nautical miles. A
compressed air horn is an acceptable sound signalling device under the regulations.

Chapter 3
3.3 WHEN SAIL-DRIVEN VESSELS MEET

A sail-driven vessel is any craft under sail, provided that propelling machinery, if
fitted, is not being used. The deciding factor in establishing right of way when sailing
vessels meet each other is to determine which side of both vessels is the “windward
side”.
Under the Collision Regulations, the

“windward side” of a sail-driven
vessel is defined as the side of the
vessel that is opposite the side on
which the main sail is set (being
carried). If the sail is lying on (carried
on) the starboard (right) side, then the
port (left) side of the vessel is the
windward side. The Rules of the Road
for sailing vessels can be summed up in
the following crossing situations:
 A sail-driven vessel with port as its windward side must take early, obvious,
and substantial action to keep well clear of any sailing vessel that has
starboard as its windward side, i.e. the vessel with the wind on its starboard side
is the stand-on vessel. Thus, in the crossing situation depicted below, vessel A must
alter course and speed to stay well clear of vessel B.
Windward
side Windward
side

Chapter 3
 If two sail-driven vessels both Windward

have the same windward side, side
then the sail-driven vessel to
windward (the vessel that is
upwind) must take early and
substantial action to keep well
clear of the leeward vessel (the
vessel that is downwind). Thus,
in the crossing situation depicted
on the right, Vessel B’s windward
side is starboard and Vessel A’s
windward side is also starboard.
And since Vessel A is further
downwind, Vessel B is the give- Windward
way vessel and must alter course side
and speed to stay well clear of
Vessel A.
 If a sail-driven vessel has the port (left) side as its windward side but the
operator cannot determine with certainty if an upwind (windward) sailing
vessel has the wind on its port or starboard side, then the downwind
sailing vessel with the wind on its port side will take early and substantial
action to keep well clear of the upwind vessel.
A sail-driven vessel while underway shall keep out of the way of:
 A vessel not under command (i.e.: a vessel adrift).
 A vessel restricted in its ability to manoeuvre.
 A commercial vessel engaged in fishing.

Chapter 3
3.4 NAVIGATION LIGHTS

The colour and location of a vessel’s navigation lights (also called running lights) vary
depending on the vessel’s size, whether it is sail-driven or power-driven, and whether it
is underway or at anchor. When on a crossing course with another vessel the
arrangement and colours of the lights that you see on the approaching vessel will let
you determine if you are the stand-on vessel or the give-way vessel.
Masthead
sidelights light The two coloured lights on the sides of a
vessel at the front are called sidelights. The
port (left) sidelight is red-coloured and the
starboard (right) sidelight is green-
coloured. One can remember that the port
sidelight is red-coloured by remembering that
port is a kind of red wine. The stern light is
always white in colour.
The white-coloured light that shines forward

and is mounted higher than the sidelights is
referred to as a masthead light. This light is
activated in order to indicate that the vessel is
power-driven.
Navigation) lights must be displayed on any power-driven or sail-driven pleasure

craft that operates between sunset and sunrise or during periods of restricted
visibility, such as is caused by fog, mist, or rain.
The port sidelight displays a red-coloured light

through a horizontal arc (angle) of 112.5 from
straight ahead to 22.5 abaft the beam. The starboard
sidelight displays a green-coloured light through a
horizontal arc (angle) of 112.5 from straight ahead to
22.5 abaft the beam. The stern light is white-
coloured, shines directly aft, and displays light
through a horizontal arc (angle) of 135 across the
stern.

Chapter 3
When underway at night or in reduced visibility, sail-driven vessels must display

sidelights and a stern light.
When underway at night or in reduced visibility, power-driven

vessels must display sidelights, a stern light, and a masthead
light. A masthead light is a white-coloured light that faces
forward, is mounted higher than the sidelights over the fore and
aft centreline of the vessel, and displays a white-coloured light
through an arc (angle) of 225.
If a power-driven vessel underway is less than 12 m (39 ft.) long, it

may display from sunset to sunrise an all-round light and
sidelights (instead of a masthead light forward, sidelights,
and a stern light). The all-round light is a white-coloured light
that shines through an arc (angle) of 360 and must be
mounted higher than the sidelights so that it is visible to all
directions.
The masthead light lets you determine if another vessel is under

power and, thus, whether you will stand on or must give way. Any
sailboat using its engine (i.e.: when a sailboat is power-driven)
must display lights to indicate that it is a power-driven vessel [i.e.:
sidelights, a stern light, and a masthead light which faces forward
and is mounted over the fore and aft centreline of the vessel,
higher than the sidelights, and displaying a white-coloured light
through an arc (angle) of 225].

Chapter 3
During daytime operation, a vessel proceeding under sail

when also being propelled by machinery must exhibit a
conical day-shape, apex downward.
Vessels less than 12 metres in length are not required to

exhibit the day-shape in Canadian waters of a roadstead,
harbour, river or inland waterway. Sailing vessels operating
under machinery (or under sail and machinery) are
considered to be power-driven vessels and must display the
lights prescribed by the Collision Regulations for a power
driven vessel.
When encountering another vessel at night, (such

as the one pictured at right), the first question an
operator must always ask oneself is this:
“Is that vessel a power-drive vessel? Or is it
sail-driven?”
In the case of the vessel pictured at the right, the

presence of an all-round light clearly identifies the
vessel as a being power-driven.

Chapter 3
Following are some examples of crossing situations that you as a power-driven operator
might encounter while underway at night.
 If you meet a vessel on which you can see a green

sidelight but no masthead light, then it is sail-driven and
you are the give-way vessel. Take early, obvious, and
substantial action in altering course and speed to stay well
clear of the stand-on vessel and pass it abaft its stern
 If you meet a vessel on which you can see a green-

coloured sidelight and a white-coloured masthead light,
then the vessel is under power and you are the stand-
on vessel. Maintain your course and speed (with
caution). Note that the arrangement of running lights in
this crossing situation is much like traffic lights at a street
intersection (i.e.: if you are the stand-on vessel, then you
will see a green-coloured sidelight (and a while-coloured
masthead light or all-round light) on the other vessel.
 If you meet a vessel on which you can see a red sidelight

and a white masthead light, then that vessel is under
power and you are the give-way vessel. As in the
previous example, the arrangement of running lights in
this crossing situation is much like traffic lights at a street
intersection (i.e.: if you can see the red sidelight on a
motorboat crossing your course, then you do NOT have
the right of way (just like driving a car when you have a
red light when approaching traffic lights) and thus you
must give way.
 If you come upon a vessel displaying a white stern light,

then you are overtaking that vessel; you must alter
course and speed to stay well clear of the vessel
being overtaken.

Chapter 3
 If you meet a vessel on which you can see both

sidelights (a green-coloured sidelight and a red-coloured
sidelight) at the same time, then you are on a reciprocal
course (head-on collision course) with that vessel
and you must alter course and speed to give way to
that vessel. To do so, you will sound one short-blast
sound signal and alter course to starboard so as to have
the other vessel on your port side as you pass.

Chapter 3
3.5 Other Navigation Lights

Other navigation lights you should be familiar with include:
 Flashing yellow – a light flashing at regular intervals at a frequency of 120 flashes
or more per minute to indicate an air cushion vessels that is operating in non-
displacement mode (i..e; during flight mode).
 Special flashing yellow – a yellow-coloured light, flashing at a frequency of 50 to
70 flashes per minute. Placed at the forward end of a vessel that is engaged in
towing or of a vessel that is being pushed.
 Flashing blue – a blue-coloured, all-round flashing light that is used on any
government or police vessel while engaged in duties.
 Flashing Morse Code for “U” - A white light in which two short flashes is followed
by one long flash, the whole sequence being repeated two times per minute.
Used to indicate a stationary exploration or exploitation vessel.
If a vessel that is less than 50 m in

length is at anchor between sunset
and sunrise, then it must display an
all-round light in the forepart, which
is a white light that displays an
unbroken arc of light through a
horizontal angle of 360.
Sail-driven vessels must display sidelights and a

stern light while underway between sunset and
sunrise. Sail-driven vessels that are less than 20 m
in length have the option of displaying a tri-light at
the top of the mast (in lieu of sidelights and a stern
light). A tri-light is divided into three sectors: a red
light showing through a horizontal arc of 112.5, a
green light displayed through an arc of 112.5, and a
white light (to show across the stern) displayed
through an arc of 135.
Almost all vessels are required to have at least one working, watertight flashlight on
board. This is especially true for small boats not equipped with navigation lights.

Chapter 3
For non-powered vessels, as well as sailboats that are less than 7m (23 ft.) in
length, a watertight flashlight qualifies as navigation lights.
For sailing vessels that are under 7 metres in length and for
which navigation lights are impractical, the operator must
have readily at hand a watertight flashlight or lantern showing
a white light so that an approaching vessel can be signalled
in time to avoid a collision. It is sometimes effective to use the
light to illuminate the sail.
Vessels under oars or paddles (rowboats,

canoes, and kayaks,) and without a power
supply to operate navigation lights must carry a
watertight flashlight or lantern showing a
white light to signal their presence to other
vessels when travelling after dark.

Chapter 3
3.5.1 Lights for Vessels Engaged In Fishing (no trawl)

A vessel engaged in fishing, other than trawling, while underway or at anchor,
shall exhibit:
a) Two all-round lights in a vertical line, the upper being red-coloured and the lower
white-coloured (or in daytime, a shape consisting of two cones with their apexes
together in a vertical line one above the
other);
b) When there is outlying gear extending

more than 150 metres horizontally from
the vessel, an all-round white light or a
cone apex upwards; and
c) When making way through the water, in

addition to the lights prescribed in this
paragraph, sidelights and a stern light.
3.5.2 Lights for Vessels Engaged In Fishing (with trawl)

A vessel when engaged in trawling, by which is meant dragging through the water a
net or other apparatus used as a fishing appliance, shall exhibit:
a) Two all-round lights in a vertical line, the upper being green and the lower white;
(or in daytime: a shape consisting of two cones with their apexes together in a
vertical line one above the other)
b) A masthead light abaft of and higher than the all-round green light (a vessel of
less than 50 metres in length shall
not be obliged to exhibit such a
light but may do so); and
c) When making way through the

water, in addition to the lights
prescribed in this paragraph,
sidelights and a stern light.

Chapter 3
3.5.3 Lights for Vessels Engaged In Towing

When tugboats are towing barges or ships, the length of the tow-line can be so great
that the line hangs below the surface of the water and is virtually invisible. If a small
vessel strikes the submerged tow-line it can capsize or be disabled and then run down
by the tow. Never pass between a tug and its tow. Make sure you are aware of the
special lights displayed by tugs towing barges or other vessels or objects.
In the case of a power-driven vessel towing another vessel from her stern, the
towing vessel must exhibit:
1. Sidelights and stern light.
2. Towing light (yellow-coloured light at the stern with the same characteristics as
the stern light).
3. Two masthead lights in a vertical line (three of these lights if the tow exceeds 200
metres).
4. A diamond shape where it can best be seen, if the tow exceeds 200 metres.
In the case of the vessel being towed, it must exhibit:

1. Sidelights and stern light.
2. A diamond shape where it can best be seen if the tow exceeds 200 metres.
3. If it is impractical for the vessel being towed to comply with the lights stated
above, it shall carry one all-around white light at each end (fore and aft).
As per Rule 24 (i) of the Collision Regulations, in addition to operating its regular
navigation lights, if a pleasure craft (or any other type of vessel) is engaged in towing
another vessel in distress or otherwise in need of assistance, then both vessels shall
take all possible measures to indicate the nature of the relationship between the
towing vessel and the vessel being towed. At the very least, both vessels must
illuminate the tow-line to alert other vessels to its presence.

Chapter 3
3.5.4 Lights for Vessels Engaged in Pushing

A power-driven vessel when
pushing ahead (or towing
alongside) shall exhibit:
a) Two masthead lights in
a vertical line;
b) Sidelights; and
c) A stern light.
3.5.5 Lights for Vessels Engaged in Pushing (Rigidly Connected)

When a pushing vessel and a vessel
being pushed ahead are rigidly
connected in a composite unit they are
regarded as a single, power-driven
vessel and must exhibit the lights
normally displayed by a power-driven
vessel underway at night.

Chapter 3
3.6 VESSEL OPERATION RESTRICTION REGULATIONS

The Vessel Operation Restriction Regulations - SOR/2008-120 (VORRs) regulate the
operation of small vessels on specific bodies of water in Canada (see http://laws-
lois.justice.gc.ca/eng/regulations/sor-2008-120/).
These regulations may impose shoreline speed zones (whether posted or not), they
may restrict the maximum horsepower on motorboats, and they may prohibit certain
types of vessels from a body of water. For instance, a body of water may be restricted
to only non-powered boats such as canoes and sailboats.
3.6.1 Age and Horsepower Restrictions

Under the Vessel Operation Restriction Regulations:
 Children less than 12 years old may only operate powered vessels with
motors up to 10 HP (7.5 kW) while unaccompanied by an adult.
 A person who is between 12 and 16 years old may only operate vessels
powered by motors no greater than 40 HP (30 kW) while unaccompanied by
an adult.
 No-one under 16 years of age may operate a personal watercraft. (PWC)
The restrictions do not specify power restrictions for boaters 16 years of age or older.
Note also that everybody (including youths under 16 years old, supervised or not)
require proof of competency to operate any motorized boat.
3.6.2 Restrictions on Activities

The Vessel Operation Restriction Regulations may also restrict when and where
certain boating activities are permitted. Water-skiing, for instance, might be
restricted to certain parts of a lake or to certain times of the day. Boaters should
always be on the lookout for boating restriction signs. Failing to comply with a
restriction (either posted or not) can result in substantial fines for the operator.
Under the VORRs, operators are responsible for the safe operation of their vessel
and for knowing when and where restrictions on boating activities exist; i.e.:
claiming ignorance of any local restriction on boating activities is not a valid
reason for failure to obey local restrictions. Thus, operators are required to be
familiar with the waterways in which they operate (i.e.: they must be aware of all
local water hazards as well as any local boating restrictions such as local speed
limits, activity restrictions, and noise restrictions).

Chapter 3
To ensure compliance with local vessel operation restrictions, all operators should
familiarise themselves with the Vessel Operation Restriction Regulations signage
system. Some samples are shown here:
No internal combustion or steam Power limit Speed limit (usually 5, 10, 25, 40,
engines permitted (7.5KW = 10 HP) or 55 km/h)
The main borders on restriction signs are orange in colour. If a special condition applies
to the restriction (such as times of day when an activity is allowed, then a section of the
border will be green in colour). For example, if special conditions apply to a time
restriction, (time of day, days of the week, or months of the year) then the times when
an activity is permitted will be indicated within the green border. For time restriction
conditions, red indicates the prohibition period and green indicates the
permissible period of operation. If the border of the restriction sign incorporates an
arrow shape, then the restriction applies in the direction indicated by the arrow.
No power vessels between No water skiing north of No power vessels in the

the hours and days the restriction sign direction of the arrow
indicated in red.

Chapter 3
Universal Shoreline Speed Limit
Not all boating restrictions are posted. For instance, within 30 metres of the
shoreline, a 10 km/h speed limit is in effect on all waters within British
Columbia, Alberta, Saskatchewan, Manitoba, Ontario, and Nova Scotia as
well as on selected lakes and rivers in other provinces (whether or not
speed limit signs are posted). There are some exemptions to these restrictions;
they include:
 Water skiing, where the towboat follows a course perpendicular to the
shoreline (i.e.: going away or returning);
 Where buoys designate that another speed is permitted; and
 In rivers or canals less than 100 m in width.
 In waters where regulations prescribe another speed limit.
All operators are legally obligated to comply with all speed restrictions. Since not
all restrictions can be posted (it would require millions of signs and buoys), it is the
responsibility of the boater to check locally and be fully aware of all speed
restrictions or any other Vessel Operation Restriction Regulations in effect
locally. In other words, claiming ignorance of speed limits and shoreline restrictions is
not an acceptable defence.
3.6.3 Noise Restrictions

In addition to the above restrictions, on all Canadian waters any motorized
pleasure craft equipped with a motor other than a stock (unmodified) outboard
engine must have a muffler and use it while operating within five (5) nautical
miles (9.26 km) of shore.
This rule does not apply to you if your vessel was built before January 1, 1960, or if you
are in an official competition, or in formal training or final preparation for an official
competition.

Chapter 3
3.7 CHARTS AND NAUTICAL

PUBLICATIONS REGULATIONS
Marine charts are graphic representations depicting water areas, including
depths, underwater hazards, traffic routes, aids to navigation, and adjacent
coastal areas. Chart # 1 of a set of charts will usually contain definitions of
symbols, abbreviations, acronyms, and explanations of terms that appear on the
other pages of the charts.
Canadian marine charts are published by the Canadian Hydrographic Service

(http://www.charts.gc.ca/) of the Department of Fisheries and Oceans. Topographic
maps as well as global positioning system (GPS) devices also provide information that
is useful to users of waterways.
By knowing the draft of one’s vessel, one can use marine charts to verify which
waterways provide safe passage for your vessel. You should carry and review marine
charts for all waterways where you plan to operate.
Under the Charts and Nautical Publications Regulations (http://laws-

lois.justice.gc.ca/eng/regulations/SOR-95-149/) operators of all vessels are required
to have on board the latest edition of the largest scale chart, documents, and
publications for each area in which they navigate. It is important to keep these
charts and publications up to date so that you can determine the latest changes
on routes, buoys, and water depths. One can keep charts and nautical publications
up to date by referring periodically to the Canadian Coast Guard’s monthly Notices to
Mariners, which are available at: http://www.notmar.gc.ca/
The master and owner of a vessel of less than 100 tons are not required to have
on board the charts, documents, and publications if the person in charge of
navigation has sufficient knowledge of the following information, such that safe
and efficient navigation in the area where the vessel is to be navigated is not
compromised:
a.) The location and character of charted:
 Shipping routes;
 Lights, buoys, beacons, and marks:
 Navigational hazards; and
b.) The prevailing navigational conditions, taking into account such factors as
tides, currents, ice, and weather patterns.
When operating in areas influenced by tides, it is recommended that you also carry on
board a copy of the Canadian Tide and Current Tables. This publication provides daily
predictions of the times of slack water, of the times and rates of maximum flood and ebb
streams, and the direction of water flow. The tables can also be accessed at this web
site: http://tides.gc.ca/eng

Chapter 3
3.8 CRIMINAL CODE OF CANADA

A pleasure craft operator charged with an offence under the Criminal Code of Canada
can receive a fine, jail time, or both. Operators can be charged with a criminal offence
under any of the following sections of the Criminal Code of Canada:
Section 249 (1) (b) – This section of the code states that it is an offence to operate
any type of pleasure craft in a fashion that is dangerous to the public. Thus, it is
illegal if an operator operates dangerously close to other vessels, or operates at
dangerously high speeds, or disturbs swimmers with the vessel’s wake, or fails to slow
the vessel when visibility is reduced.
Section 250 (1) – This section states that a pleasure craft operator must have a
responsible person as spotter to keep watch on any person being towed. In other
words, a rear-view mirror does not count. In addition to the driver, there must be a
human being on board, facing aft, acting as spotter, and reporting to the driver.
Section 250 (2) – Under this section it is an offence for a pleasure craft operator to
tow a person after dark (from one hour after sunset until sunrise). The inherent
danger here is that at night other boaters will not be able to see the person being towed.
Section 251 (1) – Under this section, it is an offence for an operator to knowingly
operate a vessel that is unseaworthy. A vessel is considered seaworthy if the hull
is undamaged and appropriate for the type of sea condition, the engine is in
conformance to the Hull Compliance Notice, the vessel is not overloaded, and all
equipment is in good working order.
Section 252 – Under this section, if you are involved in an accident with another
vessel you must render assistance to that vessel and if you happen upon the
scene of a collision, you must stop and offer assistance. In addition, operators of
vessels involved in an accident must exchange their names and addresses.
In addition to Section 252 (1) of the Criminal Code of Canada, under Section 451
of the Canada Shipping Act, 2001, the operator of a pleasure craft (insofar as
he/she can do so without serious danger to his/her craft and passengers) must
assist any person found on any Canadian waters and in danger of being lost.
Section 253 (a) – This section of the code makes it a criminal offence to consume
drugs or alcohol while operating any type of vessel.

Chapter 3
Section 253 (b) – This section of the code makes it a criminal offence to operate a
vessel while in any way impaired by drugs or alcohol. A person is considered to be
legally impaired if one has a blood alcohol level higher than 0.08 percent (0.08% is a
federal criminal offence; while 0.05% is a provincial offence). The consumption of
alcohol, drugs, or controlled substances can rapidly and significantly impair a person’s
ability to operate a pleasure craft. Just as with automobiles, never hitch a ride with a
boat operator who is impaired; instead, take action (including calling the police)
to prevent an impaired person from operating a vessel.
Section 254(5) – Under section 254(5), it is an offence to, without reasonable

excuse, fail or refuse to comply with a demand made by an enforcement officer.
Section 255 – Under Section 255, anyone who commits an offence under section 253 or
254 is guilty of an offence and liable to punishment, namely:
1. For a first offence, to a fine of not less than six hundred dollars,
2. For a second offence, to imprisonment for not less than fourteen days, and
3. For each subsequent offence, to imprisonment for not less than ninety days.
Special Note
Section 1007 of the Small Vessel Regulations of the Canada Shipping Act, 2001
reads as follows: Section 1007 - Prohibition Against Careless Operation - No
person shall operate a vessel in a careless manner, without due care and attention
or without reasonable consideration for other persons. Examples of behaviors
which are considered careless under Section 1007 include (but are not limited to)
the following:
 Operating a vessel at high engine regime in circular or crisscross patterns
for extended periods of time in the same location;
 Jumping waves or the wake of another vessel unreasonably close to that
vessel or so as to cause engine RPM to peak and make unusual or
excessive noise;
 Weaving through congested traffic at more than slow speed;
 Swerving at the last possible moment to avoid collision (playing chicken);
 Operating a vessel at a speed higher than is necessary to maintain
steerage way when near swimmers, or non-powered vessels.
Section 372 – Under this section of the code it is an offence to send false
messages or signals. If a rescue unit is responding to a false call for help, then it is
unavailable for a real emergency, which could cost somebody their life.

Chapter 3
Section 439 – This section prohibits interfering in any way with any aid to
navigation. Under this section, it is an offence to conceal, remove, or alter an aid
to navigation (such as a buoy, day beacon, signal, or sea-mark). Tying up to a
buoy, for instance, is thus illegal since the mass of your vessel and engine can cause
the buoy’s anchor to be dragged (thus, removing the buoy from its location). In addition,
anchoring next to a buoy is thus also illegal since your pleasure craft can conceal or
partially conceal the buoy from other boaters.
Section 259(4) – Under this section it is an offence to operate a vessel while

disqualified or legally prohibited from doing so.

Chapter 3
3.9 Enforcement
An act (or any code, guideline, or regulation enabled under an act) is considered to be a
law that prescribes punishments for non-compliance with the law. It is important to
remember that the requirements set out in the laws discussed in this course are
minimum requirements. Thus, it is recommended that boaters always endeavour to
exceed the requirements of the law.
There are no age exemptions and no grandfather clauses for any of the acts and
regulations (laws) that apply to boaters; they apply to all boaters in Canada (except for
Nunavut). The laws that apply to boaters are enforced by the Royal Canadian
Mounted Police (RCMP), provincial police forces, municipal police forces, and
other designated enforcement officers. You must comply with the demands of any
enforcement officer.
Enforcement officers are tasked with

verifying that you are complying with the
rules and, thus they are empowered to:
 Monitor for careless operation;
 Demand that you stop;
 Go on board and inspect your vessel;
 Check for all required safety
equipment;
 Verify that you are carrying photo
identification;
 Verify that you are carrying proof of
competency;
 Ask any pertinent questions; and
 Hand out fines as required.
Any government vessel or any vessel that is owned or operated by a harbour,

river, county, or municipal police force may exhibit as an identification signal a
blue-coloured flashing light when the vessel is providing assistance or is
engaged in law enforcement duties.
End of Chapter 3

Chapter 3

QUESTIONS
1. You have determined that your vessel is the give-way vessel in a crossing
situation. What is the standard method for giving way?
2. Two pleasure craft are approaching each other on a reciprocal course (head-
on). To pass by each other safely, should they each alter course to port or to
starboard?
3. Two powerboats are crossing courses (i.e.: there may be a risk of collision;
thus, the Collision Regulations apply). Boat A will cross in front of Boat B from
Boat B’s port sector. Which is the give-way vessel?
4. A sailboat usually has the right of way over a power-driven vessel except:
a.) When it is less than 20 m in length and crosses path with a large vessel that
must remain in a shipping lane.
b.) When it crosses path with a commercial fishing vessel towing nets.
c.) When the sailboat is under power
5. A vessel being overtaken must:

a.) Move to port
b.) Move to starboard
c.) Maintain course and speed with caution
d.) Maintain course but slow down
6. What should you do when operating your small pleasure craft in or near a
commercial shipping lane?

Chapter 3
7. When must running lights (navigation lights) be displayed?
8. What is a masthead light?
9. What lights must a power-driven vessel display while underway at night?
10. What light(s) must a boat less than 50 m display when at anchor at night?
a.) All-round light
b.) Side lights
c.) Side lights and stern light
d.) Side lights, stern light, and masthead light
11. What lights are displayed at night by a fishing vessel towing a trawl?
12. What is the maximum horsepower of engine that a person between 12 and 16
years of age may operate while unaccompanied by an adult?
a.) 10
b.) 20
c.) 30
d.) 40
13. What is the minimum age required for a person to operate a PWC?
a.) Local legal drinking age
b.) Fourteen years old
c.) Sixteen years old
d.) Local legal voting age
14. When must a powered vessel use a muffler?
15. You are not responsible for obeying a regulation if you do not know that it
even existed:
True? Or False?
16. Under which statue is it an offence to operate a vessel while disqualified or

legally prohibited from doing so.
17. What actions must you take if you are involved in an accident with another
vessel or if you happen upon the scene of a collision?
18. Under Section 1007 of the Small Vessel Regulations, what are some examples
of careless behaviour?
19. Not all restrictions on boating activities are posted on control buoys and
command signs. Give an example of a boating restriction that is often not
posted.

Chapter 3
20. What publications does the Canadian Hydrographic Service issue to pleasure
craft operators to aid them in navigation?
21. Do all operators have to carry marine charts? How does one keep them up to
date?
22. What publication provides predictions for the times of tides?
23. Under what conditions can you refuse to render aid to someone in danger at
sea?
a.) If a storm is underway
b.) If you have to risk your life or the lives of your passengers
c.) If rescuing someone will overload your boat
d.) If it takes more than 10 minutes to reach them
24. Mooring your pleasure craft to an aid to navigation such as a navigation buoy
violates which statute?
a.) The Private Buoys Regulations
b.) The Small Vessel Regulations
c.) The Criminal Code of Canada
d.) The Vessel Operation Restriction Regulations
25. Are there any special circumstances under which it is permissible to moor
your pleasure craft to a navigation buoy?
26. PWC operators do not need a spotter when towing people:

True? or False?
27. How can one determine if a vessel is unseaworthy?
28. What is so wrong about operating an unseaworthy vessel?
29. What enforcement bodies enforce boating rules in Canada?
30. Enforcement officers need permission to board your boat:

True? or False?
31. What does a blue flashing light on a vessel usually signify?
32. On what page of a marine chart can one find definitions for symbols,
abbreviations, acronyms, and terms that appear on the charts.
33. What action should the operator of a pleasure craft take when on a crossing
course with a ferry or a vessel engaged in towing.
34. What is the minimum size of vessel allowed in a shipping channel or inshore
traffic zone?

Chapter 3
35. When operating a small craft in or near a shipping channel, what can one do to
improve one’s visibility?
36. What must be carried by the operator of a vessel under oars or paddles
(rowboats, canoes, and kayaks,) and without a power supply to operate
navigation lights, to signal their presence to other vessels when travelling
after dark?
37. You are operating a powered craft and you are on a crossing course with
another powered craft. By interpreting the Collision Regulations, you have
determined that you are the Stand-On Vessel (you have the right of way) but
the other vessel is not altering course or speed; what do you do?
38. How does one use sound signals to indicate that one is altering course to
starboard? Or that one is altering course to port?
39. You are the operator of a small pleasure craft (under 6m in length) and find
yourself on a crossing course with a very large vessel. The larger vessel is
crossing from your port sector, thus you technically have the right of way. Will
you exercise that right?
40. What should you be alert for when operating near a tugboat engaged in
towing?
41. What light configuration must a tugboat display to indicate towing is

underway?
42. What is indicated by this light configuration?

Chapter 3
43. What is indicated by this light configuration?
44. How should you as the operator of a pleasure craft react to a vessel that is
towing at night?
45. What is indicated by a flashing blue-coloured light?
46. What colour is a port sidelight?
47. What must you do if you are involved in a collision with another vessel?
48. What lights must be displayed by a vessel under 50 m in length while at

anchor at night between sunset and sunrise?

Chapter 3
ANSWERS
1. If you are the give-way vessel, then you must alter your course and speed to
take early and substantial action to stay well clear of the other vessel as well
as avoid passing in front of the other craft. Take action early and substantially to
make your intentions clear.
2. Give a one-blast sound signal and then alter course to starboard (to the right).
3. Boat A is the give-way vessel and must alter course and speed early, obviously, and
substantially so as to pass to the stern of Boat B.
4. d.)
5. c.)
6. When operating a small craft in or near a shipping lane, navigate in groups of other
small boats, when possible, to make yourself more visible to larger vessels.
7. Whenever underway between sunset and sunrise.
8. A masthead light is used to indicate that a craft is power-driven. It is a white light that
is mounted higher than the sidelights, faces forward, and shines through an arc of
225°.
9. Sidelights, stern light, and a masthead light (or sidelights and an all-round light).
10. a.) All-round light
11. A vessel when engaged in trawling, shall exhibit: two all-round lights in a vertical line,
the upper being green and the lower white, both lights must be visible for 360
degrees; a masthead light abaft of and higher than the all-round green light (a vessel
of less than 50 metres in length shall not be obliged to exhibit such a light but may
do so); and, when making way through the water, in addition to the lights prescribed
in this paragraph, sidelights and a stern light.
12. d.) 40 hp. (30 kW).
13. c.) Sixteen years of age.
14. On all Canadian waters any motorized craft equipped with a motor other than a
stock (unmodified) outboard engine must have a muffler and use it while operating
within five (5) nautical miles (9.26 km) of shore. This does not apply to you if your
vessel was built before January 1, 1960, or if you are in an official competition or in
formal training or final preparation for an official competition.
15. False - Under the Vessel Operation Restriction Regulations, operators are
responsible for knowing when and where restrictions on boating activities exist; i.e.:

Chapter 3
claiming ignorance of any local restriction on boating activities is not a valid reason
for failure to obey local restrictions.
16. The Criminal Code of Canada
17. Render what assistance you can without seriously endangering yourself (i.e.: make
sure your vessel is secure and then render aid to the other vessel) and exchange
names, addresses, telephone numbers, and insurance information with the operator
of the other vessel.
18. Examples of behaviors which should be considered careless under Section 1007 of
the Small Vessel Regulations include (but are not limited to):
 Operating vessel at high engine regime in circular or crisscross patterns for
extended periods of time in the same location;
 Jumping waves or the wake of another vessel unreasonably close to that
vessel or so as to cause engine RPM to peak and make unusual or excessive
noise;
 Weaving through congested traffic at more than slow speed;
 Swerving at the last possible moment to avoid collision (playing chicken);
 Operating a vessel at a speed higher than is necessary to maintain steerage
way when near swimmers, or non-powered vessels.
19. Not all boating restrictions are posted. For instance, within 30 metres of the
shoreline, a 10 km/h speed limit is in effect on all waters within British Columbia,
Alberta, Saskatchewan, Manitoba, Ontario, and Nova Scotia as well as on selected
lakes and rivers in some other provinces, whether or not speed limit signs are
posted.
20. The Canadian Hydrographic Service publishes Canadian marine charts. Marine
charts are graphic representations depicting water areas, including depths,
underwater hazards, traffic routes, aids to navigation, and adjacent coastal areas.
Chart # 1 of a set of charts will usually contain definitions of symbols, abbreviations,
acronyms, and terms that appear on the other pages of the charts.
21. The Charts and Nautical Publications Regulations require operators of all vessels to
have on board the latest edition of the largest scale chart, for each area that they
navigate and to keep these publications up to date. One can keep charts and
nautical publications up to date by referring periodically to the Canadian Coast
Gaur’s monthly, Notices to Mariners, which are available at this web site
(http://www.notmar.gc.ca/).
22. The Canadian Tide and Current Tables provide daily predictions of the times of slack
water, the times and rates of maximum flood and ebb streams, and the direction of
water flow.
23. b.) Whenever rendering aid poses a serious and real danger to your life or the lives
of your passengers

Chapter 3
24. c.) The Criminal Code of Canada
25. No. It is forbidden at all times.
26. False - A PWC (a Seadoo or a jet ski) is a pleasure craft under the regulations. And
a pleasure craft operator must have a responsible person as spotter to keep watch
on any person being towed. In other words, a rear-view mirror does not count. In
addition to the driver, there must be a human being on board, facing aft, acting as
spotter, and reporting to the driver.
27. A vessel is considered seaworthy if the hull is undamaged and appropriate for the
type of sea condition, the engine is in conformance to the hull compliance notice, the
vessel is not overloaded, and all equipment is in good working order.
28. It is a criminal offence (i.e.: it is a violation of the Criminal Code of Canada) to

knowingly operate a vessel that is unseaworthy (thus, placing your life and the lives
of others at risk).
29. The laws that apply to boaters are enforced by the Royal Canadian Mounted Police
(RCMP), provincial police forces, municipal police forces, and other designated
enforcement officers.
30. False - You must comply with the demands of any enforcement officer. Enforcement
officers are tasked with verifying that you are complying with the rules and, thus they
are empowered to (among other things):
 Demand that you stop;
 Go onboard and inspect your vessel;
 Check for all required safety equipment;
 Verify that you are carrying photo identification;
 Verify that you are carrying proof of competency;
31. Any government vessel or any vessel that is owned or operated by a harbour, river,
county or municipal police force may exhibit as an identification signal a blue
flashing light when the vessel is providing assistance or is engaged in law
enforcement duties.
32. Chart # 1 of a set of charts will usually contain definitions of symbols, abbreviations,
acronyms, and terms that appear on the other pages of the charts.
33. Vessels engaged in towing have a cable below the surface between the towing
vessel and the vessel being towed. Never cross between a towing vessel and the
vessel being towed; otherwise you may strike the cable, be disabled, and then you
would be run down by the vessel being towed. Similarly, ferries are often connected
to a subsurface cable. Thus, do not cross courses with a ferry, stay well clear.
34. Craft of all sizes may cross shipping channels and inshore traffic zones. As a
general rule, smaller vessels and vessels engaged in fishing should steer clear of

Chapter 3
commercial shipping lanes and inshore traffic zones and must use extreme caution
when crossing a shipping channel or inshore traffic zone.
35. Navigate in groups of other small boats, when possible, to make yourself more
visible to larger vessels.
36. Vessels under oars or paddles (rowboats, canoes, and kayaks,) without a power
supply to operate navigation lights must carry a flashlight or lantern showing a white
light to signal their presence to other vessels when travelling after dark.
37. If you are operating a powered craft and you are on a crossing course with another
powered craft and by interpreting the Collision Regulations, you have determined
that you are the Stand-On Vessel (you have the right of way) but the other vessel is
not altering course or speed; then you must alter course and speed in order to avoid
a collision.
38. Pursuant to Rule 34 of the Collision Regulations, on inland waterways, sound

signals are also used to communicate when you are manoeuvring in a particular
direction:
 One short blast – One short blast means: “I am altering course to starboard”*
 Two short blasts – Two short blasts means: “I am altering course to port”
 Three short blasts – Three short blasts means: “I am manoeuvring using
astern propulsion” (i.e.: I am moving backwards);
 Four short blasts – Four short blasts means: “I am unable to manoeuvre”.
 Five short blasts – One employs five blasts on a horn when one vessel fails to
understand the intentions of another.
39. No. Keep clear of large vessels.
40. First of all, a tugboat engaged in towing will not be manoeuvrable and will,
therefore, have the right of way. In addition, when giving way (altering course and
speed to pass well astern the other vessel) make sure that you pass behind anything
being towed as well (i.e.: never pass between a tug and its tow). Thus, when
operating at night, it is crucial to know the light configuration that indicates that a
tugboat is towing.
41. A tugboat engaged in towing should display these lights:

Chapter 3
42. Vessel engaged in fishing (no trawl)
43. Vessel engaged in fishing (with trawl).
44. Whenever encountering a vessel towing at night, never pass between the towing
vessel and its tow.
45. Any government vessel or any vessel that is owned or operated by a harbour, river,
county or municipal police force may exhibit as an identification signal a blue-
coloured flashing light when the vessel is providing assistance or is engaged in law
enforcement duties.
46. A port sidelight is always red-coloured. To remember this, just remember that port
(the drink) is a kind or red wine. A port sidelight is always installed on the port side of
the bow. A starboard sidelight is always green-coloured and installed on the
starboard side of the bow.
47. If you are involved in a collision with another vessel, the first thing that you must do
is make certain that all persons are accounted for, check for injuries, and respond to
those injuries. In addition, under Section 252 of the Criminal Code of Canada, if you
are involved in an accident with another vessel you must render assistance to that
vessel and if you happen upon the scene of a collision, you must stop and offer
assistance. In addition, operators of vessels involved in an accident must exchange
their names and addresses.
48. If a vessel under 50 m in length is at anchor, it must

display an all-round light in the forepart, which is a
white light that displays an unbroken arc of light
through a horizontal angle of 360.

Chapter 4
freecourse.ca
Chapter 4
AIDS TO NAVIGATION
Aids to navigation are systems, structures, or
devices that are external to a vessel and that:
 Help a vessel operator to determine his/her
position and course;
 Warn of dangers or obstructions; and/or
 Indicate the location of the safest or
preferred route.
A buoy, for example is an aid to navigation. Aids to navigation include many types of
buoys as well as day beacons, range markers, and lighthouses.

4.1 Lateral Buoy System
4.2 Standard Day Beacons
4.3 Fairway & Isolated Danger Buoys
4.4 Cardinal Buoy System
4.5 Special Purpose Buoys

Chapter 4
4.1 LATERAL BUOY SYSTEM
Lateral buoys indicate safe routes by marking the left and right sides of the
deepest safe water. There are four types of lateral buoys:
1. Port-hand (left-hand) buoys

2. Starboard-hand (right-hand) buoys
3. Port (left) junction buoys; and
4. Starboard (right) junction buoys.
Port-hand Port Starboard Starboard-hand

buoy junction buoy junction buoy buoy
Port-Hand (left-hand) and Starboard-Hand (right-hand) Buoys
Marks the left-hand side of a Marks the right-hand side

channel or a danger on the of a channel or a danger on
left-hand side. the right-hand side.
The port-hand (left-hand) and starboard-hand (right-hand) buoys serve much the same
purpose as painted lines used on highways to mark the left and right hand sides of
lanes. Similarly, left-hand and right-hand buoys mark the left- and right-hand sides of a
channel or of deep, safe water (or a danger on the left- or right-hand side of the
channel). Like the lines on a road, these buoys mark the safe left- and right-hand limits.
Venturing outside the limits is unsafe.
But where is the left-hand or right-hand side of a channel? After all, sometimes we are
heading upstream and sometimes we are heading downstream; and of course the left-
hand and right-hand buoys stay put; they do not wander about or switch sides.

Chapter 4
By international convention, the left side of a stream, channel, or river is the side
that is on one’s left when facing upstream (and the right side is the side on one’s
right when facing upstream).
When travelling upstream,

port-hand, or left-hand, buoys
(i.e.: green-coloured buoys)
should always be kept on the
port-hand (left-hand) side of
the vessel. Similarly,
starboard-hand (right-hand)
red-coloured buoys should be
kept on the starboard (right-
hand) side of the vessel. The
reverse, of course, is true when
travelling downstream.
A simple way to remember on what side to leave lateral buoys when travelling
upstream or downstream is to use the mnemonic (new-mawnik) code “red, right,
return”, which means “keep red buoys on the right-hand (starboard-hand)
side of your boat when returning upstream”.
What Does the Term “Upstream” Mean?
Traditionally, the term upstream means any direction that is moving up-river, into a
harbour, or toward a coastline. In general, upstream can usually be interpreted as
meaning a direction moving from an area of open water into a more restricted area.
During daylight, a pleasure craft operator can identify a buoy’s type and purpose
by its shape and colour. Buoys that are equipped with lights can also be
identified by the light’s colour and the timing of its flash cycle.

Chapter 4
Port-Hand (left-hand) Buoys
Port-hand (left-hand) buoys are green in colour and

mark the left-hand side of a channel or a danger on the
left-hand side of a channel. When travelling upstream, a
port-hand (left-hand) buoy should always be kept on the
port (left) side of the vessel. A port-hand buoy is flat on
top.
 If it carries a topmark, it is a single green cylinder.
 If it is equipped with a light, the light is green in colour
and operates on either an (F1) 4s pattern (single
flashes 4 seconds apart) or a (Q) 1s quick-flash
pattern (single flashes 1 second apart).
 This buoy is identified by letters and odd-digit
numbers.
Note: Floating buoys are held in place

by cables or chains attached to anchors. There
There are three basic models of floating
buoys:
 Light buoys
 Spar buoys
 Cans
Light buoy Spar buoy Can
Starboard-hand (right-hand) buoys
Starboard-hand (right-hand) buoys are red in colour and

mark the right-hand side of a channel or a danger on the
right-hand side of a channel. When travelling upstream,
a starboard-hand (right-hand) buoy should always be
kept on the starboard (right) side of the vessel. A
starboard-hand buoy is pointy on top.
 If it carries a topmark is a single red cone pointing
upward.
 If it is equipped with a light, the light is red in colour
and operates on either an (Fl) 4s flash cycle (single
flashes 4 seconds apart) or on a (Q) 1s quick-flash
cycle (single flashes 1 second apart).
 This buoy is identified by letters and even-digit
numbers.

Chapter 4
Bifurcation (Junction) Buoys
Bifurcation buoys (also called junction buoys) are used at junctions (where one channel
splits into two channels). Naturally, one of the two channels will be wider, deeper, and
safer. It is called the main channel. The purpose of the bifurcation (junction) buoy is to
indicate which channel is the main channel.
Port-hand Bifurcation Buoy (Port Junction Buoy)
Left-hand bifurcation buoys (also called left-hand junction

buoys) are green in colour with a red horizontal band across
the midsection. Junction buoys are used to mark a junction
where one channel splits into two. You may travel on either
side of this buoy. But to enter the preferred or main
channel, keep a port (left) junction buoy on the port (left)
side of your vessel when travelling upstream.
Starboard-hand Bifurcation Buoy (Starboard Junction Buoy)
Right-hand bifurcation buoys (also called right-hand

junction buoys) are red in colour with a green horizontal
band across the midsection and are used to mark a junction
where one channel splits into two. To enter the preferred or
main channel, keep a red (right) junction buoy on the
starboard (right) side of your vessel when travelling
upstream.

Chapter 4
4.2 STANDARD DAY BEACONS
Standard day beacons are often referred to as “fixed aids”, meaning that they are
affixed to (attached to) a structure or to a pole on land or to a structure or a pole
permanently erected in water.
Standard day beacons are so named because they are unlighted and, thus, they are
visible only during daylight hours. Standard day beacons serve exactly the same
purpose as lateral buoys; thus there are four standard day beacons:
Port-hand Port junction Starboard junction Starboard-hand

day beacon day beacon day beacon day beacon
Port-hand (Left-hand) Day Beacon
A port-hand (left-hand) day beacon is a fixed aid that

marks the port (left) side of a channel or the location of
a danger on the left-hand side and, thus, must be kept
on the vessel’s port (left) side when proceeding
upstream or into a harbour. It is marked with a black- or
green-coloured square centred on a white background
surrounded by a square-shaped green-coloured reflecting
border. This beacon may display an odd-digit identifier
number made of white-coloured reflective material.
Starboard-hand (Right-hand) Day Beacon
A starboard-hand (right-hand) day beacon is a fixed aid

that marks the starboard (right) side of a channel or the
location of a danger on the right-hand side and, thus,
must be kept on the vessel’s starboard (right) side when
proceeding upstream or into a harbour. It is marked with
a red-coloured triangle centred on a white background
surrounded by a triangle-shaped, red-coloured reflective
border. This beacon may display an even-digit identifier
number made of white-coloured reflecting material.

Chapter 4
Port (left) Junction Day Beacon
A port (left) junction day beacon marks a point where a

channel divides. This beacon may be safely passed on
either side. If the preferred or main channel is desired,
then this day beacon should be kept on the port (left)
side of the vessel when travelling upstream.
Starboard (right) Junction Day Beacon
A starboard (right) junction day beacon marks a point

where a channel divides. This beacon may be safely
passed on either side. If the preferred or main channel is
desired, then this day beacon should be kept on the
starboard (right) side of the vessel when proceeding
upstream.

Chapter 4
The lower beacon in

a pair of Range Day
Beacons
Range Day Beacons
Range day beacons

(see example at right)
are fixed aids, which
are used by a vessel
to navigate through a
channel or to stay on
a safe approach when
going into a harbour.
Range day beacons are

constructed so that there is
an upper marker and a lower
marker. One navigates
through the channel by
maintaining a course that
keeps the markers aligned top
and bottom with each other as
you follow a line that
approaches them. When the
two markers are kept lined up
vertically, you are on the
recommended course. Not on best course On best course
(markers misaligned) (markers aligned)

Chapter 4
4.3 FAIRWAY AND ISOLATED DANGER BUOYS
In addition to the buoys described above, the lateral system includes fairway buoys
and isolated danger buoys.
Fairway Buoy
A fairway buoy is used to mark safe water and is usually used to mark a channel
entrance, the centre of a shipping channel, or a landfall. This buoy indicates that
there is safe water to pass on either side
but it should be kept to the port (left)
side of your vessel when proceeding
upstream or downstream. It is painted
half in red and half in white. If it is
equipped with a light, it is white in colour
and operates on a flash cycle (flashing
Morse Code “A”, which is a short flash,
then long flash, repeated 10 times per
minute).
Isolated Danger Buoy
An isolated danger buoy is used to mark an isolated danger such as a rock,

shoal, or a wreck. The buoy is moored on or above the danger and has
navigable water all around it. To be
safe, stay well away from this type of
buoy. Consult your marine chart for
details on the nature of the danger
(dimensions, depth, etc.). This buoy is
painted black with a horizontal red –
coloured band midway up. If equipped
with a light, it will be white in colour and
will operate on a flash cycle (giving two
flashes every 4 seconds).

Chapter 4
Below is an example of how buoys are used to mark channels and junction. The middle
of the channel is marked with a fairway buoy. The point at which the channel divides
into two channels, called a junction, is marked by a bifurcation (junction) buoy.
Junction buoys are used to indicate which channel is the main channel. In the
example below, a port junction buoy has been installed at the junction to indicate the
main channel. When travelling upstream, one employs the rule of “red, right, return” and
enters the preferred channel (to the right in this case) in order to keep the port (left)
junction buoy on the port (left) side of your vessel.
In other words, by obeying the rule of “left, right, return”, junction buoys force you into
the main channel.

Chapter 4
4.4 CARDINAL BUOY SYSTEM
Cardinal buoys are a special system of buoys that indicate a hazard by reference to the four
cardinal directions (points) of the compass: north, south, east, and west. A cardinal buoy
indicates that the safest water exists in the direction indicated by the cardinal point
(direction) represented by the buoy. Cardinal buoys and lateral buoys are the two main
systems of navigational aids used on Canadian waters.
Main Characteristics of cardinal buoys

 Coloured yellow and black
 White lights - flash characters indicated below (if equipped)
 Two conical top marks: directions of points have significance
 Black-coloured top mark cones point to the black portion(s) of the buoy
 Lettered - no numbers
 White-coloured retro reflective material
North Cardinal Buoy
A north cardinal buoy is always positioned so that the safest

water lies geographically to the north (i.e.: dangerous water lies
to the south). The top half of the visible portion is black and the
bottom half is yellow. If present, the top mark is two stacked
cones, black in colour, both pointing up (thus, the top marks
imitate a needle pointing north on a compass). If this buoy is
equipped with a light, the light is white in colour and operates on
either a (Q) 1s quick flash cycle (single flashes one second apart)
or on a (VQ) 0.5s very-quick flash cycle (single flash every half
second). If the buoy does not carry a light, then the buoy is
normally spar shaped.
South Cardinal Buoy
A south cardinal buoy is always positioned so that the safest

water lies geographically to the south (i.e.: dangerous water
lies to the north). The top half is yellow and the bottom half is
black. If present, the top mark is two stacked cones, black in
colour, both pointing down (i.e.: just like a needle pointing south
on a compass). If this buoy is equipped with a light, then the light
is white in colour and operates on a ((Q6)+LFl)15s cycle (six
single flashes one second apart and one 3-second flash, every
15s) or a ((VQ6)+LFl)10s (six single flashes one half second apart
and one 3-second flash, repeated every 10s. If the buoy does not
carry a light, then the buoy is normally spar shaped.

Chapter 4
East Cardinal Buoy
An east cardinal buoy is positioned so that the safest water

lies to the east (i.e.: dangerous water lies to the west). This buoy
is black in colour except for a broad horizontal yellow band around
its midsection. Its top mark consists of two stacked black cones;
the top one pointing up, the bottom one pointing down. Its light is
white in colour and operates on a (Q3) 10s cycle (three flashes
one second apart, repeated every 10 seconds) or a (VQ3)5s cycle
(three flashes one half second apart, every 5 seconds). If the buoy
does not carry a light, then the buoy is normally spar shaped.
West Cardinal Buoy
A west cardinal buoy is positioned so that the safest water is

located to the west (i.e.: dangerous water lies to the east). This
buoy is yellow in colour except for a broad horizontal black band
around its midsection. Its top mark consists of two stacked black
cones; the top one pointing down, the bottom one pointing up. Its
light is white in colour and operates on a (Q9) 15s cycle (nine
flashes one second apart, every 15 seconds) or a (VQ9) 10s cycle
(nine flashes a half second apart repeated every 10 seconds). If
the buoy does not carry a light, then it is normally spar shaped.
To remember the top marks for cardinal

buoys, note how they are arranged. On
a west cardinal buoy, the top marks are
arranged so as to allow one to draw a
“w” through the top marks. Similarly,
note how the top marks on the north
cardinal buoy are arranged to imitate a
compass pointing northward.
The top marks also co-ordinate with the colour scheme on the buoys. On a North
cardinal buoy the top marks point up, thus the top of the buoy is black. On an East
cardinal buoy the top marks point toward the ends, thus the ends are black. And on a
West cardinal buoy the top marks point toward the middle, thus the middle is black.
Thus, even if a buoy has been run over by a ship (breaking off the top marks) one can
still identify the buoy via its paint scheme.

Chapter 4
REMEMBER
With cardinal buoys, safest water lies in the direction indicated by the buoy.
Water in other directions should be considered unsafe.
NW N NE
W DANGER E
SW S SE

Chapter 4
4.5 SPECIAL PURPOSE BUOYS
The shapes of the following special purpose buoys have no special significance. They
may be lettered but they are never numbered. Cautionary, scientific, and anchorage
buoys may display a yellow-coloured, “X”-shaped top mark. If a special purpose buoy
has been equipped with a light, the light will be yellow in colour.
A cautionary buoy is a yellow-coloured buoy that is

used to mark features such as traffic separations as well
as dangers such as firing ranges, underwater pipelines,
race courses, seaplane bases, underwater structures,
and areas where no through-channel exists. This type of
buoy displays identification letters. If it carries a top mark,
the mark is a single yellow “X”. If it carries a light, the light
operates on a flash cycle, (F1) 4s, (i.e. flashing once every 4
seconds).
An anchorage buoy marks the perimeter of designated

anchorage areas. One should consult the chart for
anchorage depths to ensure that the anchorage can accept
your vessel’s draft.
A mooring buoy is used for mooring or securing

vessels. Be aware that another vessel may be secured to
this type of buoy. This is the only type of buoy to which you
may be moored.
An information buoy displays by means of words or

symbols information about a locality, marina, or
campsite. This type of buoy is white in colour and
displays information within a hollow orange square with
two horizontal orange bands, one above the square and
one below. Information about a locality is displayed with
black symbols inside the square. If this buoy carries a light,
the light is yellow in colour and operates on a flash cycle,
(F1) 4s, (one flash, repeated every 4 seconds).

Chapter 4
A hazard buoy marks local water hazards such as rocks

and shoals. This type of buoy is white in colour and is
marked with a hollow orange diamond symbol with two
horizontal orange bands, one above the diamond and
one below. Information concerning the hazard is indicated
by a black symbol displayed inside the orange diamond. If it
carries a light, the light is yellow in colour and operates on a
flash cycle, (F1) 4s, (i.e. flashing once every 4 seconds).
A control buoy is used to mark an area where a

restriction has been placed on boating. The restriction
may be a speed limit or a wake and wash restriction.
This type of buoy is white in colour and is marked with a
hollow orange circle with two horizontal orange bands, one
above the circle and one below. A black symbol displayed
inside the orange circle indicates the type of restriction that
is in effect. If this buoy carries a light, the light is yellow in
colour and operates on a flash cycle, (F1) 4s, (i.e. flashing
once every 4 seconds).
A keep-out buoy is used to mark an area in which boats

are prohibited. It is white in colour and is marked with a
hollow orange diamond symbol the interior points of which
are joined by an orange cross. It also has two orange,
horizontal bands, one above and one below the diamond-
shaped symbol. If it carries a light, the light is yellow in
A scientific buoy, also called an ODAS buoy (for Ocean Data

Acquisition System), collects meteorological and other
scientific data. The hazard represented is the buoy itself.

Chapter 4
A diving buoy is used to mark areas where scuba or

other type of diving is in progress. This buoy is white in
colour. It carries a red flag not less than 50 cm square
with a white diagonal stripe extending from the tip of the
hoist to the bottom of the fly. If the buoy is equipped with
a light, the light operates on a flash cycle, (F1) 4s, (i.e.
flashing once every 4 seconds).
Swimming buoys are used to mark the perimeter of a

swimming area. A swimming buoy is white in colour and
carries no markings. If it carries a light, the light is yellow in
Other aids to navigation that a boater will encounter include command signs and
warning signs, either posted on a pole in the water or on a buoy in the water or
posted on a sign constructed onshore. The types of commands and warnings that
one may see posted on these signs include:
 No-wake zone;
 No-anchorage area;
 Speed limit zone; Warning sign for
low-head dam
 Low-head dam hazard; hazard
 Power line hazard; and
 Pipeline hazard.
End of Chapter 4

Chapter 4

Questions
1. What is an aid to navigation?
2. What is the purpose of port-hand (left-hand) and starboard-hand (right-hand)

buoys?
3. What colour are port side lights on a boat?

a.) red
b.) white
c.) blue
d.) green
4. What colour are port-hand (left-hand) buoys?

a.) Red
b.) Red with a green horizontal band
c.) Green
d.) Green with a red horizontal band
5. Under the lateral buoy system, you can tell what side of a channel a buoy is on
by its:
a.) Colour
b.) Shape
c.) Colour and flash cycle of the top light
6. What does the term “upstream” mean?
7. What is the convention one should employ for identifying the right-hand side
of a stream, channel, or river?
8. What does a starboard-hand (right-hand) buoy mark?
9. When proceeding into a harbour or upstream, on what side of your pleasure

craft should you keep starboard-hand (right-hand) buoys?

Chapter 4
a.) Right-hand side

b.) Always astern
c.) Always forward
d.) Left-hand side
10. What does the mnemonic (new-monic) code “red, right, return” stand for?
a.) Turn right on red
b.) Keep red buoys on your right when returning upstream
c.) Keep red buoys on your right when returning downstream
d.) Always keep red buoys on the right when moving upstream or downstream
11. What is a bifurcation (junction) buoy?
12. What does a port-hand (left-hand) bifurcation buoy look like?

a.) Green
b.) Green with a red band across the middle
c.) Red
d.) Red with a green band across the middle
13. In terms of buoys, what should be done when travelling in the upstream
direction?
14. On what side of your craft should you keep a port junction buoy if you wish to
stay in the main or preferred channel when going upstream?
a.) East side
b.) West side
c.) Port side
d.) Starboard side
15. Is this boat going upstream? Or downstream?
16. What does a west cardinal buoy indicate?

a.) That hazardous water lies to the east
b.) That the safest water lies to the east
c.) The east side of a channel
d.) None of the above

Chapter 4
17. What colour is the light on a port-hand light buoy?

a.) White
b.) Yellow
c.) Green
d.) Red
18. A buoy painted with red and white vertical stripes is a:

a.) Hazard marker
b.) Starboard-hand buoy
c.) Fairway buoy
d.) Control buoy
19. What do range day beacons indicate?

a.) Location of firing ranges
b.) A set distance
c.) The preferred or safest route through a channel
d.) A moorage
20. A white buoy flying a red flag with a white diagonal

stripe indicates:
a.) The first leg of a race course
b.) Diver down – slow down and steer clear
c.) Ski slalom course – slow down and steer clear
d.) Fish hatchery – proceed slowly
21. Under what statute can you be charged if you moor your pleasure craft to a
navigation buoy?
a.) Small Vessel Regulations
b.) Collision Regulations
c.) Boating Restriction Regulations
d.) Criminal Code of Canada
22. What does an isolated danger buoy look like? What does it mark? How does
one navigate around an isolated danger buoy?
23. What does an anchorage buoy look like? What does it mark?
24. Is there any type of buoy to which a pleasure craft can tie up?
25. What does a Cardinal buoy mark?
26. There are four types of Cardinal buoys. How can topmarks be used to identify
the type of a Cardinal Buoy?
27. What is a fixed aid?
28. What is the purpose of standard day beacons (fixed aids)?

Chapter 4
29. Is this an aid to navigation? If yes, what type is it and what does it indicate?
30. What kind of buoy is this and what does it indicate?
33. What do swimming buoys look like? What do they mark?
34. What is a command sign?

Chapter 4
ANSWERS
1. Aids to navigation are systems, structures, or

devices deployed on water or on land (i.e.:
external to a vessel) that:
 Help a vessel operator to determine
position and course;
 Warn of dangers or obstructions; or
 Indicate the location of the safest or
preferred route.
2. The port-hand (left-hand) and starboard-hand (right-hand) buoys serve much the
same purpose as painted lanes lines on highways; i.e. they mark the left and right
hand sides of the road (or in the case of boats, they mark the left and right hand
sides of a channel or of deep, safe water). Like the lines on a road, the buoys mark
the safe left-hand and right-hand limits; venturing outside the limits is unsafe.
3. A
4. C
5. D
6. Traditionally, the term upstream means any direction that is moving up-river, into a
harbour, or toward a shoreline. Upstream can also be interpreted as a direction
moving from an area of open water into a more restricted area.
7. By international convention, the left side of a stream, channel, or river is the side that
is on one’s left when facing upstream (and the right side is the side on one’s right
when facing upstream).
8. A starboard-hand (right-hand) buoys marks the right side of a channel or a danger

on the right-hand side of a channel (when facing upstream).
9. a; when travelling upstream, a starboard-hand (right-hand) buoy should always be

kept on the starboard-hand side (right-hand side) of the vessel.
10. B
11. Bifurcation buoys (also called junction buoys) are used at junctions (where one
channel splits into two channels). Naturally, one of the two channels will be wider,
deeper, and safer; it is the main channel. The purpose of the bifurcation junction
buoy is to indicate which channel is the main channel.

Chapter 4
12. b Port (left) junction buoys (bifurcation buoys) are green in colour with a red
horizontal band across the midsection. Junction buoys (bifurcation buoys) are used
to mark a junction where a channel divides. You may travel on either side of this
buoy. But to enter the preferred or main channel, keep a port (left-hand) junction
buoy on the port (left-hand) side of your vessel when travelling upstream.
13. When travelling upstream, one should keep green-coloured port-hand (left-hand)
buoys on the left (port) side of one’s vessel (and right-hand (red-coloured starboard-
hand) buoys on the right side of the vessel.
14. C
15. Upstream (“red, right, return”)
16. A
17. C
18. c Fairway buoy. This buoy indicates that there is safe water to pass on either side
but it should be kept to the port-hand (left-hand) side of your craft when proceeding
upstream OR downstream.
19. C
20. B
21. D
22. This buoy is painted black with a horizontal red stripe midway up. An isolated danger
buoy is used to mark an isolated danger such as a rock, shoal, or a wreck. The buoy
is moored on or above the danger and has navigable (safe) water all around it.
23. An anchorage buoy is all yellow in colour with a black anchor painted on it. This
buoy marks the perimeter of designated anchorage areas. One should consult the
chart for anchorage depths to ensure the anchorage can accept your vessel’s draft.
24. A mooring buoy is used for mooring or securing vessels. This is the only type of
buoy to which you may be moored.
25. Cardinal buoys indicate the direction in which safest water lies.

Chapter 4
26. The conical topmarks on top of Cardinal buoys are arranged to identify the type of
buoy. For instance, on a west cardinal buoy, the top marks are arranged so as to
allow one to draw a “w” through the topmarks. Similarly, note how the topmarks on
the south cardinal buoy are arranged to imitate c compass point southward.
27. Standard day beacons are also referred to as “fixed aids”, meaning that they are
attached or affixed to a structure or pole on land or affixed to a pole or structure
permanently erected in or adjacent to water. Day beacons are so named because
they are unlighted and, thus, they are visible only during daylight hours.
28. Standard day beacons (fixed aids) serve exactly the same purpose as lateral buoys;
thus there are four standard day beacons:
Port-hand Port junction Starboard junction Starboard-hand

day beacon day beacon day beacon day beacon
29. Yes, this is an aid to navigation (a system, structure, or device that is external to the
vessel and aids with navigation). Specifically, this is a Port Hand (left-hand) day
beacon. It is used to mark the left-hand side of a channel or a danger on the left
hand side of a channel. When proceeding upstream, this mark must be kept on the
left-hand side of your craft.
30. This is a hazard buoy. This buoy is used to indicate a local water hazard, such as a
waterfall, rapids, or a low-head dam.
31. This is a Control buoy. This buoy is used to mark an area where a restriction has
been placed on boating.
32. This is an Information buoy. This buoy displays by means of words or symbols
information about a locality, such as what is on shore (marina, campsite, restaurant,
washing facilities, etc.).

Chapter 4
33. Swimming buoys are all white in colour and carry no markings. Stings of swimming
buoys are used to mark the perimeter of swimming areas. No boat may enter a
swimming area.
34. A command sign, also called a warning sign, can be posted either posted on a pole
in the water or on a buoy in the water or posted on a sign constructed onshore. The
types of commands and warnings that one may see posted on these signs include:
 No-wake zone;
 No-anchorage area;
 Speed limit zone;
 Low-head dam hazard;
 Power line hazard; and
 Pipeline hazard.

Chapter 5
freecourse.ca
Chapter 5
BEFORE HEADING OUT

The best way to keep out of trouble on the water is to be prepared. This means having
at least the minimum required safety equipment on board, keeping your vessel and
equipment properly maintained, possessing required safety knowledge, and completing
a pre-departure checklist before heading out on the water.

5.1 Pre-Season Maintenance
5.2 Loading a Small Boat
5.3 Pre-Departure Checklist
5.4 Marine Weather Forecasts
5.5 Preparing and filing a Sail Plan
5.6 Briefing All Persons on Board
5.7 Using Required Safety Equipment
5.8 Fuel Safety Precautions
5.9 Carbon Monoxide Poisoning

Chapter 5
5.1 PRE-SEASON MAINTENANCE

You can avoid mechanical breakdowns by planning ahead and by ensuring that your
vessel receives regular maintenance.
The following pre-season maintenance is recommended for vessels that operate

less than 25 hours per week (vessels that operate for longer periods will require
more maintenance):
 Ensure that the vessel’s drain plug is installed before launching.
 Ensure that the battery is charged and that it holds a charge for more than 24
hours;
 Top up fluid levels;
 On outboard and inboard/outboard engines: replace the lower unit oil (if not
already done during the previous season’s post-season service);
 Check the fuel filter and water separation filter and replace if necessary;
 Check all boat systems: electrical, fuel, propulsion, and cooling;
 Check wire and cable terminals for tightness, dirt, and corrosion;
 Check that throttle connections are secure;
 Check all hoses and lines for leaks or cracks and replace if necessary; and
 (On gasoline inboard engines only): inspect and clean the flame arrestor with
soap and water.
The above list of items as well as the list of items provided in Section 5.3 should
be checked each time that you take your boat out on the water.
Maintenance of Navigation Lights
Navigation lights should be maintained in good condition. Always confirm that

lights are in good working order before every boating trip. Be sure to carry spare
bulbs of the proper size and power so that you can replace burnt out bulbs immediately.
It is a good idea to include navigation lights as part of your regular maintenance

program. Most lights use a rubber or foam gasket to seal against moisture. If you see
condensation inside the lens, it means that the gasket leaks.
Inspect the gasket for proper placement, splits, or cracks and replace as necessary.
Spray gaskets with silicone and electrical connections with a corrosion protector to
extend fixture life. Be sure to polish the light, reflector, and lens to a shine.

Chapter 5
Pursuant to Rule 22 of the Collision Regulations, lights must have sufficient intensity to
be visible at the following minimum ranges:
 Vessels less than 12 m in length
 Masthead light, 2 miles
 Sidelight, 1 mile
 Stern light, 2 miles
 Towing light:, 2 miles
 All-round lights (white, red, green or yellow), 2 miles
 Vessels 12-50 m in length
 Masthead light, 5 miles; unless vessel is less than 20m, then 2 miles
 Sidelight, 2 miles
 Stern light, 2 miles
 Towing light, 2 miles
 All-round lights (white, red, green or yellow), 2 miles
 Partly submerged vessels or objects being towed
 All-round white light, 3 miles
 Vessels exhibiting:
 Special flashing light, 2 miles
 Blue flashing light, 2 miles

Chapter 5
5.2 LOADING A SMALL VESSEL

To avoid impeding the operation of a pleasure craft, and thus increase the risk of
causing injuries or loss of life to persons on board, the operator of a pleasure
craft should:
1. Not overload the craft in excess of the recommended safe load capacity or
the equivalent maximum allowable number of adult persons;
2. Position persons and gear on board so as to evenly distribute the weight;
3. Keep the load’s centre of gravity as low as possible on board the craft; and
4. Lash gear down or stow it in lockers or under seats to prevent uncontrolled

movement of the gear.
You must obey the loading limits

indicated on your vessel’s
Compliance Notice. Remember,
the maximum load indicated
on the Compliance Notice is
calculated for fair weather
conditions. If you are operating
in strong winds and large waves,
then your vessel cannot carry
nearly as much weight as
indicated on its Compliance
Notice.
Always remember that a pleasure craft that is overpowered (equipped with an

outboard motor that is too large) or overloaded, will sit lower in the water than
normal and as a result it will be much more prone to swamping and sinking.
In addition, a vessel is less stable and more likely to capsize when it is

overloaded or overpowered. Overloading is dangerous; know and respect the
limitations of your vessel. Always remember to keep the load’s centre of gravity as
low as possible and to secure it to keep it from shifting. Keeping the centre of
gravity of your vessel low is your primary consideration. Next, you need to ensure that
gear on board is lashed down and stored out of the way (not underfoot, creating a
tripping hazard).

Chapter 5
Do not carry bulky items onto a docked boat. When you carry bulky items in your arms,
your view in front is restricted. In addition, if your arms are full, it is difficult to maintain
your balance while boarding small craft. Thus, never carry bulky or heavy gear when
boarding a small vessel.
The safest way to load heavy or bulky

supplies or equipment onto a small vessel
is from the shore or from a dock. To do
this, before getting aboard lay the gear out
where you can reach it easily from the
boat or place it where someone can hand
it to you after you are in the boat.
Here are a few tips that one should keep in mind when boarding a vessel:
 The vessel must be kept tied up or held firmly in place until everyone is onboard.
 When boarding a pleasure craft, grab onto something solid (such as the gunwale
or a stanchion) to steady yourself as you board.
If boarding a small, unstable vessel such as a dinghy or canoe, crouch to keep your
centre of gravity low and stretch to step into the bottom of the boat. Board near the bow
and then move to your seat along the centre line of the hull. Never step onto the
gunwale as this may cause the boat to capsize.
Once you and your supplies and equipment are on board, stow them so that they are
out of the way (but readily accessible in the case of safety equipment). Remember to
distribute the weight of the gear evenly so that your vessel remains balanced;
most boating fatalities are the result of capsizing or falls overboard.

Chapter 5
5.3 PRE-DEPARTURE CHECKLIST

Even if you are simply borrowing a boat for a few hours, you become the operator and
you are responsible to ensure that it is in seaworthy condition. You should go through a
pre-departure checklist every time you take any boat onto the water. Being sure to go
through a thorough pre-departure checklist may mean delaying departure by a few
minutes but it can also prevent hours of delay in an uncomfortable or even dangerous
situation in the event of a breakdown or an accident.
Here is a good pre-departure checklist:

 Ask yourself if you the operator have the experience and skill set required
for the planned trip/boating activity and the type of boat you will be
operating?
 Ensure that you have your Pleasure Craft Operator Card - Failure to carry
your PCOC while operating a powered pleasure craft risks a fine of $250 (take an
in-class course or study our free online course at www.freecourse.ca, then write
the test and get your PCOC).
 Verify that manual propelling devices are intact and strong enough for their
intended use.
 Check the hull for splits, cracks, bulges, or other signs of damage.
 Check the battery’s charge and fluid levels.
 Verify that all hoses, clamps, and belts are secure and in good condition.
Ensure that the engine throttle mechanism does not stick or bind. Verify
that the steering operates smoothly.
 Confirm that navigation lights are in good working order. Replace burnt-out
bulbs.
 Be aware of the weather; check the weather forecast before departure.
 Ensure that you have current marine charts or maps for the area in which you
will be boating.
 Are there enough approved PFDs and lifejackets of appropriate type and
size for everyone on board?
 Is all required safety equipment on board, in good working order, and
readily accessible?
 Check oil levels.
 Check the fuel. Is there ample fuel for the trip or will you need to refuel
along the way? A good rule of thumb for fuel is that you require one-third
for the trip out, one-third for the return trip, and one-third as a reserve.

Chapter 5
 Verify that your VHF

radio is functioning
properly.
 If you do not have a VHF radio

(or it is not working), then be
sure to bring an alternative
communication device (such as
a cellular telephone) to call for
help in an emergency (be sure
to verify that your cellular
telephone will function in the
area where you operate.
Relying on a Cellular Telephone in a Marine Emergency

Some cellular providers offer the *16 service to reach the Canadian Coast Guard.
If you find yourself in need of assistance on waters not serviced by the Coast
Guard, then you should call the local police by dialling 911.
 Check for any local water hazards or boating restrictions along the planned
route of travel.
 If travelling in US waters, have you obtained the latest update of Homeland
Security requirements? Updates can be obtained at:
http://www.cbp.gov/travel/us-citizens/western-hemisphere-travel-initiative
 Have you checked navigational references for water levels, times of low,
slack, and high tides; and the direction of water flow?
Tip: To obtain nautical charts and tide tables, visit the Canadian Hydrographic
Service’s (CHS’s) website (http://www.charts.gc.ca/index-eng.asp) or contact the
CHS by telephone at 613-998-4931. Additional information on water levels is also
available through the CHS’s web site (at http://tides.gc.ca/eng) or by telephone at
1-877-775-0790.

Chapter 5
 Check your navigational references (nautical charts) for places to take

shelter in the event of foul weather.
Tip: For information on cruising directions and sailing directions, visit the
Canadian Hydrographic Service website http://www.charts.gc.ca/index-eng.asp
or contact them by phone at 613-998-4931.If you are in an area that is not
covered by nautical charts, then contact knowledgeable local residents.
 Ensure that you have a first aid kit on board.
 Verify that you have a repair kit with basic tools and spare parts.
 Ensure that the weight of gear and passengers is evenly distributed in your craft.
 File a sail plan or let a responsible person know where you are going, when you
expect to return, and what your vessel looks like.
 Give your passengers a pre-departure safety briefing to provide safety
information and describe emergency procedures.
 Lastly (and most importantly) ensure that the drain plug is properly secured
before launching your boat.
Note: If you are planning a longer excursion of several

days, you may wish to consider obtaining a satellite
phone or an Emergency Position Indicating Radio
Beacon (EPIRB), which transmits a coded signal used
only in times of distress. On activation of the EPIRB
signal, Canadian search and rescue resources are
deployed to your rescue.
To function properly, the Emergency Position Indicating Radio Beacon must be

registered with the Canadian Beacon Registry.
Phone: 1-877-406-7671.
E-mail: cbr@sarnet.dnd.ca
Web site: https://www.cbr-rcb.ca/cbr/presentation/other_autre/index.php

Chapter 5
5.4 MARINE WEATHER FORECASTS

The operator of a pleasure craft should
check the weather forecast before making
the decision to head out so as not to put
the craft or its passengers at risk. Thus,
boaters need to know how to obtain current
weather information before they head out as
well as how to obtain updates while out on
the water, which requires the knowledge and
skill to use a marine radio. Alternatively, a
receiver for receiving continuous marine
weather forecasts is also available through
marine supply outlets.
Weather forecasts can be obtained from a number of sources, including:

 Your own personal observations;
 Newspapers;
 Radiotelephones;
 Environment Canada information lines;
 Radio channels 21B, 25B, and 83B (Atlantic Coast and the Great Lakes);
 Radio channels 21B, WX1, WX2, and WX3 on the Pacific Coast;
 In Vancouver, Toronto, Montreal, and Halifax VHF broadcasts from Weather
Radio Canada (a service of Environment Canada);
 Via the Internet at:
http://weather.gc.ca/mainmenu/weather_menu_e.html;
 Regular AM and FM radio weather forecasts; and
 Television weather channels and telephone weather services.
Environment Canada uses special terminology in its marine weather forecasts.

Thus, be sure that you understand the following terms:
 Light winds – Light winds are winds that are less than 10 knots (19 km/h).
 Moderate winds – Moderate winds are winds that are in the range of 10 to 20
knots (19 to 37 km/h).
 Strong winds – Strong winds are winds with sustained speeds in the range of
21-33 knots (37 to 61 km/h).
 Gale-force winds – Gale-force winds are winds with sustained speeds in the
range of 34-47 knots (61 to 87 km/h).
 Storm-force winds – Storm-force winds are winds with sustained speeds in
the range of 48-63 knots (89 to 117 km/h).
 Hurricane-force winds – Hurricane-force winds are winds with sustained
speeds higher than 64 knots (119 km/h).

Chapter 5
Heed Marine Weather Warnings
Poor weather conditions with high winds and large waves increase the risk of
passengers falling overboard or of a pleasure craft swamping or capsizing.
When marine weather conditions are expected to deteriorate to the point where high
winds and large waves will render boating activities unsafe, Environment Canada’s
weather service issues a warning to keep boaters off the water during unsafe weather.
Environment Canada’s weather service has three types of weather warnings for
boaters:
 Strong winds warning
 Gale Warning
 Storm warning
Strong Winds Warning – A strong winds warning is a warning to small vessels

(vessels that are under 6 metres in length) to stay off the water. This type of
warning is issued by Environment Canada when winds are expected to be strong [i.e.:
winds with sustained speeds in the range of 20 to 33 knots (37 to 61 km/h)] or when
waves 3 to 6 metres in height are expected.
Gale Warning – A gale warning is issued when sustained winds in the range of 34
to 47 knots (61 to 87 km/h) are expected or waves 6 to 9 metres in height are
expected.
Storm Warning – A storm warning is issued when sustained winds in the range of
48 to 63 knots (89 to 117 km/h) are expected or waves 9 to 16 metres in height are
expected.
It is crucial to always check the marine weather forecast before venturing out on
the water to ensure that you are not on the water during a weather warning, thus
placing your vessel and its passengers at risk.

Chapter 5
5.5 PREPARING AND FILING A SAIL PLAN

A sail plan (also often referred to as a float plan or a trip plan) is a voyage
itinerary that should include the departure time, route of travel, duration of the
trip, and basic details about you, your passengers, your vessel, and onboard
equipment. These details will assist search and rescue personnel in the event of an
emergency. Whether your planned outing is to last only a few hours or several days,
filing a sail plan with a responsible individual remains one of your most important
lifesaving tools.
Before heading out, all operators, especially of vessels not equipped with a VHF
radio, should file a sail plan with a responsible, trusted person familiar with the
instructions to follow in case of an emergency. If this is not possible, it can be filed
with any Canadian Coast Guard Marine Communications and Traffic Services Centre by
telephone, radio, or in person.
Be sure to close (deactivate) your sail plan by reporting to the sail plan holder
that you have returned from your trip. This will prevent launching an unnecessary
search and rescue mission.
A good sail plan (trip plan) should include the following information:
 Name and license number of your vessel;
 Your vessel’s type (i.e. whether it is a sailboat or motorboat)
 Name, address, and telephone number of the operator;
 Number of persons on board;
 Size, type, and colour of the craft;
 Type of engine;
 Distinguishing features of the vessel;
 Type of radiotelephone, if any, and channel being monitored;
 List of safety equipment being carried onboard, including flares, lifejackets,
and life rafts;
 Description of the trip, including time of departure, time of return, and the
proposed route, and;
 Instructions (for the plan holder) in case of emergency. The person holding
your sail plan should be instructed to contact the nearest Rescue Co-
ordination Centre if you are overdue. Include the phone number of the rescue
co-ordination centre in your instructions to the plan holder. The telephone
number of the nearest centre can be found at the front of most telephone
books.
A sample sail plan (trip plan) is provided on the next page.

Chapter 5
SAMPLE SAIL PLAN
Owner’s Name: ____________________________
Address: _________________________________________________
Telephone Number(s): ____________ or _____________
Vessel’s Name and License Number: _________________________
Sail __ Power __ Type and Size: __________________________
Colour: Hull: ________ Deck: ________ Cabin: ________
Type of Engine: ____________________
Other Distinguishing Features: ______________________________
Radio channel(s) monitored: HF _____ VHF _____ MF _____
Safety Equipment on board: _________________________________
Raft, dinghy, or small boat on board (include colour): _________________________
Flares (include number and type): ___________________________
Number of PFDs or lifejackets on board: _______
Date of departure: ___________ Time of departure: __________
Leaving from: _____________________ Destination: _________________
Proposed route: ________________________________________________
Estimated time and date of return: _______________________________
Stop-over point _________ Number of persons on board _______________
Instructions to plan holder:

If we are more than two (2) hours late of our estimated time of return, please contact the
local rescue co-ordination centre.
Telephone number of Rescue Co-ordination Centre: ( ) _____ - _________

Chapter 5
5.6 BRIEFING ALL PERSONS ON BOARD

Before taking passengers out on the water, the operator of a pleasure craft
should inform all persons on board about the following safety points:
1. The location of personal flotation devices (PFDs and/or lifejackets);
2. The technique for putting on a PFD or lifejacket;
3. A technique for putting on a flotation device when one is in the water;
4. The importance of wearing a personal flotation device or lifejacket at all

times (i.e.: insist that all on board wear their flotation devices). In addition,
the operator and each guest should test their flotation device to ensure that
they are familiar with the characteristics of the devices and that it will keep
them afloat.
5. The location of all required safety equipment on board;
6. The location of the emergency first aid kit;
7. The importance of keeping oneself low in the boat, on the boat’s centreline,
and holding onto a rigid part of the boat while moving around on board;
8. The importance of keeping one’s hands, arms, and legs inside the pleasure
craft when approaching or leaving a dock or another vessel;
9. The effects of the motion of the pleasure craft, sunlight, waves, wind,
sound, and alcohol on a person’s reflexes, co-ordination, and senses;
10. The roles of all on board in the event of an emergency; and;
11. How to signal for help in the event of an emergency (e.g.: mobile phone,
VHF radio, distress signals).
A large number of boaters die each year simply because they either neglected to wear
their flotation devices or wore them improperly. More alarming still is the fact that the
majority of those who drown each year had flotation devices on board their craft but
failed to wear them.
To prevent loss of life the operator of a pleasure craft should encourage all
passengers to always wear a flotation device while onboard. And if conditions
deteriorate or an emergency situation develops, then the operator of the pleasure
craft should insist that all on board should don flotation devices.

Chapter 5
5.7 USING REQUIRED SAFETY EQUIPMENT

The importance of having all required lifesaving equipment on board (and knowing how
to use it) cannot be overemphasized. Thus, operators should demonstrate lifesaving
equipment and provide safety instructions to their guests.
Both operators and guests should check the manufacturer’s instructions on how to use
lifesaving equipment so that they can respond rapidly and effectively in the event of an
emergency.
All of a vessel’s required safety equipment should be in good working order and
located in readily accessible places on board the vessel.
Flotation Devices
The operator of a pleasure craft and all passengers should always wear their
approved personal flotation devices or lifejackets to prevent drowning. A PFD or
lifejacket should fit snugly (not tightly) and allow freedom of movement of arms
and legs. Lifejackets should be fitted slightly loose so that water can get under
and lift the front of the lifejacket so that it can operate as designed to keep an
unconscious person face-up in the water).
The operator should also instruct passengers that PFDs and lifejackets should
never be used as seat cushions, or as boat fenders, or in any other way that
might damage them. Any damage to PFDs or lifejackets (such as a broken zipper,
a rip, or puncture) voids their approved status (i.e. a damaged, repaired, or
modified PFD is not an approved PFD).
The operator of a pleasure craft should take the following points into
consideration when selecting PFDs or lifejackets:
1. PFDs or lifejackets should fit snugly (not tightly) and allow freedom of
movement for arms and legs;
2. A PFD or lifejacket should be appropriate to the size of the person who will
wear it; that is, adult-sized flotation devices for adults and child-sized
flotation devices for children;
3. The PFD or lifejacket selected should be appropriate for the type of water
activity in which it will be used (specially designed PFDs or lifejackets are
available for activities such as kayaking, sail-boarding, water-skiing, and
white water rafting); and
4. Lifejackets should be designed to turn an unconscious person face up in

the water.

Chapter 5
The operator should place special emphasis on the importance of wearing a PFD
at all times while on board. Wearing a flotation device is the most important factor in
preventing boating deaths.
Since some passengers will prefer not to wear their PFD, the operator should also
instruct them on how a person can don a PFD while in the water. A technique for
donning a PFD while in the water should include the following steps:
1. Spread the PFD open so that it floats with the inside facing up;
2. Rotate the device so that you are looking at the end with the neck opening;
3. Extend both of your arms through the arm openings;
4. Lift your arms over your head;
5. Position the PFD around your body; and
6. Fasten it up so that it fits snugly.
An All-Too-Common Misconception
It is incorrect to assume that it will be possible for you to locate and put on a
flotation device once you have fallen into water, even if you are a very good
swimmer. Here are some reasons why:
 Cold water temperatures will paralyze you and sap your strength rapidly;
 Wind and waves will hamper your search for a flotation device and will make it
difficult to put the device on; and
 The flotation device may stay in the boat, away from your reach.
Ensure that you wear your flotation device at all times when on the water. Even
when within arm’s reach, the device could still be far too far away in an
emergency.

Chapter 5
5.8 FUEL SAFETY PRECAUTIONS

The following procedure is a step-by-step guide to follow when refuelling a
pleasure craft fitted with a gasoline or diesel engine. Note: these steps are not
only good common sense, they are the law:
1. Moor the vessel securely to prevent spillage;
2. Shut off all engines;
3. Ensure that persons not involved in fuelling the craft go ashore;
4. Extinguish all open flames;
5. Ensure no-one smokes in the area while refuelling is in progress;
6. Turn off electrical switches; do not operate electrical devices;
7. Close all windows, portholes, hatches, and cabin doors;
8. Move portable tanks ashore before refilling them with fuel;
Gasoline and diesel fuels are highly

volatile and readily give off explosive
vapours. A fuel tank that is empty of
fuel is dangerous because it is full of
explosive vapours given off by fuel
residues in the tank. When you fill a
portable fuel tank while it is still in a
boat, vapours from inside the tank pour
out of the top of the tank and, because
these vapours are heavier than air,
settle into the bottom of the cockpit
and mix with air. One spark can ignite
this fuel-air mixture, resulting in fire or
an explosion. Never fill a portable
fuel tank while it is still in the boat.

Chapter 5
9. Sparks must always be avoided when filling a fuel tank. To prevent a spark
while filling a tank, first touch the side of the tank with your hand before and while
you insert the fuel-dispensing nozzle into the tank’s fill inlet. This will prevent a
spark from jumping between the fill opening and the dispenser. While the
dispenser is in the tank opening, keep it grounded against the edge of the fuel
tank opening. Maintain this contact as you withdraw the dispenser nozzle when
you are finished filling the tank. Before withdrawing the nozzle completely, again
touch the side of the tank with one hand while removing the nozzle with the
other.
10. Know the capacity of your fuel tank and do not overfill it. You have a duty
to prevent the release of fuel into the hull or into the water;
11. Clean up any spillage;
12. Always operate the engine compartment ventilation

blower for at least four (4) minutes immediately
before starting a cold engine as well as before re-
starting a hot engine; and
13. Always sniff the air to

check for fuel vapours and
odours before starting the
engine.
5.8.1 How to Start An Inboard Motor Safely
To prevent a build-up of explosive vapours, enclosed gasoline engine and fuel tank
compartments must be fitted with a blower to remove fuel vapours before starting the
engine. The boat must also
be equipped with an
underway ventilation
system that ventilates the
engine compartment without
the aid of the blower while the
vessel is moving. Both the
blower and the underway
ventilation system must
comply with the
Construction Standards for
Small Vessels.

Chapter 5
If your vessel is equipped with a blower system, the Small Vessel Regulations
(http://laws-lois.justice.gc.ca/eng/regulations/SOR-2010-91/page-1.html) require that it
be operated for at least four (4) minutes immediately before every time you start
the engine to ensure the fuel concentration in the air in the engine compartment is
below explosive levels (i.e.: less than 1.4%).
Once the engine is started, allow it to warm up. While you are waiting, check and pump
your bilge and check your fuel gauge to verify that you have enough fuel for your trip. In
addition, keep an eye on the water temperature gauge, voltmeter, and oil pressure
gauge. The water temperature gauge reports the temperature of coolant water
circulating in the engine and warns you if it is overheating. The voltmeter tells you the
condition of the battery by indicating how long the battery is charging. The oil pressure
gauge warns you of low oil pressure, which could damage the engine. You are ready to
depart when the engine is warmed up and running smoothly.
5.8.2 Ignition Protection
Any pleasure craft operating in Canada that is powered by a gasoline engine or

equipped with a propane-fueled device must be equipped with ignition-protected
electrical devices (wiring, electrical coils, etc.). Ignition-protected devices are designed,
constructed, and installed so that under normal conditions they will not create a spark
that can ignite gasoline- or propane-rich fumes or vapours. This protection uses seals
and flame arrestors to prevent sparks from escaping when the equipment is operating.
Most Canadian ignition-protected components are labelled.
Only electrical devices that are equipped with components that are clearly labelled as
“Ignition Protected” should be used on a pleasure craft equipped with a gasoline
engine or propane-burning appliances.
Many older boats, recently refitted boats (and even newly constructed boats) have been
found to be fitted with car or truck engines (which are not equipped with ignition-
protected components).
If you are not sure that your vessels’ engine is equipped with ignition-protected parts,
then you should have it inspected and serviced by a certified marine technician. A
certified marine technician can tell you if a replacement part (or work done to the
engine) has compromised the engine’s ignition protection, thus placing you at risk.

Chapter 5
5.9 CARBON MONOXIDE POISONING

Fuel-burning engines and appliances can produce carbon monoxide as the result of
the incomplete combustion of fossil fuels such as gasoline and diesel. Carbon monoxide
(CO) is completely invisible to humans; it is colourless, odourless, and tasteless.
Condition – Carbon monoxide is acutely toxic because it cripples the ability of the
body’s blood to absorb and transfer oxygen to body cells, leading to asphyxiation
or suffocation. Even at low concentrations, carbon monoxide can injure or kill those
breathing it (a concentration of 1,000 ppm can cause unconsciousness after one (1)
hour of exposure and death by asphyxiation occurs after four (4) hours). You can
protect yourself by equipping your vessel with a standard, battery-operated carbon
monoxide detector. Follow the manufacturer’s instructions for locating, installing, and
maintaining the detector.
Recognizing symptoms – Low levels of carbon monoxide poisoning can be confused

with flu symptoms, food poisoning, or other illnesses and can have a long-term health
risk if left unattended. Some of the symptoms are:
 Shortness of breath
 Mild nausea
 Mild headaches
Moderate levels of CO exposure can cause death if the following symptoms persist for a
long period of time:
 Headaches
 Dizziness
 Nausea
 Light-headedness
High levels of CO can cause death within minutes.
Treatment - Carbon monoxide poisoning is reversible; when exposure to carbon

monoxide is discontinued, it is spontaneously released from the blood. There are
immediate measures you can take to help those suffering from carbon monoxide
poisoning.
 Get the victim into fresh air immediately.
 If you cannot get the victim to fresh air immediately, then open all windows and
doors. Any combustion appliances should be turned off.
 Take those who were subjected to carbon monoxide to a hospital emergency
room as quickly as possible. A simple blood test will be able to determine if
carbon monoxide poisoning has occurred.

Chapter 5
If your pleasure craft has accommodations and is fitted with an inboard engine, a
generator, or a fuel-burning appliance, then you should install a high-quality carbon
monoxide detector close to where people will be sleeping.
Prevention Tips – To help protect yourself and others from carbon monoxide poisoning,
always adhere to the following practices:
 Only idle your engine in well ventilated areas,
 Be aware that tail winds can easily carry carbon monoxide back on board
 Ensure that you only heat the cabin or cook with gas indoors when you are in
well-ventilated areas,
 Check to ensure that any cabin extension and areas fitted with canvas tops are
well ventilated.
 Install a carbon monoxide detector that is designed for marine use close to
where people will be sleeping and check the CO detector’s batteries before
every trip.
 Ensure there is fresh air circulation in cabin areas even in inclement weather.
 Ensure that any enclosed space that contains fuel-burning engines, appliances
or fuel is well ventilated.
 On vessels with enclosed gasoline engine and fuel tank compartments, ensure
that the powered ventilation blower is operated for four minutes to ventilate the
area before the engine is started.
 Be aware that CO can build up when:
 Your powered pleasure craft is idling in poorly ventilated areas
 Two powered vessels are tied to each other,
 Your powered vessel is docked beside a seawall,
 Your vessel load causes the bow to ride high in the water, or
 A fuel-burning appliance or engine is running while your vessel is
stationary.
Warning to Swimmers – Carbon monoxide is not just a risk for people on board a
pleasure craft. People swimming in the water can be overcome by CO gas in only
minutes and drown. To prevent this, always avoid swimming between houseboat
pontoons, under swimming rafts, under diving platforms, or in any area or space where
air circulation may be poor and where recently released engine exhaust gases may
have been trapped.

Chapter 5
Using Fuel-Burning Appliances

The propane and butane often used in fuel-burning appliances on boats must be treated
with the utmost care and respect.
Propane and butane, like gasoline vapours, are heavier than air and will flow rapidly
into the lower parts of your craft. These gases are extremely difficult to remove and they
are highly explosive. Thus, propane and butane are riskier to use than gasoline. To
prevent accidents, always be sure to provide good ventilation when using a fuel-
burning appliance with a pilot light.
While on a boat, you should check regularly the condition of any open-flame heating,
cooking, or refrigeration system that uses a gaseous fuel. Verify that the installation
complies with the manufacturer’s recommended practices.
To use propane and butane safely:

 Use a fuel-burning appliance only when in a well-ventilated area;
 Secure portable appliances and heaters so that a shift in the appliances position
does not cause a gas leak;
 Secure gas cylinders and tanks in an area with good ventilation;
 Install all fuel-burning equipment by following the manufacturer’s instructions;
and
 Never leave an open-flame heating, cooking, or refrigeration system unattended.
End of Chapter 5

Chapter 5

seven chapters of this free course. Every topic in this course is a potential test
question.
QUESTIONS
1. Describe how to bring bulky or heavy gear aboard a pleasure craft.
2. When should the operator check the overall mechanical condition of his or
her pleasure craft?
3. When taking onboard gear (for camping, a day trip, or whatever), what is the
primary consideration to take into account?
4. What risk is created when a pleasure craft is overloaded and sits lower in the
water?
5. What risk is created when a pleasure craft is overpowered (equipped with a

motor that is too large) or when a heavy load sits too high in the craft and
raises its centre of gravity?
6. What items should be on your pre-departure checklist?
7. What is a good rule of thumb for estimating your fuel requirements?
8. What are some sources of weather information?
9. List the following Environment Canada weather terms in decreasing order of

wind speed: moderate winds, strong wind warning, strong winds, light winds,
gale warning, storm warning.
10. When is the best time to explain safety equipment and emergency procedures
to your passengers?
a.) Verbally or in writing, a week before departing
b.) On the boat, before leaving the dock
c.) On the boat, while underway
d.) On the boat, whenever an emergency occurs

Chapter 5
11. Why is it a very good idea to file (leave a copy with a trusted, responsible
person on shore) a sail plan?
12. What information should appear in a sail plan? With whom should the plan be
filed?
13. Why should you be sure to close or deactivate a sail plan when the trip is
completed?
14. Never use automotive parts to repair/modify a marine engine. Why?
15. Describe a safe procedure for fuelling a boat equipped with a portable fuel
tank.
16. What are some potential sources of carbon monoxide (CO) gas on a boat?
17. What are some symptoms of CO (carbon monoxide) poisoning?
18. How should one aid a person apparently suffering from CO poisoning?
19. When boarding a small (unstable) boat from a dock or low pier:
a.) step onto the bow of the boat
b.) step into the centre of the boat
c.) step onto the side of the boat
d.) jump into the boat
20. A pleasure craft is less stable and more likely to capsize when:
a.) overloaded or overpowered
b.) its load is kept low and evenly distributed
c.) it is empty
d.) it is in deep water
21. Describe a good practice to follow when starting a craft equipped with an
inboard motor.

Chapter 5
ANSWERS
1. Place bulky or heavy on the dock where you can reach it from in the boat.
2. The overall condition of your pleasure craft should be assessed and repair and
maintenance executed as part of a pre-season check annually. In addition, before
every trip a pre-departure check should be made as per the checklist provided in
Section 4.3.
3. The primary consideration to consider when loading gear onto a craft is to always
remember to keep the load’s centre of gravity as low as possible in the hull. The next
consideration to secure the load it to keep it from shifting or getting underfoot. And
always obey your craft’s compliance notice: do not carry a load greater than allowed
according to your vessel’s Compliance Notice.
4. An overloaded pleasure craft will sit lower in the water than normal and as a result it
will be much more prone to being swamped and sinking.
5. A pleasure craft is less stable and more likely to capsize when it is overloaded or
overpowered. Always remember to keep the load’s centre of gravity as low as
possible and to secure it to keep it from shifting. Keeping the centre of gravity of your
vessel low is your primary consideration. Next, you need to ensure that gear on
board is lashed down and stored out of the way (not underfoot, creating a tripping
hazard).
6. See pre-departure checklist outlined in Section 4.3.
7. A good rule of thumb is that one-third of the fuel on board will be enough for the trip
out, one-third will be enough for the return trip, and one-third will be left over as a
reserve.
8. Weather forecasts can be obtained from a number of sources, including:

 Your own personal observations;
 Newspapers;
 Radiotelephones;
 Local Environment Canada information lines;
 Radio channels 21B, 25B, and 83B (Atlantic Coast and the Great Lakes);
 Radio channels 21B, WX1, WX2, and WX3 on the Pacific Coast;
 In Vancouver, Toronto, Montreal, and Halifax VHF broadcasts from Weather
Radio Canada (a service of Environment Canada);
 Via the Internet at: https://weather.gc.ca/canada_e.html;
 Regular AM and FM radio weather forecasts; and
 Television weather channels and telephone weather services.

Chapter 5
9. In decreasing order of wind speed: warnings - storm warning, gale warning, strong
wind warning, and wind speeds - strong winds, moderate winds, light winds.
10. b.) On the boat and before departure. Before taking passengers out on the water,
the operator should provide passengers with an on-board, pre-departure safety
briefing that covers the points outlined in Section 4.6.
11. Filing a trip plan (leaving a copy of your route and itinerary with a responsible
person) provides crucial information to people mounting a rescue effort to find you in
case you get into trouble and become overdue. Without a filed plan, who is to know
when you are overdue? Or when to become concerned?
12. The information in a sail plan (trip plan) should include the type, size and colour of
your craft; equipment on board; number of people on board; description of the trip
itinerary; and instruction in case of an emergency. You do not take the plan with you
or put it in a drawer; it must be filed (i.e.: you must give it to someone you trust to
verify that you have returned and (if you do not return) to take prompt action to alert
the nearest rescue co-ordination centre).
13. It is crucial to close (deactivate) your sail plan by reporting to the sail plan holder that
you have returned from your trip. This will prevent them launching an unnecessary
search.
14. Any pleasure craft operating in Canada that is powered by a gasoline engine or
equipped with a propane-fuelled device must be equipped with ignition-protected
electrical devices (wiring, electrical coils, etc.).Ignition-protected devices are
designed, constructed, and installed so that under normal conditions they will not
create a spark that can ignite gasoline- or propane-rich fumes or vapours. This
protection uses seals and flame arrestors to prevent sparks from escaping when the
equipment is operating. Automotive parts do NOT incorporate this protection.
15. Remove the tank from the boat and refuel it onshore. Never refuel a portable fuel
tank while it is in a boat.
16. Fuel-burning engines and appliances can produce carbon monoxide as the result of
the incomplete combustion of fossil fuels such as gasoline and diesel. Carbon
monoxide (CO) is completely invisible; it is colourless, odourless, and tasteless.
17. Typical symptoms of CO poisoning are mild headaches, nausea, and fatigue.
18. Take the following steps to aid a person apparently suffering the effects of carbon
monoxide (CO) poisoning:
 Get the victim into fresh air immediately.
 If you cannot get the victim to fresh air immediately, then open all windows and
doors. Any combustion appliances should be turned off.

Chapter 5
 Take those who were subjected to carbon monoxide to a hospital emergency

room as quickly as possible. A simple blood test will be able to determine if
carbon monoxide poisoning has occurred.
19. b.)
20. a.)
21. Run the engine compartment’s ventilation blower for 4 minutes before starting the
motor.

Chapter 6
freecourse.ca
Chapter 6
UNDERWAY
As the operator of a pleasure craft, there are several safety activities in which you
should be engaged continuously when underway in order to ensure the safety of
yourself, your passengers, and other users of the waterways. These activities include:
knowing how to share the waterways with other users, staying clear of divers,
maintaining a lookout, maintaining a safe speed, knowing how to use a compass to
navigate, monitoring the weather, knowing the locations of local water hazards, and
knowing how to tow safely.

6.1 Departure
6.2 Sharing the Waterways
6.3 Staying Clear of Divers
6.4 Maintaining a Proper Lookout
6.5 Maintaining a Safe Speed
6.6 Using a Compass
6.7 Monitoring the Weather
6.8 Local Water Hazards
6.9 Sun, Wind, Motion Sickness, and Alcohol
6.10 Anchoring
6.11 Towing Activities
6.12 Protecting the Aquatic Environment
6.13 Some Green Boating Tips

Chapter 6
6.1 DEPARTURE
If you have passengers with you, brief them on how to cast off the vessel and how to sit
while the craft is moving. Remember that as you pull away from a dock the stern of your
vessel will tend to swing in toward the dock as the bow swings away from the dock.
Thus, before putting your engine into forward gear always push your boat away from the
dock so that the stern is clear by at least one foot (0.33 metres) and the bow is further
out from the dock than the stern.
In addition, the stern of a boat will sit lower in the water when you start to move
forward and there is therefore a chance that the propeller will strike bottom. Thus,
know the depth of water where you are operating. When leaving a dock, depart at slow
speed, increasing your speed gradually as you move into deeper water. Remember that
to make turns, you must turn the wheel more at slower speeds than you do at higher
speeds.
A spinning propeller can kill or permanently mutilate or disfigure a person in the

water. Motor and propeller strikes can be prevented easily by always adhering to
the following safe boating practices:
 Ensure that no-one is in the water near your boat before putting the motor
in gear.
 Slow down in congested areas.
 Always be alert for the potential presence of swimmers and divers.
 Keep well outside of marked or known swimming and diving areas.
 Never start a boat motor while the motor is in gear.
 Make sure that all passengers are seated before getting underway
 Never allow passengers to sit on the bow, gunwales, stern, transom, or
swim platform unless the motor is turned off and the boat is not moving.
 Never back up to pick up a person in the water.
 Never let a person board or de-board your vessel while the motor is
running. Always turn off the motor when retrieving a person from the water
(i.e.: turn the motor off; do not just take the motor out of gear).
 Assign a responsible adult to supervise any small children on board.
Always remember that a boat does not have brakes and that it has to be moving
in order to be steered. Give yourself plenty of separation distance between your
vessel and others so that you have enough room (and time) to stop or turn in order to
take evasive action to avoid a collision.
Keep away from designated swimming areas when boating; even a canoe or a kayak
can injure a swimmer.

Chapter 6
6.2 SHARING THE WATERWAYS

Never “buzz” other users of a waterway or try to use your pleasure craft to spray other
vessels or swimmers. Some of the worst boating accidents occur when someone
misjudges speed or distance while trying to
spray somebody (usually a friend or
relative) with their boat.
Other dangerous behaviours to avoid when

sharing the waterways with other users
include:
 Jumping the wakes of other vessels;
 Driving close to other vessels; or
 Crossing in front of other vessels.
The operator of a pleasure craft shall take the following actions when sharing the
waterways with others:
1. Stay well clear of swimmers, paddle craft, wildlife, and waterfront
properties
2. Adjust your speed to reduce noise whenever possible so as not to be an
irritant to other users or to waterfront residents.
3. Adjust the speed of your craft so that your wash and wake will not disturb
others (such as swimmers and paddle craft), erode shorelines, disturb
wildlife (such as nesting waterfowl), or damage property. Follow the Collision
Regulations requirements regarding maintaining a safe speed depending on
visibility and water conditions;
4. Know and comply with all boating restrictions (engine power limits, speed
limits, etc.) in effect where you are operating, and
5. Use courtesy and common sense so as not to create a hazard, a threat, a stress,
or an irritant to others or to the environment.
To ensure that you can comply with the above restrictions, you should familiarise
yourself thoroughly with the handling and manoeuvrability of your vessel so that
you are better able to avoid a collision. Practice turning your craft at both low
speeds and high speeds.
If your craft has a planing hull, familiarise yourself with how fast it must be going
before it lifts out of the water and planes. Remember that a planing hull at low speed
plows through the water like a displacement hull and can create a substantial wave
(wake) capable of affecting swimmers and smaller craft like canoes and dinghies. A
planing hull creates much less wake when it is planing on top of the water. If the trim
on your boat is adjustable, then you should adjust it so that the hull tilts up at
approximately a 3-degree angle from the horizontal.

Chapter 6
6.3 STAYING CLEAR OF DIVERS

People in the water, such as swimmers can be difficult to spot from a moving pleasure
craft. Special care must be taken to keep a proper lookout in waters frequented by
divers. Thus, pleasure craft operators should be sure that they know what a “diver
down” flag (International Code Flag “A”) looks like.
If a vessel is engaged in diving, it will indicate that it

has a diver down by displaying the blue and white
International Code Flag “A” (displayed at left), which
means “I have a diver down: keep well clear and
proceed at slow speed.” Under Rules 18 and 27 of the
Collision Regulations, all pleasure craft operators are
required to reduce speed and to steer well clear of
any vessel displaying a “diver down” flag. Note also
that a red and white flag from the Private Buoy
Regulations is displayed on buoys deployed to mark
areas where diving is in progress.
Please always keep in mind that it is easy for divers to stray from the immediate area of
their diving buoy. Always exercise extreme care (i.e. slow down) in waters frequented
by divers.
If you see either of the above flags, keep well clear of (at least 100 metres away
from) the vessel or buoy marking the diving site, maintain a proper lookout, and
proceed at slow speed.
Popular diving areas are not normally indicated on charts. If you are new to an
area where diving is popular, you should inquire as to which areas are frequented
by divers.

Chapter 6
6.4 MAINTAINING A PROPER LOOKOUT

Under Rule 5 of the Collision Regulations every operator of a pleasure craft shall at
all times maintain a constant lookout for potential collision hazards and use sight
and hearing to detect and avoid any risk of collision with another vessel.
Whenever operating a vessel, the operator will use any available means including
sight, hearing, (and radar and radio if applicable) to make a full appraisal of
whether a risk of collision exists.
Maintaining a proper lookout requires that someone remain on deck at all times
when a vessel is underway. A vessel is considered to be underway if it is moving (i.e.:
a vessel adrift in a current is considered to be underway)
Besides looking for visual signs of danger, keeping a lookout also involves
listening for signals from other vessels. Be sure to use approved sound
signalling devices to warn other vessels of your presence.
The Canada Shipping Act, 2001 requires that all operators of all pleasure craft must
watch for signals that indicate distress and need of assistance.

Chapter 6
6.5 MAINTAINING A SAFE SPEED

It is the responsibility of the operator to at all times proceed at a safe speed while
underway.
According to Rule 8 of the Collision Regulations, a safe speed is defined as one

that allows the operator enough time to take proper and effective action to avoid
a collision.
Always remember:
Boats don’t have brakes.
An operator must be able to stop his or her pleasure craft within a distance
appropriate to the prevailing conditions to avoid a collision. To determine the
safe speed for your vessel, you should take into account all of the following
factors:
 The state of visibility – poor visibility can occur due to fog, mist, rain, or
darkness; all of which reduce the time one has to react to a hazard;
 Traffic density – note the number and types of vessels in your area, as well
as their course, speed, and proximity;
 Wind, water conditions, and currents;
 The manoeuvrability of your vessel; and
 The proximity of any navigational hazards – note nearby hazards such as
piers, docks, dams, or reefs.
When you are not in sight of other vessels and you are in or near an area of
restricted visibility, you must proceed at a safe speed adapted to those
circumstances and conditions and signal your presence by sounding a
combination of long- and short-blast sound signals using an approved sound
signalling device or appliance.

Chapter 6
Wind and water conditions (such as high waves and strong winds) can cause you to
lose control of your vessel and increase the risk of injury or loss of life. Always slow
down in bad weather to ensure that you can maintain control of your pleasure
craft. Remember that at higher speeds, a boat needs a greater distance to stop. And
because there is less time to react to changing conditions, the operator of the craft must
be much more attentive.
Regardless of your speed, you are always responsible for the wake and wash created
by your vessel. You must at all times proceed with caution and at a speed such
that wake and wash will not damage or adversely affect: other vessels, including
anchored vessels, grounded vessels, dredges, and tows;
 Small vessels, such as rowboats, canoes, and kayaks;
 The shoreline (waves cause erosion of shorelines)
 Docks;
 Wetlands;
 Wildlife (such as nesting waterfowl);
 Swimmers or divers; and
 Bathing or anchorage areas.

Chapter 6
6.6 USING A COMPASS

A magnetic compass or a compass-bearing device is a navigational aid that can
help a pleasure craft operator to determine directions (north, south, etc.), to take
bearings on buoys or significant landmarks, as well as to determine a boat’s
heading (direction of travel).
A compass can be either hand-held or, on larger craft, permanently mounted at the
steering station (binnacle) so that the helmsman can refer to it while steering along a
bearing (direction of travel).
A compass can be invaluable in finding your way back

to shore if visibility becomes reduced due to factors
such as fog or mist. All pleasure craft should carry
a magnetic compass or compass bearing device,
especially when operating in areas prone to fog
and mist.
Carrying a magnetic compass is not required for pleasure craft that are 8 m (26 ft.) or
less in length when they are navigating within sight of seamarks. Pursuant to Section
215 of the Small Vessel Regulations, all pleasure craft navigating outside of
seamarks must carry a magnetic compass. Vessels that are 12 m (39.4 ft.) or greater
in length must carry a magnetic compass that meets Navigation Safety Regulations.
Any magnetic compass is affected by close-by metals, magnets, and electrical

devices. Thus, anything with a magnet, including screwdrivers, flashlights, and audio
speakers should be kept well away from a compass. All boat electrical wiring should
also be kept away from a compass. A compass that is affected in this manner can easily
provide false information.

Chapter 6
6.7 MONITORING THE WEATHER

Once under way, remember to continue to keep an eye on the weather. Make sure that
the conditions that you see match those predicted in weather forecasts for that day.
Summer thunderstorms can strike quickly and unexpectedly. If the sky starts to look
dark and cloudy and conditions are changing rapidly, then head for shore (check
your charts in advance to know where to seek shelter).
Other good indications of approaching bad weather are falling barometric pressure,
increasing wind speed, and changes in wind direction (which generally lead to
increased wave action).
Pleasure craft operators need to know how to get weather information updates while
they are out on the water. This requires the knowledge and skill to use a marine radio. A
receiver for continuous marine weather forecasts can be purchased at most marine
supply outlets.
If you get caught out on the water in heavy weather such as a thunderstorm,
reduce speed (so as to maintain control of your vessel) and head for the nearest
shore that you can approach safely. Make sure that everybody on board dons his
or her flotation device (PFD or lifejacket). Secure loose gear but have emergency
gear (anchor, bailers, and paddles) ready for use.
If you get caught in a squall, make a note of your compass heading (so that you
can return to your course later) and then alter course to point your vessel into the
wind.
During heavy weather, try to keep your vessel on a course that poses the least risk of
taking a wave onboard. If you must move in a direction that is downwind (such as to
approach the nearest safe shore), then make sure that you do not go downwind directly.
If you have an open cockpit and you move straight downwind, there is a risk that waves
hitting the stern may flood over the transom and swamp your vessel. Thus, take a
zigzag course when moving downwind so that you cross waves at a 45 degree angle
and the waves do not strike directly against the stern.

Chapter 6
6.8 LOCAL WATER HAZARDS

Local water hazards, which may impede the operation of a pleasure craft or
increase the risk of injuries or loss of life to persons on board, can include: low-
head dams, rapids, sudden winds, tides, currents, white water, overhead cables,
bridges; or rapid build-up of high-wave conditions.
Being prepared goes beyond having your boat properly equipped and maintained.
Before you travel in a new area, check your marine charts to determine whether you will
encounter any overhead obstacles (such as bridges) or underwater hazards (such as
reefs or cables). Obtain as much information as possible on the area where you plan to
go boating. Reading marine charts in conjunction with publications like Sailing
Directions, Tide Tables, and Atlases of Currents will indicate water depths, times of low,
slack, and high tides as well as the direction of flow.
If you are boating in an area not covered by marine charts, ask knowledgeable local
residents for information on potential water hazards such as low-head dams, rapids,
and shoals. For small unstable craft (such as canoes and sailboards), hazards such as
rapids, strong currents, and commercial shipping lanes are especially dangerous.
The following is a list of common local water hazards that can impede the
operation of your pleasure craft or increase the risk of injuries or loss of life to
persons on board:
 Low-head dams

Chapter 6
Many inland rivers, lakes, and streams are regulated, meaning that a series of
low-head dams have been erected at various points in order to maintain a
minimum water depth upstream of the dams. These dams are usually relatively
small structures that are no more than 4 m (13 ft.) in height. Because of their
small size, they do not appear to be dangerous, especially from a boat or canoe
upstream. These dams become very dangerous, however, during periods of high
runoff (such as in the Spring or after heavy rain events).
Water pouring over the dam falls to the foot of the dam where it piles up and
creates a backwash. This backwash creates a strong eddy current that is going
upstream near the surface. This backwash drags objects – including people
wearing PFDs – back upstream to the face of the dam, where they are then
sucked under and drowned. The re-circulating backwash drags you to the bottom
of the stream and then releases you to the surface, only to be pulled back
upstream to the face of the dam and sucked under again. Low head dams are
dangerous whether you approach them from the upstream side (it is easy to get
caught by the current and taken over the dam) or from the downstream side (the
backwash can pull a boat to the face of the dam where it becomes swamped).
Swimmers, anglers, canoeists, and people in motorboats have all fallen victim to
this near-perfect drowning machine. Keep well clear of low-head dams.
 Sudden winds
Some valleys can have a funnelling effect on wind, causing its force to be
multiplied. Under these conditions, sudden, powerful gusts can overturn a light
craft. Keep this in mind when boating on mountain lakes or on water bodies
ringed by steep hills.
 Shoals
Shoals are areas of shallow water where a vessel may run aground. Shoals can
be numerous in some waterways and, thus, they are often not marked by buoys.
Refer to marine charts to verify the locations of all areas of shallow water.
 Tides or currents
If you are boating in an estuary or any other area affected by tides, refer to the
tide tables and verify the timing of high, slack, and low tides. Failure to refer to
tide tables can result in finding yourself high and dry. Tidal currents can also be a
danger to boaters. In some areas, currents collide with each other or run counter
to winds, creating dangerous wave conditions.
 Rapids and strong currents

Rapids are stretches of a river or a stream where the water is shallow and fast
moving. Because the water is moving so fast, you have little control over your
vessel. Control is made more difficult because of standing waves that arise in
rapids. A boat swept into a standing wave can be easily swamped or capsized. In
addition, large rocks often lie just below the surface. Hitting a submerged rock

Chapter 6
can put a hole into the hull, causing it to take on water. Always steer clear of
rapids and strong currents.
 Underwater Cables and Pipelines

Underwater cables and pipelines can cause problems when anchoring. An
anchor can become so firmly snagged on an underwater cable or pipe that
attempting to weigh anchor can cause the boat to capsize. Normally signs are
erected on shore to indicate where a cable crosses a body of water. The
locations of underwater cables are also indicated on marine charts.
 Overhead obstacles
Overhead obstacles include
hazards such as power lines,
cables, and bridges. The
operator of a vessel with a
high superstructure or a
mast must be mindful of how
much clearance he needs to
get his vessel under an
obstacle safely. Hitting an
overhead obstacle can be
expensive; it can also be
extremely dangerous. If a
boat mast hits a power line,
for instance, it is possible for
a person on board to be
electrocuted.
 Rapid build-up of high wave conditions

In large water bodies, when waves move from deep water into water that
becomes shallow suddenly, the height of the waves can increase
dramatically and rapidly. The situation can be worsened by wind. This is a
common problem along Canadian coastlines and on some large inland lakes.
Also, if you are approaching shore to seek shelter from storm waves, keep
in mind that the waves will gain in height as you move into shallower water.
 Debris from shorelines after heavy rains or stream-, river-, creek-rise

Whenever operating your vessel you should always be on the lookout for floating
or partially submerged objects such as lumber, logs, and deadheads. You
should be especially vigilant for debris after heavy rains when run-off or
swollen streams, creeks, and rivers can carry floating or partially
submerged debris into navigable waterways.

Chapter 6
6.9 SUN, WIND, MOTION SICKNESS, AND ALCOHOL

When operating a pleasure craft it is important for the operator to take into account the
fatiguing effects that being on the water can have on both the operator of a vessel and
the passengers.
Separately or combined the effect of the motion of a vessel, sunlight, waves, wind,
sound, and alcohol can reduce significantly the ability of a person to operate a
pleasure craft and can negatively affect all persons on board in terms of their
alertness, balance, co-ordination, reflexes, judgement, response time, eyesight,
and hearing. One can even suffer mild nausea (motion sickness).
A safe boater is one who keeps the above fatigue factors in mind, takes steps to reduce
their effects, and recognizes their symptoms when they occur. Some preventive steps to
take are to be well rested before going out on the water. Also, wear sunglasses to
reduce the effect of sunlight glaring on the water and wear sunscreen to protect your
skin from the sun. Also, drink water or juice.
Alcohol Consumption
Never consume drugs or alcohol before or

while operating a pleasure craft. Under the
Criminal Code of Canada it is an offence to
operate a pleasure craft if you have a
bloodstream alcohol concentration greater than
0.08 (i.e.: more than 80 milligrams of alcohol per
100 millilitres of blood). Under the Criminal Code
of Canada, the penalties for impaired driving
while operating a boat are the same as for
impaired driving while operating a car. Thus, in
legal terms, driving a boat is no different from
driving a car (except that many boats can go
faster and no boats have crash protection or
brakes).
In most provinces, the law allows the

consumption of alcohol in only three
locations: a licensed establishment, a
licensed event, or a private residence.
Drinking alcohol or having open alcohol
containers is just as illegal on a boat as in a car.
In addition, in most provinces you will lose your driver’s permit if you are found to be
operating any motorized vehicle (such as a car, an ATV, a snowmobile, or a pleasure
craft) while impaired (i.e.: if you have a bloodstream alcohol concentration that is
greater than 0.08).

Chapter 6
The consumption of alcohol in a pleasure craft is much more dangerous than most
people realize. Fatigue, sun, wind, and the rocking motion of the boat will dull your
senses. Alcohol significantly intensifies this effect, thus reducing your reaction time,
your judgment and, consequently, your ability to navigate your craft safely.
It is just as dangerous (and illegal) to operate a pleasure craft while under the influence
of drugs or alcohol as it is to drive a vehicle on land while intoxicated. Keeping this in
mind, wait until the day of fishing or hunting has ended before having a drink. Never
forget that you are responsible not only for your own safety but also for the safety of
others on board.
Did You Know? Drinking one alcoholic beverage on board a boat is equivalent to
drinking three on land.

Chapter 6
6.10 ANCHORING
Anchoring is a safety measure that one can take when weather forces you to take
shelter near shore or when your craft is disabled and the anchor is needed to keep you
from drifting into more serious trouble.
It is important to ensure that the anchor, anchor line, and cable fittings that you
buy are the right type and size for your vessel. If your pleasure craft’s anchor and
its cable are not of the appropriate weight and size, then wind, water, and bottom
conditions can combine to cause your vessel’s anchor to drag, leaving your
pleasure craft to drift. This is especially dangerous if you are asleep on board or
swimming nearby. Thus, length of stay (for an hour? overnight?) is the most
important factor to consider when anchoring. Ensure that your pleasure craft is well
anchored and keep watch on it when you are not on board to detect signs of dragging.
The type and size of boat anchor that you select are dictated by the bottom
conditions where you will be anchoring, the type and size of your vessel, and the
wind and wave conditions in the area. Anchor sizing guides (provided by every
manufacturer) will help you determine the right anchor size for your vessel.
To ensure that you are able to get an anchor to set into the bottom, it is recommended
that you have at least two types of anchor on board. And it is highly recommended that
one of your anchors be large enough to deal with adverse weather conditions).
According to the Small Vessel Regulations, your anchor must also be attached to
at least:
 15 metres of chain, cable, or rope if your pleasure craft is not more than 9
metres in length.
 30 metres of chain, cable, or rope if your pleasure craft is more than 9
metres in length but not more than 12 metres in length.
metres in length.
Note: The shackle pin on your anchor line must be equipped with a locking
device. If your anchor’s shackle pin has a locking device, remember to ensure that the
locking device is properly secured.
When you anchor your pleasure craft, you must verify that the water has sufficient depth
for your hull to clear the bottom yet not be too deep for your anchor line. If you are in an
area affected by tides, do not forget to consider depth changes caused by a rising or
falling tide. Also, make sure that your anchorage provides enough “swing room” for your
boat to swing safely on the anchor line if the wind shifts direction.

Chapter 6
When anchoring your vessel,

ensure that you provide enough
scope. Scope is the ratio between
length of the anchor rode (rode is
the combined length of chain and
rope attached to the anchor) and
the depth of the anchorage. The
amount of scope required depends
on weather conditions. A scope of
6:1 is adequate in fair weather
and ideal for most overnight
stays in calm conditions. A scope of 8:1 is preferable if wind or waves are expected.
A scope of 10:1 is necessary in storm conditions. The more sheltered your
anchorage, the less scope that you require. The illustration above depicts a scope of
7:1.
Before deploying an anchor, always verify that one end of the anchor line is
attached securely to the vessel and that the other end is attached securely to the
anchor. This may seem like obvious advice, but many anchors and anchor lines have
been lost by boaters who just assumed that the anchor and line were well attached to
the boat.
The anchor should be lowered from the bow slowly, not thrown over. Play out
enough anchor line so that the length deployed is at least six times the depth of
the water, then tie off the line on a cleat. Once the line is secured, back up your
vessel slowly until the anchor line goes taut. This indicates that the anchor is set
into the bottom.
Anchors come in many styles. Common types of anchors include:
1. Lightweight (Danforth) anchors

2. Mushroom anchors
3. Grapnel anchors
4. Kedge (navy) anchors
5. Claw (Bruce) anchors
6. Plough anchors
1. Lightweight or Danforth anchors – These

anchors are commonly used on small recreational
boats. They have two long flukes that pivot and
bury under tension and are relatively lightweight for
the amount of holding power that they provide.
They work best in firm sand, gravel, or mud. These
anchors are not recommended for bottoms that are
rocky, grassy, or clay.

Chapter 6
2. Mushroom anchors – These anchors are

meant for permanent mooring and are not
suitable for normal use on a recreational
vessel as this anchor can weigh several
thousand pounds.
3. Grapnel anchors –These anchors are commonly used on

very small boats such as canoes, as they do not have much
holding power. These anchors have four or more arms that
are designed to hang up or snag on brush and outcroppings
on the bottom. They work well in rocky areas but do not work
well on mud, sand, or gravel.
4. Kedge or navy anchor – This traditional style of

anchor is generally only used by large ships since
this type of anchor requires significant weight and
size to hold a boat. This traditional anchor style
works well in grassy or rocky bottoms where one arm
can penetrate a crevice l.
1. Claw or Bruce anchors – These single fluke anchors

with their uniquely shaped claw allows a boat to swing
in full circle without breaking loose. Claw anchors hold
well in sand, rock, and mud.
2. Plough anchors – Plough anchors are

popular for cruisers as they offer good
holding power in many different bottom
conditions such as sand, rock, mud, clay
and grass and tend to reset themselves
well.

Chapter 6
Reminder
The type of anchor(s) that you select for your pleasure craft will depend on the
holding power you need (which is related to weather conditions and the size of
your craft) and the type of bottom that exists where you expect to anchor. It is a
good idea to equip your craft with more than one type of anchor so that you can
set your anchor in more than one type of bottom.
Some tips on anchors:
1. Never set an anchor over the side or over the stern of a boat under 6 m (20 ft.)
in length. If waves build up, a boat with an anchor deployed at the side or stern
could be swamped and sink.
2. It is a good idea to attach an anchor chain between an anchor and the anchor line.
The anchor chain weighs down the anchor and helps it set into the bottom.
3. It can also be a good idea to use a kellet on your anchor line. A kellet is a weight
attached partway down an anchor line to keep the top part near vertical in
orientation, thus decreasing the angle between the anchor rode and the bottom, thus
helping the anchor to set into the bottom.

Chapter 6
6.11 TOWING ACTIVITIES
Under the Small Vessel Regulations, the rules governing water-skiing apply to all towing
activities, including barefoot skiing, tubing, knee boarding, wakeboarding, and
parasailing.
The regulations require that a spotter be on board at all times to monitor the
person being towed. The regulations also require the following:
 There must be a seat available for each person being towed – This is
required in case recovery is necessary. Thus, only personal watercraft that are
designed to carry three or more people can be used for towing a person.
 Towing activities are not allowed from one hour after sunset until sunrise.
 A vessel towing water skiers or others cannot be remotely controlled.

Chapter 6
Water-skiers should always be able to control the actions of the towboat via hand
signals. There is a set of standard hand signals that should be used by all water-skiers
in Canada. The operator of a vessel should know these hand signals and should verify
that both the water skier and the spotter also know the signals. Standard hand signals
for water skiing are presented below.
Hand signals
for use by
water-skiers
in Canada.

Chapter 6
6.12 PROTECTING THE AQUATIC ENVIRONMENT

Humans have had such an impact on the environment that many ecosystems are
reaching or have exceeded their capacity to absorb and break down pollutants.
Wherever possible, we must avoid exerting adverse impacts on the environment.
For the purposes of this course, the term aquatic environment means all the
components of a body of water and includes:
 All organic and inorganic matter and aquatic organisms; and
 All interactions between the components of the body of water.
In Canada, the aquatic environment is protected by a number of federal and provincial

acts and regulations. The major federal statutes that carry provisions to protect the
aquatic environment include the following:
 Canada Shipping Act, 2001
http://laws-lois.justice.gc.ca/eng/acts/c-10.15/
 Canadian Environmental Protection Act
http://laws-lois.justice.gc.ca/eng/acts/c-15.31/
 Fisheries Act
http://laws-lois.justice.gc.ca/eng/acts/f-14/
 Navigation Protection Act
http://laws-lois.justice.gc.ca/eng/acts/N-22/
 Transportation of Dangerous Goods Act
https://www.tc.gc.ca/eng/acts-regulations/acts-1992c34.htm
The Fisheries Act has been in existence since 1868 and is Canada’s oldest
environmental statute. It provides for the protection of fish and their habitat from
alteration or destruction and is likely the environmental statute of most concern to
pleasure craft operators.
Pollution from vessels takes many forms, including spilled fuel, oil, cleaning compounds,
sewage, and garbage. Any activity that impacts on natural watercourses has the
potential of violating provisions of the Fisheries Act. Activities that impact on fish habitat
can include pumping oily bilge water into a waterway or using toxic paint on the hull of
your vessel. Thus, for pleasure craft operators, one of the most important provisions of
the Fisheries Act is subsection 36(3), which states:
“No person shall deposit or permit the deposit of a deleterious substance

of any type in water frequented by fish or in any place under any
conditions where the deleterious substance or any other deleterious
substance that results from the deposit of the deleterious substance may
enter any such water”.

Chapter 6
A deleterious substance is any material, such as your vessel’s black water, that
can have a negative impact on fish or on fish habitat. Thus, it is illegal to dump
black water (sewage), oil, waste oil, garbage, antifreeze, and hazardous chemicals
including toxic cleaning products (always use environment-friendly cleaning
products).
Besides it being an offence to deposit or permit the deposit of a deleterious

substance in a waterway, it is also an offence to fail to report the deposit of a
deleterious substance, and it is also an offence to fail to take reasonable
measures to prevent the deposit of a deleterious substance, or to fail to take
quick action to begin to remedy the effects of a deposit.
To report a spill or deposit of a deleterious substance, consult the list of 24-hour

emergency telephone numbers at this web site:
http://www.ec.gc.ca/ee-ue/default.asp?lang=En&n=EED2E58C-1

Chapter 6
6.13 SOME GREEN BOATING TIPS

The following green boating tips are recommended by Transport Canada.
1. Keep your bilge clean … don’t pump oily water overboard

Bilge water can contain small amounts of fuel, lubricants, antifreeze, or other
chemicals that get washed down into a vessel’s bilge. Pumping a deleterious
substance such as contaminated bilge water into a harbour or near a shoreline is an
offence under the Fisheries Act. Instead, contaminated bilge water should always
be pumped into a container and then taken ashore to be disposed of properly.
2. Use bilge sorbent instead of detergents

Do not use detergents when cleaning out your bilges. Instead, use bagged
sorbent materials. Sorbent materials are commercially available that absorb both
fuel and oil (but not water). Used sorbent materials should be disposed of properly at
a licensed facility on land.
3. Do not pump your sewage (black water) into waterways…use a holding tank
The law (and common sense) dictate that you must not pump sewage into
confined waterways such as harbours or near shorelines.
4. Observe local and federal sewage regulations

Local regulations invariably forbid pumping holding tanks into harbours or near
shorelines. In addition, on the Great Lakes as well as on all inland waters in Canada,
if a vessel is equipped with a head (toilet), then it must also be equipped with a
holding tank to contain the wastes until they can be properly disposed of on shore.
5. Dispose of your garbage ashore

Never throw garbage overboard. The worst type of garbage is plastic, which is
durable, strong, and floats. Plastic six-pack carriers and plastic shopping bags
are particularly heinous and annually cause the deaths of hundreds of
thousands of aquatic animals. Do not litter, bring your garbage home.
6. Use smart cleaning products

All cleaning activities on a boat should be executed using cleaners that can be
broken down by the environment. Use detergents sparingly, even biodegradable
cleaners are hard on the environment. Never use detergents that contain
phosphate. Phosphate is a nutrient that can promote population explosions
among aquatic micro-organisms. This leads to a severe drop in dissolved oxygen
in water, killing fish.
7. Take care when refuelling

To prevent spills when refuelling, you should push the dispenser nozzle well into the
tank. And do not try to top off your tank when refuelling. Clean up any spilled fuel
with a paper towel, do not simply hose the spill into the water. If you are topping up
the oil in your motor, use a funnel to reduce spillage. Wipe up all spills.

Chapter 6
8. Use only paints that are approved for marine use.

For years boaters have coated their hulls with anti-fouling paints containing toxic
substances which inhibit the growth of aquatic organisms on hull surfaces. Although
legislation reduced the allowable amount of toxic materials in these paints, it is still
advisable not to use them at all. Be sure that the paint you are using is approved for
marine use. Better yet, keep your hull waxed. Also clean it periodically during
the boating season as well as when you pull it out of the water for the winter. If
you must use anti-fouling paint, do not throw empty cans and leftover paint into
regular garbage. Instead, take them to your community’s toxic waste disposal
centre.
9. Avoid shoreline erosion by minimising your wake and propeller wash.

Canadian regulations (and common courtesy) require that all pleasure craft
operators should moderate their speed when near shore to ensure that their
wake and wash are minimised so as not to cause shoreline erosion, damage to
property, or disturbance to other users.
10. Report any pollution when you see it.

Under Canadian regulations all pollution incidents and evidence of pollution
must be reported promptly to Transport Canada or the Canadian Coast Guard.
11. Prevent the introduction and spread of invasive species

Invasive non-native species in our water systems are one of the greatest threats to
the biodiversity of Canada’s waters, wetlands, and woodlands. To prevent the
spread of invasive species, boaters need to take the following precautions:
 Inspect and remove fouling plants and animals from the boat, anchor, trailer,
equipment, and fishing tackle after leaving a body of water.
 Drain water from the motor, bilge, and transom wells after leaving the water.
 Never release live bait into a body of water, or release animals from one area to
another.
 Wash/dry all fishing tackle, nets, boat and equipment to kill harmful species.
Some species (such as zebra mussels) can survive for several days out of water,
so it is important to:
 Rinse your boat and all equipment with fresh water
 Dry your boat and all equipment for at least five (5) days, before transporting
it to another body of water.
End of Chapter 6

Chapter 6

seven chapters of this free course. Everything in this course is a potential test question.
QUESTIONS
1. According to the Collision Regulations being a courteous boater includes:

a.) no littering
b.) keeping noise to a minimum
c.) watching one’s wake so as not to damage shorelines
d.) all of the above
2. What should the operator of a pleasure craft do when sharing the waterways
with other users (other boaters, anchored vessels, swimmers, shoreline
users, etc.)?
3. An example of negligent or reckless operation would be:

a.) excessive speed in a congested area
b.) operating under the influence of alcohol
c.) operating in a swimming area
4. What should you be doing when operating your pleasure craft near
swimmers?
5. What signal is represented by the International code flag “A”?
6. What does the term “safe speed” mean?
7. According to the Collision Regulations, what factors must be considered in

determining “safe speed”?
8. The purpose of maintaining a proper lookout is to reduce the risk of a

collision. What actions constitute keeping a proper lookout?

Chapter 6
9. What is the purpose of having a magnetic compass on board?
10. Low-head dams are dangerous because:

a.) the current will carry a boat over the top
b.) water circulation at the base of the dam tends to trap a boat against the face
of the dam and keep it there
c.) the hull and motor will be damaged
11. If you are caught on the water in foul weather, you should:
a.) stay where you are
b.) reduce speed and head for the nearest safe shore that can be approached
safely
c.) head out to the middle of the water body
d.) abandon your vessel and swim to shore
12. In some provinces, what situations can result in your Pleasure Craft Operator
Card being taken away from you?
a.) Operating your pleasure craft during a storm
b.) Operating your pleasure craft while it is unseaworthy
c.) Operating your pleasure craft while impaired
13. In some provinces, what situations can result in your motor vehicle driver’s
permit being taken away from you?
a.) Operating your pleasure craft during a storm
b.) Operating your pleasure craft while it is unseaworthy
c.) Operating your pleasure craft while impaired
14. What are factors to consider when choosing which anchors to buy?
15. What is the most important factor to consider when choosing which anchor to
deploy?
16. What is the minimum length of anchor line required for your pleasure craft?
17. Is a small fuel or oil spill such a big deal?
18. During what hours are water-skiing activities allowed?

Chapter 6
19. Water-skiers should always be able to control the actions of the towboat
through:
a.) yelling
b.) foot signals
c.) hand signals
d.) large signs
20. What are the responsibilities of an operator when towing a person or

persons?
21. What is a deleterious substance?
22. For boaters, what is the most important section of the Fisheries Act?
23. Can detergents containing phosphates be used near water? Why or why not?
24. When must a vessel be equipped with a holding tank?
25. How should you dispose of the contents of a holding tank?

Chapter 6
ANSWERS
1. d.)
2. The operator of a pleasure craft shall take the following actions when sharing the
waterways with others:
- Stay well clear of swimmers and properties
- Adjust your speed to reduce noise whenever possible so as not to be an irritant
to other users or to water-front residents.
- Adjust the speed of your craft so that your wash and wake will not disturb others
(such as swimmers and water-skiers), erode shorelines, disturb wildlife (such as
nesting waterfowl), or damage property.
- Follow the Collision Regulations requirements regarding maintaining a safe
speed depending on visibility and water conditions;
- Know and comply with all boating restrictions (engine power limits, speed limits,
etc.) in effect where you are operating, and
- Use courtesy and common sense so as not to create a hazard, a threat, a stress,
or an irritant to others or to the environment.
3. d.)
4. When sharing the waterways with swimmers, the operator of a pleasure craft shall
operate at low speed and stay well clear of swimmers. In addition, no craft (sail-
driven or power-driven may enter a swimming area delineated by swimming buoys).
5. Diving underway
6. A safe speed is one that allows the operator enough time to avoid a collision.
7. To determine the safe speed for your vessel, you should take into account all of the
following factors:
 The state of visibility – poor visibility can occur due to fog, mist, rain, or
darkness; all of which reduce the time one has to react to a hazard;
 Traffic density – note the number and types of vessels in your area, as well as
their course, speed, and proximity;
 Wind, water conditions, and currents;
 The manoeuvrability of your vessel; and
 The proximity of any navigational hazards – note nearby hazards such as
piers, docks, dams, or reefs.
8. The actions that compose maintain a proper lookout include: Using all available
means to detect the risk of a collision, keeping someone on deck at all times when
underway, listening for navigation signals from other vessels, and watching and
listening for distress signals

Chapter 6
9. A magnetic compass or compass bearing device is a navigational aid that can help a
pleasure craft operator to determine directions (north, south, etc.), to take bearings
on buoys or significant landmarks, as well as to determine a boat’s heading
(direction of travel). A compass can be either hand-held or, on larger craft,
permanently mounted at the steering station (binnacle) so that the helmsman can
refer to it while steering along a bearing (direction of travel).
10. d.
11. b. - reduce your speed to maintain control of your [pleasure craft.
12. d.)
13. c.)
14. The type and size of boat anchor that you select for purchase are dictated by the
most likely bottom conditions where you will be anchoring and the type and size of
your vessel. Anchor sizing guides provided by every manufacturer will help you
determine the right anchor size for your vessel. To ensure that you are able to get an
anchor to set into the bottom, it is recommended that you purchase at least two
types of anchor. And it is highly recommended that one of your anchors be large
enough to deal with adverse weather conditions.
15. Although the type and size of boat anchor that you select are dictated by the bottom
conditions where you will be anchoring, the type and size of your vessel, and the
wind and wave conditions in the area, the most important factor is the length of stay
(are you staying for an hour or overnight?). If staying overnight or leaving your boat
to go ashore you must use an anchor with the most holding power to ensure that it
does not drag if weather conditions deteriorate in your absence
16. The ideal ratio between cable length and depth (referred to as “scope”) depends on
weather conditions. A scope of 5:1 is adequate in fair weather and ideal for most
overnight stays in calm conditions. A scope of 8:1 is preferable if wind or waves
are expected. A scope of 10:1 is necessary in storm conditions. The more
sheltered your anchorage, the less scope that you require. The length of your anchor
line depends on the length of your pleasure craft. According to the Small Vessel
Regulations, your anchor must be attached to at least:
 15 metres of chain, cable, or rope if your pleasure craft is not more than 9
metres in length
 30 metres of chain, cable, or rope if your pleasure craft is more than 9 metres
in length but not more than 12 metres in length.
metres in length.

Chapter 6
17. Any size of spill of fuel, oil, or cleaning compounds can have long-term effects and
represents deposition of a deleterious substance in a waterway. Besides it being an
offence to deposit or permit the deposit of a deleterious substance in a waterway, it
is also an offence to fail to report the deposit of a deleterious substance, and it is
also an offence to fail to take reasonable measures to prevent the deposit of a
deleterious substance, or to fail to take quick action to begin to remedy the effects of
a deposit.
18. Towing activities are allowed from sunrise until one hour after sunset.
19. Hand signals
20. The operator must be accompanied by a responsible person (spotter) to monitor the
status and hand signals of the person being towed.
21. A deleterious substance is any material, such as your vessel’s black water (sewage)
that can have a negative impact on fish or fish habitat. Thus, it is illegal to dump
black water, oil, waste oil, garbage, antifreeze, and hazardous chemicals including
toxic cleaning products (always use environment-friendly cleaning products.
22. Subsection 36(3), which states: “No person shall deposit or permit the deposit of a
deleterious substance of any type in water frequented by fish or in any place under
any conditions where the deleterious substance or any other deleterious substance
that results from the deposit of the deleterious substance may enter any such water”.
23. Never use detergents that contain phosphate. Phosphate is a nutrient that can
promote population explosions among aquatic micro-organisms. This leads to a
severe drop in dissolved oxygen in water, killing fish.
24. Any vessel with a head (toilet) must be equipped with a holding tank.
25. Never discharge a holding tank to a waterway. Holding tank contents must be
pumped to a receiving facility on shore.

Chapter 7
the Boating Safety Course Test and Syllabus (TP 14932E). This approval does not represent
freecourse.ca
Chapter 7
EMERGENCIES
According to Boating Immersion and Trauma Deaths, a 2011 report published by
Transport Canada and the Canadian Red Cross, about 40% of all drowning deaths in
Canada result from boating activities. Many victims died within swimming distance of a
boat, a dock, or the shore. In all cases, the fatality was classified as an accident (in
other words it was usually preventable).
7.1 Common Traits of Boating Fatalities
7.2 Responding To Malfunctions or Breakdowns
7.3 Responding to Fire
7.4 Recovering a Person Overboard
7.5 Responding to a Collision
7.6 Responding to Cold Water Shock
7.7 Responding to Hypothermia
7.8 Responding to Heat Stroke, Exhaustion, and Seasickness
7.9 Responding to Hull Leaks or Flooding
7.10 Responding to Capsizing, Swamping, Sinking, or Grounding
7.11 Distress Signals

Chapter 7
7.1 COMMON TRAITS OF BOATING FATALITIES
The 2011 report Boating Immersion and Trauma Deaths, , which examined the deaths of
more than 3,000 Canadian boaters over a period of 18 years, found that the most
common types of incidents resulting in boating emergencies and fatalities are:
 Capsizing
 Falling overboard
 Swamping; and
 Collision.
The two most common contributing factors to boating emergencies and fatalities
are:
 Failing to wear a personal flotation device;
 and
 Alcohol- and drug-related boat operation.
Victims of boating fatalities almost never intended to get wet. Many victims fell
overboard (27 percent) or were in a boat that capsized or was involved in a collision (39
percent). The people who found themselves in these situations were almost never
wearing a personal flotation device (PFD) or lifejacket. In fact, only about 13 percent of
victims of boating fatalities were wearing a flotation device when they drowned. The rest
(about 86%) were not wearing a flotation device. One in four victims (25%) did not even
have a PFD or lifejacket in their boat. In addition 43% of victims died less than two
metres from shore or safety.
Alcohol consumption is also often a contributing factor in boating accidents and

is involved in four out of 10 (40 percent of) preventable boating fatalities.
Failure to wear a flotation device is the leading contributing factor in boating

fatalities. Thus, when on the water, the single-most important thing that one can
do to prevent drowning, is to always where a properly adjusted PFD or lifejacket
of appropriate type, size, and fit.

Chapter 7
Dangerous Misconceptions
The Canadian Safe Boating Council conducted a survey of Canadian boaters in

2004. One question the survey asked was: “Why not wear a life preserver?” The
typical answers (misconceptions) were:
 You do not need a life preserver if you can swim well
 Wearing a life preserver is not required if a boater is skilled
 You do not need to wear a life preserver within sight of shore
 Wearing a life preserver is only necessary if the boat is moving
All of the above answers are dead WRONG. Wearing a life preserver is not yet
a legal requirement and surveys show that most boaters feel that one need only
make sure that a life preserver is close by when boating (which is about the same
as thinking that you need not fasten your seat belt until just before your car
crashes into something).

Chapter 7
7.2 RESPONDING TO MALFUNCTIONS
The operator of a pleasure craft should check and maintain his or her pleasure
craft on a regular basis to reduce the probability of breakdowns occurring.
In addition, when conducting regular maintenance checks of a pleasure craft, the

operator should also check and maintain all personal and boat safety equipment
to ensure that the equipment will function properly at all times.
What is the definition of “on a regular basis”? As a rule of thumb, check your craft and
all personal and boat safety equipment at the beginning of every boating season and
monthly thereafter to the end of the season.
The following actions should be taken in the event of any malfunction occurring during
the operation of a pleasure craft:
1. Alter the speed of the craft as appropriate to the circumstances – this means
that you should slow down enough to investigate the problem. If your engine is
acting up, stop completely unless you are in danger and must maintain headway.
2. Anchor the craft as appropriate to the circumstances – if you have lost power
and are drifting into a dangerous area, drop your anchor as soon as possible to
maintain your position. If you are in a busy waterway, use paddles or oars to leave
the channel and then either set an anchor or pull the boat up on shore;
3. Investigate the problem – if there is a problem with the engine, refer to the trouble-
shooting section of the engine’s owner’s manual;
4. Correct the problem if possible using your onboard tool kit – freecourse.ca®
recommends that all pleasure craft operators should carry an onboard tool kit which
should contain at least: fuses, bulbs, a spare propeller and shear pin, nuts and bolts,
penetrating oil, duct tape, spark plugs, and a spark plug wrench); and
5. Use or exhibit signals to indicate distress and need of assistance if necessary.

Chapter 7
7.3 RESPONDING TO FIRE
If a fire breaks out on board, make sure that everyone puts on a flotation device
immediately while the operator uses extinguishers to control the fire.
Always familiarise yourself with your fire extinguisher by reading the

manufacturer’s instructions (so that you know how to use it quickly and
effectively in the event of a fire).
In the case of a small fire, activate a fire extinguisher per the manufacturer’s
instructions and aim the discharge nozzle at the base of the flames.
Sweep the discharge nozzle from side to side and for a few seconds after the
flames are completely out. Otherwise, the fire may restart and there might not be
enough charge left in the extinguisher to put it out again.
If your boat is moving when a fire starts, bring it to a stop and orient it so that the fire is
downwind from you and stop the engine if it is safe to do so under the weather
conditions.
Use extinguishers to control the fire and, if safe to do so, shut off the fuel source.
Even if your craft has an automatic fire extinguishing system, it must also carry
the required portable extinguishers listed in Chapter 2 of this course.

Chapter 7
7.4 RECOVERING A PERSON OVERBOARD
If a person falls overboard from a boat moving at only 3 knots (5.6 kph), in only 10
seconds he or she will be approximately 15 metres away (15 metres is the typical length
of a buoyant heaving line).
The manoeuvre shown at left can be used to return to the

position where the person fell overboard. When recovering a
person overboard, always manoeuvre to a position
downwind of the person in the water so that the wind
cannot push your boat over them (pushing them under
your boat). Thus, you will recover the person over your
windward side.
To retrieve persons in the water, you should use a lifebuoy, a buoyant heaving
line, a ladder, or other device designed to aid re-boarding the vessel. Heaving
lines and life buoys increase your ability to reach a person in the water without
risking your life by leaving your vessel.
The following procedure should be used if someone falls overboard:

1. Sound the alarm immediately;
2. Slow down, stop if possible, and throw the person something buoyant to
help stay afloat (it will serve as a marker if they become submerged);
3. Assign one person (other than the driver) to keep sight of the person in the
water and to continuously point to the victim’s location; and
4. Carefully manoeuvre your vessel to a position that is downwind of the
person in the water and recover them over the windward side of your
vessel.
As soon as you are close enough,

throw the victim a buoyant heaving
line or a lifebuoy secured to your
boat with a line. As shown at left,
always recover the person over the
windward side of the vessel.

Chapter 7
Emergencies occur without warning and progress relentlessly toward disaster. Thus,
always make sure that your buoyant heaving line is at hand and untangled (i.e.:
ready to throw)
A line attached by both ends to the

vessel and draped over the side,
approximately touching the water,
provides a good makeshift step to help a
person overboard climb back up to the
deck.
The technique for recovering a person overboard should be practised to

familiarise you and your crew with emergency procedures and verify that all
safety equipment is on board and in proper working order. If someone falls
overboard, you must be able to locate and retrieve them quickly, even at night or
in rough weather, and especially in cold water. Practice by “rescuing” an object
such as a stick of wood.
The main concerns for a person falling overboard are hypothermia and drowning.
The severity of these risks varies based on weather, water temperature, sea state, time
of day, speed of the pleasure craft, amount of clothes worn, whether or not one is
wearing a flotation device, and the ability of others onboard to manoeuvre the vessel
safely back to effect a pick-up.
Although falling overboard is common in some boating activities (ex: falling off a PWC)
and uncommon in others (swept overboard at sea); this type of event must always be
treated seriously.

Chapter 7
Prevention
While the steps outlined above will aid you and your crew in dealing with this type of life-
threatening emergency, the best way to deal with this eventuality is to prevent it from
occurring in the first place. To avoid going overboard, take the following suggestions to
heart:
 Don’t rock the boat – Keep oneself low in the boat on or near the boat’s
centreline when moving around on board.
 Watch your step – Do not step on the gunwale when boarding or leaving the
boat.
 Stay inside the boat – Do not sit on the gunwale (especially when the boat is
underway) and never ever ride the bow when the vessel is underway. Most falls
overboard are due simply to the fact that the victim was standing at the side of
the boat.
 Stay in touch – Hold onto a rigid part of the boat when moving around on board.
While using one hand to perform whatever task is required, use the other to hold
onto some part of the boat; there is a reason why real sailors learn to tie knots
one-handed.
 Do not cruise with booze – Consuming alcohol will reduce balance and co-
ordination, increase reaction time, and impair judgment. According to the
Canadian Coast Guard, alcohol is a leading contributing factor in boating
fatalities.
 Stay on shore in bad weather – Go ashore when conditions start to exceed one's
ability or equipment. If you get caught out on the water in heavy weather such as
a thunderstorm, reduce speed and head for the nearest shore that you can
approach safely.

Chapter 7
7.5 RESPONDING TO A COLLISION
Collisions on the water can result from hitting a submerged object or from
colliding with a surface object, such as another vessel.
If your vessel strikes a submerged object, have all passengers don flotation devices
immediately, adjust your vessel’s course and speed to proceed immediately toward
safety, and investigate if possible to see if your vessel is taking on water.
If your vessel is involved in a collision with another vessel, immediately have all on
board don flotation devices and assess the damage to both vessels. The best way to
keep you and your passengers safe is to stay out of the water. Thus, if both vessels are
in danger of sinking and there is a risk of loss of life, issue a distress signal. Then
concentrate your efforts on saving the vessel that is least damaged. Once damage
is brought under control on the lesser-damaged vessel, shift efforts to keeping the other
vessel afloat.
Under the Criminal Code of Canada, if you are involved in an accident with
another vessel you must render assistance to that vessel. If you happen upon the
scene of a collision, then under Section 451 of the Canada Shipping Act, 2001, the
operator of a pleasure craft, insofar as he/she can do so without serious danger
to his/her craft and passengers, must assist any person found on any waters and
in danger of being lost.
It may be that damage in an accident is slight. Regardless, all operators of

vessels involved in an accident must exchange their names, addresses, and
contact information.
Preventing Collisions
The best way to prevent a collision is to reduce the risk by always adhering to the
following practices:
 Maintain a safe speed – A safe speed is one that allows you enough time to
avoid a collision)
 Slow down in congested areas – Give yourself more time to react
 Be alert for swimmers and divers – Keep well outside of marked or known
swimming and diving areas
 Maintain a proper lookout – Be constantly alert to the speed and direction of
all traffic around you.
 Do not cruise with booze – Consuming alcohol will reduce balance and co-
ordination, increase reaction time, and impair judgment.

Chapter 7
7.6 RESPONDING TO COLD WATER SHOCK
According to data from Transport Canada, an average of 149 people die annually due to
cold water immersion. Many victims died within swimming distance of a boat, a dock, or
the shore.
In 2004, 60% of drowning victims succumbed in water that was less than 10 degrees C.
And 34% drowned in water that was between 10 to 20 degrees C. The statistics bear
out the cold, hard facts: Most people who die on the water do not expect to get wet
(most fall in or their boat capsizes), are not wearing a flotation device, and fall into cold
water (water that is colder than 15 degrees C).
The facts are: If you go into the water while not wearing a life preserver (flotation
device), then it is unlikely that you will survive. And if you are in cold water (colder than
15 degrees C) and you are not wearing a flotation device, then it is very unlikely that
you will survive.
Cold water shock – Many boaters mistakenly think that if they can swim, then they do
not need to wear a flotation device. This is wrong. Sudden immersion in cold water will
cause you to experience a condition called cold water shock, characterised initially by
involuntary gasping, deep hyperventilation, and your muscles are almost instantly
paralyzed. This period of paralysis will last about one minute. If you are not already
wearing a flotation device during this period, then it is very likely that you will drown.
Trying to get a hold of a flotation device while experiencing cold water shock, let alone
putting one on, will be nearly impossible because of the dramatic physiological changes
your body will be experiencing. You can protect yourself when falling into cold water by
always wearing a flotation device. A lifejacket or PFD (personal flotation device) will
keep you afloat while you gain control of your breathing and will prevent you from
drowning from loss of muscle control. Sadly, many people do not understand cold water
shock and the simple steps that will help them to avoid this danger.
Recognising symptoms of cold water shock – The immediate (first-stage) symptoms

(within one minute of immersion) are involuntary gasping, difficulty breathing (deep
hyperventilation), increased heart rate, and increased blood pressure. The first stage of
cold water shock will pass in about one minute. During that time you must concentrate
on suppressing panic, staying afloat, and getting control of your breathing. In the
second stage of cold water shock, the initial shock is followed in a short time by
progressive cold incapacitation during which; as the muscles and nerves in the limbs
get colder, a person loses the ability to self-rescue or even to swim. For three to five
minutes after sudden immersion you will gasp for breath. You could also experience
muscle spasms or a rise in your heart rate and blood pressure. Worse yet, you could
choke on water or suffer a heart attack or a stroke. Even strong swimmers succumb to
the effects of cold water shock.

Chapter 7
Treatment – If there is no way to get to a medical facility within 30 minutes, then a

person suffering from cold water shock (i.e.: a person who is mildly hypothermic) should
be warmed up as follows:
 Shivering is a very effective warming process, especially when the person is well
insulated. Shivering should be fuelled by calorie replacement with warm fluids
containing sugars. The sugar content is actually more important than the heat in
warm liquids. Make sure that the person is capable of ingesting liquids without
choking or vomiting. Alcohol and tobacco use should not be permitted because
they constrict blood flow.
 External, warm heat can be applied to high heat transfer areas such as the chest
and underarms. Active heating of the skin is beneficial as it increases comfort,
preserves energy stores, and reduces cardiovascular stress.
 Light exercise such as walking produces heat but should only be attempted after
a mildly hypothermic person is dry, has had calorie replacement, and has been
stable for at least 30 minutes. A warm shower or bath should never be given as
part of the warming process.
Preventing Cold Water Shock
The best way to prevent cold water shock is to reduce or eliminate the risk of
falling overboard or capsizing. Thus preventative actions one can take include:
 Not overloading your vessel
 Avoiding heavy weather conditions (strong winds and large waves)
Always ensure that everyone on board is wearing a Transport Canada approved

flotation device (i.e.: a flotation device cannot help you if you are not wearing it).
Accidents happen quickly; it is too difficult to find and don a life preserver when one is
already in the water.

Chapter 7
7.7 RESPONDING TO HYPOTHERMIA
If you have survived cold water shock, then hypothermia is the next danger that you
face.
Prolonged exposure to low temperatures (such as by immersion in cold water) will lead
to hypothermia. Hypothermia is a drop in core body temperature to below the
normal level (to below 37° C or 98.6° F). Hypothermia weakens a person’s muscles,
reduces co-ordination, and slows mental functions. A person suffering from hypothermia
will exhibit the following progressive signs and symptoms:
 Early Stage – Shivering and slurred speech. Victim is conscious but
withdrawn. Involuntary full-body shaking or shivering is a natural response of the
body to try and keep warm.
 Intermediate Stage – Slow and weak pulse, slow respiration, lack of co-
ordination, shivering is reduced or absent (the body is too exhausted to keep
shivering). Victim may be irrational, confused, and sleepy.
 Final Stage – Weak, irregular, or absent pulse or respiration. In the final
stage, the victim will lose consciousness.
To extend your survival time in water, you must conserve energy and body heat. An
average person, wearing light clothing and a PFD or lifejacket may survive 2.5 to 3
hours in 10° C (50° F) water by remaining still. This survival time can be increased
considerably by getting as far out of the water as possible and covering the head.
You lose body heat 25 times faster in cold water than in cold air at the same
temperature, and that factor can be increased substantially with movement like
swimming if you are not wearing thermal protection such as a floater jacket and pants
or a one-piece survival suit.
Ways to delay the onset of hypothermia
If you find yourself in cold water, in addition to having proper flotation, there are some
things that you can do to delay the onset of hypothermia:
1. Wear your PFD or lifejacket. The PFD helps insulate the body. In addition,
energy is lost trying to stay afloat without it.
2. Boaters can protect themselves further by wearing their PFD in conjunction

with multiple light layers of clothing, a water- or wind-proof outer layer of
clothing, or survival clothing (such as a dry suit, wet suit, immersion suit,
or exposure coverall). Keep your clothing on when in cold water.

Chapter 7
3. If alone, climb onto a

nearby floating object to
get at least part of your body
out of the water. Getting
part or all of your body out
of the water will double
your survival time.
4. If you cannot get all or part of

your body out of the water
and you are alone, then
adopt the heat escape
lessening position (HELP)
by crossing your arms tightly
across your chest, crossing
your legs at the ankles, and
then drawing the knees up
close.
5. HUDDLE - If you cannot get

out of the water and you are
in a group, huddle with the
other persons by getting
the sides of everyone’s
chest close together, with
arms around the mid to lower
back, and legs intertwined.

Chapter 7
Treatment for Mild (Early-Stage) Hypothermia
Hypothermia will eventually cause the body’s normal functions to stop altogether (i.e.
the victim will pass out, go into shock, and die) unless the following steps are taken to
reverse the effects of hypothermia:
1. Remove the victim from the source of the cold or exposure;
2. Provide dry shelter such as in a boat cabin, tent, or cottage;
3. If possible, prevent a further decrease in body temperature and warm the

person’s body gradually by:
 Replacing wet clothing with dry clothing (only remove wet clothing if
you can provide a warm dry covering such as a sleeping bag or a
warm environment).
 Wrapping the person in blankets.
 Placing dry coverings over the person.
 Covering the person’s head and neck.
 Covering the person with an insulating device and vapour barrier.
 Applying warm dry objects at a temperature between 40C and 45C.
Under arms and the chest are good areas to warm gradually. Direct
body-to-body contact is an effective way to provide heat.
4. If asked for, offer warm milk, water, or juice but do not give alcohol or a
stimulant (a stimulant is something that contains caffeine; such as tea, coffee,
hot chocolate, cocoa, or cola).
5. Do not rub or massage the surface of the victim’s body or extremities as

this can send cool blood to the body’s core causing the heart to
defibrillate. It can also damage nerve endings at the skin.
6. Use or exhibit signals to indicate distress and need of assistance.
Always carry an emergency kit on board your vessel. At a minimum, it should include a
flashlight, whistle, knife, first aid kit, emergency rations, drinking water, and dry clothing.
Treatment for Moderate to Severe Hypothermia
Moderate to severe hypothermia is a serious medical condition requiring proper

handling and treatment and, in severe cases, immediate transport to a medical facility.
There are some specific things you can do (see next paragraph) to help stabilize the
individual prior to the arrival of paramedics.

Chapter 7
Great care must be taken in handling a moderate or severely hypothermic person:

 Extraction from the water must be as gentle as possible to avoid ventricular
fibrillation.
 No part of the body should be rubbed or manipulated.
 The person should be placed in a horizontal position, wet clothing gently cut from
the body, and the body dried and insulated as best as possible using dry
blankets, dry clothing, or other protective materials.
 If shelter is available, keep the person protected from the elements and insulated
from the cold ground or snow using sleeping bags, clothing, backpacks, or even
evergreen boughs.
 If vital signs (temperature, pulse, and respiration) are present, the person should
be warmed up as previously described but not allowed to sit up or stand until
warmed up. Under no circumstances should the person be placed in a warm
shower or bath. No oral fluids or food should be given and no attempts
should be made to warm up with exercise, including walking.
After-drop
In any hypothermic individual, core body temperature continues to decrease after

rescue as cold blood from the extremities continues to return to the core, thus lowering
the core temperature further. This is a condition called after-drop, which may last
several hours in a moderate to severely hypothermic person.
If you are helping a hypothermic person, be gentle; internal organs will be sensitive to
physical shocks. The victim should remain at rest as inactive as possible so that blood
from their cold extremities will not reach their core too quickly. A cold heart is
particularly susceptible to ventricular fibrillation. Warm the victim up gradually and gently
(thus do not use a warm bath or a warm shower). During all first aid efforts, watch for
changes in the victim’s vital signs, which are: body temperature, blood pressure, pulse,
and respiratory rate.

Chapter 7
7.8 RESPONDING TO HEAT STROKE, HEAT EXHAUSTION,

AND SEASICKNESS
Heat Stroke
Condition - Heat stroke is an acute condition that is caused by prolonged

exposure to excessive heat and/or humidity. The heat-regulating mechanisms
of the body eventually become overwhelmed and unable to effectively deal with
the heat, causing body temperature to climb uncontrollably.
Symptoms - Common symptoms and signs of heat stroke include: High body
temperature, absence of sweating, hot red skin (flushed dry skin), rapid pulse,
difficulty in breathing, strange behaviour, hallucinations, confusion, agitation,
and disorientation.
Treatment - Heat stroke is a medical emergency and an ambulance should be

called immediately. While waiting for help to arrive, move the person to a cooler
environment, or place them in a cool bath of water (but only as long as they
are conscious and can be attended continuously). Alternatively, moisten the
skin with lukewarm water and use a fan to blow cool air across the skin. You
can give cool beverages by mouth but only if the person has a normal mental
state and can tolerate it.
Heat Exhaustion
Condition - Heat exhaustion is a condition in which the body is unable to cool

itself. At high temperatures, the body cools itself largely through perspiration and
evaporation of sweat. Perspiration transports heat from inside to the outer layers
where it is then dissipated by radiation or convection. The evaporation of sweat
from the skin’s surface furthers cooling, since the heat required for the
evaporation process to occur is drawn from the body. Note: If the body becomes
so dehydrated as to prevent the production of sweat, then this avenue of heat
reduction is closed. When the body is no longer capable of sweating core
temperature begins to rise swiftly.
Symptoms - Symptoms of heat exhaustion include headache, muscle cramps,

dizziness, fainting, skin that is cool and moist, a pulse rate that is fast and weak,
and breathing that is fast and shallow.

Chapter 7
Treatment - Home care is appropriate for mild forms of heat exhaustion (but heat
stroke is a medical emergency and an ambulance should be called immediately).
For mild cases of heat exhaustion: rest in a cool, shaded area, give cool fluids
such as water or sports drinks (that replace the salt that has been lost). Salty
snacks are appropriate as tolerated. Loosen or remove clothing. Apply cool water
to skin. Do not use an alcohol rub. Do not give any beverages containing alcohol
or a stimulant (caffeine, for example, is a stimulant).
Seasickness
Condition - The cause of sea sickness has never been completely clarified but it
is felt that it results from sensory conflicts between what one sees and feels
compared to what the body is used to.
Symptoms – Symptoms start with a feeling of mild nausea and can progress to
a bad case of the sweats, followed by an upset stomach and possibly vomiting.
Treatment - Sea sickness can be much reduced by the use of Scopolamine,

which can be administered transcutaneously (via a patch). This drug causes
drowsiness and should not be used regularly by a person piloting a vessel.

Chapter 7
7.9 RESPONDING TO HULL LEAKS OR FLOODING
During the operation of a pleasure craft the hull may suffer damage that causes a leak
(such as striking a submerged object hard enough to hole or crack the hull) or a
component of the hull may fail and cause a leak (such as when a gasket around a
through-hull fitting fails).
The following are actions that you should take in response to a hull leak or
flooding:
 If your craft is moving, bring it to a complete stop – this will reduce water
pressure against the hull and, thus, the amount of water entering through the
hole or leak;
 Start bailing out the water – water can be removed from a bilge, hold, or other
compartments of the pleasure craft by using either hand bailers, manual pumps,
or bilge pumping systems as appropriate to the circumstances and the craft;
 Locate the source of the hull leak or flooding – if possible, search for holes or
failed gaskets while maintaining bailing;
 Stop the leakage or the source of flooding if possible – some items that can
be used to stop or to slow a leak include tapered soft wooden plugs, rags, foam
sponges, towels, or some other soft material; and
 Use or exhibit signals (as outlined in Section 7.11 of this chapter) to
indicate distress and need of assistance.
Bilge Pumps:
On larger pleasure craft (14 metres in length and longer) you will rely on the
vessel’s built-in bilge pumps to remove leakage from the craft. Built-in bilge
pump arrangements can remove water from your vessel faster than manual
bailing alone. You still must have manual bailing equipment (bailer or a manual pump)
on board.
If the bilge pumps fail, then manual bailing may not be sufficient to keep the craft
afloat. Long before you are in such an emergency, you should have ensured that
you have one or more manual pumps on board and that all bilge spaces on your
boat are accessible by manual pumps.

Chapter 7
7.10 RESPONDING TO CAPSIZING, SWAMPING, SINKING, OR

RUNNING AGROUND
The first action to always take when a vessel has run aground is to determine
whether the vessel or passengers are in danger.
The following actions should always be taken in the event that your craft should
capsize, swamp, run aground (and be in danger), or sink:
1. Immediately ensure that everyone on board is wearing a PFD or a lifejacket;
2. Stay with the craft when it is appropriate to do so (i.e.: the craft is designed
not to sink when swamped);
3. Check that all on board are accounted for and safe; and
4. Use or exhibit signals to indicate distress and need of assistance.
If your boat capsizes but is in no danger of sinking, climb onto the overturned hull and
signal for assistance. Removing yourself from the water will prolong your survival time in
cold water as well as make you more visible to potential rescuers. Do not leave a
floating vessel to swim ashore; the shore is always more difficult to reach that it
appears.
Abandoning Ship
The method you should use to abandon a vessel depends on how much time is
available. If, for instance, your boat is on fire and sinking, then grab a PFD and go over
the side as quickly as possible. If you have the presence of mind, be sure to jump over
the windward side; so that your sinking or burning boat will drift away from you once you
are in the water. When jumping from your boat, jump feet first, with your legs together
and mouth closed.
Once you are in the water, move clear of the boat and check to make sure that all
crew members are accounted for. If the hull stays afloat, stay nearby or climb back
aboard; the hull is larger than you and easier to spot and hypothermia can be avoided
longer by getting out of the water. Compared to being in the water, keeping your body
above water can double the time that you can resist hypothermia.
If serious injury does not seem to be imminent, you can take more time in abandoning
ship. Instruct all on board to put on their PFDs. If you have a radio, send a distress call.
If you are in sight of land, launch a distress flare or use some other method to signal for
help (see list of common distress signals in Section 7.11). If you have a raft or dinghy,
launch it and put everybody on board.

Chapter 7
Prevention of Capsizing or Swamping
The best way to prevent capsizing or swamping is to reduce or eliminate the risk in
advance by always adhering to the following practices:
 Obey your vessel’s Compliance Notice:
o Do not carry too many passengers or too much weight
o Do not install an outboard motor that is too large for your boat
 Position passengers and gear on board so as to evenly distribute their
weight
 Keep the load’s centre of gravity as low as possible in the boat. Lash gear
down or stow it under seats or in lockers to prevent uncontrolled movement
of the gear.
 Do not go out on the water during bad weather, strong winds, or heavy
wave conditions.

Chapter 7
7.11 DISTRESS SIGNALS
Knowing how to send a distress message and to request help can mean the difference
between life and death in an emergency. The midst of an emergency (such as trying
to keep your boat from sinking or trying to put out a fire) is not the best time to sit
down and figure out how to signal for help. On the water, you may only get one
chance to call for help.
Types of Distress Signals
You should recognize and know how to send the various different types of distress
signals for two reasons:
1. To be able to signal for help in the event of an emergency; and
2. To be able to recognize a distress signal so as to be able to come to the aid of
someone in distress.
Under Section 131 of the Canada Shipping Act, 2001, every person who is the
qualified operator of a vessel in any waters, on receiving a signal from any source
indicating that a person, a vessel, or an aircraft is in distress, shall proceed with
all speed to render assistance and shall, if possible, confirm to the persons in
distress or the sender of the signal that the signal was received. If the person
receiving the distress signal is unable or, in the special circumstances of the case,
considers it unreasonable or unnecessary to proceed to the assistance of a person, a
vessel, or an aircraft in distress, then that person is required to enter the reason in the
official log book of the vessel.
The Criminal Code of Canada requires all boaters to assist those in distress if it can be
done without endangering your own life or the safety of your vessel. If you have an
operating radio or mobile phone, you must also contact the nearest Rescue Co-
ordination Centre and inform them of the type and location of a distress signal that you
see or hear. It is also an offence under the Criminal Code of Canada to make or
report a false distress signal. False alarms can cause search and rescue personnel to
be unavailable for a real emergency.
The Collision Regulations require that as a pleasure craft operator, you must be
able to recognise, use, or exhibit the following signals (presented below) to
indicate distress and need of assistance.

Chapter 7
Knowing these standard distress signals will enable you to recognise when other
boaters need help as well as be able to signal for help yourself should it ever be
required.
 A continuous sound signal from a fog

horn, air horn, whistle, or bell, or gun
shots or other explosive sound signals
fired at intervals of one minute.
 Parachute flares
 Multi-star rockets - throwing aloft two red-coloured star

flares, the second fired 15 seconds after the first.
 A hand-held flare giving off

red-coloured light.
 A smoke signal giving off orange-coloured smoke
The most common feature of pyrotechnic distress signals (distress flares) is that
they are valid for four years from their date of manufacture.

Chapter 7
 Slowly and repeatedly raising and

lowering arms outstretched to each side
(used when help is close by and there is
no need to fire a flare to get someone’s
attention). Note: Frantically waving ones
arms, or a hat, or a towel, is not a distress
signal.
 Flames showing onboard the vessel
 A signal consisting of a square black-coloured flag

having above or below it a black-coloured ball (or
anything resembling a black-coloured ball).
 A signal consisting of the word “Mayday” broadcast by radiotelephone. The

signal “Mayday” indicates a serious, life-threatening emergency (such as a
sinking vessel). On waters serviced by the Canadian Coast Guard, the VHF
marine radio is generally the most effective way to broadcast your distress. Use
channel 16 and repeat “Mayday” three times; then state the nature of your
emergency and your location.
 A signal consisting of the words “Pan-Pan” broadcast by radiotelephone. The

signal “Pan-Pan” indicates a non-life-threatening emergency (such as a break-
down). On waters serviced by the Canadian Coast Guard, the VHF marine radio
is generally the most effective way to broadcast your distress. Use channel 16
and repeat “Pan-Pan” three times; and then state the nature of your emergency
and your location.
 The Morse code SOS signal (dot-dot-dot, dash-dash-dash, dot-dot-dot)

transmitted by any signalling method (ex: by flashlight)
 The International Code Signal of distress; indicated by displaying

together the international code flags for the letters ‘N and ‘C’.

Chapter 7
 A piece of orange-coloured material

(such as canvas) displaying a black
square shape (or anything resembling
a square shape) and a black circle,
big enough to be seen from the air.
 A high-intensity white light flashing 50 to 70 times per minute.
 A signal transmitted from an emergency position-indicating radio

beacon (EPIRB).
 Marker dye (various colours) discharged

onto the water beside your vessel.
Using Emergency Marine Communications Equipment
Having emergency communications equipment onboard and knowing how to use it to

communicate distress messages and seek assistance in an emergency could save your
life. Regulated marine distress and safety communication equipment includes
devices such as:
 Marine VHF radios with optional digital selective calling (DSC), on channel 70
 Marine MF/HF DSC radios
 Emergency Position-Indicating Radio Beacons (EPIRBs)
 NAVTEX
 Inmarsat

Chapter 7
Global Maritime Distress and Safety System
Regulated marine distress and safety equipment (such as radios and EPIRBS) work
together to form the Global Maritime Distress and Safety System (GMDSS). This
combination of equipment quickly relays distress alerts to the Canadian Coast
Guard and vessels in the immediate vicinity.
Although recreational vessels are not required to have equipment that is GMDSS-
compatible, it is highly recommended. If your pleasure craft is equipped with GMDSS-
compatible equipment, you should connect it to a global positioning system (GPS)
receiver so that your exact position is transmitted automatically during a distress call.
Marine VHF Radios and GPS
Marine VHF radio is generally the most effective and reliable means of issuing a
distress alert. If you have a VHF radio keep it tuned to channel 16. Know where you
are at all times and be prepared to describe your specific location. If you are buying a
new VHF radio, make sure it has the new Digital Selective Calling (DSC) feature
on Channel 70. This feature sends automatic digital distress alerts. The Canadian
Coast Guard supports DSC Channel 70 services in many areas.
Remember, VHF radio Channel 16 is used for emergency calling purposes only.
Once you call another vessel on Channel 16, take your conversation to a working
frequency to continue. VHF Channel 70 should be used only for DSC
communication and not for voice communications. Anyone who uses a VHF radio
must follow the procedures described in the VHF Radiotelephone Practices and
Procedures Regulations.
Obtain a nine-digit Maritime Mobile Service Identity (MMSI) number for your
VHF/DSC radio to get maximum benefits from the DSC automated system. Your
owner’s manual will explain this feature and how to make a DSC call to another vessel
or to a shore station that has DSC capability. These numbers are assigned to users
free-of-charge by Industry Canada. For more information, call Industry Canada at 1-
800-667-3780 or visit their web site (http://www.ic.gc.ca).
An important feature of a VHF/DSC radio is its ability to send an automated distress

alert that tells the Coast Guard and nearby vessels that you require immediate
assistance. To find out where VHF/DSC services are available visit the Canadian Coast
Guard’s web site (http://www.ccg-gcc.gc.ca) or contact a Canadian Coast Guard Marine
Communications and Traffic Services centre.
Under Section 5(1)(a)(iii) of the Radio Communication Act, operators of VHF

marine radios must obtain a Restricted Operator Certificate - Maritime (ROC-M).

Chapter 7
Levels of Distress when Reporting an Emergency
There are four levels of priority (levels of distress) when reporting an emergency
verbally on a marine radio using standard marine communications rules:
1. Distress – A condition of being threatened by grave and/or imminent

danger and requiring immediate assistance. If you are in grave and imminent
danger (for example, your craft is taking on water and you are in danger of
sinking or capsizing), then use Channel 16 and repeat the word “MAYDAY” three
times. Then state the name of your vessel, its location, the nature of your
emergency, and the type of assistance needed.
2. Urgency – A condition concerning the safety of a vessel or of someone on

board or within sight but which does not require immediate assistance. If
you need assistance but are not in immediate danger (for example, your craft’s
motor has quit and you are adrift and unable to reach shore), then use Channel
16 and repeat the phrase “PAN-PAN” three times. Then state the name of your
vessel, its location, the nature of your problem, and the type of assistance
needed.
3. Safety – When a station calling is about to transmit a message concerning the

safety of navigation or important meteorological warnings, the caller will precede
the message by repeating the word “SECURITY” three times, and then will state
the warning message.
4. Non-urgent communications – Non-urgent communications can be made on

any channel other than Channel 16 or Channel 70. Channels 16 and 70 are
reserved strictly for emergency situations only.
Boaters should always pay attention to safety (“Security”) calls preceding

meteorological warnings that can affect their safety on the water.
Cellular Telephones (Cell *16)
With a cellular phone, you can contact a Rescue Co-ordination Centre directly by
dialling *16 for the Canadian Coast Guard Marine Communications and Traffic
Services Centres. However, a cell phone is not a reliable substitute for a marine
radio and not the best means of issuing a distress call. Cell phones can lose
reception and are damaged easily by moisture. In addition, calling from your cell
phone does not alert vessels close to you that you are in distress - the occupants
of those other vessels could be the ones to help you if they could hear you. Unlike
VHF transmissions, some wireless phone signals cannot be followed back to your
location by rescuers.
Note: Not all cellular providers offer the *16 service. Contact your wireless
provider to find out if the *16 service is available from your phone.

Chapter 7
Global Positioning System (GPS)
More and more pleasure craft operators rely on a global positioning system (GPS)
device to tell them where they are on the water. The GPS is a worldwide radio-
navigation system that incorporates a network of satellites and monitoring stations.
GPS receivers can calculate your location anywhere on the planet to within 30 metres
(the Canadian Coast Guard supports a differential GPS that has an integrity monitoring
feature and provides accuracy to within 10 metres).
If your craft is equipped with a GPS receiver, connecting it to your DSC radio is a very
good idea. This ensures that when a distress alert is transmitted rescuers will
immediately know your precise location and will arrive sooner. Keep in mind that you
should not rely on a GPS system exclusively (they are easy to damage on a boat); thus,
it is recommended that you have a back-up system (such as an up-to-date marine
chart).
Emergency Position-Indicating Radio Beacon
Distress signals can also be sent via a device called an Emergency Position-
Indicating Radio Beacon (EPIRB). An EPIRB is a buoyant radio distress beacon that,
when activated, repeatedly transmits a distress signal that can be picked up by
overhead weather satellites.
These devices can be activated manually with a switch or they can activate
automatically when submerged as they float free of a sinking or overturned vessel. The
devices can transmit for hours. Their signals communicate your position to a network of
satellites which transfer the signal to joint search and rescue co-ordination centres.
Although pleasure craft are not required to carry an EPIRB, carrying this type of
device is highly recommended.
Although recreational craft are not required to carry an EPIRB, if you are boating
offshore or in a remote location (such as the Labrador coast where VHF radio coverage
is limited), then carrying an EPIRB on board is a must.
EPIRBs must be registered with the Canadian Beacon Registry.

Phone: 1-877-406-7671.
E-mail: cbr@sarnet.dnd.ca
Web site: https://www.cbr-rcb.ca/cbr/presentation/other_autre/index.php

Chapter 7
Using Pyrotechnic Distress Signals (Flares)
Use flares only in times of real distress. If an emergency requires you to use a flare,
first familiarise yourself with the operation of your flares (i.e. read the
manufacturer’s instructions) to ensure that you know how to use the device(s)
safely and effectively.
Before purchasing flares, make sure that they are approved by Transport Canada.
Pyrotechnic distress signals (distress flares) are valid only for four years from the
date of manufacture. The date of manufacture is stamped on each flare. To dispose
of your outdated flares, seek advice from the retailer selling the flares, your local
fire department or law enforcement agency, or Transport Canada.
Store flares vertically in a cool, dry, secure location (such as a watertight

container) to help them retain their efficiency, but keep them accessible in case of
an emergency. Note: “Secure location” means keep them away from children.
It is a good idea to always carry more than one type of pyrotechnic distress signal on
your vessel. There are four types of approved distress flares. Each type of flare has
specific characteristics and uses:
1.) Parachute Flare – This type of aerial flare employs a single red star flare.
Propelled by a rocket, the magnesium flare reaches a height of approximately
300 metres (984 ft.) and, with the aid of a parachute, drifts back down to earth
slowly. This flare burns for about 40 seconds and is easily observed from the
surface or from the air.
When launching this type of distress flare, it

should be fired at an angle into the wind so
that the wind will cause the parachute to drift
back over your position. In a situation with high
wind velocities, you should lower the angle at
which the flare is fired into the wind (but never
let the angle at which the flare is launched
decrease below an angle of 45 degrees from
the horizontal).

Chapter 7
2.) Multi-Star Rocket – This type of aerial distress flare employs two or more red
star flares (magnesium flares propelled by rockets) fired from a flare gun. When
fired straight up, they can reach a height of 100 metres (328 ft.). They burn for
four or five seconds and are easily visible from the surface or from the air.
Multi-star flares should be fired almost

straight up from your vessel to get
maximum altitude. Some multi-star flare guns
fire two red star flares simultaneously, others
fire only one flare at a time. When using a
single-shot flare gun, you must fire two flares in
rapid succession; within 15 seconds of each
other. Thus, read the instructions and know how
to re-load and fire the second shot quickly.
3.) Hand-held Flare – A hand-held flare is a red-flame torch that can be held
aloft in one’s hand. It has limited surface visibility. Thus, it is best suited to
helping rescuers pin-point your location during an air search when rescuers are
close by.
When employing this type of distress signal,

be sure to ignite the flare while holding it clear
of the vessel on the downwind side. A hand-
held type of flare burns for about one (1)
minute. While it is burning, keep the flare
clear of the vessel on the downwind side
so that sparks blow away; and if a spark
does burn your hand, you will drop the
flare into the water instead of into your
boat. To preserve your night vision, do not
look at the flare while it is burning.

Chapter 7
4.) Smoke Flare – This type of flare produces a dense, orange-coloured smoke
for approximately three (3) minutes. Some types are made especially for
pleasure craft, last for only one minute, and are available in packages of three.
Smoke flares are insulated (you can hold one

aloft in your hand) and some are buoyant
(they can be placed in the water). If a
smoke flare is buoyant, it is advisable
(once it is activated) to place it in the
water on the downwind side of the vessel
(so that the smoke and fumes blow away
from you).
Pleasure craft greater than 6 m (19’8”) in length and pleasure craft up to 12 metres
(39’4”) in length are exempt from carrying pyrotechnic distress signals if:
 Operating in a river, canal, or lake in which it can at no time be more than one
nautical mile (1.85 km) from shore
 Engaged in an official competition, or in final preparation for an official
competition, and have no sleeping arrangements.
End of Chapter 7

Chapter 7

QUESTIONS
1. What are the four most common incidents that result in boating fatalities?
2. What are the two most common contributing factors to boating emergencies
and fatalities?
3. What percentage of victims of boating fatalities were wearing a flotation
device when they drowned?
4. What is the leading contributing factor to boating fatalities?
5. Alcohol consumption is a contributing factor in what percentage of

preventable boating fatalities?
6. What is the single-most important action a boat operator must take to

prevent drowning?
7. If your pleasure craft’s engine has quit, you are adrift, and drifting toward
shore of some other hazard, what is the first thing to be done?
8. What steps should be taken immediately upon a malfunction occurring on

a pleasure craft?
9. What actions should you take if your vessel has run aground or is sinking?
10. What is the fastest way to remove water from the bilge of a larger pleasure
craft (a pleasure craft that is 14M in length or longer)?
11. What are the immediate steps to take if a fire breaks out on board?
12. What is the best thing to do if one finds oneself in cold water (such as in
Spring or Autumn) but the overturned hull is still afloat?
13. What are some ways to retrieve persons in the water?

Chapter 7
14. Describe the basic re-boarding equipment that is required on all vessels.
15. What steps should be followed when a person is lost overboard.
16. On what side of the boat should you recover a person from the water, the
windward side or downwind (leeward) side? Why?
17. What must you do when coming upon any person in Canadian waters who
is in danger of being lost?
18. What is cold water shock?
19. How does the human body react to cold water shock?
20. What are some symptoms of hypothermia?
21. How do you treat hypothermia?
22. What is after drop?
23. Why is after drop so dangerous?
24. What is the first step that one should take after running aground?
25. What do you do if your vessel springs a leak?
26. What series of actions should you take if your vessel runs aground,
capsizes, or is sinking?
27. What are the symptoms of heat stroke?
28. How do you treat heat stroke?
29. What are the symptoms of heat exhaustion?
30. How do you treat heat exhaustion?
31. What are the four levels of distress when reporting an emergency via VHF
radio?
32. List five or more types of distress signals that every pleasure craft operator
should know.
33. Should a parachute flare be fired upwind or downwind?
34. Should a smoke flare be deployed upwind or downwind?

Chapter 7
35. Why is it important to keep as much of your body as possible out of the
water in the event of capsizing or sinking?
36. If you have a VHF radio on board, which channel should you use to send a
distress call?
37. Which is the better device for emergency communications: VHF radio or a
cellular telephone? Why?
38. What is/are the major factor(s) governing the number and types of distress
flares to be carried on board a pleasure craft?
39. What is the proper way to store pyrotechnic distress signals (flares)?
40. What is one thing you must always do before attempting to use flares?
41. Which of the following is a distress signal?
a.)
b.)
c.)
d.)
42. What is the best way to dispose of outdated flares?
43. Why should boaters learn all of the various types of distress signals?

Chapter 7
ANSWERS
1. The four most common traits of boating fatalities are:

 Capsizing;
 Falling overboard;
 Swamping; and
 Collision.
2. The two most common contributing factors to boating emergencies and fatalities are:
 Failing to wear a personal flotation device; and
 Alcohol- and drug-related boat operation.
3. Only about 13 percent of victims of boating fatalities were wearing a flotation device
when they drowned. The rest (about 86%) were not wearing a flotation device.
4. The leading contributing factor to boating fatalities is the failure to wear a flotation
device while on the water.
5. Alcohol consumption is involved in four out of 10 (40 percent of) preventable

boating fatalities
6. To prevent drowning, always ensure that everyone on board is wearing a properly

adjusted PFD or lifejacket of appropriate type, size, and fit. Note: Having one “at
hand” is not the same as wearing one.
7. Drop anchor, then proceed to trouble shoot
8. The following actions should be taken in the event of any malfunction:

 Slow down (if this helps, head for shore).
 If slowing down does not help, then shut off the motor and anchor the craft or
paddle to shore;
 Find the problem if you can.
 Fix the problem if you can.
 If you cannot fix it, then signal for help (you are in trouble)
9. Most pleasure boats must have at least a buoyant heaving line on board that is at
least 15 m long.
10. On larger pleasure craft (14 metres in length and longer), to remove water from the
bilge, one will have to rely on the bilge pumps.
11. If a fire breaks out on board, make sure everyone puts on a flotation device
immediately while the operator uses extinguishers to control the fire.

Chapter 7
12. If shore seems to be close by, ignore it. Cold water is deadly. The best thing to do is
to get your body out of the water by mounting the overturned hull. If help does not
seem likely, then use your arms and hands to paddle the overturned hull closer to
shore.
13. To retrieve persons in the water, you should use a lifebuoy, a buoyant heaving line,
or a ladder or other device for re-boarding the vessel. Heaving lines and life buoys
increase your ability to reach a person in the water without risking your life by
leaving your vessel.
14. A heaving line is basic reboarding equipment for all types and sizes of vessels.
Longer vessels and vessels that stand high out of the water (i.e.: have high
freeboards) must carry better equipment such as reboarding ladders and lifting
slings.
15. Sound the alarm, slow down or stop, throw them something buoyant, assign a
spotter, manoeuvre to a position downwind, and recover over the windward side.
16. Windward side
17. Under Section 451 of the Canada Shipping Act, the operator of a pleasure craft,
insofar as he/she can do so without serious danger to his/her craft and passengers,
must assist any person found on any waters and in danger of being lost.
18. Cold water shock is characterised initially by involuntary gasping, deep

hyperventilation, and your muscles are almost instantly paralyzed.
19. The human body’s reaction to the condition called cold water shock is characterised
initially by involuntary gasping, deep hyperventilation, and your muscles are almost
instantly paralyzed. Thus, trying to get a hold of a flotation device while in cold water,
let alone putting one on, will be nearly impossible because of the dramatic
physiological changes your body will be experiencing. You can protect yourself when
falling into cold water by always wearing a flotation device. A lifejacket or personal
flotation device (PFD) will keep you afloat while you gain control of breathing and
prevent drowning from loss of muscle control. Sadly, many people do not
understand cold water shock and the simple steps that will help you to avoid this
danger.
20. Initial symptoms of hypothermia are shivering and slurred speech.
21. Remove the victim from the source of cold or exposure, dry the victim from head to
toe, replace wet clothing with layers of dry, warm clothing.
22. After drop is a condition experiences by any hypothermic individual, in which core
body temperature continues to decrease after rescue.

Chapter 7
23. After drop is dangerous because the victim is not safe just because they have been
rescued. In any hypothermic individual, core body temperature continues to
decrease after rescue (after drop), which may last many hours in a moderate to
severely hypothermic person when no shivering is present and metabolic heat
production may be less than 50 per cent of normal. Gradual warming of the heart will
help avoid cardiac arrest and ventricular fibrillation.
24. If your vessel runs aground, first determine if the vessel and passengers are in any
danger.
25. If your vessel springs a leak, immediately begin bailing (or pumping) and locate the
source of the leak. Then use whatever is at hand to plug the leak and continue
removing water. If the leak persists, then you must signal for help.
26. In the event that a vessel has run aground, capsized, or is sinking, these steps must
be followed: Ensure that everyone dons on a PFD, stay with the vessel when
appropriate, keep track of everyone on board.
27. Common symptoms and signs of heat stroke include: High body temperature,
absence of sweating, hot red skin (flushed dry skin), rapid pulse, difficulty in
breathing, strange behaviour, hallucinations, confusion, agitation, and disorientation.
28. The recommended treatment for a person showing the symptoms of heat stroke is to
seek medical assistance immediately; call an ambulance. While waiting for help to
arrive, move the person to a cooler environment, or place them in a cool bath of
water (as long as they are conscious and can be attended continuously).
Alternatively, moisten the skin with lukewarm water and use a fan to blow cool air
across the skin. You can give cool beverages by mouth but only if the person has a
normal mental state and can tolerate it.
29. Symptoms of heat exhaustion include headache, muscle cramps, dizziness, fainting,
skin that is cool and moist, a fast, weak pulse rate, and breathing that is fast and
shallow.
30. Home care is appropriate for mild forms of heat exhaustion (but heat stroke is a
medical emergency and an ambulance should be called immediately). For mild
cases of heat exhaustion: rest in a cool, shaded area, give cool fluids such as water
or sports drinks (that will replace the salt that has been lost). Salty snacks are
appropriate as tolerated. Loosen or remove clothing. Apply cool water to skin. Do not
use an alcohol rub. Do not give any beverages containing alcohol or a stimulant
(caffeine).

Chapter 7
31. There are four levels of priority (levels of distress) when reporting an emergency
verbally on a marine radio using standard marine communications rules:
 Distress – A condition of being threatened by grave and/or imminent danger
and requiring immediate assistance.
 Urgency – A condition concerning the safety of a vessel or of someone on
board or within sight, but which does not require immediate assistance.
 Safety – When a station calling is about to transmit a message concerning the
safety of navigation or important meteorological warnings.
 Other communications – Non-urgent communications can be made on any
channel other than Channel 16 or Channel 70. These channels are reserved
strictly for emergency.
32. Flare, S-O-S, signal flags, sound signals, raising-lowering arms, EPIRB, dye (see
the full list in Section 5.11).
33. Upwind.
34. Downwind.
35. It is important to keep as much of your body out of water as possible in order to
delay the onset of hypothermia. Compared to being in water, keeping your body
above water level will at least double your survival time.
36. Channel 16 is the channel used to transmit a distress call.. Thus, if you have a VHF
radio keep it tuned to channel 16. Know where you are at all times and be prepared
to describe your specific location. Remember, VHF radio Channel 16 is used for
emergency calling purposes only. Once you call another vessel on Channel 16,
take your conversation to a working frequency to continue. Anyone who uses a VHF
radio must follow the procedures described in the VHF Radiotelephone Practices
and Procedures Regulations.
37. A VHF radio is better than a cell phone for emergency communications. A cell phone
is not a reliable substitute for a marine radio and not the best means of issuing a
distress call. Cell phones can lose reception and are damaged easily by moisture. In
addition, calling from your cell phone does not alert vessels close to you that you are
in distress - the occupants of those other vessels could be the ones to help you if
they could hear you. Unlike VHF transmissions, some wireless phone signals cannot
be followed back to your location by rescuers.
38. The major factors governing what types of flares to carry on board your pleasure
craft are: 1) length of the vessel and 2.) are of operation.
39. Store flares vertically in a cool, dry, secure location (such as a watertight container)
to help them retain their efficiency, but keep them accessible in case of an
emergency. Note: “Secure location” means keep them away from children.
40. If an emergency requires you to use a flare or rocket, first familiarise yourself with
the operation of your flares (i.e. read the manufacturer’s instructions before using a
flare) to ensure that you know how to use the device(s) safely and effectively.

Chapter 7
41. a.)
42. To dispose of your outdated flares, seek advice from the retailer selling the flares,
your local fire department or law enforcement agency, or Transport Canada.
43. There are two reasons why boaters should learn distress signals: 1) So that they will
recognize a distress signal when they see or hear one, and 2) So that they will know
how to send a distress signal in an emergency.

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Chapter 1

INTRODUCTION TO BOATING TERMINOLOGY

Copyright © 2017 freecourse.ca – All rights reserved 1-1

1.1 GENERAL TERMINOLOGY

Pleasure craft come in all shapes and

Proof of Competency – According to the Competency of Operators of Pleasure

Pleasure Craft Operator Card – The

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Proof of competency can take any of four forms:

Alternative Acceptable Proof of Competency – If you hold any certificate on

Foreign residents visiting Canada – The Competency of Operators of Pleasure Craft

If you are a non-resident visiting Canada with your foreign-registered or foreign-licensed

Registering or Licensing Your Vessel

In Canada, most vessels must be either licensed with Transport Canada or

Copyright © 2017 freecourse.ca – All rights reserved 1-3

Copyright © 2017 freecourse.ca – All rights reserved 1-4

Vessel Registration - Registration is the legal documentation of vessel ownership,

The registered name must be displayed on

To learn more about pleasure craft licensing or vessel registration, please:

lois.justice.gc.ca/eng/regulations/sor-2010-91/page-1.html) of the Canada Shipping Act,

Commercial Vessel - A commercial

Power-driven vessel - A power-driven

Sail-Driven Vessel - Any vessel under sail

Copyright © 2017 freecourse.ca – All rights reserved 1-6

1.2 VESSEL TERMINOLOGY

Bow - The bow is the front end of a vessel.

Stern - The stern is the back (aft) end of a vessel.

Freeboard – Freeboard is the distance from the lowest point of a vessel's

Waterline (design) – The design waterline of any vessel is a line corresponding to

Copyright © 2017 freecourse.ca – All rights reserved 1-7

1.3 DIRECTIONS AND SECTORS WHEN AFLOAT

Ahead - Ahead refers to a direction directly in front of a vessel.

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1.4 MORE NAUTICAL TERMINOLOGY

Navigational aid Aid to navigation

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Wash - Wash is the loose or broken water left

Wake - The wake of a vessel is the

Seaworthy - A vessel is considered seaworthy if the hull is undamaged and appropriate

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Windward side of a sail-driven vessel - The windward side of a sail-driven vessel

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1.5 ACTS AND REGULATIONS AFFECTING

 Canada Shipping Act, 2001

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Chapter 1 Review Quiz

Select the response that best answers the

1. How is the term “pleasure craft” defined by Transport Canada?

3. Which of the following is a violation of the Competency of Operators of

4. What term refers to the width of a vessel?

5. What type of pleasure craft must be licensed?

6. What types of pleasure craft must be registered?

Copyright © 2017 freecourse.ca – All rights reserved 1-13

c.) straight ahead of the vessel

9. What does the term abaft mean?

10. What term refers to a device to protect the side of a vessel?

11. What is an operator of a pleasure craft?

13. What is a power-driven vessel?

15. Why do you need to know your vessel’s draft?

Copyright © 2017 freecourse.ca – All rights reserved 1-14

16. What is an aid to navigation?

17. What is a navigational aid?

19. Define wake.

20. Define wash.