Palm Beach County Sheriff Office - Volunteer Marine Unit # 29
PALM BEACH SHERIFF’S OFFICE
VOLUNTEER MARINE UNIT 29
STANDARD OPERATING GUIDE
2601 South Military Trail
West Palm Beach, Florida 33415
Phone Number 561-433-2003
COPY #________
Assigned To:__________________________
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This document has been prepared both as a Training Manual and a Standard Operating Guide.
Some of the Volunteer Services Standard Operating Procedures have been modified to “fit” a
marine operation. This document includes operating procedures along with some of the basic
seamanship skills necessary to qualify and function as a Crew member and Coxswain for the
PBSO Volunteer Marine Unit 29.
Although the Coxswain is in charge and responsible for the boat and Crew, every Crew member
plays an important role as a part of the “Underway Team”. They must be actively involved in
each mission including vocalization of observations or safety concerns. Each Crew member
must have a thorough knowledge of the boat’s outfit equipment and stowage. Each must also
have a basic understanding of the propulsion and control systems in order to support the
Coxswain. Basic engineering casualty control and troubleshooting as it applies to the nonstandard boat platform are skills and knowledge that must be integrated into the unit training
program starting at the Crew level.
Teamwork is the common thread that allows the Crew to safely succeed. Whenever the
opportunity is available, the Crew should get the boat underway to practice operational and
emergency procedures. Under direct supervision of the Coxswain, the Crew member is
responsible for line handling, acting as a lookout or Coxswain, and assisting the Coxswain as
required during all evolutions or maneuvers, and other duties as assigned by the appropriate
authority.
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INDEX
Section 1.0
General (All Members)
Section 2.0
Dealing With Emergencies
Section 3.0
Bridge Operations
Section 4.0
Towing Procedures
Section 5.0
Personal Flotation Devices (PFD’s)
Section 6.0
Boat Electronics
Section 7.0
Anchoring Procedures
Section 8.0
Boat Basics
Section 9.0
Docking and Undocking
Section 10.0
Aids to Navigation (ATON’s)
Section 11.0
Trailering / Launching and Retrieval
Figure 1.1
Crew Qualification Approval Form
Figure 1.2
Required Knots
Figure 1.3
Coxswain Qualification Approval Form
Figure 1.3A
Coxswain Re-Qualification Approval Form
Figure 1.4
Personnel Roster
Figure 1.5
Captain and Crew – Boat Reservations / Schedules
Figure 1.6
PBSO Pre / Post Check Off Form
Figure 1.7
PBSO Daily Activity Sheet
Figure 1.8
PBSO / VM Incident Report
Figure 1.9
Uniform
Figure 1.10
Vessel / Boat Responsibility Assignment Form
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Section 1.0 General (All Members)
1.1
PBSO Volunteer Marine Unit #29 - Requirements
1. Volunteers must be at least 18 years of age.
2. Volunteers must be a member of the PBSO Volunteer Service Unit in good standing
with no disciplinary action against him / her.
3. Volunteers must score a minimum of 70% on the initial VMU written exam. If they
do not meet the minimum score he / she must wait one (1) month to retake the exam.
The volunteer may take the exam three (3) times. After failing the third time he / she
must wait one (1) year to reapply.
4. Volunteers must be able to lift 50 lbs. and stand for long periods of time.
5. Volunteers must pass a swim test which consists of swimming 50 yards without
touching the bottom or sides of the swimming pool and be able to tread water for five
(5) minutes without help immediately after the swim test.
6. Volunteers must be able to board and disembark the boat / vessel without assistance.
7. Volunteers must have completed an approved Safe Boating Course and become Crew
Qualified within six (6) months of appointment.
8. Volunteers must be able to patrol a minimum of twelve (12) hours per month.
9. Volunteers must attend all required meetings and training.
10. The Volunteer must wear an approved uniform in accordance with the set guidelines
of the volunteer program.
11. Volunteers will be classified and designated “Trainee” and will not be able to receive
VMU member’s designation of “Crewman” until he / she successfully completes all
tasks of Crew Member Requirements (See Paragraph 1.5 and Figure 1.1). If after 6
months the requirements have not been met the “Trainee” must wait 6 months and
reapply to the PBSO VM program.
12. Volunteers will possess and maintain a valid State of Florida driver license in good
standing.
1.1.1
PBSO Volunteer Marine Unit #29 - Duties and Responsibilities (General)
1. Volunteers must not possess nor carry on board the boat or on their person any
firearms, at any time, while on duty even if licensed to do so. This excludes safety
equipment carried on board and provided or supplied by the PBSO such as USCG
approved flairs, flair gun and any other safety equipment.
2. Volunteers must wear an USCG approved floatation vest when patrolling outside the
Inter-coastal Water Way (ICW) in Open Ocean and during inclement weather.
3. Volunteers will not tow or tie up to a boat / vessel unless there is imminent danger to
life or property.
4. A Volunteer Marine Patrol must always consist of a minimum of two (2) members.
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5. The Volunteer will not permit anyone on the boat / vessel who is not an approved
volunteer member without prior permission from the Volunteer Services Liaison
Deputy.
6. Volunteers will take all reasonable steps to ensure the safe operation of the boat /
vessel and the safety of those persons aboard.
7. The Volunteer Marine Unit will only operate 1) within the waterways of the Palm
beach County, and 2) at the direction of the Volunteer Services Liaison.
8. Volunteers will not pursue any violators.
9. Volunteers will obey all posted and / or regulated marine navigational aids, speed
limits, markers, signs, buoys and navigation rules at all times.
10. Volunteers shall observe and obey federal and state laws, municipal ordinances, rules,
regulations and the policies and procedures of the Volunteer Services.
11. Volunteers shall treat subordinates, associates and superior officers with respect by
being courteous and civil at all times in their relationship with one another.
12. All Volunteers operating a COP or VHF radio, either vessel mounted or handheld,
shall strictly observe the operating procedures as set forth in this document, Volunteer
Services Policy and Procedures and by the Federal Communications Commission and
US Coast Guard.
13. Smoking and the use of tobacco products is not permitted on County owned vessels
or tow vehicles.
14. Volunteers are responsible for the proper use, care and upkeep of Sheriff’s Office
property and equipment that is personally issued or under their immediate use or
control.
15. Volunteers shall remain impartial in their attitudes and actions toward all persons
coming in contact with the Sheriff’s Office and its Volunteer members.
16. Volunteer, while on duty or in uniform, will not sleep, shop, loaf, engage in
recreational reading, drink intoxicating beverages, take photographs, videotape,
gamble or engage in any activity or personal business which would cause them to
neglect or be inattentive to the duties assigned.
17. Volunteers will accept and obey all subpoenas legally served to them or served
pursuant to current Sheriff’s Office policy.
18. Volunteers shall, at all times, respond to the lawful orders of superior officers. All
volunteers shall perform their duties as required or directed by law, agency rule,
Volunteer Services policies and procedures, or by order of the superior officers.
19. Volunteers must be able to drive a tow vehicle, back a boat and trailer onto a boat
ramp and retrieve same.
20. Volunteers shall be courteous and polite in their dealings with the public at all times.
They shall perform their duties quietly, avoiding harsh, violent, profane or insolent
language and shall always remain calm regardless of provocation to do otherwise.
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Upon request, they shall supply their name and identification number in a courteous
manner.
21. Volunteers shall not publicly criticize the Sheriff’s Office, its policies or its
employees either verbally or in writing where such criticism may be libelous,
slanderous, defamatory, obscene or otherwise unlawful. Such conduct interferes with
the Agencies efficiency, is reckless in its disregard for truth and impairs the ability of
the supervisors to maintain discipline.
22. Volunteers shall operate Sheriff’s Office boats and tow vehicles in a safe manner
exercising caution and judgment at all times. All volunteers shall comply with the
motor vehicle laws and traffic regulations of the Sheriff’s Office, State, County and
City , and with the U.S. Coast Guard’s Navigation Rules “Rules of the Road” while
on the water operating a boat.
23. Upon separation from the Sheriff’s Office Volunteer Services, volunteers are required
to surrender all property in their possession which was issued by the Sheriff’s Office.
This does not apply to awards of a personal nature which may be kept by the
volunteer.
24. Volunteers are required to be truthful at all times whether under oath or not.
25. Volunteers shall not engage in any conduct, including but not limited to physical or
verbal, which constitutes sexual, racial, ethnic or religious harassment of any kind of
any individual. It is understood that a breach of the Sheriff’s Office policies
regarding non-discrimination because of a person’s race, color, sex, national origin,
religion, age or disability shall be grounds for appropriate disciplinary action from a
warning up to and including termination from the Volunteer Services.
26. No Volunteer may seek the influence or intervention of any person or firm inside or
outside of the Sheriff’s Office for purposes of personal gain for oneself or on behalf
of another. Volunteers shall not use their official position, Sheriff’s Office stationary
or official identification card for personal financial gain, for obtaining privileges not
otherwise available, and for avoiding consequences of illegal acts.
27. Volunteers shall not, under any circumstance, solicit, dispose of, or accept any gift,
gratuity, loan, fee, reward, or free admission or pass where there is any direct or
indirect connection between such solicitation and their Sheriff’s Office Volunteer
association unless authorized by the assigned Deputy Sheriff Liaison. Volunteers
shall not recommend or suggest the employment or procurement of a particular
product or professional service related in any way to the law enforcement function,
they will not bond or stand guarantor for any person arrested for a crime except for
family members. Sheriff’s Office stationary are strictly for official business only.
1.1.2 PBSO VM Unit Officer Responsibilities
1. Captain Rank

Is in charge of the Unit.
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Attends monthly Captains meetings. If he / she can’t attend the meeting the
designated officer must appoint someone to attend in their stead. This
(preferably) should be another officer from the unit e.g., Lt., or Sgt. Level via the
chain of command.
Prepares monthly unit meeting agenda and reviews topics discussed at the
captains meeting at the unit meeting.
Insures that the Lt., Sgt., and FTO’s are doing their jobs and are prepared for the
monthly unit meetings.
Insures that the Year End Report is completed and the Luncheon List is complete.
Keeps the unit assigned Major aware of any important changes.
Prepares all evaluations and / or disciplinary actions of his / her unit members.
2. Lieutenant Rank
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In charge of all scheduling, recording of unit and personnel hours, and preparation
of the Luncheon List.
Prepares the Year End Report, and makes sure that the volunteer office receives it
in a timely fashion.
Prepares a monthly Unit Vehicle Hours report, and forward it to the volunteer
office by the end of each month.
Makes presentations at the monthly unit meeting to include personnel who missed
their scheduled patrol, members hours recorded for the past month and who
missed the unit meetings.
Checks all forms submitted for correctness and completeness.
3. Sergeant Rank
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In charge of the vehicle(s). Duties include maintaining vehicle cleanliness, insure
repairs are completed and maintenance performed as per schedule.
Vehicle gas bill invoices received and filed, gas account paid in a timely manner,
and account reconciliation.
Presents a monthly report on the use of each vehicle, to include miles driven,
amount of gas used, maintenance repairs completed and money spent.
Perform a monthly vehicle inspection.
4. Corporal (FTO)
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(FTO Training Required)
In charge of all training and evaluation of new hires.
Attends monthly training meetings, trains unit personnel on a monthly training
topic.
Responsible for all remedial training.
Responsible for refresher / retraining of seasonal members upon their return.
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
1.2
Ensure all members of the unit are properly trained, all training material is up to
date, that all members receive their training on a timely basis and all members
receive training to maintain any and all certifications.
768.13
Good Samaritan Act: Immunity From Civil Liability
(1) This act shall be known and cited as the “Good Samaritan Act”.
(2) (a) Any person, including those licensed to practice medicine, who gratuitously and in good
faith renders emergency care or treatment either in direct response to emergency situations
related to and arising out of a public health emergency declared pursuant to s.381.00315, a state
of emergency which has been declared pursuant to s.252.36 or at the scene of an emergency
outside of a hospital, doctors office, or other place having the proper medical equipment, without
objection of the injured victim or victims thereof, shall not be held liable for any civil damages
as a result of such care or treatment or as a result of any act or failure to act in providing or
arranging further medical treatment where the person acts as an ordinary reasonably prudent
person would have acted under the same or similar circumstances.
1.2.1
768.1355 Florida Volunteer Protection Act.
(1) Any person who volunteers to perform any service for any organization, including an
officer or director of such organization, without compensation, except reimbursement for actual
expenses, shall be considered an agent of such nonprofit organization when acting within the
scope of any official duties performed under such volunteer services. Such person shall incur no
civil liability for any act or omission by such person which results in personal injury or property
damage if:
(a) Such person was acting in good faith within the scope of any duties performed under such
volunteer service and such person was acting as an ordinary reasonably prudent person would
have acted under the same or similar circumstances,
-and(b) The injury or damage was not caused by any wanton or willful misconduct on the part of
such person in the performance of such duties.
1.3
Risk Management / OHS - Injury, Exposure, Work Status Report, Vessel / Tow
Vehicle Incident
Risk Management for the PBSO Marine Unit accidents and situations are somewhat different
than non-marine units in that it uses an in-water Boat, a Tow Vehicle and a Boat Trailer (which
may or may not have a boat on it). Another major difference may include a marine salvage
company to retrieve a vessel if it sinks and a crane if the boat comes off the trailer. However, the
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reporting sequences and instructions on how and when to prepare the appropriate forms, if an
accident or injury occurs, is the same.
1) PBSO Form # 0073 is for a work related Injury or Exposure to a Volunteer. If medical
treatment is provided a Work Status Report (PBSO Form # 0078) must be signed by the treating
physician / provider.
2) PBSO Form # 0011 pertains to Vessel / Vehicle Crash Incident Report.
3) Exposure related to blood-borne pathogens, body fluids and certain types of airborne
organisms are usually considered emergencies and require immediate medical treatment and
immediate notification to the PBSO Infection Control Coordinator at cell 561-676-0876 anytime
24 / 7.
Note: Other types of exposure, such as chemical contamination, inhalation of caustics (e,g,
smoke and vapor), and vehicle entering a canal are beyond the scope of the Infection Control
Coordinator’s job description. Depending upon circumstances, Supervisor(s) may consult with
PBSO Environmental Investigation Unit, Fire Rescue, HAZMAT, E.R. personnel, etc.
4) When PBSO Volunteers report a work related injury or potential exposure the Supervisor
will ensure the following:
A) For Emergency Injuries at any time the Supervisor will ensure appropriate medical
treatment followed by prompt filling of Notice of Injury Report (e.g. within 1 hr.) to
Amerisys at (800) 444-9098, days ext. 353, nights and weekends ext. 370. During nights
and weekends, the representative will call you back. Please ensure that the call back
number accepts incoming calls and is not a pager.
B) For non-emergency injuries, contact Amerisys to make a Notice of Injury Report. If
medical care is needed, a referral to a physician / walk-in clinic will be provided.
Monday – Friday (0800 – 1700 hrs.) PBSO Risk management / OHS is also available for
guidance at (561-688-4326 , or 4328, or 4335).
5) Vessel and / or Tow Vehicle Incidents, Exposure and Injury to Volunteers require a brief
Watch Commanders Log entry. Only the most basic information is to be entered: Name,
Volunteer ID#, Date, Time, Location, PBSO Case #, and immediate supervisors handling the
report(s). The Log Entry is very important because it allows everyone involved to start tracking /
monitoring the incident / treatment, (Command, OHS, Motor Pool, HR, Nurse, etc.)
6) Upon completion of all paperwork / appropriate forms they are to be Faxed (highest
resolution) immediately to PBSO Risk management / OHS at (561) 688-3538 and send original
documents to Risk management / OHS (HQ) via Inter-Office mail by the end of the work shift.
Whenever medical treatment is provided, (e.g. physician, ER, W/C provider), a Work Status
Report (PBSO Form # 0078) signed by the treating physician / provider is mandatory.
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1.4 Patrols:
Marine : The main purpose of our patrols is to support the Palm Beach Sheriff’s Office , US
Coast Guard, Florida Fish and Wildlife Commission, and other law enforcement agencies by
providing the eyes and ears to Observe, Report and Pro
mote Safe Boating.
Foot / Parks: Since there are several parks along the Inter Coastal Waterway and Lake Ida /
Osborne, the main purpose of this function is to have the volunteers patrol within these parks in
addition to their marine patrols. Since October 1st 2010 PBSO departments have eliminated foot
patrol of these parks. It is the intention of the volunteer unit to present a continued and fortified
presence.
As PBSO VM Volunteers, we do not have Law Enforcement Authority and
as such MUST defer all related matters to the PBSO. “Always Remember Your safety is First and Foremost”.
1.4.1
1.
2.
3.
4.
5.
What we look for on Patrol - (Marine)
Boaters speeding in No Wake / Minimum Wake and Slow Speed Zones.
Children under the age of 6 years without a PFD (On vessels under 26 ft).
Vessel Passengers sitting on Gunnels with legs over the sides.
Unsafe vessel operation.
Vessels anchored under Bridges, tied to Bridge pilings, unauthorized grass area or coral
shoal.
6. Suspicious activity of any kind.
7. Vessels in distress / disabled (mechanical, fire, taking on water, medical).
8. Man Overboard emergency.
9. Overloaded vessel – exceeding number of passengers limit.
10. Operating a vessel in a danger or closed zone.
11. Flotsam – A danger to navigation.
12. Injured or dead mammals.
13. Damaged or missing ATONs.
1.4.2 What we look for on Patrol - (Foot)
1. Look for suspicious persons or on-goings.
2. Be courteous. SAY HELLO TO EVERYONE.
3. Look for unattended children, pets and Alzheimer’s patients.
4. Look for potential hazards or unsafe conditions.
5. Loud and unruly persons.
6. If you are directed by another municipal agency other than PBSO, state your name and
that you are a volunteer with PBSO and you are in a park within their municipality. In 911
situations state your emergency to whoever responds. They will direct the appropriate
agency to respond.
7. If you encounter a lost, missing or Alzheimer patient, remain with them until law
enforcement arrives on scene.
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8 Remember an incident report should be completed and routed through YOUR CHAIN OF
COMMAND. Get responding officer’s name, ID# and his/her incident report number.
9. Remember you operate under PBSO guidelines. HOA rules and regulations do not
dictate where you patrol and what you look for.
1.5 Crew Qualification Sheet
All items on this sheet must be completed before a trainee is considered a full Crew member.
The Crew Qualification Form must be initialed by one of the Coxswain’s after he / she has
received the training and can demonstrate a working knowledge of each item on the sheet.
Figure 1.1
1.6 Required Knots - Each Trainee also must demonstrate his / her ability to identify and
tie three of the most commonly used knots: a) Bow Line b) Clove Hitch c) Single Becket
bend / Sheet Bend. For reference purposes several other common knot illustrations have been
included. Figure 1.2
1.7 Florida Safe Boating Certificate Education - As a last step of Crew qualifications,
(which Trainees have up to six (6) months to complete), every trainee must pass either the US
Coast Guard Auxiliary course on Safe Boating, the Florida Fish and Wildlife Conservation
Commission Boating Safety Education Course on line at:
Florida Boating Safety Course and Exam - Official Boating License and Boater Safety Course.url
http://www.boat-ed.com/fl/index.htm
or any course approved by the PBSO Volunteer Services.
1.8 Coxswain Qualification and Re-Qualification Sheets - Included in this section is a
copy of the Coxswain Qualification Form as information for those who are so inclined to pursue
a Coxswain rank. In order to qualify a PBSO member must have earned a rank of Crewman and
demonstrate a working knowledge of all required subjects and is capable of demonstrating same.
See Figure 1.3for details.
A yearly Coxswain Re-Qualification test is necessary for all Coxswains in order to maintain both
rank and certification. See Figure 1.3A for details.
1.9 Uniform of the Day
1. On Patrol
 White Polo (Provided by PBSO) Note: A Marine Unit Patch, provided by the PBSO
Office will be worn on the right shoulder of the Polo.
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Black pants or shorts (navy blue acceptable) with black belt (No denim).
Caps are optional. Caps with the PBSO emblem (official) are available at the PBSO
Sub-Station office.
Black shoes and white socks. Shoes should have non-slip / non-marking soles and
white socks will be plain with no LOGOs.
Identification Card will be worn.
2. Meetings
 White dress shirt (Provided by PBSO) See Figure 1.9.
 Black pants preferred (black shorts optional) Navy blue acceptable with black belt.
No Denim. Note: Captains meetings require long black pants and dress shirt.
 Black shoes and black socks.
 Identification Card will be attached to the right side pocket flap of the dress shirt.
3. Functions
 When attending a social or special function the uniform of the day will be posted.
1.10 Personnel Roster - A Personnel Roster will be provided to all Trainees, Crew members
and Coxswains. The Roster will change from time to time. It is the responsibility of each
PBSO VM Unit 29 member to make sure the list is kept up-to-date. The Roster contains all
active members, their home and cell phone numbers and e-mail address. Figure 1.4
1.11 10 Codes / Signal Codes - This list contains all the “10 CODES” necessary to
communicate with COP Dispatch. See Para. 6.3.
1.12 Captain and Crew Boat Reservations / Schedules - Every trainee / Crew member can
log-on to review the “Coxswain Assignments” Web Site. The trainee / Crew member would
pick a day he / she would like to go out and contact the Coxswain directly via e-mail and / or
phone call to determine if there’s an opening. Figure 1.5. The trainee / Crew member may also
respond to an e-mail, from a Coxswain or Boat Captain, looking for Crew for a particular day.
https://www.google.com/calendar/
1.13 PBSO Pre / Post Patrol Check Off Forms - Before and after every patrol a check-off
form MUST be completed. The form is a one (1) page document listing ALL items which
require checking, testing and recording. It allows a Coxswain to record the condition of the
boat and all items on the boat, e.g., log hours, gas levels, radios, GPS, safety equipment, lines,
PFD’s, engines, batteries, etc. Under the Coxswain’s direction a Crew member may fill out this
form. The Coxswain must verify and sign off on this document. Figure 1.6
Special Note: Special attention must be paid to boat VM11. It is stored on a boat lift. The
Coxswain must insure the lower unit of the outboard motor is in the water before starting the
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engine. After the boat has been successfully backed off the lift, the lift must be raised out of the
water before leaving the area. See Para. 1.16.10. and Para. 1.16.11.
1.14 PBSO Daily Activity Sheet - This document is the place where all activities undertaken
by the boat Coxswain and boat Crew is recorded, e.g., training, testing, patrolling, issues,
activities, etc. This form MUST be completed by the end of the tour and is a part of the Pre /
Post Check-off procedure. Under the Coxswain’s direction a Crew member may fill out this
form. The Coxswain must verify and sign off on this document. See Figure 1.7 and Para.
1.16.11.
1.15 Incidence Report(s) - The Incidence Report is a document that must be filled out in the
event of an abnormal event that took place during a tour. Basic incident reports are to be filled
out and left in the boats log book folder. An event which effects life and or property must be
completed and hand carried to the Crest Haven PBSO Sub Station and placed in the commanders
mail box. Additionally, a call to the unit commander must be placed immediately after the
incident has happened or as soon as time permits. Do not fill out an Incidence Report for
Signal 4D accidents see “SIGNAL 4D” Ref. Para. 6.3 Also see Figure 1.8
1.16 Area of Responsibility (AOR) - This section covers the patrol area covered by PBSO
Marine Unit 29. Basically, AOR is the 50 or so miles of the ICW through Palm Beach County.
AOR also covers the four (4) “Inlets “in PBC. The first is Jupiter Inlet, the second is Lake
Worth Inlet, the third is Boynton Beach inlet and forth is Boca Inlet at Lake Boca. Additionally,
Lake Ida and Lake Osborn are areas often patrolled.
Ocean patrol is permissible provided weather, inlet and sea conditions permit. The area covered
is from the Sea Buoy (approx. 1 mile east of mouth of inlet) to a distance of 3 miles north and 3
miles south of the inlet unless directed to respond to an emergency. All ocean patrols require
the Coxswain to connect the Lanyard to his / her belt. Additionally, there must be three (3)
persons on board the vessel.
1.16.1 Bridges in Palm beach County Over the ICW (See Section 3.0 Bridge Operations)
LOCATION
DRAW BRIDGE
MILE
SCHEDULE OPENING
Jupiter
Jupiter Island (SR-707)
1004.1
On Demand
Jupiter
Jupiter (US-1)
1004.8
On Demand
Jupiter
Indiantown Road (SR-706)
1006.2
On the hour & half-hour
Juno Beach
Donald Ross Road
1009.3
On the hour & half-hour
Palm Beach Gardens
PGA Boulevard
1012.6
On the hour & half-hour
North Palm Beach
Parker (US-1)
1013.7
On the 1/4 & 3/4 hour
Riviera Beach
Blue Heron
1017.1
On the Hour & half hour
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Palm Beach
Flagler Memorial (SR A1A)
1020.8
Fixed Bridge
Palm Beach
Royal Park (SR-704)
1022.6
On the hour & half-hour
Palm Beach
Southern Blvd (SR700/80)
1024.7
On the hour & half-hour
Lake Worth
Lake Worth Ave (SR 802)
1028.8
On Demand
Lantana
Ocean Avenue
1031
On the hour & half-hour
Boynton Beach
Ocean Avenue
1035
On the hour & half-hour
Boynton Beach
SE 15th Avenue
1035.8
On Demand
Delray Beach
NE 8th St. (Geo. Bush Blvd)
1038.7
On Demand
Delray Beach
Atlantic Avenue (SR 806)
1039.6
On the 1/4 & 3/4 hour
Delray Beach
Linton Boulevard
1041.1
On the hour & half-hour
Boca Raton
NE 40th St. (Spanish River)
1044.9
On the hour & half-hour
Boca Raton
Palmetto Park Road (SR 798)
1047.5
On the hour & half-hour
Boca Raton
Boca Inlet Bridge
1048
On Demand
Boca Raton
E. Camino Real Road
(Boca Club)
1048.2
On the hour, 20 / 40 min. past
1.16.2 Boat Ramps (Non-Private)
South Bay, US 27 just north of town. Lake Okeechobee. New campground with
restrooms. Steep access over the dike.
Belle Glade Recreation Area, Torry Island, CR 717 North from Bell Glade. Cross Rim
Canal. Lake Okeechobee. 2 sets of ramps, 2&6 ramps. Also ramp for airboats.
Restrooms, Campground & picnic area. Slims B&T.
Paul Rardin Park, SR 715 between Belle Glade and Pahokee. Lake Okeechobee.
Double wide ramp, a little steep. No dock or parking at ramp. Steep access over dike.
Picnic area, restrooms & small park.
Pahokee Marina and Campground, Pahokee Fl. Lake Okeechobee, open water. Steep
access over dike. Marina and campgrounds.
Canal Point Lions Club Park at the intersection of US 441 & US 98. Lake Okeechobee,
shallow, no dock. Steep access over dike. Located at L-10, West Palm Beach Canal.
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Oglethorpe Rd. east of airport. From Belvedere Rd, just east of I-95, turn south on
Tuxedo Ave. then take a right at the sheriff's motor pool. Palm Beach Canal all the way
to Lake Okeechobee. Two ramps, good parking.
Okeeheelee Park, Forrest Hill Blvd. east of Turnpike overpass. Okeeheelee. Trolling
motors only! No gas engines. One ramp, restrooms, pavilions, picnic areas, tennis, etc.
John Prince Park, 6th Ave S. just west of I-95. Lake Osborne. Two ramps, restrooms,
picnic areas, tennis, etc.
Lake Ida West Park. Exit I 95 at Atlantic Blvd. (Delray Bch.), go west to Congress
Ave., north to Lake Ida Rd. and back east under I 95 to the park.
Loxahatchee Recreation Area, from US 441 just north of the Broward County line, go
west on FL 827 about 6 miles to the ramp.
Burt Reynolds Park, on US 1 just south of the Loxahatchee River. Loxahatchee River
and Jupiter Inlet. Two ramps east of US1 and 4 on the west, restrooms & picnic areas.
Bert Winters Park, Ellison Wilson Rd, south of Donald Ross Rd. ICW, Lake Worth
Creek. Two ramps, docks, good parking, restrooms at park.
Juno Park, Juno Rd. west from US-1, or Ellison Wilson Rd north from PGA Blvd. ICW,
Lake Worth Creek. One ramp & dock. Good parking, restrooms & tables at park.
North Palm Beach Village, Anchorage Dr. N. Palm Bch. Waterway. Village residents
only, decal required. One ramp & dock.
Phil Foster Park, before Singer Island just west of US 1 on Blue Heron Blvd. Lake
Worth Inlet. Two ramps, double wide, very busy, good parking, restrooms, park. Closed
11:00 pm to 4:00 am.
Curry Park, take Palm Beach Lakes Blvd. east from I-95 to the end, go north on Flagler
Drive to park entrance. Lake Worth, ICW. Six lanes, security.
Bryant Park, on the mainland side of Lake Worth Bridge on Lake Worth Rd. Lake
Worth, ICW. Two ramps, restrooms, good parking.
Lantana Sportsman's Park, from I95 east on Lantana Rd., south on US1 and east on
Ocean Ave to the bridge. Lake Worth, ICW. Two ramps, docks, fair parking, B&T shop;
park and restrooms across the road.
Boynton Inlet Boat Club Park, on US 1 south of Hypoluxo Rd. Boynton Inlet, ICW.
Six ramps, Restrooms, picnic, B&T shop, Coast Guard Aux.
Delray Beach, on US 1, north of Linton Blvd. ICW.
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Boca Raton, just southeast of the bridge off Palmetto Park Rd. ICW, Boca Raton Inlet. Palmetto
Park Road... On the west seawall of the ICW.
1.17 PBSO Gas Dock Locations
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Singer Island - Cannon Sport Marina (Northeast Channel off Peanut Island)
Harbor Yacht Club (North West side of ICW approx.1 mile north of Ocean Ave Bridge
Boynton Beach Mile Marker 1035.0
Delray Harbor Club Marina - 1035 South federal Highway. Mile marker 1040.0
1.18 Boat Locations

VM 10 - Stored on Trailer at John Prince Park (Maintenance Area) Key required. Key
is at Crest Haven PBSO Office.
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VM 11 - Boynton Beach PBSO Substation at Boynton Inlet (Lock # 12-31-11)
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VM 12 - Delay Tropical Harbor Marina (off Ave “L” and Federal Highway) - Lockbox
Combination (1-2-7-8-9)
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VM 14 - Rybovich Boat Marina South (42nd street and Flagler Blvd. Palm Beach)
1.19 Towing Services
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Tow-Boat U.S.
Boynton Beach
561-704-1144
VHF Channel 16
Sea Tow
Rivera Beach
Dispatch 561-844-8056
VHF Channel 16
Jupiter
561-842-1525
VHF Channel 16
1.20 US Coast Guard Contact Information
900 Blue Heron Blvd E, Riviera Beach, FL 33404
(561) 844 – 4470 ext. 0 (Dispatch)
VHF Channel 16
1.21 Florida Fish and Wildlife Commission
561-357-4200 Dispatch
-or- VHF Channel 16
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When to Call:
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Diving without a dive flag
Spear fishing near a public beach
Reckless PWC behavior
Water skiing without a lookout
Vessels missing / unreadable registration numbers
Vessels speeding in a restricted area
Vessel accidents / swimmers accidents
1.23 Palm Beach Sheriff’s Office
Emergencies - Call 911 Dispatch
Non – Emergencies - 561-688-3400
PBSO Crest Haven Office 561-433-2003
Sheriff’s Dispatch (Voice mail) 561-629-8730
VHF Channel 16
1.24 Proper Use of Lights, Horn and P.A. System
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When assisting in a Security’, PAN – PAN, or Mayday emergency.
Towing a disabled vessel to a safe area or standby during a commercial towing operation.
Attracting attention of a boater who is in violation of a law, rule of the road, etc.
Man Overboard retrieval operation
Assisting another agency, PBSO, USCG, Florida Fish and Wildlife Commission, etc.
keeping area clear of on-lookers, traffic, etc.
Law enforcement lights (blue) are not authorized anytime on the volunteer boats. Even if
a certified law enforcement officer is onboard.
1.25 Pre-Patrol Procedure
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Complete Pre-Logging Procedure. Pay particular attention to gear, condition of boat,
fuel level, oil level (where applicable), weather and water conditions. See Figure 1.6 PreCheck.
Turn on battery switch. Special Note: Unit VM14 has both a battery switch and a set of
toggle switches inside the side locker of the helm console. The battery switch should not
be touch (remains on). Batteries are to be turned on / off using the toggle switches only.
Lower engine(s) into water, start and test engine(s) giving particular attention to water
pump operation.
Perform boat start-up procedure check: e.g.
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o Lights operational
o Radio operational
o Bilge pump operational
o Horn operational
o GPS operational
o VHF Radio
o COP Radio
Call Sheriff Dispatch by telephone at 561-629-8730 and notify of AOR and # POB.
Leave message on their voice machine if necessary.
Call COP Dispatch, (Go 10-8)
Special Note: Special attention must be paid to boat VM11. It is stored on a boat lift.
The Coxswain must insure the lift is in the full down position and the lower unit of the
outboard motor is in the water before starting the engine. After the boat has been
successfully backed off the lift, the lift must be raised (remotely) out of the water before
leaving the area.
1.26 Post- Patrol Procedure
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Secure vessel to dock, slip, boat lift (see special note below), trailer (see Para 11.6), etc.
Shut down engine. Raise out drive(s).
Turn off all electronics.
Turn off battery switch. Note: Unit VM14 has both a battery switch and a set of toggle
switches inside the side locker of the helm console. Use only the toggle switches to turn
on / off battery.
Complete Post-Logging Procedures and Daily Report. See Figure 1.6.
Call COP Dispatch with a 10-7. Advice PBSO Dispatch of unit shut down.
Stow all gear, shut down all electronics.
Wash down vessel.
Remember to leave the vessel in clean, orderly and operational condition. Report all
malfunctioned equipment to the Boat Captain. Refer to Personnel Roster for
designations.
All completed paperwork is to be left in the log book.
Regardless of who completes the paperwork, it’s the Coxswains responsibility to check
over and sign / date paperwork and to make sure log is stowed before leaving vessel.
 Special Note: Special attention must be paid to boat VM11. It is stored on a boat lift.
The Coxswain must insure the lift is lowered into the water to a depth to accommodate
the loading of the boat. The Coxswain will ease the bow of the boat into the lift cradle,
much the same as driving onto a trailer. Once the boat is safely on the cradle the
Coxswain will raise the boat lift to its full “up” position. Both the lift and boat have
centering marks to aid the Coxswain during the loading and raising procedure.
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1.27 Boat / Vessel Care and Responsibilities
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Every vessel will have an assigned Boat Captain / Coxswain who is responsible for the
condition, maintenance and upkeep and weather related security of their assigned
vessel(s). Additionally, there will be two (2) alternative Coxswain assigned in the event
the primary BC or Coxswain cannot carry out their assignments. See Figure 1.10 Boat /
Vessel Care and Responsibility Assignment Form for assignments. In the event of any
changes to these assignments the primary BC / Coxswain must notify, in writing, their
chain of command with the name(s), I.D. number and contact phone number(s) of any
replacement personnel assuming responsibility of the vessel.
Any active PBSO/VM 29 unit (boat / vessel) kept in the water or on a boat lift (excluding
a boat on a trailer) must be periodically checked by the VMU member responsible for
that unit and within 3 days after the boat was last used and immediately before and after
any severe weather event.
The boat / vessel Check Log containing the PBSO Pre / Post Check Off Form and Daily
Activity Sheet Form (See Figure 1.6 and Figure 1.7) must be kept on board the boat /
vessel in a clean, dry pouch or case and must be easily accessible to any member
performing the Safety, Pre / Post Checks. Keep in mind that all documentation MUST be
signed and dated by both the VMU member filling out the form and by the Boat Captain /
Coxswain responsible for the vessel for that patrol.
The primary responsibility of an assigned Boat Captain / Coxswain is to make sure all
repairs and scheduled maintenance is carried out and completed in a timely fashion,
recorded in the log book and reported to their chain of command.
All vessel operators, (Crew Members, Coxswain and Boat Captains) have a responsibility
to record in the log book and report to the primary Coxswain / Boat Captain any safety
issues, maintenance findings and mal-functioning equipment. This communication must
be in writing and in a timely fashion.
In addition to other items covered during a pre / post or safety check, of primary
importance is the following:
- Proper stowage and use of dock line(s) [is unit properly secured]
- Water in the bilge
- Debris in the bilge
- Debris on deck
- Blocked Scuppers
- Functioning bilge pump and float switch (special attention must be paid to the
area surrounding the float switch and bilge, that it is clear of debris and clutter
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-
and it’s operation is not hampered.) A malfunction in this equipment WILL
cause damage to, or sinking of, the vessel in the event of heavy rain.
Functioning battery (allows float switch and bilge pump to operate when boat
is unattended)
Section 2.0 Dealing With Emergencies
2.1
Fire Emergency Procedure
2.1.1 Responding to a Fire Emergency.
As PBSO Volunteers remember your safety is the first and primary concern. Safety and
common sense is to be used if you decide to extinguish a fire. Do not attempt to extinguish
a major blaze or board another boat to extinguish a fire. Boarding another boat should
only be considered to aid the removal of persons to the PBSO boat. When responding to a
fire emergency the first thing you must do is:
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2.1.2
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CALL 911 and US Coast Guard Channel 16 VHF (May Day) Supplying appropriate
location and emergency data, e.g. Vessel name and number, approx... Size and type,
number of persons on board, etc.
Search area for any MOB’s.
Retrieve MOB as necessary. Follow MOB Procedures. ( Para. 2.3 Below)
Assist in the removal of persons from the distressed vessel.
Treat survivors. Follow medical emergency procedures. (Para. 2.4 Below)
Stay with distressed vessel until assistance arrives.
Assist Emergency Response Crews if directed by a responding agency, eg. USCG, Fire
Rescue, PBSO Marine Unit, etc.
Assist to keep area around distressed vessel clear form on-lookers.
Fill out and file Incident Report.
Fire on a PBSO Boat:
If underway, stop the boat. Have everyone who is not wearing a PFD put one on in case
you must abandon the boat.
Position the boat so that the fire is downwind.
o If the fire is at the back of the boat, head into the wind. If the engine must be shut
off try to keep the bow into the wind.
o If the fire is at the front of the boat, put the stern into the wind.
If the fire is in an engine space, shut off the fuel supply if the boat is so equipped.
Aim the fire extinguisher at the base of the flames, and sweep back and forth (remember
P.A.S.S.).
P: Pull pin.
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A: Aim at base of fire.
S: Squeeze handle.
S: Sweep side to side.
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2.2
Never use water on a gasoline, oil, grease, or electrical fire.
Call USCG Channel 16 (MAYDAY) and or PBSO Dispatch 911
If flames are totally out of control the Coxswain may elect to issue an Abandon Ship
order if he / she feels there is a danger to life.
Weather Emergencies
Weather can change very rapidly and create unexpected emergencies. You should always watch
for changes in the weather and monitor the weather forecast as possible
SPECIAL NOTE: In the event of a severe weather situation (Heavy Rain, Hurricane, Tropical
Storm etc.) Boat Captains / Coxswain assigned to Vessel Care and Responsibility, See Figure
1.10, should make sure vessel is properly secured to dock and bilge systems operational prior to
storm, See Check List - Para 1.27 for details. Immediately after storm (as conditions permit)
Boat Captain / Coxswain must check the vessel for damage(s).
2.2.1 Avoid Severe Weather
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Listen to VHF stations that broadcast National Oceanic and Atmospheric Administration
(NOAA) weather reports, which are updated each hour.
Be alert to weather conditions. Accumulating dark clouds, shifting winds, and graying
skies all may be indications of danger. Listen for distant thunder.
Track changes in barometer readings. A rising barometer indicates fair weather. A
falling barometer indicates foul weather is approaching.
Watch for wind direction shifts, which usually indicate a weather change.
Watch for lightning and rough water. If not electrically grounded, boats (particularly
sailboats) are vulnerable to lightning.
Be observant of weather from all directions; however, closely watch the weather to the
west, the direction from which most bad weather arrives.
Watch for fog that creates problems in inlets and bays. Typically, fog will form during
the temperature changes of the early morning or evening hours and can persist for lengthy
periods.
Head toward the nearest safe port if a thunderstorm is approaching.
Special Note: Navigational lights should be turned on between Sun Set and Sun Rise and
during overcast skies.
To determine the distance you are from an approaching thunderstorm:
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Count the number of seconds between the flash of lightning and the clap of thunder.
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Divide the number of seconds by five.
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The result is roughly the distance in miles you are from the storm.
2.2.4 Weather Warning Display Signals
Daytime Flags &
Nighttime Lights:
What the Signals Mean:
Small Craft Advisory: Winds in the range of 21 to 33 knots (24 to 38
mph) create conditions considered dangerous to small vessels.
Gale Warning: Winds are in the range of 34 to 47 knots (39 to 54
mph).
Storm Warning: Winds are 48 knots (55 mph) and above. If winds
are associated with a tropical cyclone, this warning signals winds of
48 to 63 knots.
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Hurricane Warning: Winds are 64 knots (74 mph) and above. This
warning is displayed only in connection with a hurricane.
2.3
MAN OVERBOARD PROCEDURES
There are five parts to a man overboard recovery. A breakdown in any part doesn't bode well for
the person in the water, so each needs to be understood clearly. Even more important, the manoverboard procedure should be practiced. The five segments of a recovery are as follows:
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Getting buoyancy to the victim.
Keeping the victim in sight.
Getting to the victim.
Connecting the victim to the boat.
Retrieving the victim on board.
Getting buoyancy to a victim is essential. U.S. Coast Guard regulations require a type IV
throwable device be immediately available aboard every boat larger than 16 feet. For most
boats, that's either a throwable TYPE IV Ring Buoy or square Type IV seat cushion.
The key to keeping track of the victim is to have one person never-ever take their eyes off the
swimmer. The spotter should hang onto the boat with one hand and point at the swimmer with
the other so that the skipper has a ready visual indication of the swimmer's location even if he
can't communicate with the spotter. Hit the "man overboard" button on your GPS and turn the
wheel hard over. On some units, it gives a return course to the swimmer; on others it gives a
graphic display of his location.
The first two segments-getting the victim buoyancy and having a spotter-should be done both
immediately and concurrently, while the Coxswain quickly decides how best to return to the
victim. Although there are several methods used to return the boat to the point where the Man
Over-Board occurred, the following procedure has been deemed by PBSO Training Officers to
be the quickest and most accurate. Keep in mind that every situation of a Man Over-Board has
its own particular set of circumstances. The following will be used as the standard:
Williamson turn
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The Williamson turn is a maneuver used to bring a ship or boat under power back to a point it
previously passed through, often for the purpose of recovering a man overboard. It was named
for John Williamson, USNR, who used it in 1943. The Williamson turn is most appropriate at
night or in reduced visibility, or if the point can be allowed to go (or already has gone) out of
sight, but is still relatively near.
1. Put the rudder over full Port or Starboard, toward the side the MOB went overboard.
2. After deviating from the original course by about 60 degrees, shift the rudder full to the
opposite side.
3. When heading about 20 degrees short of the reciprocal, put the rudder amidships so that
vessel will turn onto the reciprocal course.
4. Bring the vessel upwind of the person, stop the vessel in the water with the person
alongside, well forward of the propellers
When dealing with a man overboard, always bring the vessel upwind of the person if possible.
Stop the vessel in the water with the person well forward of the propellers.
Theoretically, you should be able to simply drive back to your victim, stop upwind and drift
down gently on the victim while you throw him a line. In real life, a powerboat rolling in lumpy
seas can be dangerous to the victim in the water, so the skipper needs to judge the situation and
decide on approaching from either leeward or windward side.
One danger posed by powerboats is the propellers. Without use of the engines, the boat can't
maneuver, but, on the other hand, having someone in the water, with propellers turning nearby, is
asking for trouble. The solution is to kill the engine(s) which leaves you with limited
maneuverability and more safety. Once you've returned to the swimmer's area, you need to
connect them to the boat. That can be as simple as heaving a line to the victim, throwing one of
the line-toss devices that improve accuracy or pulling a line past the swimmer.
Without putting too fine a point on it, most boaters can toss a dock line to the pier but have no
idea how to heave a coiled line 40 or 50 feet with accuracy. For that reason, a throw-rope bag
works well. This is basically a cloth bag with a handle, filled with neatly coiled line. You hang
onto the end of line protruding from the bag and, with a gentle underhand toss (like horseshoes),
you can lob the bag up to 70 feet with accuracy. This method is called Lifesling. This is a
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horseshoe or donut shaped buoy at the end of a length of line. By tossing the Lifesling over the
stern, you turn the boat in a circle around the victim. Just as with a water-ski tow rope, the
Lifesling line will cross the swimmer, who can slide down to the end. There, he puts the padded
horseshoe around his back and under his arms.
One point of strength of the Lifesling Method is that it allows a powerboat to use its
maneuverability to deliver the line to the swimmer, rather than trying to throw a line.
Furthermore, it also keeps the swimmer well away from the props until connected and, last, it's a
good solution for singlehandedly recovering a man overboard.
Other Issues all Coxswain and Crew members should be familiar with:
1.
Everyone on board must know how to use the radio to communicate effectively in an
emergency.
USCG can be reached on VHF Channel 16. However, as a backup the cell phone is
proving to be an effective lifesaver, but only if you know the phone number for the local
Coast Guard base. Simply dialing 911 will get you the local / state police, who may or
may not be able to transfer you to the Coast Guard. Program the local Coast Guard
number into your cell phone. (561) 844 – 4470 ext. 0 (Dispatch)
2.
Aboard a powerboat maneuvering near a victim, it's easy to lose sight of the MOB. Like
the trucks that have signs reading "If you can't see my mirrors, I can't see you,"
Coxswains need to take extra care when the MOB is close. The spotter should call out
the range ("ten feet, eight feet, right alongside, etc.").
3.
Don't lose track of the transmission(s). In the hectic moments, as you near the victim,
it's very easy to forget that the engine is still ticking over in reverse. First, make sure
your Crew knows that shouting isn't helpful and, second; regularly check where the shift
levers are positioned.
MOB procedures are complicated and every situation is different with many variables. It is
imperative that all boat members, Crews and Coxswains be trained and practice procedures
often.
To summarize:
2.3.1
MOB - ONE VICTIM or (UNCONSCIOUS)
1. Sound horn 5 short beeps (indicating emergency signal), turn on lights and push location
button (Mark or MOB button) on GPS. (Mark – Up – Select)
2. Coxswain assigns lookout. Lookout maintains visual contact with victim and moves to
bow.
3. Execute “Williamson” turn as described above, noting wind and direction.
4. Coxswain steers toward victim into wind or current (whichever is stronger).
5. Lookout(s) calls out distance of victim from boat in feet (approximate).
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6. Coxswain steers as close to victim as possible, stopping when near / close enough for
Crew to extend a hand, pole, boat hook, etc., whichever is more expedient.
7. Coxswain turns off engine (Not Running in Neutral).
8. All hands on board lend assistance to victim.
9. Assess general / overall condition and injuries of victim and call 911 if necessary.
10. Perform First Aid as Needed.
2.3.2
MOB - TWO VICTIMS
1. Sound horn 5 short beeps (indicating emergency signal), turn on lights and push location
button Mark or MOB button on GPS. (Mark – Up – Select)
2. Coxswain assigns lookout. Lookout maintains visual contact with victim and moves to
bow.
3. Execute “Williamson” turn as described above noting wind and direction.
4. Coxswain steers toward victims into wind or current (whichever is stronger).
5. Lookout(s) calls out distance of victim from boat in feet (approximate).
6. Coxswain steers as close to first victim as possible, stopping near / close enough for Crew
to assess victims’ immediate danger and condition. If first victim seems OK, toss a
throwable PFD and proceed to second victim. If first victim seems in immediate danger
and is in poor condition with serious injuries than proceed to retrieve first victim.
Continue to retrieve second victim. Do not lose sight of the first MOB.
7. MOB retrievals will be performed as described under “MOB - One Victim” items “5”
through “10” of paragraph 2.3.1 above.
2.3.3
MOB ROUGH SEAS or More Than Three (3) MOB’s
1. Sound horn 5 short beeps (indicating emergency signal), turn on lights and push location
button Mark or MOB button on the GPS. (Mark – Up – Select)
2. Coxswain assigns lookout. Lookout maintains visual contact with victim and moves to
bow.
3. Initiate “Pan – Pan” call to USCG on Channel 16.
4. Execute “Williamson” turn as described above, noting wind and direction.
5. Coxswain steers toward victim into wind or current (whichever is stronger).
6. Lookout(s) calls out distance of victim from boat in feet (approximate).
7. Coxswain steers as close to victim as possible for Crew and stops for Crew to extend a
pole, boat hook, or “Lifesling”, which is more expedient. “Lifesling” is described above
in text.
8. Coxswain turns off engine (Not Running in Neutral).
9. All hands on board lend assistance to victim.
10. Assess general / overall condition and injuries of victim and call 911 if necessary.
11. Perform First Aid a Needed.
2.4
Medical Emergencies
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There are many types of medical situations. Some are minor such as cuts, bruises and scraps and
other are more serious. All serious Medical Emergencies must be called into 911 immediately!
Should Crew or Coxswain trained in First Aid /CPR attempt to perform any kind of procedure
on a victim, it should only be up to his / her training level. Do not attempt to go any further.
Your job is to:
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Report and obtain help ASAP. A call to 911 Dispatch and or Channel 16 USCG.
Make victim comfortable, as is feasible
Do not administer any medication(s).
Remember to wear Protective Gloves at all times before touching any open wounds
or body fluids.
Apply clean bandage and pressure to any open wound to reduce bleeding as necessary.
Await and assist any agency responding to your call.
PBSO VM patrol boat Crew may be directed to assist by transporting either a victim to awaiting
EMT unit or a Medical Response Team (Fire / Police) to an accident scene. It is this reason all
Crew and Coxswain must know bridge locations and / or marinas where transfer can take place
in the surrounding areas of their AOR. It may be where a pickup of EMT personnel or a drop off
of a victim to awaiting EMT services. The responding agency will instruct the Crew where to
go. As Crew you MUST always know where you are and the surrounding area.
2.5
Visual Distress Signals
The most common method that a mariner uses to notify the Coast Guard that they are in distress
is via their marine VHF-FM radio Channel 16. This is the primary reason PBSOVM Units must
monitor Channel 16 when not engaged in other business on another channel.
2.5.1 Distress Signals
If you encounter a vessel displaying a visual distress signal proceed Post Haste to the vessel,
determine the nature of the emergency and follow the appropriate emergency response
procedures as outlined in this guide.
Rule 37 in the USCG Rules of the Road states: "When a vessel is in distress and requires
assistance she shall use or exhibit the signals described in Annex IV to these regulations."
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Red Star
Shells
Fog Horn
Continuous
Soundings
Flames on
A Vessel
Gun Fired at
Intervals of
One Minute
Orange
Background
Black Ball &
Square
SOS
"Mayday"
by Radio
Parachute
Red Flare
Dye Marker
(any color)
Code Flags
November
Charlie
Square Flag
and Ball
Wave
Arms
RadioTelegraph
Alarm
RadioTelephone
Alarm
Epirb
Smoke
Distress signal used only on inland waters:
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A high intensity white light flashing at regular intervals
from 50 to 70 times per minute
2.6
Dead or Injured Manatees
Florida Fish and Wildlife Conservation Commission Florida Research Institute (FWC)
Primary Hotline: 561-357-4200 (Local)
Secondary Hotline 888-404-3922 (State Wide)
John Cassady
Cell 561-262-2769
Office: 561-575-5407
Alessandra Medri
Office 561-233-2512
Cell 305-506-8465
2.7 Swimmer Caught in Undertow
Once you have spotted the swimmer follow the MOB Procedures as outlined in Paragraph 2.3 of
this guide.
2.8 Shark Bite or Water Skiing Injuries
Once you have located the victim(s) follow the Medical Emergency Procedures outlined in
Paragraph 2.4 of this guide.
2.9 Vessel taking On Water








CALL 911 and US Coast Guard Channel 16 VHF (May Day) Supplying appropriate
location and emergency data, e.g. Vessel name and number, approx... Size and type,
number of persons on board, etc.
Retrieve MOB as necessary. Follow MOB Procedures. ( Para. 2.3 )
Assist in the removal of persons from the distressed vessel.
Treat survivors. Follow medical emergency procedures. (Para. 2.4)
Stay with distressed vessel until assistance arrives.
Assist Emergency Response Crews if directed by a responding agency, eg. USCG, Fire
Rescue, PBSO Marine Unit, FWC, etc.
Assist responding agency in keeping area around distressed vessel clear form on-lookers.
Fill out and file Incident Report.
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Section 3.0 Bridge Operations
As one approaches a bridge there are several
thing to look for. Check the right side of the
bridge opening for the "clearance board". This
will give the minimum clearance, in feet, from
the water level to the bridge structure. This
will determine whether you can clear the
bridge or will need to have it open. According
to U.S.C.G. regulations, you may be subject to
both criminal and civil penalties for causing
an unnecessary bridge opening because of
"any nonstructural vessel appurtenance which is not essential to navigation or which is easily
lowered." In other words, if the only thing making you open the bridge is your VHF antenna or
outriggers, take them down. These same regulations also provide penalties for any bridge tender
who "unnecessarily delays the opening of a drawbridge after the required signal has been given."
Present Florida laws require all vessels to slow down to a SLOW SPEED (see picture
above) within 300 feet on both sides of any bridge structure.
Other things to look for as you approach the bridge are a blue sign with what looks like a
telephone receiver with a lightning bolt through it. This contains the radio frequencies that the
bridge monitors (channel 9 is the primary channel with 16 and 13 as secondary channels). It is
customary to contact the bridge tender by VHF radio to request an opening, however, there is a
sound signal that can be used. To sound signal the bridge use one prolonged blast followed
within 3 seconds with one short blast. The bridge tender will acknowledge an OK with the same
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signal. If there is a problem in opening at that time the bridge tender will answer with a "NO" by
sounding five short blasts. You acknowledge your understanding of the "NO" by responding
with five short blasts.
Every Crew / Coxswain should know the names and locations of all bridges in their Patrol AOR.
At the minimum, there should be a list of Bridges on the boat. In an emergency, a Coxswain
and Crew may be required to pick up “Emergency Medical Personnel” and bring them to a
victim or transport a seriously injured person to a bridge to awaiting medical assistance.
On the bridge you will also find a white sign that shows the hours of operation and special
operational procedures. You should note that some bridges open on demand year-round and
some only open on demand during certain parts of the year. You may also find regulatory signs
on bridges with information on speed limits or other warnings. When approaching a bridge at
night you will see three red lights in a triangular pattern. The two lower lights indicate the bridge
opening just above water level and the center light hangs from the center of the bridge span. If
you line up with the center light and keep the relative relationship of the lower lights equidistant
on either side you can be assured that you are in the center.
Refer to Para. 1.16 For information on Bridges over the ICW in Palm Beach County.
4.0 Towing Procedures
The following procedures must be followed upon encountering a disabled vessel in eminent
danger.
Approach the disabled vessel slowing down to a stop within shouting distance.
1. Shout out the following question:
What is your problem??
If the answer is one of the following
A. We have a medical emergency.
B. We have a fire on board.
C. We are taking on water.
Immediately call US Coast Guard on VHF Channel 16 and / or 911 Emergency (Medical), and /
or PBSO Sherriff Marine Unit and follow appropriate procedures for stated emergency.
For all other issues or problems you should advise the disabled vessel to drop anchor and stand
by until a towing service arrives. PBSO VM personnel may supply the phone number(s) of all
towing services in the area if the boat owner requests them. PBSO VM personnel are not to call
the towing service unless the boat owner has no means of calling. If possible, stay with the
disabled vessel until the towing service arrives. ONLY if disabled vessel is in a channel or
waterway and has the potential of becoming a hazard to navigation or is a danger to property or
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threatening a life than a tow out of the danger area should be considered. Wind, water
conditions, tide and length of disabled vessel will help the Coxswain determine if a side or inline stern tow should be used. Keep in mind that the PBSO equipment is of primary concern and
should never be subjected to danger or damage.)
4.1
Side Towing
Coxswain will instruct his / her Crew, who in turn will instruct the Crew of the disables vessel to
do the following:
1. Declare the side of your approach, e.g, “Approaching on Starboard Side” (or Port
whichever is more convenient) (It is preferable to approach from the windward side.)
2. Have Crew of disabled vessel ready fenders on appropriate side.
3. Make sure all persons on-board distressed vessel are wearing PFD’s.
4. Ready fenders of towing boat (your boat).
5. Ready 4 lines.
6. Pass the loop end of line # 1 (Bow Strap) to the disabled vessel and have them place the
loop end over their bow cleat. Tie other end to bow cleat of towing vessel.
7. Pass the loop end of line #2 (Towing Strap) to the disabled vessel and have them place
the loop end over their stern cleat. Tie other end to a forward spring or side cleat of
towing vessel.
8. Pass the loop end of line # 4 (Stern Strap) to the disabled vessel and have them place the
loop over a rear most side / stern cleat . Tie the other end to the rear or stern cleat of the
towing vessel..
9. Pass the loop end of line #3 to the disabled vessel and have them place the loop over a
forward most side cleat (forward spring cleat) Tie the other end to a stern cleat on the
towing vessel.
10. Adjustment in line tension should be made to insure the towing vessel engine is behind
the stern of the disabled vessel by at least 2 feet. There should be a 15 to 20 degree
separation in bow angles at this point.
11. Instruct disabled vessel to bring rudder to amid ship.
12. Instruct all persons on disabled vessel to be seated.
13. Commence towing.
Upon reaching the dock or pier turn the vessels so that the disabled vessel is parallel to the dock.
Commence standard docking procedures. Once the disabled vessel is secured release the towing
lines in 3,4,2,1 order. Note: Towing speed should never exceed the square root of the disabled
vessel’s water line length times 1.34. (A good rule of thumb is about 7 knots.)
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In-Line Towing (Stern Tow)
A smaller towing vessel with a line connected to a single stern cleat will have little, if any,
maneuverability. The pull exerted by the vessel being towed will either rip the cleat off of the
stern, whipping it back towards the vessel being towed at high speed, or will dip the stern of the
towing vessel under water, swamping it. You'll notice that commercial towing vessels have a tow
bit located at the centerline of the boat at least a third of the way forward, if not further forward.
The tow bit allows the towing vessel to pivot while under a strain. The tow bit also provides a
strong point of connection for the tow line and allows the helmsman to quickly lengthen or
shorten the towline to compensate for changing conditions.
Because towing is inherently dangerous, you want to ensure that your tow will be as safe as
possible. An improperly rigged tow boat can cause damage and injury. Let's review some basic
towing procedures and rigs:
1) The best point of connection to the towed vessel is the bow ring down by the waterline.
However, most boats over 30' don't have one. You, therefore, will need to construct a bridle. The
purpose of a bridle is twofold: 1) to spread the strain of the tow over two or more attachment
points and 2) to minimize yawing. The easiest way to make a bridle is to take two of your dock
lines, tie the tow line to the spliced eyes using a bowline and run the ends through your bow
chocks or hawseholes (with chafing gear) to your bow cleats. A second option is a single line
with a “bowline on a bight" tied in its center. You can, of course, use a simple overhand knot to
make the loop but you may never get it untied. The length of the bridle legs should be at least
equal to the width of your vessel plus the distance from the chocks to the bow. A word of caution
here: if your bow cleats are not fastened to the deck with through-hull bolts and back plates, they
are liable to rip off during a long tow or in rough seas. If they don't have back plates, then you
must take a couple of turns on the cleats and continue the lines aft to the stern cleats or, if on a
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sailboat, to the mast. The additional connection point will help absorb some of the shock. The
bridle rig itself should be stronger than the tow line. If anything is going to break, you want it to
be the tow line.
2) The tow line itself should be strong enough for the job at hand and be capable of some stretch.
Double-braided nylon is the traditional choice. There are, however, a number of synthetic ropes
now available that combine high strength with some elasticity (and they float). If possible, avoid
twisted nylon. If twisted nylon breaks while fully stretched, it will whip back and hurt somebody.
The tow line should be long enough so that there is Catenary (dip in the line) during the tow. The
length should be adjusted so that both vessels are "in step" - both riding up and down waves at
the same time, not one going down a wave while the other is shouldering up a wave. The longer
the tow line, the easier the ride. The easier the ride, the less stress applied to the hardware. Three
or four hundred feet of tow line is typically used when towing a thirty foot to fifty foot vessel in
from offshore - sometimes more. Very few boats keep five hundred feet of synthetic tow line
stored on board. You probably will need to use your anchor line as a tow line. Anchor line is
typically twisted nylon - the worst stuff to use. If this is the case, use as long a towline as
possible and keep your head down.
3) A bridle should be used on the stern cleats of the towing vessel as well if there is no tow bitt.
4) Plan the tow before connecting. Communication is critical during hook up and during the tow
itself. Pick a channel on your VHF to be used for primary communications. Make sure everyone
understands what will happen. Establish the person-in-charge on each vessel and the person in
charge of the tow. Plan the transfer and connection of the lines. If the seas are anything other
than calm, don't try to come directly alongside the other vessel to toss them the towline. There
are enough problems already. The safest way to transfer line is to attach a fender on the end and
another about 50 feet up (or use life jackets), let out about 150 feet of line, make a run behind the
disabled boat and then run parallel to it. The line will come up to the disabled vessels stern where
it can be snagged with a boat hook. Just be sure that the towline doesn't get entangled in the
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props of either boat and be prepared to let out slack.. The second choice is the use of a heaving
line tied to the towline.
6) Periodically check the lines for chafing and check the hardware for signs of excess stress.
When checking the rigging, ensure that no one stands in direct line of, or straddles, the tow line.
As mentioned, if the line snaps, it will whip forward and backward, severely injuring anyone in
its way.
7) Watch your speed. The tow should not exceed seven knots. A higher speed will put excessive
strain on both vessels and the towing apparatus.
8) When you get in protected waters, shorten the tow line for maximum maneuverability. Be
careful, however, as the vessels will not both slow at the same rate. You don't want the disabled
vessel overrunning the towing vessel. The towing vessel should control the rate of speed
decrease and must ensure that the tow line doesn't get wrapped in his prop(s).
9) Once near the dock, go very slowly. This is usually where the damage occurs. Work with, not
against, the wind and current. Try to use a face dock for landing.
If possible, it is suggest that once near the dock that the tow be switched to a side tow to
accommodate the docking procedure.
SECTION 5.0 Personal Flotation Devices (PFDs)
5.1 PFD Requirements

All vessels must carry one wearable U.S. Coast Guard–approved PFD (life jacket) for each
person on board.

All PFDs must be in good and serviceable condition and must be readily accessible. The
PFDs must be of the proper size for the intended wearer. Sizing for PFDs is based on body
weight and chest size.

In addition to the above requirements, vessels 16 feet in length or longer must have one
Type IV U.S. Coast Guard–approved PFD on board and readily accessible.

Children 6 years old and younger must wear a Type I, II, or III U.S. Coast Guard–approved
PFD whenever underway in a vessel less than 26 feet in length. Although not required, it is
strongly recommended that all persons on board a vessel wear a PFD. This includes all
persons who have not reached their 13th birthday.

Each person riding on or being towed behind a personal watercraft must wear a Type I, II, or
III U.S. Coast Guard–approved PFD.
5.2 Personal Floatation Devices
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Read and follow the label restrictions on all PFDs.
PFD Descriptions
Illustrations
TYPE I: Offshore Life Jackets
These vests are geared for rough or remote waters where rescue
may take awhile. They provide the most buoyancy, are excellent
for flotation, and will turn most unconscious persons face up in
the water.
TYPE II: Near-Shore Vests
These vests are good for calm waters when quick assistance or
rescue is likely. Type II vests will turn some unconscious wearers
face up in the water, but the turning is not as pronounced as with
a Type I.
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TYPE III: Flotation Aids
These vests or full-sleeved jackets are good for calm waters
when quick assistance or rescue is likely. They are not
recommended for rough waters since they will not turn most
unconscious persons face up. Type III PFDs are used for water
sports such as water-skiing. Some Type III PFDs are designed to
inflate when you enter the water.
TYPE IV: Throwable Devices/Not Wearable
These cushions and ring buoys are designed to be thrown to
someone in trouble. Since a Type IV PFD is not designed to be
worn, it is neither for rough waters nor for persons who are
unable to hold onto it.
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TYPE V: Special-Use Devices
These vests, deck suits, hybrid PFDs, and others are designed
for specific activities such as windsurfing, kayaking, or waterskiing. Some Type V PFDs are designed to inflate when you
enter the water. To be acceptable, Type V life jackets must be
worn and used in accordance with their label.
SECTION 6.0 Boat Electronics
6.1
VHF Radio
The operator by law, must be familiar with and adhere to the provisions of the Federal
Communications Commission. Although possession of the Rules and Regulations is not
required, they may be obtained from the Superintendent of Documents, U.S. Government
Printing Office, Washington, DC 20402.
Safety is the primary function of a radiotelephone aboard a boat.
At a minimum Coxswain and Crew Members should:
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1. MAINTAIN A WATCH while the radio is turned on, even though they are not
communicating. Monitoring the Calling and Distress Channel 16 (2182 kHz SSB)
is compulsory when the set is on and you are not communicating on another
channel.
2. CHOOSE THE CORRECT CHANNEL when communicating either ship-toship or ship-to-shore.
3. LIMIT THE PRELIMINARY CALL to 30 seconds. If there is no answer, you
must wait 2 minutes before repeating the call.
4. LIMIT SHIP-TO-SHIP CONVERSATIONS TO THREE MINUTES and the
content to ship's business. Be considerate of others, they may want to use the line.
5. REMEMBER THAT PUBLIC CORRESPONDENCE HAS NO TIME
LIMIT (private telephone calls) -The caller is paying the toll.
6. NEVER USE PROFANE OR OBSCENE LANGUAGE or transmit fraudulent
messages. Penalties include fines up to $10,000 or imprisonment or both.
7. AVOID RADIO CHECKS as most are unnecessary. Do not call the US Coast
Guard. If a check is really necessary, call a vessel that you know is listening.
Radio checks are prohibited on Channel 16.
Logs: It is no longer necessary to keep a log of station operations. The operator may, however,
keep a record of any distress or emergency traffic he / she hears or participates in along with a
record of maintenance performed on the equipment.
Calling Procedure: The calling procedure has been developed in the interest of brevity. Calls
are initiated on the Calling and Distress Frequency (Channel 16). If there is no traffic, begin by
calling the name of the boat three times, and followed by your boat name and its call sign.
Distress and Safety Calls
In an emergency as part of the marine safety and communication system, you have help on
Channel 16 at your fingertips wherever you may be. Emergency situations can be categorized as
distress, urgency and safety. The signals for these calls and their descriptions follow:



Distress: "MAYDAY, MAYDAY, MAYDAY." This is the International Distress
Signal and is an imperative call for assistance. It is used only when a life or vessel is in
immediate danger.
Urgency: "PAN-PAN, PAN-PAN, PAN-PAN" (PAHN PAHN). This in the
International Urgency Signal and is used when a vessel or person is in some jeopardy of a
degree less than would be indicated by Mayday.
Safety: "SECURITY, SECURITY, SECURITY" (SAY-CURE-IT-TAY). This is the
International Safety Signal and is a message about some aspect of navigational safety or a
weather warning.
Distress calls are initiated on Channel 16 because they should be heard by many boats, as well as
the Coast Guard and other shore stations within range. If you receive a distress call, cease all
transmission. All vessels having knowledge of distress traffic, and which cannot themselves
assist, are forbidden to transmit on the frequency of the distress traffic. They should, however,
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listen and follow the situation until it is evident that assistance is being provided. Transmitting
may resume after hearing an "all clear" (Silence Fini).
6.1.1 Priority list of VHF-FM Channels for Recreational Boats
Xmit
Rec
Channel Freq.
Freq.
Communication Purpose
(MHz) (MHz)
06
156.300 156.300 Inter-ship safety communications (Mandatory).
09
Commercial and non-commercial inter-ship and coast-to-coast
(commercial docks, marinas and some clubs); also used by
156.450 156.450
recreational boaters as alternate calling channel. This is also used at
some locks and bridges.
12
156.600 156.600
13
Navigational, ship's bridge to ship's bridge (1 watt only) Mandatory
156.650 156.650 for ocean vessels, dredges in channels, and large tugs while towing.
This is also the primary channel used at locks and bridges.
14
156.700 156.700
16
156.800 156.800 DISTRESS SAFETY AND CALLING (Mandatory).
22A
157.100 157.100
Primary liaison with USCG vessels and USCG shore stations, and
for CG information broadcasts.
24
157.250 161.850
Public telephone (Marine Operator); also Channels 25, 27, 84, 85,
86, 87, 88.
26
157.300 161.900 Public telephone, first priority.
28
157.400 162.000 Public telephone, first priority.
65A
156.275 156.275
67
Commercial inter-ship all areas, plus non-commercial inter-ship
(Puget Sound and Strait of Juan de Fuca). In the Lower Mississippi
156.375 156.375
River, use limited to navigation bridge-to-bridge navigation
purposes (1 watt).
68
156.425 156.425
69
156.475 156.475 Non-commercial inter-ship and ship-to-coast.
70
156.525 156.525
71
156.575 156.575 Non-commercial inter-ship and ship-to-coast.
72
156.625 156.625 Non-commercial inter-ship (2nd priority).
Port Operation, traffic advisory, still being used as channel to work
USCG shore-stations.
Port Operations channel for communications with bridge and lock
tenders. Some CG shore-stations have this as a working channel.
Port Operations inter-ship and ship-to-coast); also Channels 20A*,
66A, 73, 74, 77*
Non-commercial inter-ship and ship-to-ship coast (marinas, yacht
clubs, etc.).
Distress and Safety Calling and general purpose calling using
Digital Selective Calling (DSC) ONLY.
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78A
156.925 156.925 Non-commercial inter-ship and ship-to-coast.
79A
156.975 156.975
Commercial inter-ship and ship-to-coast.
Non-commercial inter-ship and ship-to-coast.
80A
157.025 157.025
Commercial inter-ship and ship-to-coast.
Non-commercial inter-ship on Great Lakes only.
WX-1
162.550 Weather Broadcasts.
WX-2
162.400 Weather Broadcasts.
WX-3
162.475 Weather Broadcasts.
Summary of Emergency Procedures
1.
2.
3.
4.
5.
6.
Select Channel 16.
Repeat MAYDAY three times.
Give vessel name and call sign.
Give position.
Describe emergency.
If no answer, repeat and then try another channel.
Special Note: After being hailed on VHF Channel 16, a radio operator should switch to
another undesignated operating channel, as quickly as is feasible, in order to keep Channel 16
open in the event of an emergency. The preferred channels for PBSO VMU are:
1. Channel 17 – Short range communication. (reduced power)
2. Channel 10 – Long range communication. (full power)
6.2
Phonetic Alphabet
Alpha
Bravo
Charlie
Delta
Echo
Foxtrot
Golf
Hotel
India
Juliette
Kilo
Lima
Mike
November
Oscar
Papa
Quebec
Romeo
Sierra
Tango
Uniform Yankee
Victor Zulu
Whiskey
X-Ray
6.3 COP Radio Procedures
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There are two (2) COP Radios supplied with all Boats. The first is console mounted to be used
while on marine patrol and the second is a hand help portable to be used while on foot patrol.
The radios are to be used to communicate with COP Dispatch.
The most frequently used 10 Codes are:
10-1
10-2
10-3
10-4
10-6
10-7
10-8
10-9
10-10
10-12
10-20
10-22
10-23
10-26
Reception Poor
Reception Good
Stop Transmitting
Message Received, Understood
Busy – (Give location)
Out of Service
In service
Repeat Message
Out of Service – Subject to Call
Visitors Present
Location
Disregard Last Message
Stand by (Pause)
Message Understood
10-30
10-33
10-45
10-51
10-54
10-55
10-60
Against Rules and Regulations
Emergency Traffic Only
Call By Telephone
En-Route to ……… (Give Location)
Negative - (No)
Request to Talk to Another unit
Assisting Motorist At (Give
Location)
10-61 Business or Resident Check
10-91 Switch Channels
10-97 Arrived At …(Give Location)
10-98 Completed Assignment / Available
10-108 Out of Car On Patrol
It is important to know and use the 10 Codes as appropriate. In an emergency use plain
simple language.
Other COP Codes used are Signal Codes. The two (2) most important are :
Signal 4
Boating Accident
Signal 4D
ANY Damage to Sheriff’ Office property or injury to employee / volunteer or any
damage caused to others by a Unit 29 Volunteer. THIS IS A VERY SERIOUS EVENT. Call
911 immediately before calling COP Dispatch. DO NOT give any details to 911 or COP
dispatcher other than to report an incident, basically, Time and Location. Information to be
given out in this situation is to be given directly to the PBSO Deputy only. You must wait for a
Deputy to arrive BEFORE leaving the scene and leave only when he / she release you. Record
the deputy’s name, badge number and Police Incident Report Number. The only personal
information you need to give is your Name, I.D. Number. DO NOT FILL OUT A MARINE
INCIDENT REPOPRT.
NOTE: There are very specific procedures to be followed in a SIGNAL 4D event.
have any doubts or questions you must contact your supervisor.
If you
NOTE: If you are on the water and the vessel can be driven, than you must drive it back to its
normally moored slip or to the trailer (launching location) after release by PBSO Deputy. (There
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are certain situations where a PBSO 911 call may not be warranted, e.g. your boat hitting
submerged object). If the boat is operational the Coxswain may decide to drive to the nearest
marina. If the vessel cannot be driven drop anchor, call COP Dispatch to report situation and
call one of the towing services or another PBSO VM unit if they are in the area. If your vessel
has a fire emergency follow emergency procedures Para. 2.1.2. If fire cannot be extinguished,
call 911, Fire Rescue and / or US Coast Guard on VHF Channel 16. As a last resort, an
Abandon Ship Order may be given if Boat Captain / Coxswain deem it necessary for safety of
Crew. If you are driving a tow vehicle with a trailer and boat and an incident occurs, follow
procedures as outlined in the VEHICLE Incident Procedure, Signal 4D and Signal 4.
Other SIGNAL CODES are:
4
4-D
8
8-A
11
13
13-P
15
21
Motor Vehicle Crash
Any damage to S/O Equipment
Missing Person
Missing Person – Alzheimer’s
Abandoned Vehicle - (Location)
Suspicious Vehicle - ( Location)
Suspicious Person – (Description)
Special Assignment
Burglary (Res. – Bus. – Vehicle)
22
37
40
41
49
73
79
89
Disturbance
Juvenile Trouble
Malicious Mischief – Vandalism
Robbery
Audible (Burglar) Alarm
Person Down (Sick Person)
Suspicious Incidence
Graffiti
6.4 Marine GPS
The GPS satellites transmit signals to a GPS receiver. These receivers passively receive satellite
signals; they do not transmit and require an unobstructed view of the sky, so they can only be
used effectively outdoors. GPS operations depend on a very accurate time reference, which is
provided by atomic clocks on board the satellites.
Each GPS satellite transmits data that indicates its location and the current time. All GPS
satellites synchronize operations so that these repeating signals are transmitted at the same
instant. The signals, moving at the speed of light, arrive at a GPS receiver at slightly different
times because some satellites are further away than others. The distance to the GPS satellites can
be determined by estimating the amount of time it takes for their signals to reach the receiver.
When the receiver estimates the distance to at least four GPS satellites, it can calculate its
position in three dimensions.
There are at least 24 operational GPS satellites at all times plus a number of spares. The
satellites, operated by the US DoD, orbit with a period of 12 hours (two orbits per day) at a
height of about 11,500 miles traveling at near 2,000mph. Ground stations are used to precisely
track each satellite's orbit.
Marine GPS systems differ from car GPS systems in that they come pre-loaded with tide data,
specific marine maps, details of coastal navigation aids and detail about the shore line.
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Navigation is the process of traveling from one place to another and knowing where you are in
relation to your desired course.
Position is an exact, unique location based on a geographic coordinate system. Marine
navigation is based on the latitude/longitude coordinate system.
Meridians of Longitude are a set of imaginary circles around the earth that pass through the
north and south poles. Longitude describes position in terms of how many degrees it is east or
west of the Prime Meridian (0° Longitude which runs through Greenwich England). Example:
the ICW in Palm Beach County has a longitude of 80 degrees. A Longitude of 79 degrees would
be in the ocean.
Parallels of Latitude are another set of imaginary circles that are perpendicular to the earth's
polar axis. Latitude describes position in terms of how many degrees it is north or south of the
equator (0° Latitude). PBC is approximately 26 degrees, where 25 degrees would be in Miami.
A waypoint marks an exact position fix so it can be recalled for future use. The GPS lets you
mark waypoints electronically, without physical landmarks.
Bearing is a compass direction to a particular destination (waypoint) from your present position.
Track is a compass direction representing your course over ground or course made good.
The GPS accepts waypoints (where you want to go) and routes (a series of waypoints leading to
your final destination). Once you have input a waypoint the GPS will calculate your current
position and give you, at minimum, the following information:
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A course to steer to the waypoint (continually updated)
The distance to the waypoint (continually updated)
Once underway - your speed (continually updated)
The time it will take to get to the waypoint at your current speed (continually updated)
Turn, Steer or Off-Course Error -- the GPS should tell you when you are off course and
what direction to turn to get back on course.
Various alarms should be available such as:
o an arrival alarm which sounds when approaching a waypoint
o a proximity alarm which sounds when you come within a preset distance of any of
several waypoints, regardless of whether they are your destination
o an anchor alarm which sounds when you travel more than a preset distance from a
waypoint
o an off-course alarm which sounds whenever you are exceeding a preset distance
from your intended course
Water depth
Latitude and Longitude
ENTERING COORDINATES
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NAVIGATING TO A WAYPOINT
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Push HOME
Where To
Waypoints
New Waypoints
(Select)
(Select)
(Select)
Note Waypoint Number
Edit Waypoint
Position
Enter Coordinates
(Select)
(Select)
(Select)
Push HOME
Where To
Waypoints
(Find the Waypoint Number)
Navigate To
Go To
(Select)
(Select)
(Select)
(Select)
Set N and W coordinates
(Select)
(Use right arrow to scroll to next number)
For more detailed information on the GPS 400 / 500 Series Marine GPS go to the Garmin Web
Site and down load the operator’s manual (Acrobat Reader required.).
Section 7.0 Anchoring Procedures
7.1 ANCHORING PROCEDURE
The purpose of anchoring your boat is to hold your boat in a given position on the water. Every
Coxswain and Crew should be familiar with anchoring procedures in the event of an emergency
situation.
7.1.1 TYPES OF ANCHORS
Illustrations
Type of
Anchor
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Advantage
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Mushroom
Small. Adequate for
soft, sandy bottom
Difficulty anchoring in
rocky areas or hard
bottoms
Fluke
(Danforth)
Most versatile of all
anchors for the
recreational boater
May become fouled in
rocks
Plow
Strong holding power
Heavy, large. Hold in
most types of bottoms.
7.1.2 Ground Tackle
Ground tackle is the anchoring equipment and consists of: rope, chain, shackles and the anchor
itself.
7.1.3 Anchoring From The stern
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Stern anchoring will cause the stern to be held down and quickly flood if waves come
over the stern. The bow of your boat is designed to break through waves, not the flat
stern. Never anchor from the stern.
Significant property and environmental damage can occur when an improperly anchored
boat slips anchor (loses grip) and drifts into reefs, boats, marinas, or runs aground.
Add about 3-6 feet of chain between the anchor and the anchor line. This added weight
allows the anchor to settle quickly and helps the anchor hold into the bottom. The term
“rode” means that portion of the anchor line from the boat to the anchor.
7.1.3 Scope
Scope is the arc of the line as it floats through the water from the boat to where it is attached to
the anchor on the bottom.
When anchoring in areas of swift (moving) water, tidal influence, or when the wind is blowing,
you need a minimum of 7 to 10 times the amount of line as the depth of the water you will
anchor in. It is a good practice to measure, at 25 foot intervals, and mark your anchor line with a
permanent marker. This will help in determining how much line is paying out.
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Calm water anchoring, with little or no wind effect, requires less scope (3 – 4 times the
depth of the water).
NOTE: PBSO FTO’s have determined that for all waters in our AOR the best number to
use is 5 times the depth of the water.
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7.2
Procedures for anchoring:
7.2.1 Calm Water (inland lake, ponds)
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Select your anchorage. Ensure (as is possible) there are no underwater cables or pipes.
Avoid anchoring near power and chemical plants, military installations or under bridges.
Coxswain notes wind / current directions and water depth.
Coxswain assigns Crew member to retrieve anchor from anchor locker.
Coxswain points bow of boat into the wind.
From the bow, Crew member make one round turn on the bow cleat with the anchor line.
Crew member than lifts the anchor up and over the side and slowly lower the anchor until
it hits bottom.
Coxswain indicates the amount of line he / she requires to let out. Calm Water (inland
lake, ponds) 3 to 4 times depth of water.
Crew member pays out the line, using the cleat to help control the line speed until anchor
hits bottom. Crew let out additional amount of line to ensure proper scope. (Estimated).
Crew secures the line to bow cleat with adequate cleat hitches.
Crew member will coil the remaining line and store it properly.
Crew notes 2 shore line cross points of reference to record into the daily log.
7.2.2 Swift Water, Tidal Waters, Oceans and Large Lakes
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Procedure is same as above with the following exceptions:
Under Coxswain direction Crew member will pay out the additional amount of line for
proper scope. Amount of line for Swift Water, Tidal Waters, Oceans and Large Lakes can
be 7 to 8 times the water depth. Caution: The line may automatically pay out as the
boat drifts and precautions need to be taken to ensure the lines pays out without
becoming entangled.
Once the proper amount of line has been let out and to insure the anchor is properly set
the Coxswain may elect to slowly back up until the anchor holds (the line will become
very taunt) and will generally be at a 45-degree angle to the bow. (This procedure
should be executed only if there is some doubt as to whether the anchor is set.)
Crew member will secure line to the bow cleat with a round turn and adequate cleat
hitches to secure the line.
Crew member will coil the remaining line and store it properly.
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
7.3
Crew notes 2 shore line cross points of reference to record into the daily log.
(Periodically note the position on the water in relation to shore structures, and other boats
to ensure the boat is not moving or swinging too close to other boats. Movement indicates
the anchor has "let go" or your swing radius is too large.
Weighing Anchor
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Coxswain will move the boat forward in the direction of where he / she estimate the
anchor to be, and at the same time, a Crew member will bring in the slack line.
Crew member will keep at least one round turn on the bow cleat to avoid entanglement
Once the line is tending straight up and down, the Crew member will put a second hitch
around the bow cleat.
The Coxswain will continue forward until the anchor has broken free from the bottom.
If the anchor is stuck, the Coxswain can have the Crew member reattach the line to the
bow cleat and slowly back up the boat (opposite to the angle the anchor line was
originally tending (circling to the right or left) enough to apply force to the line to break
free the anchor.
Note: Coxswain must always be aware of the anchor line and its relationship to the
propellers.
Once aweigh, the Crew member will slowly raise the anchor.
When the chain is visible the Crew member will hold the anchor line out away from the
hull to prevent the chain or anchor from causing damage. If there is mud, raise and
lower the anchor into the water to wash it away.
The Crew member will Stow the anchor and line in a the anchor locker.
The anchor line should be rinsed off with clear water upon arrival at home port.
SECTION 8.0 BOAT BASICS
8.1
Trim / Tilt for Outboards and Inboard / Outboards (I/O)
Many outboards and most inboard/outboards (I/O’s) come equipped with power trim which
raises or lowers the drive unit. In this case the term "trim" refers to the running position of the
engine drive unit.
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Although most people know that the trimming movement raises and lowers the bow, many are
unaware that it also can effect steering and performance. When you trim your drive unit either
"in" or "out" you may feel a pull on the steering wheel either to the right or left.
If the steering pull grows beyond a slight pull, an inadvertent release of the wheel can cause the
boat to go into a sharp turn and passengers could be thrown around, or even out of, the boat. Be
sure to keep a firm grip on the steering wheel.
The three positions of trim and results are as follows:
Trimming In (Down)
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Lowers the bow
Results in quicker planning, especially with a heavy load
Improves ride in choppy water
Increases steering torque or pull to the right
Neutral Trimming
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Lowers the bow
Normally results in greater efficiency. (Note that the propeller shaft,
which connects the propeller to the drive shaft, is parallel to the
surface of the water.)
Trimming Out (Up)
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8.2
Lifts the bow
Increases top speed
Increases clearance in shallow waters
Increases steering torque or pull to the left
In excess, causes the boat to bounce
Fuel and Your Boat
How much fuel you need to carry depends on the design of your boat and the intended use. In a sailing
vessel, for instance, a 50 gallon tank of diesel feeding a 25 hp auxiliary engine cursing at 80 percent of
top speed could propel a 33 foot sailboat 300 miles at 7 knots in calm weather. That same amount of fuel
would take a twin engine 40 foot sport fisher only about 33 miles at 40 knots. This boat would need 450
gallons to cover 300 miles at that speed. Planning hulls need much more power than displacement hulls
and use more fuel per mile. However their ability to carry fuel is limited because their planning ability is
affected by weight.
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Gasoline weighs about 6.1 pounds per gallon. Diesel weights about 7.1 pounds per gallon. Both gasoline
and diesel engines use about 0.6 pound of fuel per horsepower per hour. On average, diesel fuel contains
about 140,000 BTUs per gallon or 10 percent more energy than the same volume of gasoline. Your
engine uses the fuel you purchase in several ways.
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35 percent is given up to the atmosphere in heat
25 percent is given up in heat and vibration absorbed by surrounding water
10 percent is given up to overcome wave resistance
6 percent to overcome wave formation and prop wash against the hull
7 percent to overcome skin friction
2 percent is wasted in friction at the propeller shaft
1 percent to overcome air resistance
This leaves about 13-14 percent of the original energy to turn the propeller.
Diesel engines consume about 1 gallon per hour for every 18 hp used. You can estimate the number of
gallons consumed per hour by multiplying horsepower used by 0.055.
Note: An engine at cruising speed usually uses only about two-thirds of its maximum available
horsepower. Most marine engines are designed to run continuously at between 60 and 75 percent of
maximum speed. Diesels tend to be more toward the top of the range.
Gasoline four stroke inboard engines need about 1 gallon per hour for every 10 hp used. The number of
gallons consumed per hour can be estimated by multiplying horsepower used by 0.100. Outboards might
use considerably more since two stroke motors seem to have a greater thirst than four stroke motors.
A good rule of thumb is to use one-third of the fuel in your tank to get there, one-third to get back and
save the last third as an emergency backup.
8.3.1 FUEL CONSERVATION TIPS
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Use proper oil mix in motor.
Keep hull clean to reduce friction.
Drain all water before leaving dock.
Distribute weight evenly and don't overload.
Shut off engine when at dock or at rest.
Make fewer turns so as to not increase motor load.
Plane smoothly and quickly during take-off then throttle back to cruising speed.
8.4 Fueling Procedures - Fueling the boat is very much like fueling the car, with one major
exception……..SAFETY…….. There is a very definite procedure on how to fuel a boat. It
must be followed every time a vessel takes on fuel. No exceptions!!! Fueling a boat can be a
very dangerous procedure only if certain guide lines and approved procedures are not followed.
8.4.1 On-Board Fuel Tanks
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Make sure the boat is secured to the dock.
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Switch off engine(s).
Extinguish all open flames.
Do not use electrical switches.
No smoking.
Ports, hatches, and doors closed.
Determine quantity of fuel required and make sure it is the proper type of fuel.
Hold hose nozzle firmly against fill pipe opening.
Do not overfill.
Wipe up all spillage.
Open ports, hatches, and doors to ventilate.
Turn blower on for four minutes - minimum.
Do the sniff test.
Start engine(s).
Untie from dock and cast off.
Under federal law (the Oil Pollution Act of 1990 and the Clean Water Act) it is illegal to discharge any
petroleum product into the water. By law, any oil or fuel spill that leaves sheen on the water must be
reported to the U.S. Coast Guard at 1-800-424-8802.
8.6 Rules of the Road – (Most Common)
The U.S. Coast Guard’s Navigation Rules (International-Inland) publication can be ordered by
calling the U.S. Government Printing office at (202) 783-3238. The 36 rules and five annexes
contained within this publication are specifically designed to help the boat operator prevent
vessel collisions. All mariners are required to know and responsibly apply these navigation
rules when operating their vessels. Some of the most important rules contained within this
publication are summarized below.
Rule - 2, Responsibility, requires that due regard shall he given to all dangers of navigation and
collision. This rule allows the mariner to depart from the rules as necessary to avoid the
immediate danger of collision. This rule is often applied when the risk of collision between three
or more vessels may occur. It is the mariner’s responsibility to take the necessary actions to
avoid a collision.
Rule – 4, Requires that every vessel shall at all times maintain a proper lookout using sight and
hearing as well as by all available means appropriate in the prevailing circumstances so as to
make a full appraisal of the situation and of the possible risk of collision.
Rule – 6, Requires that every vessel shall at all times proceed at a safe speed so that she can take
proper and effective action to avoid collision and be stopped within a distance appropriate to the
prevailing circumstances and conditions. In determining safe speed the following factors shall be
among those taken into account: the visibility, traffic density, maneuverability of the vessel with
special reference to stopping distance and turning ability, at night the presence of background
light such as from shore lights, the state of the wind, sea, current, proximity of navigational
hazards, and the draft in relation to the available depth of water. Additionally, vessels with
operational radar must use that radar to its fullest extent to determine the risk of collision.
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Rule – 7, Risk of Collision, states that every vessel shall use all available means to determine if
risk of collision exists; if there is any doubt, assume that it does exist. Risk of collision shall be
deemed to exist if the compass bearing from your vessel to an approaching vessel does not
change. Constant bearing decreasing range (CBDR) is the term we use to describe this situation.
Collision risk may sometimes exist even when appreciable bearing change is evident,
particularly when approaching a very large vessel or a vessel towing or when approaching a
vessel at very close ranges.
Rule - 8, Action to Avoid Collision, provides specific guidance on how to maneuver your vessel
so as to avoid a collision. Changes in course and speed shall be large enough so as to be readily
apparent to the other vessel. If there is sufficient sea room, alteration of course alone may be the
most effective action to avoid a close quarters situation provided that it is made in good time, is
substantial and does not result in another close quarters situation. If necessary to avoid collision
or allow more time to assess the situation, a vessel shall slacken her speed or take all way off by
stopping or reversing her propulsion. A vessel which is required not to impede the passage of
another vessel shall take early and substantial action to allow sufficient sea room for the passage
of the other vessel.
Rule - 9, Narrow Channels, states that a vessel proceeding along the course of a narrow channel
or fairway shall keep as near to the outer limit of the channel which lies on her starboard (right)
side as is safe and practicable, A vessel less than 20 meters in length or sailing vessel shall not
impede the passage of a vessel, which can safely navigate only within the narrow channel.
Rule - 14, Head-On Situation, states that vessels which are approaching head-on shall alter
course to starboard so each will pass port to port.
Rule - 15, Crossing Situation, states that when two power driven vessels are crossing so as to
involve risk of collision, the vessel which has the other vessel on her starboard side shall keep
out of the way, and shall, if the circumstances of the case admit, avoid crossing ahead of the
other vessel.
SECTION 9.0 Docking and Undocking
9.1 Docking Without Wind
Wind is probably the hardest thing to contend with, when docking a boat, but there's a lot of
water to pass under the bridge before that discussion. However, many of the techniques we're
about to cover will also prove useful in coping with wind.
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What's your angle?
The first thing to notice is the angle of your approach. This
makes it much easier to aim for a particular spot, and to bring
the boat in close to the dock without scraping. There isn't
always enough "sea room" to do this, but when possible, using
an angled approach makes it easier.
Coasting and the power turn
Secondly, think about what throttle setting you would use at the
beginning of the approach. A calm, orderly, accurate docking
will usually require the slowest speed available, but on many
boats, even idle speed is so fast that they have to coast.
However, coasting is when "steerage" is at its minimum, and there is no discharge current from
the propeller to amplify the effect of the rudder. Even when going very slowly, we still steer
with power, when necessary. If in neutral gear, give a short shot of forward gear (generally
only at idle speed, but use more if required), to steer the boat onto course, and then coast for
another distance. If already in gear, and the boat is still getting away from you, open the throttle
briefly for a few moments until you regain control. The general principle is that the sharpest
turns can be made when the boat is going extremely slowly, because it will skid less widely
through the turn. Yet, the turn is often best done with power, so reconciling these two conflicting
demands (minimal power to go slow, more power to steer), means using power intermittently,
and then using it vigorously enough to perform the maneuver.
The next thing to do, as the dock draws nearer, is to start to turn
the boat. However, this is also about the time that you should
decelerate to a stop, in reverse gear. While slowing down, the
vessel may be hard to steer. This is largely because very little
water will be flowing over the rudder / or drive.
Fortunately, boats in motion have momentum: once in motion,
they tend to continue in motion, and once turning, they tend to
continue to turn. This sometimes confounds the less skilled
skipper, and yet momentum is exactly what to use when all other
steering options fail. At just what point to turn, and how hard
and for how long, will vary by boat, the prevailing conditions
and by the skipper's individual style. But the boat must turn,
and often this will be done by a brief, firm pulse of power, with
the wheel hard over.
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NOTE: it is very common for propellers to thrust
asymmetrically, more on one side than the other, and in
some boats the effect is often especially strong in reverse
gear. It's called "walking", because it almost seems as if
the stern of the boat wants to walk sideways, when you
first engage reverse propulsion, rather than go backwards.
It's because of this effect that we are discussing
specifically port-side-to docking. Right hand propellers
walk the stern to port, in reverse (a minority of propellers
is "left hand" - for them, this whole discussion is a mirror
image). So, not quite as much turning momentum is
required as would otherwise be. Asymmetrical thrust can
be a nuisance, so at least in circumstances like this when it
can be helpful, we might as well avail ourselves of it.
9.2 Docking Broadside into the Wind
Docking in an “off-the-dock wind” as illustrated, is that a long angled run at the slip is not
possible, making an already difficult
maneuver even more invigorating!
Planning hull power boats suffer wind
effects more than others. Docking into a
brisk wind, like 20–25 knots, stretches
everybody’s skills.
The problem arises because, to do this
docking, you must, eventually and
inevitably, slow down and turn the boat
broadside to the wind. The moving mass of
air will then blow you away from the dock,
and itself will also turn the vessel. Your
options for countering the wind quickly
dwindle, because boats cannot propel
themselves sideways and you may have
very little steering ability as the boat loses headway.
The diagram shows where the boat actually goes, and it bears no resemblance whatsoever to
where you want it to go.
Notice, in the diagrams which follow, that the boat approaches the dock much more to one side
of the slip (the outside side of the turn) than if there were no wind. This is because you will use
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power, in forward gear, as you turn, to control the boat, and that will move the boat ahead, in its
slip. So, starting off to the side makes allowance for this.
Also, the initial approach is made almost perpendicular to the dock, keeping the effects of the
wind (especially the turning effect) to a minimum until the very last moments, and for the same
reason the turn is done relatively late, with the hull already very close to the dock.
The maneuver will require very positive control of the vessel, necessitating, at times, vigorous
(but brief) use of steering and throttle. Consequently, it must be done skillfully and attentively,
firmly but smoothly.
9.2.1 Momentum
When thinking about docking into the wind,
consider the concept of throwing the boat at
the dock, using a spinning motion to skid and
slide the vessel into its slip, against the wind.
You generate the “throw” by (1) taking a little
run at it, and/or( 2) by giving a firm but gentle
surge of power as you begin your final turn.
The gray arrows, in the illustration, show the
momentum which you develop, and which
persists (for a while) after the boat has
turned.
Now, done just right, the boat will slide
into its slip with a rotary motion, coming to
a stop at exactly the right spot. Don’t get
carried away (figuratively or literally).
Take a little run, and use power gently.
If in doubt, under do it — better to err on
the side of not coming in closely enough
than of crashing into the pier or into nearby
boats. At the least, after several attempts to
dock your boat, you learn how your vessel
handles that day under those specific conditions.
9.2.2 Play the Wind
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At the other end of the spectrum, you can finesse your boat into position by starting out virtually
stopped in the water, and then by playing with the wind. We know that as the turn begins, from a
“head-to-wind” orientation, the wind will catch the bow and complete the turn for you.
It often does this in a big hurry, too, and leaves you still some distance from the dock, blowing
away as you turn. You counter this with power, with the rudder (or outdrive) often somewhere
near center. Let the wind turn you. Encourage it to do so. You can’t fight it, so co-operate with it.
Constantly adjust the throttle and rudder, as necessary, to keep the bow very close to the dock,
and pay attention, because this all happens very quickly.
9.2.3
Combination Theory
The two aforementioned techniques often blend seamlessly into one. Using them in combination
allows you to commit not quite so much momentum to the maneuver, so you can go a little more
slowly, and yet still have enough speed to achieve that final, sideways slide against the wind, in
to the dock.
Don’t relax until you get that boat secured! A significant broadside wind will have it scooting
back into open water. If you’re short-handed for Crew, you may only have time to get one line
on before the vessel starts its downwind drift, so you have to have your mind and your
equipment organized in advance, and know which line you’re going to use.
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One method is the “Low-line," a double spring, one
end attached at the stern and the other near the bow. It
can be used with power, but even without it you can
take the middle of the line ashore and use it to move
the vessel ahead or astern or to pull in on either end —
all of this with only the one line. You may have to cleat
it off, somewhere in the middle, and do it fairly briskly
if the wind is strong.
You may, then, be able to leave it there, performing the
function of two spring lines, and adding bow and stern
lines, as usual. Whatever you do, you must do quickly. The force of the wind broadside on even
a medium-size small craft often surprises even experienced boaters.
9.3 Docking the Boat in a Quartering Wind
Familiar refrains of some of the basic principles which underlie all docking maneuvers is
“timing, vigor and duration” . However, these maneuvers vary when docking in a quartering
wind. It is difficult to show, in a diagram, how different this is from docking in calm weather.
The “crabbing”, angled track through the water, to compensate for the wind, the more decisive
use of engine power, the unavoidable speed with which everything happens — all of these are
very unlike the similar maneuver on a windless day, and yet on paper the distinctions appear
much more subtle than they really are.
Doing it well involves understanding (even if “only” intuitively) something about hulls (and their
interactions with water and air), rudder steering, propeller steering (asymmetrical thrust), and
angular and linear momentum, among other things.
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Keeping up the momentum: From here on in, this
docking is a momentum exercise. This particular
technique entails taking a gentle run at it. Make sure
your lines and fenders are organized first. Now, as you
slow to a stop, thereby losing the ability to steer to
power steer the boat, momentum which will, to some
degree, continue your upwind, dock-ward, sideways
journey towards the dock, against the wind, even
without further throttle or rudder control. Also, just
before shifting into neutral or reverse gear (as the
occasion demands), give the boat a little spin — it will
continue to yaw, and slide the boat into a parallel
orientation with the dock.
It all amounts to a spinning skid into position, and it
requires some practice and experience to get it right.
9.4
Docking Stern To
Stern to docking has many advantages over docking with the bow in towards land. In many
boats, it's just easier to load gear and get on and off from the cockpit than over the bow.
Although docking this way is commonly done, it's also common to see it not done, and not only
for reasons such as protecting the rudder from grounding or hitting the dock, important though
that is.
Many, but not all, boats steer poorly in reverse. There
are many reasons for this, including very little water
flow over the rudder, asymmetric propeller thrust (the
sideways force exerted by the propeller, especially in
reverse gear), which renders sternway steerage almost
impossible in some boats, and the simple dynamics of
the hull-water interaction, which work much better
when making headway. If a wind is blowing, it
frequently compounds reverse steerage problems, and
a vessel which can be controlled in a fresh breeze
when making headway may become less predictable
when making sternway.
A simple trick to counteract asymmetric thrust is to use
the propeller as minimally as possible. Get the boat
moving astern just barely enough to enable the rudder
to steer, and then go into neutral and drift backwards.
It doesn't work for every boat, but it does for many.
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Another problem to overcome is that of “contrary
motion and propulsion” — in this instance using
forward gear while you're still going backwards.
Forward gear is commonly used when making
sternway (briefly enough to allow the vessel to
continue movement astern), firstly because steering is
so much better in forward gear than in reverse (in
many boats), and secondly as a means of putting on the
brakes!
However, it gets more complicated than that because
the concepts and techniques for “contrary steering” are
completely different depending upon whether you're
making sternway and then putting the boat into
forward gear, or making headway and putting the boat
into reverse gear.
9.5 Undocking
Prior to getting underway, you should implement an undocking plan with the help of your
passengers. You should consider the traffic in the area, the direction of wind and current and the
depth of the water.
When the wind or current is pushing your boat away from the dock the procedure is simple.
1. Cast off lines and pull in fenders as the wind blows you away.
2. When clear and safely away from the dock and other boats, shift to forward and depart at idle
speed.
3. Be careful to make sure you have been pushed safely away and that the stern will not hit the
dock as you motor forward and turn. Remember: A boat does not steer like a car, it pivots
on its axis.
If the wind or current is pushing your boat toward the dock you will have to do some extra
planning.
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1. Cast off all lines except an after bow spring line. This line will keep you from moving forward
and allow the stern to pivot away from the dock. (See illustration)
2. You may want to use a fender forward to cushion the bow of the boat against the dock.
3. Turn the motor or rudder to the direction necessary to push the stern away from the dock.
4. Shift into forward at idle speed. Slowly, very slowly.
5. The stern will swing away from the dock. When it is clear of all obstacles and traffic, cast off
the spring line and back away from the dock.
6. When you are safely away, shift to forward and idle away from the dock.
Once you are clear of the dock, stow lines and fenders so they will not be in the way or pose a
tripping hazard. Be sure to control speed when leaving the dock and check for other boats,
swimmers or other obstacles.
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SECTION 10 AIDS TO NAVIGATION
(ATON)
10.1 U.S. Aids To Navigation System
The waters of the United States and its territories are marked to assist navigation by the U.S.
Aids to Navigation System. This system employs a simple arrangement of colors, shapes,
numbers and light characteristics to mark navigable channels, waterways and obstructions
adjacent to these.
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Aids may be anything from lighted structures, beacons, day markers, and range lights, to
floating buoys.
Each aid has a purpose for determining location, getting from one place to another or
avoiding danger.
The U.S. Aids to Navigation System is intended for use with nautical charts published by
NOAA.
Charts show the coastline, buoys and beacons, depths of water, bridge heights, land
features, directional information, marine hazards and other pertinent information.
10.2 Beacons
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10.3
Beacons are aids to navigation structures that are permanently fixed to the earth's surface.
They range from lighthouses to small, single-pile structures and may be located on land
or in the water.
Lighted beacons are called lights; unlighted beacons are called day beacons.
Beacons exhibit a day mark to make them readily visible and easily identifiable.
Generally, the day mark, during daylight hours, means the same as a light or reflector at
night.
Buoys (floating aids that come in many shapes and sizes), moored to the seabed by
concrete sinkers with chain or synthetic rope moorings of various lengths connected to
the buoy body. Convey information to the boater by their shape or color, by the
characteristics of a visible or audible signal, or a combination of two or more such
features.
Local Notice to Mariners (LNM) on the Internet
The USCG publishes the Local Notice to Mariners, (LNM), via the Internet;
http://www.navcen.uscg.gov/lnm/default.htm
LNM provide weekly updates concerning navigable waters within a geographic area. Updates
can include:
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Reports of buoys that are off-station or are not displaying proper lights (burned out
lamps)
Explanation and duration of dredging or construction projects
Location and duration of Marine Safety Zones as part of Home Land Security measures.
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If you boat on the Navigable Waters of the US (salt water, Great Lakes, Mississippi River, etc.),
it is strongly recommended that you subscribe to the LNM.
10.4
LATERAL SYSTEM (FEDERAL)
The waters of the United States are marked for safe navigation by the lateral system of buoys.
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The system consists of a simple arrangement of colors, shapes, numbers, and light
characteristics to show the side on which a buoy should be passed when proceeding in a
given direction.
The characteristics are determined by the position of the buoy with respect to the
navigable channels as the channels are entered from seaward. Lateral System buoys
correspond to the buoys noted on a nautical chart.
The expression "red right returning" has long been used by the mariner as a reminder that
the red buoys are kept to the boater’s starboard (right) side when proceeding from the
open sea into port (upstream).
Likewise, green buoys are kept to the port (left) side.
Red buoys are always even numbered.
Green buoys are odd numbered.
Red and white vertically striped buoys mark the center of the channel.
10.4.1 Lateral System (As Seen Entering From Seaward)
Port Side Odd Numbered Aids
Light
Day beacon
Starboard Side Even Numbered Aids
Light
Daybeacon
Preferred Channel To Starboard Topmost Band Green
Green Light Only
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Green Light Only
Lighted Buoy
Can
Red Light Only
Lighted Buoy
Nun
Preferred Channel To Port Topmost Band Red
Red Light Only
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NAUTICAL CHART
NAUTICAL CHART VISUAL VIEW
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10.5 UNIFORM STATE WATERWAY MARKING SYSTEM
Most waterways used by boaters are located entirely within the boundaries of the state. The
Uniform State Waterway Marking System has been devised for these waters but as of December
31, 2003 this System was merged into lateral marking system although in some areas you may
still find these buoys.
The waterway marking system employs buoys and signs with distinctive standard shapes to show
regulatory or advisory information. These markers are white with black letters and have orange
borders at the top and bottom of the buoy. They signify speed zones, restricted areas, danger
areas, and general information.
When lighted, may display any white light rhythm except quick flashing and flashing.
Boat Exclusion Area - Explanation may be placed outside the crossed diamond
shape, such as dam, rapids, swim area, etc.
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Danger - The nature of danger may be indicated inside the diamond shape, such as
rock, wreck, shoal, dam, etc.
Controlled Area - Type of control is indicated in the circle, such as slow, no wake,
anchoring, etc
Information - For displaying information such as directions, distances, locations,
etc.
Buoys used to display regulatory markers
Buoys may show white light and may be lettered
Aids to navigation on state waters use red and green buoys to mark channel limits. Red and
green buoys are generally used in pairs. The boat should pass between the red buoy and its
companion green buoy, not between the buoy and the shoreline!
10.6
NON-LATERAL AIDS TO NAVIGATION
Day-boards — May Be Lettered
The only purpose of these diamond shaped day-boards is to determine
location. NOAA charts must be consulted.
Safe Water - No Numbers (May Be Lettered)
These aids are used to mark fairways (navigable portion of a
river or the main channel), mid-channels, and offshore
approach points, and have unobstructed water on all sides.
They can also be used by the vessel operator transiting offshore
waters to identify the proximity of intended landfall.
Lighted/unlighted buoy may show a red top mark. When
lighted, these aids show "Morse Code Alpha", shown as
.
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Ranges are a PAIR of aids to navigation. When the day-boards and/or lights appear to be
in line with each other, it assists the vessel operator in maintaining a safe course within
the navigable channel. The appropriate nautical chart must be consulted when using ranges
to determine whether the range marks the centerline of the navigable channel and also
what section of the range may be safety traversed. Ranges are generally, but not always,
lighted, and display rectangular day--boards of various colors. Ranges, which are lit 24
hours a day, may not have day-boards.
10.7 INTRACOASTAL WATERWAY (ICW)
The ICW runs parallel to the Atlantic and gulf coasts from Manasquan Inlet, New Jersey to the
Mexican border. Aids to navigation marking the ICW display unique yellow symbols. When
following the ICW in a direction from New Jersey to Texas, keep yellow triangles [ ] on your
starboard, yellow squares [ ] on your port, regardless of the color navigation aid they appear
on.
10.8 Aids to navigation marking along the ICW displaying unique yellow symbols.
Yellow triangles (upper most corner) [ ] indicate aids should be passed by keeping
them on the starboard (right) side of the vessel.
Yellow squares (upper center) [ ] indicate aids should be passed by keeping them on the
port (left) side of the vessel.
10.9 Non-Navigational Aids
Mooring Buoy
Mooring Buoys are white with a blue horizontal band. This distinctive color scheme is
used to facilitate identification and to avoid confusion with aids to navigation.
Inland (State) Waters Obstruction Mark
May Show White Reflector Or Quick Flashing White Light.
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SECTION 11 Trailering / Launching and Retrieval
1.1
Pre-Towing Check
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11.2
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Check cold tire pressure on both the towing vessel and trailer. Adjust as necessary.
Make sure the trailer and towing vehicle are level. Adjust as necessary.
Verify that all tire lug nets are in place and tight. Adjust as necessary.
Make sure all required USCG equipment has been stowed on the boat.
Make sure all other gear and equipment is stowed and or tied down.
Secure outboard or stern drive unit is locked in the full up position.
Secure boat cover if available.
Check trailer hitch. Ensure “Draw Tight” hitch is locked in place (If trailer is so
equipped)
Make sure coupler and ball size are compatible and coupler is seated and locked on the
hitch ball.
Secure the coupler. Set in lock position and / or insert a bolt or other locking device into
the coupler (eye) so it doesn’t pop open when under way.
Connect trailer lights and test that all are working. Adjust as necessary.
Ensure safety chains are connected and locked in place.
If trailer is equipped with a removable winch crank handle, remove it and stow in cab of
tow vehicle.
Ensure that the boat is snug against the bow stop and secured with the winch strap, plus a
safety chain or approved tie-down.
Make sure the transom tie downs are correctly in place and tight.
Adjust the side view mirrors on the tow vehicle.
Moving Forward
Learn to accelerate, slow down and stop with smooth steady motions.
When driving at highway speeds, allow more room between the tow vehicle and the
vehicle in front than you normally would. This allows enough space and time to slow
down if the front vehicle hits its brakes.
On multi-lane roads, signal well before you need to turn and be careful to leave enough
room between the trailer and the on-coming vehicle in the other lane.
When passing, delay returning to your original lane to allow space for the trailer.
(Passing should be minimized as is possible.)
When turning left at an intersection, the trailer will tend to follow the path of the tow
vehicle. This should provide enough room for a complete turn.
When turning right into the right lane, you will need to swing wide into the left lane in
order to keep the trailer clear of right side curbs or the roadside.
With a turn in either direction be sure to leave enough room to complete the turn. Worst
case scenario is the trailer will “jack-knife” from the tow vehicle.
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11.3 Moving backwards
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Turning the steering wheel right will turn the back of the tow vehicle right and the back
of the trailer left. In this situation continued turning will “jack-knife” the trailer.
If you want the trailer to keep backing up to the left, follow the trailer and swing the tow
vehicle around in an arc behind it, which means steering back in the opposite direction.
Turning the steering wheel left swings the back of the tow vehicle left and moves the
trailer sharply to the right.
If you want to move the trailer to the right without “jack-knifing” you have to swing the
steering wheel back to the right bringing the tow vehicle in-line with the arc of the trailer.
The trick to backing up is to maneuver the trailer into the direction in which you want to
move it, and then follow it, driving either in a wide arc or straight back.
When moving straight back use a series of shallow S-shaped turns for corrections, to
keep the rig moving straight.
11.4 Preparing The Boat for launch
Before you attempt to maneuver the trailer to the ramp there are several things that you should
check. While in the parking lot check the following:
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Remove tie downs (If applicable)
Remove engine support(s)
Disconnect trailer wiring from tow vehicle (Stow in cab of tow vehicle)
Load and stow gear to be carried aboard
Turn on engine compartment blower (if boat so equipped)
Make ready dock lines, fenders and boat hook
Most Important – Don’t forget to install the drain plug.
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11.5 Launching The Boat
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Assign the spotter
Post a Crewman or Coxswain
Back the boat down the ramp.
On stern drive and outboard boats the Coxswain will lower the drive unit.
The water pump pick-up vent should be totally submerged to allow the engine cooling
water to enter the lower drive before the engine is started.
Set the emergency brake on the towing vehicle, and make sure the shift lever is in PARK
When the stern of the boat is floating, disconnect the winch hook from the bow eye
Coxswain will start engine and back boat off the trailer
Coxswain will tie up the boat to the dock
Remove towing vehicle from ramp and park in parking lot
11.6 Boat Retrieval
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Back the trailer down the boat ramp, keeping in mind not to submerge too deeply. A
good rule of thumb is to keep water level at the top of trailer tire(s).
Set emergency brake on tow vehicle and put transmission in park.
The Coxswain will approach the trailer slowly, taking wind and current into
consideration.
Coxswain will nudge the boats bow into the center of the trailer and inch up until the bow
is at the bow roller or as close as is possible. Let boat settle down.
Tow vehicle operator will connect the winch hook to the bow eye of the boat.
Coxswain will shut down engine(s) and raise the outer drive(s) (lower unit) or outboard
drive.
Tow truck operator / driver will begin winch process making sure bow of boat is
positioned correctly in the forward winch roller and the winch is locked in place.
Slowly drive the towing vehicle up the ramp into a safe area in the parking lot.
Attach tie downs, insuring the safety chains are in place and properly attached.
Reconnect wiring harness, lower antenna(s).
Wash down boat if wash facilities available.
Remove Drain Plug and Secure in a safe place (if applicable).
Inspect trailer for road use e.g.
o Tie Downs
o Safety Chains
o Lights and Wiring
o All gear stowed and or tied down.
o Winch locked in place.
o Coupler locked and pined.
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Figure 1.1 CREW QUALIFICATION APPROVAL FORM
Page 1 of 2
1) Demonstrates the ability to tie various knots (bowline, clove hitch & becket / sheet bend),
also the ability to stow the lines properly.
PASS__________________________________________________________Initial_________
2) Knowledge of personal floatation devices (PFD).
PASS__________________________________________________________Initial_________
3) Knowledge of vessels length, beam & draft.
PASS__________________________________________________________Initial_________
4) Can identify the basic components of a vessel.
PASS__________________________________________________________Initial_________
5) Knowledge of operation of Bilge Pump, Fire Extinguisher and Sound producing device.
PASS___________________________________________________________Initial_________
6) Conducts proper prescribed pre-check of vessel.
PASS___________________________________________________________Initial_________
7) Knowledge of required equipment, location on the vessel and the proper use per
department policies.
PASS___________________________________________________________Initial_________
8) Demonstrates the proper use of lines (spring line, securing to dock cleats and another
vessels cleats).
PASS____________________________________________________________Initial________
9) Can demonstrate a working knowledge of the vessels electronics (GPS, VHF, COP radio
and all lights).
PASS____________________________________________________________Initial________
10) Demonstrate the ability to recognize and utilize ATON’s
PASS___________________________________________________________Initial________
11) Demonstrate the ability to judge wind & current (speed & direction) and tide levels.
PASS___________________________________________________________Initial_________
12) Can demonstrate the ability to distinguish shallow areas.
PASS___________________________________________________________Initial_________
13) Knowledge of procedures to refloat the vessel after running aground.
PASS___________________________________________________________Initial_________
14) Can explain the operational limitations of the vessel related to the (AOR) area of patrol.
PASS___________________________________________________________Initial_________
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Figure 1.1 CREW QUALIFICATION APPROVAL FORM
Page 2 of 2
15) Can demonstrate the proper procedures for anchoring and weighing anchor.
PASS____________________________________________________________Initial____
16) Demonstrate the proper procedure for retrieving Man Overboard (MOB).
PASS____________________________________________________________Initial________
17) Knowledge of proper fueling procedures and fuel capacity of the vessel.
PASS____________________________________________________________Initial________
CREW MEMBER:_____________________________________________________ID#____________
COXSWAIN_______________________________________Initial________DATE________________
COXSWAIN_______________________________________Initial________DATE________________
COXSWAIN_______________________________________Initial________DATE________________
COXSWAIN_______________________________________Initial________DATE________________
COXSWAIN_______________________________________Initial________DATE________________
Form Rev 9/11/11
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FIGURE 1.3 COXSWAIN QUALIFICATION APPROVAL FORM Pages 1 of 2
1) Proficient in radio procedures for the COP (radio codes) & VHF radios
(Security’= information, Pan-Pan = urgency and Mayday = emergency).
PASS_________________________________________________ Coxswain Initial _____ FTO Initial ____
FAIL___________________________________________________________________________________
2) Proficient in side docking, Port & Starboard.
PASS_________________________________________________ Coxswain Initial _____FTO Initial ____
FAIL___________________________________________________________________________________
3) Proficient in docking, Bow in & Stern in.
PASS_________________________________________________ Coxswain Initial _____FTO Initial ____
FAIL___________________________________________________________________________________
4) Proficient in M.O.B. (Man over Board) drill.
PASS_________________________________________________ Coxswain Initial _____FTO Initial ____
FAIL___________________________________________________________________________________
5) Proficient at instructing Anchoring procedures.
PASS_________________________________________________ Coxswain Initial _____FTO Initial ____
FAIL___________________________________________________________________________________
6) Proficient in maneuvering the vessel in strong currents and windy conditions.
PASS_________________________________________________ Coxswain Initial _____FTO Initial ____
FAIL___________________________________________________________________________________
7) Proficient in maneuvering the vessel in tight areas.
PASS__________________________________________________ Coxswain Initial _____FTO Initial ___
FAIL___________________________________________________________________________________
8) Proficient in the use of the GPS.
PASS__________________________________________________ Coxswain Initial _____FTO Initial ___
FAIL____________________________________________________________________________________
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FIGURE 1.3 COXSWAIN QUALIFICATION APPROVAL FORM
Page 2 of 2
9) Proficient in instructing the Crew to take another vessel into an emergency stern tow and transferring
over to a side tow.
PASS____________________________________________________Coxswain Initial_____ FTO Initial____
10) Proficient in instructing the Crew to take another vessel into a side tow & deliver to dock.
PASS___________________________________________________ Coxswain Initial _____FTO Initial ___
FAIL_____________________________________________________________________________________
11) Demonstrate the ability to judge wind & current (speed & direction) and tide levels.
PASS___________________________________________________ Coxswain Initial _____FTO Initial ___
FAIL_____________________________________________________________________________________
12) Proficient in the overall command of the vessel, safety of the crew and courtesy to other boaters.
PASS___________________________________________________ Coxswain Initial _____FTO Initial ___
FAIL_____________________________________________________________________________________
13) Proficient in the operation limitations of the vessel, related to the (AOR) areas of responsibility.
PASS___________________________________________________ Coxswain Initial _____FTO Initial ___
FAIL_____________________________________________________________________________________
14) Proficient in AOR Bridges, Channel ATON’s and Ports in case of medical emergency.
PASS___________________________________________________ Coxswain Initial _____FTO Initial____
FAIL_____________________________________________________________________________________
15) Demonstrates the proper relationship with citizens and other department members.
PASS___________________________________________________ Coxswain Initial _____FTO Initial ___
FAIL_____________________________________________________________________________________
Crew member: ________________________________________________ID #_________________________
Coxswain _______________________________________ Initial _______Date:________________________
Coxswain _______________________________________ Initial _______Date:________________________
Coxswain _______________________________________ Initial _______Date:________________________
Coxswain _______________________________________ Initial _______Date:________________________
FTO ___________________________________________ Initial _______Date:________________________
FTO ___________________________________________ Initial _______Date:________________________
FTO ___________________________________________ Initial _______Date:________________________
Form Rev. 9/11/11
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FIGURE 1.3 A
COXSWAIN RE - QUALIFICATION APPROVAL FORM
1) Proficient in radio procedures for VHF radio and codes (Security’ = Information,
Pan-Pan = Urgency and Mayday = Emergency).
PASS___________________________________________________FTO Initial________
FAIL______________________________________________________________________
2) Proficient in side docking, Port, Starboard, Bow in & Stern in.
PASS___________________________________________________FTO Initial________
FAIL______________________________________________________________________
3) Proficient in M.O.B. (Man over Board) Drill.
PASS___________________________________________________FTO Initial________
FAIL______________________________________________________________________
4) Can maneuver the vessel in strong currents, windy conditions and in tight areas.
PASS___________________________________________________FTO Initial________
FAIL______________________________________________________________________
5) Can instruct crew to take another vessel into an Emergency Stern Tow & Transfer
over to Side tow and deliver to a Dock.
PASS___________________________________________________FTO Initial________
FAIL______________________________________________________________________
6) Exhibits overall command of vessel, safety to crew and courtesy to other boaters.
PASS___________________________________________________FTO Initial________
FAIL______________________________________________________________________
7) Knows Area of Responsibility: Bridges, Channels, Inlets and Emergency Ports.
PASS___________________________________________________FTO Initial________
FAIL______________________________________________________________________
CANDIDATE: __________________________________ID #_______________________
F.T.O. ______________________________________ _ Date:________________________
F.T.O. _______________________________________ Date:________________________
F.T.O. _______________________________________ Date:______________________
Form Rev 9/11/11
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Figure 1.4 Personnel Roster
A personnel Roster will be provided to all VM Unit 29 members. It is the
responsibility of the member to secure latest versions and maintain this list.
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Figure 1.5 Captains and Crew - Boat Reservations / Schedules
A monthly boat schedule can be accessed at the following:
https://www.google.com/calendar/
It is the responsibility of all VM 29 members to use this schedule to see boat assignments.
The member will contact the Coxswain or Boat Captain via phone or e-mail to arrange for
a patrol on a particular day.
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Figure 1.6 PBSO Pre / Post Check Off Form
PBSO VM 29 - PRE / POST PATROL BOAT INSPECTION LOG
VM BOAT # __________
FL REG # OR ASSET #______________________
PREPARED BY _____________________________I.D. #_________________ DATE__________________
PRE PATROL CHECK LIST
CIRCLE
BOAT SECURED TO DOCK PROPERLY
ANY OBVIOUS DAMAGE (If Yes – Explain)
ANCHOR + CHAIN & LINE
FENDERS - AMOUNT
LINES Amount
TOWING LINES
BINOCCULARS Amount
SPOT LIGHT & WORKING
FIRST AID BOX & STOCKED PROPERLY
EMS FIRST AID BOX & WARMING BLANKET
DEFIBRILATOR
MEMBER PDF’s - Amount
(NIGHT VEST (If on Boat) Amount
ORANGE PDF’s - Amount
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
BOARDING LADDER + JACKOBS LADDER
FLARE KIT & DATE CURRENT
BUDDY RING
FIRE EXTINGUISHER, FULL & CURREENT
DATE
TOOL BOX
BOAT HOOK – BRUSH - HANDLE
Yes
Yes
Yes
Yes
BATTERY SWITCH (s) ON (VM 14)
VHF RADIO / PA OPERATIONAL
BOAT COP RADIO ON & OPERATING
Charger & Spare Battery (for hand held)
911 Cell Phone & 12 Volt Charging Cable
GPS & DEPTH SOUNDER ON & OPERATING
BILGE PUMP OPERATIONAL
ALL LIGHTS OPERATIONAL -
ENGINE HOURS START
POST PATROL CHECK LIST
No
No
No
No
No
No
No
No
No
No
BOAT SECURED PROPERLY
BOAT DAMAGED (Write Report)
ENGINE & TRIM TABS UP
COVER ON GPS
COP HAND HELD RADIO OFF
911 CELL PHONE OFF
BOAT WASHED OR RINSED
BATTERY SWITCH OFF
KILL SWITCH LANYARD PROPERLY
IN PLACE
Yes No CIRCUIT BREAKERS OFF VM 14
Yes No
Yes No
CIRCLE
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
No
No
No
Yes No
MEMBER PDF’s & ORANGE PDF’s
PROPERLY STOWED
Yes No
ALL PAPERWORK COMPLETED
SECURE SEAT COVER VM 11
DOCK BOX LOCKED
Yes No
Yes No
Yes No
No
No
No
No
Yes No
Yes No
______
______
FUEL LEVEL
OIL LEVEL (VM 10)
POST CHECK of FUEL & OIL
FUEL LEVEL – NO FUEL ADDED
GALLONS OF FUEL ADDED
FUEL LEVEL (After added fuel)
OIL ADDED (VM 10)
______
ENGINE HOURS FINISH
COXSWAIN APPROVAL______________________________I.D. #__________________DATE__________
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FIGURE 1.7 PBSO DAILY ACTIVITY SHEET
PALM BEACH COUNTY SHERIFF’S OFFICE
CITIZENS OBSERVER MARINE PARTOL
Daily Activity Sheet
(Print Clearly)
Helmsmen Name__________________________________C#____________Date_________
Crew Member #1 Name__________________________________________C#___________
Crew Member #1 Name__________________________________________C#___________
FTO Name_____________________________________________________C#___________
Trainee Name___________________________________________________C#___________
ZONE: Marine Unit
______________________________________________________________________________
Marine Boat Tag #_____________________
Boat Gas:_____________Gallons
Truck Tag #__________________________
Millage: Start:_________________
Truck Gas _________________________Gallons
Time
Location
End: _________________
Time Spent
Remarks
Print Name_______________________ C#____________ Signature____________________
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Palm Beach County Sheriff Office - Volunteer Marine Unit # 29
FIGURE 1.8 PBSO VM INCIDENT REPORT
PALM BEACH COUNTY SHERIFF’S OFFICE VOLUNTEER BOAT
INCIDENT REPORT
Date:_____________________
Time:____________________ Unit:
Marine Unit #29
Type of Incident report (Circle One)
boat accident
assist to boater or motorist
suspicious boat
vehicle accident
missing person
suspicious incident
Incident
Location:______________________________________________________________________
Narrative (explain what happened)_________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
_____________________________________________________________________________
Boat or Vehicle # 1
Boat or Tag #___________ State____________
Color ____________
Make__________________ Model______________________________
Boat or Vehicle # 2
Boat or Tag #___________ State____________
Color ____________
Make__________________ Model______________________________
Suspect Description _____________________________________________________________
______________________________________________________________________________
______________________________________________________________________________
Volunteer Name ___________________________________ I.D.#________________________
Cell Phone # ________________________
Unit Captain_________________________
Vol. Cmdr__________________________
Vol. Coord__________________________
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Palm Beach County Sheriff Office - Volunteer Marine Unit # 29
Figure 1.9 Uniforms
Page 81 of 82
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Palm Beach County Sheriff Office - Volunteer Marine Unit # 29
Figure 1.10 BOATS / VESSEL CARE AND RESPONSIBILITY ASSIGNMENT FORM
UNIT #
ASSIGN.
NAME
CONTACT NUMBER(S)
VM 10 Primary
Alt # 1
Alt # 2
VM 11 Primary
Alt # 1
Alt # 2
VM 12 Primary
Alt # 1
Alt # 2
VM 14 Primary
Alt # 1
Alt # 2
Page 82 of 82
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