The operator of a vessel involved in a boating accident where there is personal injury beyond immediate first-aid, death, disappearance of any person under circumstances which indicate death or injury, or if there is damage to the vessel(s) and/or personal property of at least $2,000, must, by the quickest means possible, give notice to one of the following: the Florida Fish and Wildlife Conservation Commission, the sheriff of the county in which the accident occurred, or the police chief of the municipality in which the accident occurred, if applicable.
It is unlawful for any person operating a vessel involved in a boating accident to leave the scene without giving all possible aid to the involved persons and without reporting the accident to the proper authorities.

The Safety Board examined 1,739 PWC accident reports for accidents that occurred during an 18-month period, January 1996 through June 1997. For accidents that occurred in 1997, the Safety Board analyzed injury information for persons involved in PWC accidents. A summary of the 1997 and 1996 data sources by State is shown in appendix D. Coast Guard statistics on recreational boating safety are derived from State boating accident reports. It is the operator’s responsibility to report an accident, but marine law enforcement officers patrol waterways, investigate accidents, and also file boating accident reports.

Current regulations in Title 33 Code of Federal Regulations (33 CFR) Part 173 require the operators of recreational boats, including PWC, to file a boating accident report to State boating law officials if the vessel is involved in an accident that results in (1) loss of life, (2) personal injury requiring more than immediate first aid medical treatment, (3) complete loss of vessel or property damage exceeding $500, or (4) the disappearance of any person on board a vessel. Operators use Coast Guard form CG- 3865 to report a boating accident. For PWC accidents that occurred between January and June 1997,26 the Safety Board requested that State marine accident investigators complete a supplemental questionnaire prepared by the Safety Board specifically for this study.

The goal of the supplemental questionnaire was to obtain additional information concerning the accident characteristics and details concerning personal injury that have not previously been available from State boating accident reports. State accident reports and supplemental information were the sources of the Safety Board’s accident information. For the January–June 1997 period, the Safety Board received boating accident reports and questionnaire responses from 37 participating States and Territories. Boating accident reports were not always accompanied by supplemental questionnaires. Also, because of concerns over personal privacy issues, five jurisdictions27 did not provide the Safety Board with copies of their boating accident reports but did provide supplemental questionnaires.

Small engines, such as conventional two stroke engines used in marine outboard and personal watercraft (PWC), are high polluters relative to their engine size and usage. These small engines emit volatile organic compounds (VOCs) and oxides of nitrogen (NOx) which contribute to ozone (photochemical smog) formation in summer. They also emit particles, carbon monoxide (CO) and a range of water and air toxics such as benzene.

The United States, California and Europe regulate exhaust emissions from marine engines – the USA has had these in place since 1998. Canada, which has an interim Memorandum of Understanding with the industry, is preparing to introduce outboard emissions regulations. There are no Australian regulations or standards that limit air and water emissions from marine outboard engines. However, as all marine engines sold in Australia are imported, many do comply with emission standards applicable to the country of origin or other regulated markets. On the other hand overseas manufacturers produce high emissions marine outboard engines to sell in unregulated markets such as Australia.

As substantial power is required to move small boats through water even the better performing small engines that comply with overseas emission limits emit far greater quantities of pollutants per hour than typical modern car engines. For example one hour of operation of a boat that complies with US 2006 emission standards (i.e. has a relatively clean engine) produces the same pollution as about fifty cars operated at a similar speed. Older style outboard engines that do not comply with US EPA 2006 limits are likely to emit around ten times the amount of pollution compared to conforming engines.

Estimates from the National Pollutant Inventory suggest that marine outboard engines contribute approximately 2.5 percent of the VOCs emitted into Australian urban airsheds from anthropogenic sources. Recently released emissions inventory data from NSW’s Department of Environment and Conservation, indicates that the contribution during summer weekends, periods when conditions are particularly conducive to ozone formation, is around 9 percent.

National Environment Protection (Ambient Air Quality) Measure (Air NEPM) ozone standards are being reviewed and based on current human health evidence the argument appears to be strengthening for tighter ozone standards. Sydney’s Greater Metropolitan Region (GMR) annually records exceedances of the current Air NEPM ozone standards while other jurisdictions meet, or are close to meeting the current ozone standards. Should a stricter standard or an eight-hour standard consistent with international standards/guidelines be adopted, achievability of Air NEPM ozone standards or goals could become an issue for some of the other major urban airsheds and additional strategies to reduce precursor emissions from as yet uncontrolled sources such as outboard engines may be required.

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