David Crowder

%PM, %17 %929 %2015 %17:%Apr

Boating Links



MB Marine Services Kingston, On

When on holidays there is no need to worry about having to take your boat, snowmobile or any other toy to the repair shop when it breaks down or needs maintenance. The repair shop can come to you. So sit back and relax, enjoy the Thousand Islands the way it should be enjoyed, and let us do the work. Locally owned and operated, we at MB Marine Services feel confident that we can cater to your needs. We get the job done and we don’t just meet expectations; we exceed them. Our customers keep coming back because we’re dependable, knowledgeable and pleasant to work with.
We provide unmatched service, delivering top quality service for your business! In keeping with this desire, we’re not satisfied with our work until you are.
We take the time and care to make sure even the tiniest detail is managed, in every circumstance. There, really, is no other way.

Brad Gelok (613) 331-3260 This email address is being protected from spambots. You need JavaScript enabled to view it.

Mike Searson (613) 305-3819 This email address is being protected from spambots. You need JavaScript enabled to view it.


Genuine Marine

Genuine Marine Service specializes in all your boating needs. We are fully insured and have been providing complete onsite service since 1992. Genuine Marine provides 24 hour service covering the Ottawa, Rideau and St-Lawrence Rivers. Genuine Marine Service is your BMW Marine parts and service provider, Certified Mercruiser Master Technician, OMC Master Technician, Volvo and Yamaha. Genuine Marine Service can look after all your Electrical needs AC & DC, Electronic Installs and all your plumbing needs. We provide complete powertrain rebuilds in addition to sales, service and installs of all makes and models, gas and diesel. We also provide Stainless Steel and Aluminium welding services.

Stuart (613) 782-4775








Cardinal Boat Movers, One of BC’s Premiere Boat Movers Since 1977

Boat Transportation & Storage
Founded in 1977, Cardinal Boat Movers is an international boat moving/transportation company offering marine services in Western North America. From dry, secure storage for your boat to the disposal of an unwanted boat, we’re one of British Columbia’s premiere boat movers equipped to handle what many of our competitors can’t.
This email address is being protected from spambots. You need JavaScript enabled to view it. 
Main 604-727-7048
After Hours 604-980-0022


Atlantic Marine Trades Association

Association Maritime du Québec

Boating BC

Canadian Association of Importers and Exporters

Canadian Association of Mold Makers

Canadian Chamber of Commerce

Canadian Federation of Independent Business

Canadian Manufacturers and Exporters

Information Technology Association of Canada

Mid-Canada Marine Dealers

National Marine Distributors Association

National Marine Manufacturer's Association

Nova Scotia Boatbuilder's Association

Boating Ontario

Packaging Association of Canada

Quebec Association of Export Trade Houses



Alberta Treasury Branches Bank of Canada

Business Development Bank of Canada

Canadian Interest Rates

Credit Institute of Canada

Currency Converter

Currency Converter – 10 Year Archive of Daily Rates

International Chamber of Commerce

Toronto Stock Exchange



Association of Canadian Port Authorities

Atlantic Canada Opportunities Agency

Canada Business

Canada Post

Canada Revenue Agency

Canadian Coast Guard

Canadian Hydrographic Chart Index

Canadian Importers Database

Canadian Tide Tables

Competition Bureau of Canada

Consumer Affairs Canada

Export Development Canada

Export Development Canada / Export Credit Agencies

FedNor Fisheries and Oceans Canada

Foreign Affairs / International Trade Canada

Fisheries and Oceans Canada, Notices to Mariners

Industry Canada

National Research Council of Canada

Natural Resources Canada

NUANS Name Search System

Service Canada

Statistics Canada

Strategis / Industry Canada

The Canadian E-Business Initiative

Transport Canada (Marine Safety)



BoatSmart! Canada

Canadian Marine Advisory Council

Canadian Safe Boating Council

Discover Boating

Premier Publications and Shows

Metric Conversions

National Safe Boating Council

Ontario Sailing Association

Ports Cruising Guides

Standards Council of Canada

Water Ski and Wakeboard Canada

%PM, %15 %160 %2014 %21:%Nov

Hino Trouble Shooting

 {book height:550}{page}


Hino Trouble Shooting



Engine Does Not Crank

And - Starter does not operate

  • Discharged battery
  • Battery relay switch disconnected
  • Disconnected, loose or corroded battery terminals
  • Poor ground
  • Starting switch defective
  • Magnetic switch defective
  • Starting relay defective

And - Starter operates

  • Piston seizure
  • Bearing seizure
  • Foreign matter in cylinder
  • Excess mechanical resistance in engine, due to poor lubrication
  • Injection pump plunger seized


Engine Cranks

And - Fuel not reaching injection pump

  • Fuel level too low
  • Clogged fuel lines
  • Air in fuel lines
  • Feed pump defective
  • Clogged fuel filter
  • High pressure injection line connection loose
  • Delivery valve sticking
  • Injector faulty
  • Injection nozzle faulty
  • Clogged injection nozzle
  • Fuel injection timing improper
  • Heater plug defective
  • Air cleaner clogged
  • Low compression
  • Water in fuel

And - Fuel reaching injection pump



Injection pump defective

  • Governor out of adjustment
  • Rack and pinion malfunctioning
  • Nozzle spring a
  • Adjusting screw loose
  • Nozzle port clogged
  • Injection pressure too low
  • Nozzle spray incorrect
  • Delivery valve defective

High pressure injection pipe clogged

Injector defective



Insufficient fuel supply

  • Clogged fuel line or air in system
  • Feed pump defective
  • Clogged fuel filter
  • Injection insufficient
  • Injection nozzle defective
  • Nozzle spray incorrect
  • Improper injection timing
  • Clogged air cleaner
  • Intake valve tappet improperly adjusted
  • Low compression
  • Engine overheating

Insufficient air intake




Cooling system defective

  • Heat exchanger cap defective
  • Insufficient coolant water
  • Thermostat defective
  • Clogged heat exchanger
  • Loose or slipping belt
  • Coolant pump defective
  • Sediment in water jacket
  • Sea water pump defective
  • Sea cock closed
  • Sea water strainer clogged


Fuel injection system defective

  • Injection pump timer defective
  • Improper injection timing with injection pump installed
  • Excessive fuel injection
  • Injector nozzle defective

Lubrication system defective

  • Engine oil level too low
  • Oil pump defective
  • Incorrect adjustment of oil regulator
  • Engine oil deteriorated
  • Oil cooler defective
  • Cylinder carboned
  • Cylinder head cracked
  • Gas leak from cylinder head gasket



Serious diesel knocking

  • Improper fuel injection timing
  • Uneven injection by injection pump
  • Lack of compression
  • Oil leaking into combustion chamber
  • Fuel cetane value too low

Mechanical knocking

  • Excessive worn cylinder and piston
  • Excessively worn piston and bushing
  • Worn crankshaft and connecting rod bearing
  • Foreign matters in cylinder
  • Improper valve clearance



Excessive white smoke

  • Delayed fuel injection timing
  • Water in fuel
  • Oil leaking into combustion chamber
  • Insufficient combustion due to cold

Excessive black smoke

  • Advance fuel injection timing
  • Fuel injection volume excessive
  • Nozzle spray incorrect
  • Compression pressure insufficient



  • Poor fuel quality
  • Fuel leakage
  • Operation inadequate
  • Engine over-cooling
  • Clogged air cleaner and fuel filter
  • Injection pump defective
  • Improper injection timing
  • Injection nozzle defective
  • Improper engine compression
  • Improper valve timing
  • Seizure or excessive friction in moving engine parts



  • Improper oil
  • Oil level too high
  • Oil leakage
  • Omission of oil changing
  • Omission of engine warm-up
  • Engine overheating
  • Worn cylinders, pistons and rings
  • Inadequate supply of oil to rocker arm
  • Sucking oil through valve guide


Black Smoke

  • Improper oil
  • Turbocharger does not rotate smoothly
  • Carbon build up on the seal rings of turbine side, resulting in binding of rotation
  • Bearing seized
  • Contact and/or damage of turbine wheel or impeller blades

Exhaust system

  • Exhaust gas leak before turbocharger
  • Clogged or blocked exhaust piping

White smoke

  • Clogging or deformation of oil return pipe, resulting in oil leak to compressor or turbine side
  • Damaged or worn seal rings due to excessive wear of bearing

Low output

  • Gas leakage from exhaust system
  • Air leakage from compressor side
  • Dirty or damaged turbocharger


Poor response of turbocharger

  • Carbon build up on the seal rings of turbine side, resulting in binding of rotation

Abnormal noise and vibration


  • Contact of rotating parts


  • Loose connection between turbo and intake/exhaust piping
  • Damaged bearing, contact of rotating parts, foreign material



Water discharge is not sufficient

  • Sucking air
  • Clogging of suction pipe and/or strainer
  • Damaged impeller

Abnormal noise or vibration

  • Worn bearing
  • Foreign material in the casing
  • Incomplete mounting

Bearing wears frequently

  • belt tension too tight

Damage of impeller

  • When it has been operated for a long period
  • When it has been operated without water
  • When it has been operated at higher RPM
  • Too high or low water temperature
  • When it has not been operated for an extended period
  • Foreign material in the pump


%PM, %15 %148 %2014 %21:%Nov

Hino Specification and Data

 {book height:550}{page}


Hino 4 Cylinder

Air Filter : K+N RA-0650 ( 135/150 models )

K+N RU-0980 (210hp model)

Fuel Filter : Hino 23401-1133 Quicksilver 83401-1133, NAPA 3390

Oil Filter (element type) Hino 15607-1490, Mercruiser/Quicksilver 83607-1490
Oil Filter (spin on) Hino 15607-1630, NAPA 7014, Mercruiser/Quicksilver 83607-1630   Fram - PH8A

Belt : Gates – TR22495, NAPA 25-22495

Impeller : (Johnson pump 10-24253) - Johnson 9-1028B Jabsco 920-0003 (nitrile), 920-0001(neoprene), Sierra #18-3077{/page}{page}

Coolant Cap - 7 psi - Gates 31526, Stant #10228
Thermostat - Hino part no. 9001-46177
Water Sep :
Dahl Filter – 101 (2mic), 101-W(10mic), 101-30(30mic)
Racor 220/225 primary R26P, Napa Gold 3211 Raycor 500 2010SMOR
Turbo (water cooled) IHI – serial # RHC6

Oil Pressure Gage sending unit: Datcon 02504-01 or Teleflex 1A15003
Low Oil Pressure alarm Switch: Cole Hersee 8610
Temperature Gage sending unit: Datcon 02032-00 or Teleflex 523208017
Temperature Alarm Switch: Stewart Warner 83304{/pager}{page}

Hino Part No's
Manifold O-Ring W04/W06……......90011-5222
Turbo/Riser Gasket……………….…….24179-1170
Exh Manifold to “Elbow” Gasket...17104-1210
Exh “Elbow” to Turbo Gasket……..17104-1180
Turbo Oil Return Gasket…………..…24135-1081
Copper Washers………………………...96541-0100
Note-there may be some variation in gasket sizes from "elbow" to turbo, you might fax a scan of the old gasket when ordering{/page}{page}
Engine Model
WO4D..............Naturally Aspirated or "NA"  (only atmospheric pressure pushing air into cylinders)
WO4C-T...........Turbocharged (exhaust gas spins turbine, other end of turbo compresses intake air, forces air into cylinders)
WO4C-TI..........Turbocharged and Intercooled ( cooler allows air to cool after turbo, condenses, more oxygen per volume of air than NA or turbo)

Engine Model.............Rated RPM / hp...............Displacement
WO4D......................3,000 / 110.....................244.6 ci
WO4C-T...................3,000 / 135 or 150...........234.2 ci
WO4C-TI..................3,000 / 210....................234.2 ci
Engine Model..........Compr. Ratio.................Firing Order

Valves..................(cold) intake/exhaust..............Cyl Compression
WO4D...................0.0118 / 0.0157 inch...............469-511 psi
WO4C-T................0.0118 / 0.0177.....................469-511 psi
WO4C-TI...............0.0138 / 0.0197.....................427-469 psi

Injector Pump Bosch-A...........Timing, ref. cylinder 1...............Injector opening pressure
WO4D.................................14 degrees before TDC...............3,129 psi
WO4C-T..............................17..........................................3,129 psi
WO4C-TI.............................17..........................................3,129 psi

Hino 6 Cylinder


175 HP 4-cycle, 6-cylinder ( 6-393N )
Recommended continuous cruise RPM – 2800, maximum rpm in gear 3,000
Displacement – 393 ci ( 6.44 Liters )
Bore and stroke – 4.33 x 4.45 inches (110 x 113 mm)
Compression ratio – 17.9 : 1
Firing Order – 1-4-2-6-3-5
Valve Adjustment – cold engine : Exhaust 0.016 in / 0.40 mm, Intake 0.012 in / 0.30 mm
Injection Timing – 15 deg BTDC
Weight ( w/ trans ) – 1450 lbs 1600
Oil Capacity – 10.6 quarts ( 10 liters )
Coolant Capacity – 25.6 quarts ( 25 liters )

Air Filter – K+N RU-0960
Oil Filter – Hino 15607-1521 NAPA 1282
Quicksilver 836071521 Fram CH2877
Sec. Fuel Filter – Hino 23499-9999 (new #23401-1290) NAPA 3260; Quicksilver 35-834999999
Primary fuel filter/Water Seperater - Baldwin BF1204
Alternator Belt - NAPA 25-22545
Waterpump Belt - NAPA 25-22443
Raw Water Pump – Kashiyama 1690-1659R
Impeller – Hino 16131-1350, Jabsco 31130-0061

220 HP 4-cycle, 6-cylinder, turbocharged and intercooled ( 6-393TI )
Recommended continuous cruise RPM – 2800, maximum rpm in gear 3,000
Displacement – 393 ci ( 6.44 Liters )
Bore and stroke – 4.33 x 4.45 inches (110 x 113 mm)
Compression ratio – 17.9 : 1
Firing Order – 1-4-2-6-3-5
Valve Adjustment – cold engine : Exhaust 0.016 in / 0.40 mm, Intake 0.012 in / 0.30 mm
Injection Timing – 15 deg BTDC
Weight ( w/ trans ) – 1600 lbs
Oil Capacity – 10.6 quarts ( 10 liters )
Coolant Capacity – 25.6 quarts ( 25 liters ){/page}{page}

EH-700TI tip is DLLA 138 SND 225. This is a common Nippon Denso tip number.

Air Filter – K+N RU-2820 - Caution: different turbos on this engine require different filter. Please measure turbo OD and cross-ref against K+N link at bottom of post.
Oil Filter – Hino 15607-1521 NAPA 1282 Quicksilver 836071521 Fram CH2877
Fuel Filter – Hino 23499-9999 (new #23401-1290) NAPA 3260; Quicksilver 35-834999999
Primary fuel filter/Water Seperater - Baldwin BF1204
Alternator Belt - NAPA 25-22545
Waterpump Belt - NAPA 25-22443
Raw Water Pump – Kashiyama 1690-1659R
Impeller – Hino 16131-1350, Jabsco 31130-0061


W06D-TI 5.759-liter, 4-cycle, 6-cylinder, turbocharged and intercooled
Output – 250hp at 3,000 rpm
Bore x Stroke - 104 x 113 mm (4.09 x 4.45 in)
Displacement - 5.759 liter (351.4 cu.in)
Compression ratio – 16.5 : 1
Firing Order – 1-4-2-6-3-5
Valve Clearance (cold) – Intake 0.0138 in / 0.35 mm, Exhaust 0.0197 in / 0.50 mm
Injection Timing – 20 deg BTDC ref cyl #1
Injector opening pressure – 3,129 lb/sq.in ( 220 kg / cm2 )
Direction of rotation - Counter-clockwise viewed from flywheel
Weight – 1,235 lb, 560 kg (no marine gear)Air Filter - K&N E-3532 Fits stock cage or RU-2820
Oil Filter – Hino 15607-1630, NAPA 7014
Fuel Filter – Hino 23401-1341, Baldwin BF7602, NAPA 3393
Raw water pump (Johnson 10-24413-2) impeller 09-821B
Belts – Hino Belt set 83014-9235 NAPA 25-22508 - 2 required per engine

W06D-TI-II 5.759-liter, 4-cycle, 6-cylinder, turbocharged and intercooled
Output – 310hp at 3,000 rpm
Bore x Stroke - 104 x 113 mm (4.09 x 4.45 in)
Displacement - 5.759 liter (351.4 cu.in)
Compression ratio – 16:1
Direction of rotation - Counter-clockwise viewed from flywheel
Weight – 1,279 lb, 580 kg (no marine gear)
Air Filter - K&N RU-2820
Oil Filter Full flow – Hino 15607-1630, NAPA 7014
Oil Filter By-pass Hino 15607-1640, Napa 1050
Fuel Filter – Hino 23401-1341, Baldwin BF7602, NAPA 3393
Raw water pump (Johnson 10-24413-2) impeller 09-821B
Belts – Hino Belt set 83014-9235 NAPA 25-22508 - 2 required per engine

Secondary Filters Racor 500 ma 2010smor
Props, Struts and Shaft:
Nakashima Props 24X21 four blades-factory installed 56474/56475
Shaft 55226-93.125 inch X 2 inch
Strut 55225 2 inch

Hurth Filter 35-815419
Steering Hynautic 1B231/531
Moorse Controls SR TWIN E36469-1
Helm Hynautic H-50
Anchor Winch Muir-Cougar
Seward water heater
Measurement, water line to bottom of props 3.5 feet


Now ZF Marine.

The "A" designation means the output shaft has an 8 degree down angle.

No longer in production, still a great gear, worth salvaging. Still, many have replaced with the 63A

Oil cooler - Lenco part # - 2912C
This has straight ends with an OD of 1 1/4", 3/8" oil lines.

Front sea l-  The body is composed of two "half cases" which are gasketed by a locktite goop. Unsure of what kind, but no "real" gasket.

Rear seal -
GARLOCK 92x0574. 55 x 70 x 8 mm
I replaced the above with a
DICHTOMATIK TCM 55x70x8TC...."replaces 21656/225505"{/page}{page}

Regular Maintenance Table
This is copied from the 4 cylinder Operation Handbook, should apply to all Hinos.

Valve Clearance – check and adjust – every 500 hours
Compression pressure – check 1000 hours
Cylinder head bolts – check and retighten – every 1000 hours
Engine Mounting bracket bolts – check and retighten – every 1000 hours

Air Intake and Exhaust

Intake and Exhaust manifold mounting bolts – check and retighten – every 1000 hours
Oil pan bolts, etc – check and retighten – every 1000 hours
Air Cleaner – check and clean 120 hours, replace 250 hours
Intercooler – check and clean every one year{/page}{page}

Security of bolts, nuts, fasteners – check every 120 hours
Rotation of rotor and impeller – check every 250 hours
Play in rotor – check every 250 hours
Leak inspection of turbo lube system – check every 120 hours
Lubrication System

Oil level – daily check
Oil filter – every 120 hours ( replace at every oil change )

Fuel System
F.I. nozzle pressure – check, clean and adjust – every 500 hours
Injection timing – check and adjust – every 500 hours
Water Separator – check and drain – daily
F.I. pump coupling – every 500 hours
Fuel filter – replace every 120 hours
Fuel feed pump strainer – check and clean – every 120 hours
Fuel tank – check and clean “strainer at the suction port of the fuel tank” – every 500 hours
Fuel tank – check and drain water – every 120 hours
Fuel tank level – daily
Fuel Hose – replace every 2 years{/page}{page}

Cooling System
V-belt – check and adjust – every 30 hours
Replace coolant – every 6 months
Cooling system – clean every 6 months
Heat Exchanger – check and clean – every 1 year
Coolant amount – daily inspection
Thermostat function – check every 500 hours
Coolant pump rubber hose – Replace every 2 years
Sea water pump – check and clean – every 1 year{/page}{page}

Electrical System
Battery electrolyte level – check every 30 hours
Electrolyte specific gravity – 120 hours or every 6 months
Starter – check every 1year
Alternator – check every 1year
Glow plug – “before winter season check the function”
Emergency Stop relay system – check every 6 months


Interesting Facts

There was no WO4D produced past 87
There was no WO4CT produced past 90
There was no EH700 produced past 90

There was no WO4CTA produced past 94
The WO4CTI, WO6DTII are still produced as a marine powerplant.

Cubic Inch to Horsepower ratios –

WO4D 244 cid /110Hp. 2.218
WO4CT 234 cid /135Hp 1.733
WO4CTA 234 cid /150Hp 1.56
WO4CTI 234 cid /210Hp 1.114

EH700 393 cid /175Hp 2.24
EH700TI 393 cid /220Hp 1.786

WO6DTI 359 cid /250Hp 1.436
WO6DTI-II 359 cid /310Hp 1.158

b]Useful Links[/b]

Hino parts, prices, where to buy.....

Depco - Hino Raw water pumps - http://www.depcopump.com/catalog106/PAGE84.PDF

K&N air filters search page - http://www.knfilters.com/search/appsearch.aspx
Seach with capitals-numbers "XX-9999"

Faria instument link (with downloadable trouble shooting guide)-

Hino Dealership Locator (to find parts near you)- http://www.hino.com/dealers/

Lenco oil coolers - http://www.lencocoolers.com/4.htm
Remember to get the high pressure (class 2) versions if you have a Twin Disc transmission.{/page}{page}


Navigation Lights

Hella Marine - www.hellamarine.com/

SB/Port Bulb - "Double Index" (the pins do not line up) - 12V, 25W, 2.08A

West Marine "Trade #" - 10801{/page}




%AM, %13 %643 %2013 %10:%Aug

What a difference a marine mechanic makes


After two frustrating years of drive issues I am finally out on the water not tied up to the dock!


Over the past two years I have had several issues that have kept me at the dock rather than out on the water. In 2011 I had issues with both engines overheating multiple times. I replaced both impellers on the drives with Sierra Impeller Kits. That change seemed to resolve the issue for the trip back to my dock however on the very next trip the engines overheated and smoke was billowing out from the engine compartment. After cooling the engines down it was back to the dock to look at the impellers again. Visually they appeared fine. I then thought maybe a faulty water pump could be the issue. I replaced the starboard water pump and a couple of hundred dollars later no change. I then removed the new impellers and re-installed new BRP impellers. Poof the overheating issue was solved. It appears the BRP impellers actually click into place ensuring a proper seating which was not the case with the aftermarket Sierra product.

In the spring of last year (2012) I had a mechanic perform repairs and maintenance on my twin Cobra drives. I had them change the exhaust and drive bellows, gimbal bearings as well as both lower shift cables. In total last year I may have spent 5 hours away from the dock. Every time I would leave the dock, I would either lose shifting capability for of one drive or the other or at one point both drives while coming in to dock. Not a comforting feeling to say the least. Despite repeated calls to the original mechanic and several visits to adjust the cables the problems persisted. I continued to call about the issue and would receive dates and times when he could look at it but the dates and times would pass and no mechanic.

     In the fall I was docking for the last time to remove the boat for the winter and as I approached the dock both drives started to grind and then nothing. I made it to the dock luckily in one piece and called the mechanic yet again. His diagnosis this time was possibly faulty lower cables. The very same cables he just installed in the spring.

     This spring I had had enough and called in a new mechanic, Stuart from Genuine Marine. What a difference. He showed up at exactly the time and date we had arranged. It took him only a few minutes to determine the lower units were toast due to improperly adjusted cables. During his inspection he also noted that rather than use the inexpensive tool made to install the Gimbal Bearings they were installed with a hammer and punch leaving punch marks where it slipped off the bearing.


Stuart adjusted the cables at the engine as much as possible to give me power on both drives but indicated the lower units would have to be replaced or rebuilt although they might possibly last me the season with a lot of continued grinding.

The drives lasted for two short 15 minute trips before they finally gave up the ghost altogether. I contacted Genuine Marine again to look at replacing the lower units. Stuart came through again finding me two Brand New Lower Units including a difficult to find Counter Rotating unit, for the same price as rebuilt.



     Within a week Stuart was back with the shiny new lower units, new lower shift cables and gaskets for the install. While removing the port lower cable we came across more poor workmanship. The brass fitting at the end of the cable where it connects to the shift assembly was bent at least a half an inch and it is a wonder it ever even moved.


Stuart then proceeded to take a tool from his box and bolt it to the drive at the shift lever. Never having seen this tool before with the original mechanic I asked what it was for. "You need it to ensure proper alignment of the cable and the shift lever" was his reply. Well that might also explain why the original mechanic could never adjust the cables properly.

     With the old drives off we also noted something else. Remember the overheating issues from 2011. Well look at the water tube in this next photo. You will see the discoloration of the copper tube as well as the remains of the burnt up flapper valves that melted from the overheating. Now I know where the smoke was coming from.


     Within five short hours the lower units were on, the boat back in the water and shifting like a dream! Looking back I don't know why I waited so long to change mechanics. I would have saved myself a considerable amount of money and frustration. If you are in the Ontario I would not hesitate to recommend Genuine Marine to anyone.






Fact Sheet


May 2012

Reporting Requirements for Private Boaters

As warm weather returns, the Canada Border Services Agency (CBSA) wishes  to remind all private boaters how to report as required by Canadian law, upon  entering Canadian waters.

In recognition of the importance of travel and leisure  to Canadian communities, the CBSA takes a practical approach to the application  of the law. While there are both low-risk and higher-risk private vessels  travelling through Canadian waters; we know the majority of private boaters  just want to enjoy Canada's coasts and inland waterways.

To make the most of your time on the waters we recommend you:

  • Never leave home without acceptable identification.

    It is the responsibility of the owner/operator to ensure all those onboard have proper identification.  A valid Canadian passport, while not mandatory, is the preferred piece of identification for Canadians entering Canada. Other acceptable identification includes an enhanced driver's licence, Permanent Resident Card, or a Secure Certificate of Indian Status, as well as a NEXUS or Free and Secure Trade card for Canadian citizens.

  • Know what you've got onboard.

    It's not a problem to bring the food and drinks you need for your trip. When law enforcement authorities patrol Canadian waters, they're looking for signs of higher-risk activities, which could include smuggling goods into or out of the country. Canadian law requires that travellers report to the CBSA when carrying CAN$10,000 or more, or its equivalent in a foreign currency across the border. We recommend boaters carry only what they need for their trip and leave the rest at home.

How  to report your entry to Canada:

  • Planning  to "land" your vessel on Canadian soil or did you leave Canadian  waters and land on U.S. soil?      
    • All private boaters who intend to land on Canadian soil, or who have departed Canadian waters and landed on U.S. soil, are required to report to a CBSA designated marine reporting site. Upon arrival at a CBSA designated marine reporting site, call the Telephone Reporting Centre (TRC) at 1-888-226-7277 from the phone provided to obtain clearance.
  • Not  planning to "land" your vessel or did you leave Canadian waters but  did not land on U.S. soil?      
    • You still need to report to the CBSA. Certain  private boaters may contact the CBSA by calling the TRC at 1-888-226-7277from their  cellular telephones upon arrival in Canadian waters. This includes:        
      • Canadian citizens and permanent residents who  have not landed on U.S. soil; and
      • U.S. citizens and permanent residents who do  not plan on landing on Canadian soil.
    • Private boaters that are strictly weaving in and out of Canadian waters but are not in transit, are required to call the TRC only once at the time of their initial entry into Canadian waters. If this activity changes, i.e., the vessel docks in Canada or takes on new persons or goods while in foreign waters, the boaters must report to a CBSA designated marine reporting site and call the TRC to obtain clearance.
    • All other private boaters, including those without cellular telephones, must proceed to a CBSA designated marine telephone reporting site and place a call to the TRC to obtain CBSA clearance. This includes all vessels carrying individuals who are not Canadian or U.S. citizens or permanent residents.

What to expect  when calling the Telephone Reporting Centre (TRC):

When private boaters call the TRC, they will be asked a series  of questions about their trip, any passengers onboard the vessel, and their  declarations. After recording the information provided, the CBSA officer at the  TRC will determine whether further verification or examination is required. If  no examination is necessary, the CBSA officer will provide a report number to  the owner/operator. The receipt of this report number will constitute release and  approval for entry into Canada.

If a verification or  examination is required, the CBSA officer will advise the owner/operator to  ensure all goods and passengers remain onboard until the verification team  arrives. A report number will be provided following the verification process.  Owners/operators should keep their report number available during their entire  stay in Canada.

Looking to make the most of your time on the water this  summer?

The CBSA's Trusted Traveller programs streamline  the border clearance process for pre-approved, low-risk travellers. NEXUS and CANPASS members can provide advance  notice to the CBSA at least 30 minutes (minimum) and up to four hours (maximum)  prior to arriving in Canada by calling the NEXUS Telephone Reporting Centre at 1-866-99-NEXUS (1-866-996-3987) and 1-888-CANPASS  (1-888-226-7277) respectively.  For more information on how to apply to NEXUS and  CANPASS, as well as the full requirements and benefits of the programs, visit our NEXUS or CANPASS Web pages.

Organizing a local boating event?

Are you organizing a  local boating event or fishing derby and wonder how reporting requirements may  impact your participants? Contact the TRC as soon as possible at 1-888-226-7277  to discuss clearance procedures for your participants. Ask for the TRC superintendent  who can assist you and your participants in complying with reporting  regulations, so you can enjoy your time on the water this summer.

Failure to report

While Canadian  authorities do not inspect every vessel entering Canadian waters, private  boaters are required to obey the law and comply with reporting requirements.  Canadian law enforcement authorities do patrol Canada's coasts and inland  waterways and have the authority to stop any vessel having recently entered  Canadian waters.

Failure to report may  result in detention, seizure or forfeiture of the vessel and/or monetary  penalties. The minimum fine for failing to report to the CBSA upon entry to  Canada is CAN$1,000.

Following enforcement action, all persons have the right  to appeal the penalty. An independent third party reviews the elements of the  seizure/action and will render a decision. To appeal a seizure or penalty,  individuals must send a written submission to the Recourse Directorate of the  CBSA. For more information on appeals, visit the CBSA Web site at:  www.cbsa.gc.ca. The appeal must be filed within 90 days of the penalty action.

Page 3 of 8