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SECTION 1 - FUNDAMENTALS AND DEFINITIONS

1.01.1

The purpose of these Special Regulations is to establish uniform minimum equipment, accommodation and training standards for racing boats and as a guide for cruising boats.

1.01.2

These Special Regulations do not replace, but rather supplement, the requirements of governmental authority, the Racing Rules of Sailing and the rules of class associations and rating systems.

1.01.3

(a) Notwithstanding clause 1.01.2, every boat shall comply as a minimum with these Special Regulations of Australian Sailing for the nominated category of race. The race committees shall select the category deemed most suitable for the type of race to be sailed.

(b) These regulations shall not be varied except with the written approval of Australian Sailing.

(c) Where a variation is approved for an event, the wording of the approval

shall be included in the notice of race for the event.

(D) An organising authority that is conducting a cruising event may:
 develop its own safety guide to cruising
 vary the Special Regulations at its discretion by stipulating alternative
requirements that are appropriate for the event’s circumstances.
 use compliance with the Special Regulations for a nominated race
category

1.01.4

(a) In the regulations a number indicates the category of race for which the item is mandatory. The letter “N” indicates that the item is mandatory for night sailing.

(b) The use of the feminine or masculine gender shall be taken to mean either gender.

1.01.5

Official interpretations of these Special Regulations issued by Australian Sailing shall be considered to be part of the regulations and will be dated and displayed on the Australian Sailing website.www.sailing.org.au

1.02 RESPONSIBILITY OF THE PERSON IN CHARGE

1.02.1

The safety of a boat and her crew is the sole and inescapable responsibility of the person in charge who shall do their best to ensure that the boat is fully found, thoroughly seaworthy and manned by an experienced crew who have undergone appropriate training and are physically fit to face bad weather. He must be satisfied as to the soundness of hull, spars, rigging, sails and all gear. He shall ensure that all safety equipment is properly maintained and stowed and that the crew know where it is kept and how it is to be used. Attention is drawn to Regulation 2.04 that specifies the crew experience required for some races. He shall also nominate a person to take over the responsibilities of the person in charge in the event of his incapacitation.

1.02.2

The establishment of these Special Regulations, their use by race organisers, and the inspection of a boat under these regulations does not in any way limit or reduce the complete and unlimited responsibility of the person in charge.

1.02.3

The responsibility for a boat’s decision to participate in a cruising event or race, or to continue racing is hers alone – RRS Fundamental Rule 4.

1.03 DEFINITIONS

1.03.1

Age Date Buoyancy

Month / Year of first launch. Shall be achieved by the use of:

(i) Semi-rigid or rigid non-absorbent material permanently fixed into the hull;

(ii) Dedicated, empty, sealed compartments which may be fitted with screw-in drain plugs or an inspection port but which shall remain closed whilst racing;

(iii) Inflated airbags, permanently sealed and fixed below decks. Buoyancy shall be so distributed as to float the boat evenlywhen swamped including in the capsized position.

Cruising Event
Covers a wide range of activities from a group of yachts conducting a passage in loose or close company to some form of competition outside the restrictions of the RRS and a strict interpretation of these regulations.

Effective Rescue Availability
Requires the race committee to have in place an effective rescue procedure taking into account the local conditions, length of race, remoteness, availability of rescue craft and services, and the quality of communications.

FA Station

The transverse station at which the upper corner of the transom meets the sheerline.

Lifeline
Wire rigged as a guardrail around the deck.

LH

Hull length as defined by the Equipment Rules of Sailing.
.

LWL

Loaded Waterline Length.

Maximum Beam
The maximum beam of the boat.

Monohull
Hull in which the hull depth in any section does not decrease towards the centreline. All other boats are considered to be multihulls.

Movable Ballast
Lead or other material including water which has no practical function in the boat other than to increase weight and/or to influence stability and/or trim and which may be moved transversely but not varied in weight while a boat is racing.

Notified Body
Bodies authorised under the Recreational Craft Directive, European Commission or International Organization for Standardization to approve construction standards of yachts.

Permanently Installed
Means the item is effectively built-in by bolting, welding, glassing etc. and may not be removed while racing.

Primary Launch
Month and year of the first launch of the first boatof the production series or the first launce of a non series boat.

Protected Waters
Are those not fully exposed to the extremes of the ocean in such a way that the ocean swell has been broken. It may include large bays and gulfs.

Securely Fastened
Held strongly in place by a method (e.g. rope lashings, wing-nuts) which will safely retain the fastened object in severe conditions including a 180 degree capsize and allows for the item to be removed and replaced during racing.

Series Date
Month / Year of the launch of the first boat of a production series.

Sheltered Waters
Are those sheltered from the extremes of the sea by reefs, headlands or islands. This would infer that the ocean swell has been broken and that there is limited fetch. It can include harbours, estuaries and lakes.

Static Ballast
Lead or other material including water which has no practical function in the boat other than to increase weight and/or to influence stability and/or trim and which may not be moved or varied in weight while a boat is racing.

Trailable Boat
For the purpose of these regulations a trailable boatis a monohull, ballasted boat which can be transported on the public road system on the same trailer used to launch and retrieve it without the assistance of external equipment or detachment from the towing vehicle.

Unprotected Waters
Are those which are directly exposed to the extremes of the ocean.

Variable Ballast
Water carried for the sole purpose of influencing stability and/or trim and which may be varied in weight and/or moved while a boat is racing.

Working Deck
Shall be deemed to be any surface on which the crew might stand in order to handle the boat and its sails in a seamanlike manner.

1.03.2

“Shall” and “must” are mandatory; “should” and “may” are permissive.

1.04 ABBREVIATIONS

ABS	American Bureau of Shipping
AIS	Automatic Identification System
AMSA	Australian Maritime Safety Authority
AS	Standards Australia
CE	Mark of European Commission
DSC	Digital Selective Calling
EC	European Commission
EN	European Norm (Carries CE symbol)
GMDSS	Global Maritime Distress and Safety System
GPS	Global Positioning System
IRC	International Rule – Club
ISAF	International Sailing Federation
ISO	International Organization for Standardization
MYA	Member Yachting Association of Yachting Australia
ORCi	ORC International Measurement System
PFD	Personal Flotation Device
RNLI	Royal National Lifeboat Institute
RRS	Racing Rules of Sailing
SAR	Search and Rescue
SOLAS	International Convention for Safety of Life at Sea
YA	Yachting Australia
USL	Uniform Shipping Laws

SECTION 2 - APPLICATION AND GENERAL REQUIREMENTS

2.01 CATEGORIES OF EVENTS

As there are many types of racing events, ranging from long distance ocean races sailed under adverse conditions to short course day races sailed in protected or sheltered waters, seven categories of races have been established as follows, to provide for the differences in the standards of equipment and accommodation required for such varying circumstances: Categories 0-4 are intended for offshore racing. Categories 5 and 6 are suitable for (but not exclusive to) races which include only trailable boats. A race committee shall select the category most suitable for the type of race to be sailed, the locale that it is to be sailed in and the conditions under which it is to be sailed.An organising authority may add to the requirements of a particular category but not delete any.

2.01.1 Category 0:

Trans-oceanic races, including races which pass through areas in which air or sea temperatures are likely to be less than 5 degrees Celsius other than temporarily, where boats must be completely self-sufficient for very extended periods of time, capable of withstanding heavy storms and prepared to meet serious emergencies without the expectation of outside assistance. Specific requirements for Category 0 have been omitted from this version.

2.01.2 Category 1:

Offshore races of long distance and well offshore, where boats must be self-sufficient for extended periods of time, capable of withstanding heavy storms and prepared to meet serious emergencies without the expectation of outside assistance.

2.01.3 Category 2:

Offshore races of extended duration along or not far removed from shorelines or in large unprotected bays or lakes, where a high degree of self-sufficiency is required of the yachts.

2.01.4 Category 3:

Offshore races across open water, most of which is relatively protected or close to shorelines.

2.01.5 Category 4:

Short offshore races, close to shore in relatively warm or protected waters, normally held in daylight.

2.01.6 Category 5:

Races with limited rescue availability, in protected waters, in daylight hours or in sheltered waters at night.

2.01.7 Category 6:

Short races close to the shoreline in protected waters, in daylight hours only and with effective rescue availability.

2.01.8 Category 7:

Short races in sheltered waters, in daylight hours only and with effective rescue availability. Boats not complying with 3.01.3 are not required to carry buoyancy.

2.02 INSPECTION AND MONITORING

2.02.1

For the purposes of inspection under these regulations an MYA may accredit Equipment Auditors.

2.02.2

A boat may be inspected at any time and shall demonstrate compliance with these regulations. The boat’s club or the race committee of an event may appoint an accredited Equipment Auditor or other person to conduct inspections of the equipment required by Regulation 2.03, Section 3 Part 2, Sections 4 and 5 of these regulations.

2.02.3

If a boat does not comply with these Special Regulations, it may have its entry rejected by the organising authority, or it may be liable to disqualification or such other penalty determined by the protest committee.

2.02.4

A race committee shall arrange for constant radio monitoring of the nominated race frequency/ies while any race is in progress and for a reasonable period prior to and after the race. Details shall be provided the sailing instructions.

In the following list a number indicates that the item is a mandatory requirement for that category and the letter "N" indicates that the item is mandatory for night sailing. Items in italics are recommendations.

2.03 GENERAL REQUIREMENTS

2.03.1 Equipment functions & adequate for intended use

(a) Function properly.

(b) Be regularly checked, cleaned and serviced.

(c) When not in use be stowed in conditions in which deterioration is minimised.

(d) Be readily accessible.

(e) Be of a type, size and capacity suitable and adequate for the intended use and size of the boat.

2.03.2 Ballast & heavy equipment secured

(a) Ballast, tanks, ballast tanks and associated equipment shall be permanently installed.

(b) Heavy movable items including batteries, stoves, gas bottles, toolboxes, and anchors and chain shall be securely fastened.

(c) Heavy items for which fixing is not specified in these Special Regulations shall be permanently installed or securely fastened, as appropriate.

2.04 CREW EXPERIENCE

The number of crew specified below, including the skipper and/or person in charge shall have completed one race of the category entered or an equivalent passage.Evidence of such shall be provided if requested by the race committee.

2.04.1

At least half the crew.

2.04.2

At least 2 crew members.

SECTION 3 – PART 1 STRUCTURAL FEATURES, STABILITY

3.01 STRENGTH OF BUILD, BALLAST AND RIG

3.01.1

A boat shall be soundly constructed, well maintained and suitable for the event it will be entering. Hulls shall be watertight and, particularly with regard to hulls, decks and cabin trunks, capable of withstanding solid water and knockdowns.It must be properly rigged and ballasted, be fully seaworthy and must meet the standards set forth herein.Shrouds shall never be disconnected.

3.01.2

Trailable boats with an age date prior to 07/2001, when competing in races for trailable boats only, that do not comply with 3.04 (Stability) or with 3.08 (Cockpits) shall have sufficient buoyancy to support the boat, its crew and stores above the water when fully swamped.

3.01.3

All boats that do not comply with 3.04 (Stability) or with 3.08 (Cockpits) shall have sufficient buoyancy to support the boat, its crew and stores above the water when fully swamped.

3.01.4

(a) A boat shall be soundly constructed, well maintained and suitable for the event that it will be entering. It must be properly rigged, and must meet the standards set forth herein.

(b) Boats that are not resistant to capsize or buoyant or do not comply with 3.08 (Cockpits) are restricted to sheltered waters and the race committee must ensure that there is effective rescue capability available.

3.01.5

Ballast Tanks, Valves and Sea Cocks

Tanks for variable ballast shall be permanently installed to a boat's structure and shall be provided with a system of isolating valves and pump(s) capable of manual operation at any angle of heel. A plan of the plumbing system shall be displayed aboard the boat.

3.01.6

Control Systems, Actuators, Restraint

Movable ballast systems shall be fitted with a manual control and actuation secondary system which shall be capable of controllingthe keel in the event of failure of the primary system. Such failures could include electrical and hydraulic failure and mechanical failure of the components and the structure to which the primary system is mounted. The system must be capable of being operational quickly and shall be operable at any angle of heel. It would be desirable if this system was capable of securing the keel on the centreline.

A set of instructions, including any necessary diagrams, for the activation and operation of the secondary system shall be displayed aboard the boat.

3.02 WATERTIGHT INTEGRITY OF HULL

A monohull with an age or series date after 1 July 2010:

3.02.1

A hull, including, deck, coach roof, windows, ports, hatches and all other parts, shall form an integral, essentially watertight unit and any openings in it shall be capable of being immediately secured to maintain this integrity.

3.02.2

(a) Centreboard and daggerboard trunks and the like shall not open into the interior of a hull except via a watertight inspection/maintenance hatch of which the opening shall be entirely above the waterline of the yacht floating level in normal trim.

(b) Canting keels and the like, together with any control mechanism, shall be constructed in such a way that the watertight integrity of the hull is not compromised.

(c) Centreboard and daggerboard trunks and the like shall either not open into the interior of the hull or shall be fitted with some device that effectively limits ingress of water to the interior of the hull with the keel/ centreboard in any position.

3.02.3

(a) Boats with movable keels or centreboards shall have a positive non friction device which will prevent the keel or centreboard from moving in the event of a knockdown or capsize.The keel or centreboard shall always be locked in position except whilst being moved from one position to another (except that boats which have a shallow ballasted keel, or which have internal fixed ballast with either a swing or drop keel lowered through a sealed case, are exempt from the lock down device provided at least 80% of the ballast is in the fixed keel or hull).

(b) Where a boat is required to have the keel or centreboard at a specific position to comply with the resistant to capsize requirements of these regulations, then it shall not be moved to a higher position.

(c) Boats not complying with 3.04.1 and 3.04.2 (stability)shall not lift centreboards or keels whilst racing.

3.03 HULL CONSTRUCTION STANDARDS (Scantlings)

A monohull with an age or series date after 1 July 2010:

3.03.1

(a) Of less than 24 m in hull length (measured in accordance with ISO 8666) shall have:

• Been designed, built and maintained in accordance with the requirements of ISO 12215 Category A.

• On board a certificate of building plan review from a notified body recognised by World Sailing.

b) Of 24 m in hull length and over (measured in accordance with ISO 8666) shall have:

Been designed, built and maintained in accordance with requirements of a Classification Society recognised by World Sailing

On board a certificate of building plan review certificate issed from a a Classification Society recognised by World Sailing.

c) On board a declaration signed and dated by the builder to confirm the yacht is built in accordance with the reviewed plans. In cases a builder no longer exists, a race organiser or class rules may accept a signed statement of above in lieu of the Builder's Declaration, and

(d) Have an additional World Sailing certificate of building plan review in accordance with (a) or (b) and (c) above for

any significant repair or modification to the hull, deck, coachroof, keel or appendages.

3.03.2

A monohull with Primary Launch between 1987 and 1 July 2010 shall have been designed, built, maintained, modified or repaired in accordance with the requirements of:

(a) 3.03.1 or

(b)the ABS Guide for Building and Classing Offshore Yachts and have on board either an ABS certificate of plan approval, or written statements signed by the designer and builder confirming that they have respectively designed and built the boat in accordance with the ABS Guide, (c)the EC Recreational Craft Directive for Category A having obtained the CE mark, or

(d)ISO 12215 Category A, with written statements signed by the designer and builder confirming that they have respectively designed and built the boat in accordance with the ISO standard, and

(e) have written statements or approvals in accordance with (a), or (b) or (c) and (d) above for all significant repairs or modifications to the hull, deck, coach roof, keel or appendages, on board, except

(f) that a race organiser or class rules may accept, when that described in (a), (b), (c), (d) or (e) above is not available, the signed statement by a naval architect or other person familiar with the standards listed above that the boat fulfils these requirements

3.04 STABILITY – MONOHULLS

3.04.1

Australian Sailing requires a yacht to comply with a minimum stability or stability index as set out in Appendix B.

3.04.2

A yacht shall be resistant to capsize and shall have a ballasted keel, internal ballast or ballasted centreboard.

3.04.3

Compliance with Appendix B does not guarantee that a boat will, in fact, resist capsize or self-right in all conditions encountered at sea.

3.05 STABILITY AND FLOTATION – MULTIHULLS

3.05.1

Adequate watertight bulkheads and compartments (which may include permanently installed flotation material) in each hull shall be provided to ensure that a multihull is effectively unsinkable and capable of floating in a stable position with at least half the length of one hull flooded.

3.05.2

Multihulls first launched on or after 07/2005 shall in every hull without accommodation be divided at intervals of not more than 4m by one or more transverse watertight bulkheads.

3.05.3

Any required watertight bulkhead shall be strongly built to take a full head of water pressure without allowing any leakage into the adjacent compartment.

3.05.4

A hull shall have a watertight “crash” or “collision” bulkhead either:

(a) Within 15% of LH from the bow and abaft the forward end of LWL; OR

(b) Between 5% and 15% of LWL behind the forward end of LWL (This watertight compartment shall be divided horizontally by a bulkhead above the waterline OR

(c) Permanently installed closed-cell foam buoyancy effectively filling the forward 30% LH of the hull.

SECTION 3 – PART 2 FIXED EQUIPMENT

3.06 EXITS

3.06.1

(a)

2 exits, 1 forward of mast (Refer to regulation for minimum clearance)

(b)

Enclosed cabin, ≥5.5m LH, and carrying fuel below decks, 2 exits

(c)

For boats with an Age or Series Date of 07/2010 or later the minimum clearance diameter through an exit hatch shall be 450mm.

(d)

Yachts with an Age date on or after 07/2014 shall have an exit hatch with the following minimum clear openings in compliance with ISO 9094:

(i) Circular shape diameter 450 mm, or

(ii) Any other shape minimum dimension of 380 mm and minimum area of 0.18 m2. The dimensions must be large enough to allow for a 380 mm diameter circle to be inscribed.

3.06.2

MULTIHULLS

3.06.3

2 exits

3.06.4

LH ≥12m

(a) 1 x escape hatch per hull with accommodation for ingress/egress in event of inversion

(b) Age/Series Date 07/2010 or later, exit hatch clearance ≥450mm

(c) First launch on or after 01/2003, each escape hatch to comply with 3.06.4(b)

(d) When inverted each escape hatch above waterline

(e) If first launched on or after 01/2001, each escape hatch at or near midships station

(f) Catamaran first launched on or after 01/2003 each escape hatch on side of hull nearest centreline

(g) Catamaran first launched on or after 01/2003 with central nacelle, underside handholds for all crew

(h) It is recommended that in a catamaran with a central nacelle, each hull should have an emergency refuge, accessible via a special hatch in the side of the hull nearest the central nacelle, which hatch may be opened and closed from the inside and outside.

(i) Trimaran first launched on or after 01/2003, at least 2 escape hatches as per with 3.06.4(b)

(j) Trimaran, handholds underside around central hull for all crew

(k) Each escape hatch to have been opened at least once from inside & outside within 6 months of race

3.06.5
LH <12

Age Date on or after 07/2006:
Exit hatches to comply with 3.06.4(b)

Age Date before 07/2006:
(a) Each accommodation hull to have tools secured by line & clip to cut escape hatch; and

(a) Each accommodation hull to have tools secured by line & clip to cut escape hatch

b) Each hull at escape hatch cut out position, sign inside & out “ESCAPE CUT HERE”

3.07 HATCHES AND COMPANIONWAYS

3.07.1

(a) No hatches forward of maximum beam open inwards except if size < 0.071 m²

(b) Non-conforming hatches labelled ‘Not to be opened at sea’

3.07.2

(a)

(i) Hatches above water when heeled 90°

(ii) 4 Non-conforming hatches permitted; 2 per side, size<0.071m².

(iii) Non-conforming hatches; size<0.071m²

(b)

Hatches capable of being immediately shut; permanently attached lid

3.07.3

Blocking device for low sill companionway

3.07.4

(a) Companionway hatch securing arrangement

(i) Operable from above and below

(ii) Function independently of blocking devices.

(b) Blocking devices to be

(i) Capable of being retained with hatch open or shut

(ii) Secured to boat (e.g. by lanyard)

(iii) Permit exit in event of inversion

3.08 COCKPITS

3.08.1

Cockpit strong, self-draining, & watertight (3.08.2)

3.08.2

Cockpits shall be essentially watertight, that is, all openings to the hull must be capable of being strongly and rigidly secured.

3.08.3

Bilge pump outlet not connected to cockpit drain

3.08.4

A cockpit sole shall be at least 2% LWL above LWL.

3.08.5

A bow, lateral, central or stern well shall be considered a cockpit for the purposes of 3.08.

3.08.6 Cockpit Volume

Earliest of Age or Series Date Detail

(a) Before 04/1992 The total volume of all cockpits below lowest coamings shall not exceed 6% LWL x maximum beam x freeboard abreast the cockpit.

(b) Before 04/1992 The total volume of all cockpits below lowest coamings shall not exceed 9% LWL x maximum beam x freeboard abreast the cockpit..

(c) 04/1992 and after (a) or (b) above applies except thatthe lowest coamings shall not include any coaming aft of the FA stationand noextension of a cockpit aft of the working deck shallbe included in the calculation.

(d) 01/2003 and after (Calculations shall be based on LWL, maximum beam, and freeboard abreast the cockpit.

NOTE: For multihulls, LWL is the Length Overall; freeboard abreast the cockpit is the freeboard at the lowest cockpit coaming; maximum beam is the sum of the maximum beams of all the hulls. Hull beams shall be measured at working deck level amidships.

3.08.7 Cockpit Drains

LH Earliest of Age or Series Date Minimum draining size after allowance for screens

Under 8.5m Any 2 x 25mm diameter or equivalent

8.5m and over pre 07/1977 2 x 25mm diameter or equivalent

8.5m and over and over post 07/1977 4 x 20mm diameter or equivalent

3.08.8

Minimum drain sizes 20cm² per m³ cockpit

3.09 SEACOCKS

3.09.1

(a) Seacocks permanently installed

(b) Plugs for each opening attached or stowed near by

3.10 SHEET WINCHES

3.10.1

Sheet winchesshall be mounted in such a way that an operator is not required to be substantially below deck.

3.11 MAST STEP

3.11.1

Keel stepped mast; heel securely fastened

3.12 PULPITS, STANCHIONS, LIFELINES

Boats shall be equipped with a system of lifelines and/or guardrails designed to form an effectively continuous barrier around a working deck and complying with the requirements of this section with the aim of minimising the risk of people falling overboard.

3.12.1

If design makes it impractical to follow SR for lifeline system, follow as closely as possible to minimise risk of falling overboard

If lifelines not continuous, harnesses to be worn and attached when outside cabin

3.12.2

Lifelines taut (50 N force applied; ≤ 50 mm deflection)

3.12.3

If fitted

(a)

Bow pulpits shall be either:

(i) Closed and forward of forestay ; OR

(ii) Open with the forward gap ≤ 360 mm; OR

(iii) Open with the gap to any boat part ≤ 360 mm

(iv) May be a post pulpit providing adequate termination for the lifelines. Attention is drawn to ISO 15085.

(These requirements can be confirmed by presenting a 360 mm sphere inside the opening.)

(b)

& (d) Bow and stern pulpit top rails same height as upper lifelines

(c)

Lifelines, stanchions, pulpits effectively continuous deck barrier

(d)

Pulpit top rails no lower than upper lifelines

(e)

Openable upper rails in bow pulpits shall be secured shut whilst racing.

(f)

Pulpits & stanchions permanently installed

(g)

Pulpit & stanchion bases inboard ≦ 5% of max beam or 150 mm

(h)

Stanchion bases not outboard

(i)

Provided the complete lifeline enclosure is supported by stanchions and pulpit bases effectively within the working deck, lifeline terminals and support struts may be fixed to a hull aft of the working deck.

(j)

Lifelines attached to stanchion inside & overlapping pulpit with gap ≦ 150 mm permitted

(k)

Stanchions straight, vertical; first 50 mm ≦ 10 mm displ. and angle ≦ 10 deg. from 50 mm above deck.

3.12.4

Special requirements for pulpits, stanchions and lifelines on multihulls

(a) Main hull, bow pulpit with lifelines on stanchions around hull

(b) If net joins pulpit base, additional lifeline to forward crossbeam

(c) At main or emergency steer position on outrigger, lifelines 3m diameter arc around station

(d)

Lifelines bow to stern each hull

If no crossbeams, transverse lifelines at extremity of net forward and aft; with ‘ zig - zag ’ support material

3.12.5

Lifeline height, spacing, number comply with table

LOA Minimum Requirements

Under 8.5m Taut double lifelines with the upper lifeline not less than 450mm above the working deck.

8.5m and over Taut double lifelines with the upper lifeline not less than 600mm above the working deck.

All Intermediate lifeline(s) shall be fitted so that no vertical opening exceeds 380mm.

All The intermediate lifeline shall be not less than 230mm above the working deck.

3.12.6

If fitted

(a) Lifelines uncoated stainless steel wire

(b) Notwithstanding 3.12.6 (a) above, the term "uncoated" means that the wire must not be coated with any product that is moulded to the wire. The application of a loose sleeve to uncoated wire is permitted provided that air can circulate along the length of the wire between stanchions, it is regularly removed for inspection and the wire remains in good condition.

(d) Gap secured by lanyard ≦ 100 mm ; Lanyard replaced annually

(e) Total lifeline system ≥ strength of required wire

LOA Minimum Wire Diameter

Under 8.5m 3mm (1/8 in)

8.5m – 13m 4mm (5/32 in)

over 13m 5mm (3/16 in)

3.13 MULTIHULL NETS OR TRAMPOLINES

3.13.1

Nets:
(a) Essentially horizontal.

(b) Webbing or woven mesh, openings ≤ 50.8mm, no risk of foot trapping at hull net junction

(c) Solidly fixed at regular intervals; fine stitched to bolt rope

(d) Able to carry full crew weight, upright or inverted

(e) Individual tie points, not more than 4 per connecting line

3.13.2

Trimaran
Net Double
Crossbeam

Nets on each side:
(a) Central hull to outriggers

(b) Aft of centr al pulpit to mid forward crossbeam

(c) Furthest aft of centre cockpit or steering position to mid aft crossbeam

(d) 3.13.2(c) does not apply if coamings &/or lifelines height complies with 3.12.5

3.13.3

Trimaran
Net Single
Crossbeam

Nets between c entral hull & outriggers, aft end of pulpit, and furthest aft end of cockpit or steering position

3.13.4

Catamaran

Total net surface limited:
(a) Laterally by hulls

(b) Longitudinally by forestay base & boom end, but non-immersed central nacelle may satisfy tri requirements

3.14 TOE RAIL OR FOOT-STOP

3.14.1

Toe rail min height 25 mm (age date from 01/81);

Toe rail min height 20 mm (age date before 01/81)

3.14.2

A toe rail is not required on multihulls.

3.15 TOILET

3.15.1

Toilet, securely installed (N.B. includes plumbing)

3.15.2 Night

Toilet or securely fastened bucket

3.16 BUNKS

3.16.1

Bunks, securely fastened, sufficient 50% of crew

3.16.2

Lee cloths/restraints for fixed bunks

3.17 GALLEY

3.17.1

Cooking stove/heating appliance safe use in seaway
e.g. Gimballed with accessible shutoff

3.17.2

Cooking stove/heating appliance securely fastened, safe, accessible shutoff

3.17.3

Gas or methylated spirits only fuels for cooking

(a) The use of petrol (or similar hydrocarbon with a flash-point below 600C) for lighting, cooking or heating is prohibited.

(b) Methylated spirits is acceptable for cooking.

3.17.4

‘REMEMBER Turn Off Gas At Bottle’ sign

Gas detection for permanent pilot light

3.17.5

Disposable gas canisters ≤ 225 grams

3.17.6

Gas bottle, spare canisters in separate compartment ventilated overboard

3.17.7

Galley - suitable facilities

3.18 WATER TANKS AND WATER

3.18.1

2 permanently installed water tanks or divided compartments with pump

3.18.2

At least 2.5 litres of fresh water per crew member per 100 nautical miles of the course to be sailed shall be carried at the start of the race.

3.18.3

At least 2.5 litres of fresh water per crew member shall be carried at the start of the race.

1 permanently installed water tank (age date ≥ 07/98)

3.18.4

Emergency water 1 litre per crew additional

3.19 HANDHOLDS

3.19.1

Handholds below decks

3.20 BILGE PUMPS AND BUCKETS

3.20.1

2 manual bilge pumps; 1 above, 1 below operable with boat/seats shut; permanent discharge pipes

3.20.2

Provision to pump out all watertight compartments except if impermeable buoyancy

3.20.3

1 manual bilge pump; operable with boat/seats shut

3.20.4

1 x manual bilge pump

3.20.5

1 x manual bilge pump if space below floorboards precludes access for bucket bailing

3.20.6

Bilge pump not to discharge into closed cockpit
Bilge pump not connected to cockpit drains

3.20.7

a) Bilge pump minimum suction bore 25 mm

b) Bilge pump & strum boxes accessible

3.20.8

Pump handle each with lanyard or catch unless permanently fitted

3.20.9

2 x 8 litre buckets , stout construction with lanyard

3.21 COMPASS

3.21.1

Marine magnetic compass permanently installed, non-electric

3.21.2

Spare magnetic compass non-electric (portable ok)

3.22 HALYARDS

3.22.1

Minimum 2 halyards capable of hoisting sail

3.23 NAVIGATION LIGHTS

3.23.1

Navigation lights carried complying with IRPCAS

3.23.2

Navigation lights shall be mounted so that they will not be masked by sails or the heeling of the boat.

3.23.3

Navigation lights shall not be mounted below deck level and should be at no less height than immediately under the upper lifeline.

3.23.4

Reserve navigation lights , independent of main power

3.23.5

Spare bulbs except for multiple LED array

3.24 ENGINES, GENERATORS, FUEL Propulsion engines and associated systems shall be installed in accordance with their manufacturer's guidelines and suitable for the size and intended use of the boat.

3.24.1

A permanently installed inboard propulsion engine shall be provided.

3.24.2

Permanently installed engine

3.24.3

A propulsion engine shall be provided, either in accordance with 3.24.1 and 3.24.2 above, or an outboard engine with an associated power supply system tanks and fuel supply system, all securely fastened.

3.24.4

If using outboard motor, provision for mounting

Outboard motor mounted at all times

3.24.5

(a)

Provide a minimum speed in knots of (1.8 x √LWL in metres) against a 12 knot headwind.

(b)

Have a minimum amount of fuel which shall be sufficient to be able to meet charging requirements for the duration of the race and to motor at the above minimum speed for at least 5 hours (4 hours Cat 5).

(c)

Notwithstanding the above it is recommended that the minimum amount of engine fuel to be carried at the start of the race should be at least

Litres = LWL (metres) /0.135

Litres = LWL (metres)/0.2

Litres = LWL (metres)/0.4

(d)

Race committees are recommended to apply their own minimum fuel requirements in the notice of race which shall not be less than 3.24.5(c) above.

3.24.6

Separate starter battery if electric starter

3.24.7

Separate generators, if carried, securely covered and permanently installed

3.24.8

Fuel tank shut off valve/cock if fuel can escape or siphon

3.24.9

(a)

Petrol tanks – see regulation

(b)

Diesel tanks metal or other certified material

(c)

Fuel lines comply

(d)

Outboard tanks secured on deck or ventilated compartment; manufacturer supplied or recognised national standard

(e)

Petrol not below decks in portable containers

(f)

Flexible fuel tank not permitted.

3.24.10

If no motor & 5.5m LH, oars or paddles x 2; blade area 0.04 m²

3.25 MARINE RADIO

Satcom C equipment forms part of the Global Maritime Distress and Safety System and is carried aboard all commercial shipping as well as by shore based rescue coordination centres. This technology is well established and is an option available to yachts participating internationally under the ISAF Special Regulations. Owners and race organisers may consider phasing in this equipment as a prelude to its potential introduction into future versions of these Special Regulations.

3.25.1 The following waterproof or marine standard communication equipment shall be provided:

(a)

i) Permanently installed HF transceiver.

(ii) Permanently installed HF transceiver
(new installations DSC capable ).

(iii) It is recommended that all HF transceivers be DSC capable.

(iv) Where shore based VHF facilities exist for the entire length of the course, the organising authority may permit an installed VHF transceiver only and this shall be included in the notice of race.

(b)

i) Permanently installed VHF transceiver

ii) A permanently installed, DSC capable VHF transceiver is recommended

(iii) Permanently installed VHF transceiver
(new installations DSC capable )

(iv) It is recommended that all permanently installed VHF transceivers be DSC capable.

(c)

A satellite phone is recommended. The satellite phone should have coverage of the race area, and be connected to the main power or have a spare battery.

3.25.2

Handheld VHF transceiver ; waterproof

3.25.3

Permanently installed HF transceivers shall be:

(a) Able to transmit and receive on the standard distress frequencies of 4125, 6215, 8291 kHz.

(b) Tested in accordance with the notice of race.

3.25.4

Permanently installed VHF transceivers shall:

(a) VHF transceivers maximum output power rating is to be a minimum of 25 watts

(b) Masthead VHF antenna.

(c) Have transmission and reception with a base station at least 8 nautical miles distant.

(d) Be tested in accordance with the notice of race.

3.25.5

The following emergency antenna shall be provided:

(a) Emergency HF antenna
(b) Emergency VHF antenna

(b) Emergency VHF antennawhere regular antenna relies on mast

3.25.6

Handheld VHF transceivers shall:

(a)VHF handheld transceivers maximum output power rating is to be a minimum of 5 watts

(b) Be tested in accordance with the notice of race.

3.25.7

At least two means of receiving weather bulletins shall be provided.

3.25.8

3.25.9

Licensed Operators:

(a) At least two operators holding a Long - Range Radio Operators Certificate of Proficiency (LROCP).

(b) At least one operator holding a Long-Range Radio Operators Certificate of Proficiency (LROCP).

(c) At least one operator holding a Short-Range Marine Radio Operators VHF Certificate of Proficiency (SROCP or the higher LROCP qualification) or the Australian Waters Qualification (AWQ) if a VHF transceiver is installed or used.

(d) A Marine Radiotelephony Operator’s Certificate of Proficiency (MROCP) is an acceptable equivalent to the LROCP. A Marine Radio Operators VHF Certificate of Proficiency (MROVCP) is an acceptable equivalent to the SROCP. A Restricted Radiotelephony Operator’s Certificate of Proficiency (RROCP) is an acceptable equivalent to the MROCP.

3.26 BATTERIES (See also 3.24.6)

3.26.1

Batteries sealed type; electrolyte can not escape

3.27 BAROMETER

3.27.1

Barometer fitted

3.28 HULL IDENTIFICATION

3.28.1

Hull Identification, min 50mm; name & state rego; OR name, sail number & club

3.28.2

Boats shall have either on the deck or on each side near the bow, an identification number which is either the boat’s sail number or a race number specifically provided by the race organiser as specified in the notice of race. The number shall be in a highly visible contrasting colour to the background hull or colour patch.

3.28.3

Underside ≥ 2 x 1 m² coloured patches

SECTION 4 - PORTABLE EQUIPMENT AND SUPPLIES

For water and fuel see 3.18 and 3.24

4.01 SAIL NUMBERS

4.01.1

Sail numbers as per RRS 77 and Appendix G

4.01.2

Portable sail number on separate cloth with lanyards

4.02 PLUGS

4.02

PLUGS(See 3.09.1)

4.03 JACKSTAYS, CLIPPING POINTS AND STATIC SAFETY LINES

4.03.1

(a), (d), & (e) Jackstay attachments port/starboard, strong, through bolted (not around stanchion bases)

(b) Jackstays (1 port, 1 starboard); strength & materials as per regulation

(c) At least 2 jackstays fitted on underside

4 03.2

(a)

Clipping points through bolted or welded deck plates or other suitable strong points

(b)

Positioned to clip/ unclip from below and move between cockpit and deck

(c)

Clipping points for 2/3 crew

(d)

Trimaran – If rudder on outrigger, clipping points, not part of deck gear or steering mechanism, crew can reach steering mechanism on outriggers clipped on

4.04 FIRE EXTINGUISHERS

Where there is any form of auxiliary engine or naked flame, fire extinguishers readily accessible in suitable and different parts of the yacht shall be provided as follows:

Notes:

1. More than two, or higher rating extinguishers may be required depending upon the size and layout of the boat.

2. Fire extinguishers are recommended to be inspected at least every six months. All extinguishers other than carbon dioxide have a pressure gauge indicating their state of charge, and a security seal on the trigger. They should be free of corrosion, and recharged if the seal is broken or the gauge is not in the green sector of the scale. The nozzle should be checked to ensure that it is clear. A dry chemical extinguisher should be taken from its bracket and shaken to prevent the powder inside from compacting. A carbon dioxide extinguisher needs to be checked by weight and recharged if there has been a loss of more than 10 per cent of the net weight.

3. A more thorough check by a competent person is recommended to be carried out annually and every few years when an extinguisher requires a discharge, refill, pressure test or replacement.

4.04.1

2 x fire extinguishers 10BE dry powder min or equiv.

4.04.2

1 x fire extinguisher 10BE dry powder min or equiv.

4.04.3

From 1 July 2021 all fire extinguishers will be of a minimum rating of 1A:10B(E).

4.04.4

Fire blanket (for cooking device with open flame)

4.05 ANCHORS

4.05.1

(a)

Anchor & ground tackle as per Table 1

TABLE 1 Number of Anchors and Length of Warps

Function

Minimum length of chain

Plus length of Rope or Chain

Primary anchor

10.0 m

50.0 m

Secondary anchor

2.0 m

40.0 m

Primary anchor

5.0 m

45.0 m

(b)

Anchor & warp sizes Table 2 or Table 3

GROUND TACKLE SIZES
TABLE 2 - BASED ON L.O.A.

LOA	ANCHOR High Holding Power		CHAIN	WARP	Suggested Warp Size
	Plough Type e.g. CQR	Spade Type e.g. Danforth	Standard Link	Minimum Breaking Force	Polyethylene (silver)	Nylon
Metres	kg	size	mm	kN	mm	mm
Under 5	3.5	4S	6	4.5	8	8
Up to 6	4	8S	6	9	10	10
Up to 8	7	13S	6	9	10	10
Up to 9	9	22S	8	20	16	12
Up to 11	11	22S	8	30	20	14
Up to 13	15	40S	10	39	24	16
Up to 15	20	65S	10	39	24	16
Up to 17	25	65S	13	45	26	18
Up to 19	34	80S	13	45	26	18

TABLE 3 - BASED ON DISPLACEMENT

Displacement	ANCHOR High Holding Power		CHAIN	WARP	Suggested Warp Size
	Plough Type e.g.	Spade Type e.g. Danforth	Standard Link	Minimum Breaking Force	Polyethylene (silver)	Nylon
	CQR
Kg	kg	size	mm	kn	mm	mm
Less than 815	4	8S	6	9	10	10
816 - 2500	7	13S	6	9	10	10
2501 - 4300	9	22S	8	20	16	12
4301 - 6550	11	22S	8	30	20	14
6551 - 9500	15	40S	10	39	24	16
9501 - 13600	20	65S	10	39	24	16
13601 - 20400	25	65S	13	45	26	18
20401 – 27200	34	80S	13	45	26	18
27201 and over	45	80S	14	60	32	20

Minimum breaking force should in no way be construed as a safe working load

(c)

Primary anchor assembled, attached to tackle

(d)

A provision for securing the bitter end of the warp to a strong point on the boat prior to deploying the anchor shall be fitted.

4.06 FLASHLIGHTS

4.06.1

(i) Watertight spotlight; spare batteries & bulbs if replaceable

(ii) 3 x flashlight floating type ; spare batteries & bulbs if replaceable

(ii) 2 x flashlight floating type; spare batteries & bulbs if replaceable

4.06.2

1 x flashlight floating type ; spare batteries & bulbs if replaceable

4.06.3

Flashlight, at least one water resistant and floating type shall be provided.

4.07 MEDICAL KIT AND MANUAL

4.07.1

Ship Captains Medical Guide 21^st edition or later OR WHO Int’l Medical Guide for Ships

4.07.2

First aid manual

4.07.3

Injury/Illness Chart It is recommended that an injury/illness chart be used to help in communication over the radio or to ambulance officers on shore about what first aid treatment has been administered to an injury (See Appendix F for an example).

4.07.4

First aid kit, waterproof container; contents listed;
alternative brands permitted

4.07.5

Items contained in the first aid kits listed below are BASIC and it is recommended that they be increased on a pro rata basis when more than 10 crew are carried.

4.07.6

At least two members of the crew

At least one member of the crew

Shall hold a current Senior First Aid (Apply First Aid/Provide First Aid) Certificate or equivalent, or be a practising medical practitioner. Each of these crew members shall also have undertaken the training required by SR 6.01. It is strongly recommended that if injectable items are to be carried, that the members of the crew trained in first aid have additional training in the use of injectables. The person in charge of a boat is also recommended to review the specific circumstances of the boat, the race or cruise to be undertaken, the weather and sea conditions likely to be experienced and the time before medical assistance could be available to determine if this minimum level of first aid training is appropriate or whether further training is required.

4.07.7

It is recommended that if there is any possibility that special medication is needed, or medication allergies exist for any crew member, that crew member should obtain medical advice before racing and provide any necessary additional medication.

4.07.8

The race committee shall recommend increased dosages be carried for those races where a boat is expected to be more than 4 days from a port of refuge where medical assistance can be obtained.

4.07.9

First aid contents as per list at end of this form

WARNING

IN AN EMERGENCY, MEDICAL ADVICE SHOULD FIRST BE OBTAINED FROM THE COAST RADIO OR BY CONTACTING A DOCTOR THROUGH THE CONDUCTING CLUB. THIS IS PARTICULARLY IMPORTANT:
1. BEFORE ADMINISTERING PRESCRIPTION DRUGS, OR
2. BEFORE ADMINISTERING ASPIRIN OR NITROLINGUAL SPRAY FOR A SUSPECTED CARDIAC EMERGENCY (OTHER THAN WHEN USING THE VICTIM'S PERSONAL MEDICATION), OR
3. TREATING AN EYE INJURY, OR
4. TREATING SEVERE PAIN, OR
5. TREATING DIARRHOEA WHERE THE PATIENT ALSO HAS A FEVER, OR
6. TREATING SEVERE BURNS.
THE ADMINISTRATION OF ALL PRESCRIPTION DRUGS GIVEN UNDER MEDICAL ADVICE MUST BE DOCUMENTED IN THE BOAT’S LOG AND WITNESSED, DETAILING THE DOCTOR’S NAME, TREATMENT ADMINISTERED, DATE AND TIME.
NOTE:
Check Expiry Date of all medications.
* Ask a pharmacist for this medication.
* Requires a prescription.
* Mandatory only when required by notice of race for long ocean races.
It should be noted that most prescription medication must be stored at a temperature of 25 °C or less.
As the temperature in an enclosed yacht during the summer months can exceed 50 °C it is recommended that all prescription medication be replaced at least annually.
All drugs are to be stored in a safe cool environment and morphine should be removed from the boat when the boat is not racing or the drug is not required for that race category.
The Australian Resuscitation Council (ARC) recommends that all those trained in CPR should refresh their CPR skills at least annually. CPR is the most fundamental skill in first aid and repeated training is important to improve the effectiveness of basic life support at sea.

FOR VARYING DEGREES OF PAIN

Mild Pain

Paracetamol 500 mg (e.g. Panadol) OR Ibuprofen 200 mg (e.g. Nurofen) where quantity is 40 for category 1 ,category 2 and category 3.

Paracetamol 500 mg (e.g. Panadol) OR Ibuprofen 200 mg (e.g. Nurofen) where quantity is 20 for category 4 and category 5.

Moderate Pain

*Codeine 8 mg + Paracetamol 500 mg (e.g. Panadeine) where quantity is 40 for category 1 and Category 2

* Codeine 8 mg + Paracetamol 500 mg (e.g. Panadeine) where quantity is 20 for category 3

Moderate to Severe pain

** Codeine 30 mg + Paracetamol 500 mg (e.g. Panadeine Forte) where quantity is 20 for category 1 and category 2

Very Severe Pain

** Oxycodone 5 mg (e.g. Endone) where quantity is 20 for category 1 and category 2 or
** Oxycodone suppositories (per rectum) 30 mg (e.g. Proladone) where quantity is 10 for category 1 and category 2
*** Morphine 10 mg/1 ml where quantity is 10 for category 1 and category 2

Opioid Overdose

*** Naloxone Hydrochloride ampoules 400 mcg/ml where quantity is 5 for category 1 and category 2

Cardiac Emergencies

Soluble Aspirin (e.g. Disprin) where quantity is 20 for categor 1, category 2, category 3, category 4, categoty 5, category 6 and category 7

Nitrolingual Spray (e.g. Anginine) where quantity is 1 for category 1 and category 2

FOR WOUNDS AND LIMBS

Butterfly or Steristrips (Strips of 5) where quantity is 10 for category 1 and category 2

Butterfly or Steristrips (Strips of 5) where quantity is 5 for category 3 and category 4

Disposable Gloves where quantity is 20 for category 1, category 2, category 3 and category 4

Disposable Gloves where quantity is 10 for category 5, category 6 and category 7

Crepe bandages 75 mm x 1.5 m where quantity is 2 for category 1, category 2, category 3, category 4, category 5, category 6 and category 7

Crepe bandages 100 mm x 1.5 m where quantity is 2 for category 1 and category 2

Triangular bandage where quantity is 2 for category 1 and category 2

Triangular bandage where quantity is 1 for category 3 and category 4

High Absorbency non-adherent dressing (e.g. Exu-Dry) where quantity is 10 for category 1 and category 2

Low Absorbency non-adherent dressing/plain gauze (e.g. Melolin) where quantity is 10 for category 1, category 2, category 3 and category 4

Low Absorbency non-adherent dressing/plain gauze (e.g. Melolin) where quantity is 5 for category 5, category 6

Low Absorbency non-adherent dressing/plain gauze (e.g. Melolin) where quantity is 2 for category 7

Bandaids or equivalent roll of bandaid where quantity is 20 for category 1, category 2, category 3, category 4, category 5, category 6 and category 7

Sports/Strapping tape 50 mm x 2.5 m (e.g. Leukoplast) where quantity is 1 for category 1 and category 2

Antiseptic skin solution 15 ml (e.g. Betadine) where quantity 1 for category 1, category 2, category 3 and category 4

Antiseptic cream with Lignocaine HCL (e.g. Medicreme) where quantity is 1 for category 1, category 2, category 3 and category 4

FOR EYES

Normal saline (for washing) 250 ml where quantity is 1 for category 1, category 2, category 3 and category 4

Normal saline (for washing) 30 ml where quantity is 2 for category 5, category 6 and category 7

** Chloramphenicol eye ointment 1% 4 mg where quantity is 1 for category 1 and category 2

Sterile eye patches where quantity is 5 for category 1 and category 2

ANTIBIOTIC

Severe infection

Ciprofloxacin 500 mg (e.g. Ciproxin, C-Flox, CiloQuin, Piprol, Profloxin) where quantity is 14 for category 1

For infection

** Cephalexin 500 mg tabs (e.g. Keflex) where quantity is 20 for category 1 and category 2

Fungal skin infection

Clotrimazole cream (e.g. Lamisil, Daktarin) where quantity is 1 for category 1 and category 2

FOR BURNS

Superficial - Hydrogel wound dressing 100 g (e.g. Solosite, Duoderm Gel, Purilon)
Severe - Cool, then cover with a non-adherent dressing and obtain hospital treatment as soon as possible.
where quantity is 1 for category 1 and category 2

** Silver sulphadiazine cream 100 g (e.g. Flamazine) where quantity is 1 for category 1

SUNSCREEN

30+ SPF 250 ml where quantity is 1 for category 1, category 2, category 3, category 4, category 5, category 6 and category 7

FOR DIARRHOEA/GASTRIC PROBLEMS

Anti-diarrhoea treatment (pkt) - (e.g. Imodium, Lomotil) where quantity is 1 for category 1 and category 2

Antacid tablets (pkt) or liquid (bottle) (e.g. Mylanta, Gaviscon) where quantity is 1 for category 1

FOR DEHYDRATION

Electrolyte replacement 4.9g sachet - pkt of 10 (e.g. Gastrolyte) where quantity is 1 for category 1 and category 2

FOR SEASICKNESS

Crews should consider carrying some form of seasickness remedy for all racing categories. It should be noted that all types of seasickness remedy available may produce drowsiness and/or disorientation.

Travel/seasickness tablets (e.g. Avomine or Travacalm) where quantity is 10 for category 1, category 2, category 3 and category 4

FOR ALLERGY

Known allergy sufferers should carry their own auto-injector (e.g. Epipen, Anapen) or similar and advise the crew of its location and method of administration

** Antihistamine 25 mg tablet (e.g. Phenergan) where quantity is 25 for category 1 and category 2

** Adrenaline ampoules 1:1000 where quantity is 5 for category 1 and category 2

INSTRUMENTS

Scissors, stainless steel where quantity is 1 for category 1, category 2, category 3, category 4, category 5, category 6 and category 7

Thermometer, clinical where quantity is 1 for category 1 and category 2

Forceps, splinter, stainless steel where quantity is 1 for category 1 and catrgory 2

Appropriately sized disposable syringes and needles ( 5 ) (to be increased to 20 if Morphine and Naloxone Hydrochloride ampoules are required by the Notice of Race).

Alcohol swabs for injection preparation where quantity is 10 for category 1 and category 2

*** Stapling kit/wound glue where quantity is 1 for category 1

EMERGENCY MEDICAL EQUIPMENT

Malleable or fixed splints appropriate for arms and legs (e.g. inflatable, SAM, Flex-All) where quantity is 1 for category 1 and category 2

CPR mask or 6 Face shields where quantity is 1 for category 1, category 2, category 3, category 4, category 5, category 6 and category 7

4.08 FOGHORN

4.08

Foghorn

4.09 RADAR REFLECTOR, AUTOMATIC IDENTIFICATION SYSTEM (AIS)

4.09

The following shall be provided:

AIS Transponder.

(b) AIS Transponder is recommended.

(c) From 1 July 2015, an AIS Transponder is recommended.

4.10 CHARTS, PILOTING EQUIPMENT AND BOOKS

4.10.1

Charts (not solely electronic), plotting equipment

(b) Charts shall contain details of likely ports of refuge.

(c) A list of lights or navigational charts which show details of lights likely to be visible from the race area shall be provided.

4.10.2

Collision Regulations; electronic or hard copy

4.10.3

Current AS “ Racing Rules of Sailing ” and “Special Regulations Part 1”; electronic or hard copy

4.11 GPS

4.11.1

GPS permanently installed, with MOB function

4.11.2

Handheld GPS, water resistant, spare batteries

4.11.3

A yacht shall be equipped with an EPFS (e.g. GPS capable of recording a man overboard position within 10 seconds and monitoring that position.

(b) It is recommended that a yacht shall be equipped with an EPFS (e.g. GPS) capable of recording a man overboard position within 10 seconds and monitoring that position.

4.12 DEPTH SOUNDER

4.12

Depth Sounder

4.13 LOG

4.13.1

Log (other than GPS)

4.14 EMERGENCY STEERING

4.14.1

Emergency tiller if not tiller steered

4.14.2

Alternative steering method for rudder loss

4.15 TOOLS AND SPARE PARTS

4.15.1

Tools, spares parts, effective way to cut rigging

4.15.2

Bosun’s chair or climbing harness

4.15.3

Sharp knife sheathed, restrained in or near cockpit

4.16 BOAT’S NAME

4.16.1

Name on all buoyant equipment & items

4.16.2

Personal lifejacket marked to identify owner

4.17 RETROREFLECTIVE TAPE

4.17.1

Retro-reflective tape on lifebuoys, lifeslings, liferafts

4.18 EPIRBS

4.18.1

406MHz EPIRB.
GPS capable

Registered with relevant authority

4.18.2

Number of EPIRBs ≥ number of liferafts
Number of EPIRBs

4.18.3

EPIRBs shall be:

(a) Stored in a dry, well-marked location near the companionway.

(b) Within battery life.

(c) Regularly tested.

(d) Registered with relevant authority

Crew trained in use

4.18.4

Additional EPIRBs required under 4.18.2 may be packed in each liferaft or stored in a dry, well-marked location near the companionway.

4.18.5

(a) It is strongly recommended that non-GPS EPIRBs be replaced with GPS capable 406 MHz EPIRBs as soon as practicable.
Registered GPS capable 406 MHz beacons provide a signal that may be received within seconds by Geostationary satellites and have an accuracy locator of 120.0 m. Calculating the position of non-GPS beacons will typically take 90 minutes (but could take up to 5 hours) and the position is only accurate to 5 km. For further information visit the AMSA website.

(b) From 1 July 2015 all 406 MHz EPIRBs shall be GPS capable.

4.19 LIFERAFTS

4.19.1

Liferaft compliant type as per 4.19.1 and 4.19.2

(a)

SOLAS LSA code 1997 Chapter IV or later version except that they are acceptable with a capacity of four persons and may be packed in a valise. A SOLAS liferaft shall contain at least a SOLAS “A” pack, or

(b)

For liferafts manufactured prior to January 2003, OSR Appendix A part I (ORC), or

(c)

For liferafts manufactured prior to 1 July 2006, USL Coastal liferaft wheneach liferaft shall contain at least a YA pack (YASR Part 1, Appendix A), or

(d)

OSR Appendix A part II (ISAF) when, unless otherwise specified by a race organiser, the floor shall include thermal insulation, and when each liferaft shall contain at least an ISAF pack (OSR Appendix A part II 4.0 (ISAF), or

(e)

ISO 9650 Part 1 Type 1 Group A (ISO) when each liferaft shall contain at least a Pack 2 (<24h) and

(i) Shall have a semi-rigid boarding ramp, and

(ii) Shall be so arranged that any high-pressure hose shall not impede the boarding process, and

(iii) Shall have a topping-up means provided for any inflatable boarding ramp, and

(iv) When the liferaft is designed with a single ballast pocket this shall be accepted provided the liferaft otherwise complies with ISO 9650 and meets a suitable test of ballast pocket strength devised by the manufacturer, and

(v) Compliance with SR 4.19.1 (e)( i-iv) shall be indicated on the liferaft certificate.

(f)

When the notice of race requires yachts to carry Pack 1 (>24h) or YA equipment (SR Part 1, Appendix A), the additional equipment above that required by 4.19.1 (a-e), shall be either packed into the liferaft or carried in a grab bag.

4.19.2

Minimum Liferaft Equipment

(a) A SOLAS liferaft shall contain as a minimum a SOLAS A

pack;

(b) An ISO 9650 liferaft shall contain as a minimum Pack 2

(less than 24 hour pack);

(c) ISAF liferaft shall contain at least an ISAF pack;

(d) ORC liferafts shall contain at least an ORC pack;

(e) USL Coastal liferaft when each liferaft shall contain at

least an Australian Sailing pack (SR Part 1, Appendix A).

(f) When the notice of race requires yachts to carry Pack 1

(>24h) or Australian Sailing equipment (SR Part 1,

Appendix A), the additional equipment above that

required by 4.19.2 (a-e), shall be either packed into the

liferaft or carried in a grab bag.

(a)

(a) A SOLAS liferaft shall contain as a minimum a SOLAS A pack;

(b) An ISO 9650 liferaft shall contain as a minimum Pack 2 (less than 24 hour pack);

(d) ORC liferafts shall contain at least an ORC pack;

(e) USL Coastal liferaft when each liferaft shall contain at least an Australian Sailing pack (SR Part 1, Appendix A).

(f) When the notice of race requires yachts to carry Pack 1 (>24h) or Australian Sailing equipment (SR Part 1, Appendix A), the additional equipment above that required by 4.19.2 (a-e), shall be either packed into the liferaft or carried in a grab bag.

(b)

A liferaft shall be packed in a transportable rigid container or canister or in a valise and stowed in a purpose-built rigid compartment containing liferaft(s) only and opening into or adjacent to the cockpit or working deck, or through a transom, provided that:

(i) Each compartment is watertight or self-draining (self-draining compartments will be counted as part of the cockpit volume except when entirely above working deck level or when draining independently overboard from a transom stowage), and

(ii) The cover of each compartment is capable of being easily opened under water pressure; and

(iii) The compartment is designed and built to allow the liferaft to be removed and launched quickly and easily; or

(c)

In a yacht with Age or Series Date before June 2001, a liferaft may be packed in a valise not exceeding 40 kg securely stowed below deck adjacent to a companionway.

(d)

Liferaft stowage on a multihull shall be such that each liferaft may be readily removed and launched whether or not the yacht is inverted.

(e)

The end of each liferaft painter should be permanently made fast to a strong point on board the yacht.

(f)

All yachts should consider liferaft stowage such that each liferaft may be readily removed and launched whether or not the yacht is inverted.

NOTE:

There are risks associated with long-term storage of liferafts in adverse weather conditions when yachts are not in use. Owners should consult manufacturer’s recommendations for care and stowage of liferafts.

4.19.3

Liferaft stowage

(a)(i) Rigid container; on working deck/cockpit ; OR

(a)(ii) Rigid container or valise stowed in dedicated locker opening to cockpit/working deck /transom; OR

(b) If boat launch before 06/2001, valise ≤ 40kgs stowed below near companionway permitted

(c) Liferaft readily deployable whether inverted or not

(d) Painter should be made fast to strong point

(e) Life raft launch time 15 seconds

4.19.4

Liferaft Servicing and Inspection

IMPORTANT NOTICE Recent evidence has shown that packaged liferafts are vulnerable to serious damage when dropped (e.g. from a boat onto a marina pontoon) or when subjected to the weight of a crew member or heavy object (e.g. an anchor). Damage can be caused internally by the weight of the heavy steel CO2 bottle abrading or splitting neighbouring layers of buoyancy tube material. ISAF has instituted an investigation into this effect and as an interim measure requires that every valise-packed liferaft shall have an annual certificate of servicing. A liferaft should be taken for servicing if there is any sign of damage or deterioration (including on the underside of the pack). Persons in charge should insist on great care in handling liferafts and apply the rules NO STEP and DO NOT DROP UNLESS LAUNCHING INTO THE SEA.

(a) A liferaft shall be serviced at a manufacturer authorized service station at the following maximum intervals:

(i) SOLAS liferafts annually

(ii) ISO 9650 canister packed liferafts every 3 years

(iii) ISO 9650 valise packed liferafts every 3 years except that hired liferafts shall be serviced annually

(iv) ISAF liferafts annually

(v) ORC liferafts annually

(b) Servicing certificates (original or a copy) on board

(c) A liferaft built to OSR Appendix A part I ("ORC") packed in a rigid container or canister shall either be serviced annually or may, when the manufacturer so specifies, be inspected annually (not necessarily unpacked) provided the yacht has on board written confirmation from the manufacturer's approved service station stating that the inspection was satisfactory.

(d) A liferaft built to the USL Code shall be serviced annually.

(e) A liferaft built to OSR Appendix A part II ("ISAF") packed in a rigid container or canister shall either be serviced annually or may, when the manufacturer so specifies, have its first service no longer than three years after commissioning and its second service no longer than two years after the first. Subsequent services shall be at intervals of not more than 12 months.

(f) A liferaft built to ISO 9650 Part 1 Type 1 Group A, packed in a rigid container or canister shall be serviced in accordance with the manufacturer’s instructions but NOT less frequently than every three years.

(g) A liferaft built to ISO 9650 Part 1 Type 1 Group A packed in a valise shall be inspected annually by an approved manufacturer’s agent and serviced in accordance with the manufacturer’s instructions but NOT less frequently than every three years.

(h) Liferaft servicing certificates shall state the specification that the liferaft was built to. See Regulation 4.19.1

(i) ISAF, ISO and SOLAS liferafts as per 4.19.1 (a), (d) and (e) which are packed to Part 1 Appendix A requirements as of 1 July 2013, and are not approved to carry YA equipment, shall have these packs changed to the requirements of 4.19.1 at its next service and by 1 July 2014.

4.20 GRAB BAGS TO ACCOMPANY LIFERAFTS

4.20.1

(a) A yacht is required to have for each liferaft, a grab bag. A grab bag should have inherent flotation, at least 0.1 m2 area of fluorescent orange colour on the outside, should be marked with the name of the yacht, and should have a lanyard and clip.

(b) NOTE: It is not intended to duplicate in a grab bag items required by other Special Regulations to be on board the yacht - these recommendations cover only the stowage of those items.

4.20.2

Grab Bag Recommended Contents
The grab bag should be easily accessible. The following contents should be considered for inclusion and should be appropriately packed and waterproofed.

(a) Two red parachute and Two red hand flares and cyalume type chemical light sticks

(b) A waterproof handheld GPS in at least one of the grab bags carried by a yacht

(c) A SART (Search and Rescue Transponder) in at least one of the grab bags carried by a yacht

(d) A GPS capable 406MHz EPIRB in at least one of the grab bags carried by a yacht

(e) Water in re-sealable containers or a hand-operated desalinator plus containers for water

(f) A watertight handheld marine VHF transceiver plus a spare set of batteries

(g) A watertight flashlight with spare batteries and bulb

(h) Thermal protective aids or survival bags

(i) Two safety tin openers (if appropriate)

(j) A first-aid kit including sunscreen and seasickness tablets.

(k) A daylight signalling mirror

(l) Some high-energy food

NOTE: Additional recommended items for long Category 1 races

(m) A handheld satellite telephone with waterproof cover and internal batteries

(n) A strobe light

(o) Medical supplies for pre-existing medical conditions of any crew member

(p) Spare unbreakable spectacles for any crew members needing them

(q) Four additional red parachute flares, three white parachute flares, two orange smoke flares

4.21 LIFEBUOYS

4.21.1

The following shall be provided within reach of the helmsman and ready for instant use:

(a)

Lifebuoy; self - igniting light, drogue; in reach ; OR

Lifesling, self-igniting light; in reach

(b)

Additional lifebuoy, in reach of helmsman

(i) Whistle, drogue, self - igniting light

ii) Pole and flag floating 1.8 metres above water, attached to lifebuoy with 3 metres of line

4.21.2

1 x lifebuoy to be of permanent buoyancy

4.21.3

Each inflatable lifebuoy and any automatic device (e.g. pole and flag extended by compressed gas) shall be tested and serviced at intervals in accordance with its manufacturer's instructions.

4.21.4

Lifebuoys, lifeslings fitted with retro reflective material

4.21.5

Lifebuoys, lifeslings safety colour

4.22 PYROTECHNICS (FLARES)

4.22.1

Waterproof container for flares

Red parachute flares Red hand flares White hand flares * Orange smoke

6 4 2 4

4 4 2 4

2 2 2

2 2

* Specifications (except colour and candela rating) should comply with LSA Code Chapter III 3.2

4.23 HEAVING LINE

4.23.1

Heaving line minimum 15 m

4.24 STORM AND HEAVY WEATHER SAILS

Design
It is strongly recommended that owners consult their designer and sailmaker to decide the most effective size for storm and heavy weather sails. The purpose of these sails is to provide safe propulsion for the boat in severe weather – they are not intended as part of the racing wardrobe. The areas below are maxima. Smaller areas are likely to suit some boats according to their stability and other characteristics.

4.24.1

Boats shall be equipped with sails suitable for use in heavy weather:

(a) Storm jib; area compliant

(b) Storm trysail; area compliant OR mainsail reefing 50% of luff

(c) Heavy weather jib; area compliant

(d) Storm trysail; area compliant OR mainsail reefing 40 % of luff

(e) Either a storm trysail or mainsail reefing points to reduce the luff by at least 25%.

4.24.2

(a) Trysail to be highly-visible colour; OR if purchased before 07/2005, patches 20% of area

(b) Sheeting positions for storm, heavy weather sail

(c) Storm & heavy weather jib means of attachment to stay independent of any luff-groove device

(d) Sail numbers both sides trysail

(e) Storm trysail to set with in-mast furling mainsail

4.24.3

(a) Aromatic polyamides, carbon fibre & similar not used for storm jib, trysail

(b) A rotating wing mast used in lieu of a trysail shall have a highly visible coloured patch on each side.

(c) Sheeting positions shall be provided on deck for each storm and heavy-weather sail.

(d) Each storm or heavy-weather jib which needs a stay shall have a means to attach the luff to the stay, independent of any luff-groove device.

(e) The boat's sail number and letter(s) shall be placed on both sides of the trysail (or rotating wing mast if fitted) in a size conforming to RRS Appendix G. Where this is not possible they shall be as large a size as practicable.

(f) In a yacht with an in-mast furling mainsail, the storm trysail must be capable of being set while the mainsail is furled.

(g) It is recommended that sheets should be permanently attached to the storm jib by sewing or splicing, not by J clips.

4.24.4

(a) Aromatic polyamides, carbon fibre and similar fibres shall not be used in a trysail or storm jib but spectra and similar materials are permitted.

(b) It is strongly recommended that a heavy weather jib does not contain aromatic polyamides, carbon fibre and similar fibres other than spectra/dyneema.

4.25 DROGUE, SEA ANCHOR

A drogue (for deployment over the stern), or alternatively a sea anchor or parachute anchor (for deployment over the bow) are recommended (See Appendix E).

4.26 RETRIEVAL OF CREW FROM THE WATER

4.26.1

Retrieval method of crew from water

4.27 DISTRESS SHEET

4.27.1

V Distress sheet or International signal

4.28 STOWAGE CHART

4.28.1

Stowage chart, displayed

SECTION 5 - PERSONAL EQUIPMENT

5.01 LIFE JACKETS

Lifejacket requirements vary between the States and Territories and it is recommended that before purchase and use it should be established that the lifejacket is acceptable under local law.

5.01.1

Each crew member shall have one lifejacket as follows:

(a)

Lifejacket ≥ 150N (not “Mae West”), in service;

(b)

Lifejackets as above shall be arranged to securely suspend an unconscious person face upwards at approximately 45 degrees to the water surface in accordance with ISO 12402-3.

(c)

Bulky inherently buoyant lifejackets that are applied over the head (known as “Mae West” type) are not acceptable.

(d)

Each lifejacket retro tape, whistle, crotch strap/s

(e)

It is strongly recommended that lifejackets be fitted with a splashguard/sprayhood.

(f)

A boat shall carry:

(i) at least one spare lifejacket as required in 5.01.1

(ii) If inflatable, min 1 spare cylinder & (if appropriate) spare auto rearming kit

(g)

A lifejacket shall be worn by each member of the crew when on deck between the hours of sunset and sunrise.

(h)

It is strongly recommended that a lifejacket be worn by each member of the crew at times such as, but not limited to:

(i) When alone on deck

(ii) When the true wind speed is 25 knots or above

(iii) When visibility is less than 1 nautical mile

(i)

Lifejacket ≥ 50N.in service
(See regulation for compliance standards)

(j)

If no lifelines , PFD ≥ 50N (as per 5.01.1i ) worn by each crew on deck

(k)

Night: PFDs ≥ 100N

5.01.2

Each lifejacket shall be branded with the respective standard authority’s mark of approval

5.01.3

A combined Life Jacket and Safety Harness may be used so long as it meets the respective standard for each.

5.01.4

If inflatable, lifejackets shall have a compressed gas inflation system.

5.01.6

Each lifejacket which is not an inflatable shall be checked annually for serviceability.

5.02 SAFETY HARNESSES AND SAFETY LINES (Tethers)

5.02.1

(a)

Safety harness, line with snap hook each end ( ≤ 2 m ) ; 1 per crew
(See regulation for compliance standards)

(b)

Each safety harness and safety line shall comply with:

(i) Australian Standard AS2227, or

(ii) An equivalent overseas standard such as ISO 12401, and

(iii) Shall be branded with the respective standard authority’s mark of approval.

(c)

The safety line shall have a snap hook at each end.

(d)

Warning: It is possible for a plain snap hook to disengage from a u-bolt if the hook is rotated under load at right-angles to the axis of the u-bolt. For this reason the use of snap hooks with positive locking devices is strongly recommended.

5.02.2

For 30% of crew

(i) Tethers 1m long ( in addition to 5.02.1) OR included in 5.02.1 as follows:

(ii) 2 m with mid point clip OR

(iii) Twin lines, one ≤ 1 m & second ≤ 2 m

NOTE: Twin lines are a single safety line arrangement with three snap hooks. The centre hook is designed to be clipped to the harness. The other two hooks provide safety lines of not more than 1 m and not more than 2 m in length.

5.02.3

A crew member’s Life jacket and harness shall be compatible.

5.02.4

It is strongly recommended that:

(a) A harness should be fitted with a crotch strap or thigh straps.

(b) Snap-hooks should be of a type which will not self-release from a u-bolt (See 5.02.1 (d)) and which can be easily released under load (crew members are reminded that a personal knife or tether cutter may free them from a safety line in emergency).

5.02.5

(a) Warning: A safety line and safety harness are not designed to tow a person in the water and it is important that the shortest safety line length possible be used with a harness to minimise or eliminate the risk of a person’s torso becoming immersed in water outside the boat, especially when working on the foredeck. The 1 m safety line or the midpoint snap hook on a 2 m line should be used for this purpose. The diligent use of a properly adjusted safety harness and the shortest line practicable are regarded as by far the most effective way of preventing man overboard incidents.

(b) Warning: Twin lines are to be used for 2-point attachment to the vessel and not to be used as a single line tether 3 m in length.

5.03 PERSONAL LIGHTS

5.03.1

A personal light (strobe or SOLAS LSA 2.2.3)

Carried by or attached to each member of the crew when on deck at night.

5.04 PERSONAL CLOTHING

It is recommended that during rough weather, crew that are on deck wear clothing that will protect them from hypothermia.

5.05 PERSONAL LOCATOR BEACON

5.05.1

406 MHz Personal Locator Beacon (PLB) with GPS ;

5.05.2

PLBs shall be:

(a) PLB Within battery life

(b) Regularly tested

(c) Registered with relevant authority

5.05.3

Crew to be trained in use of PLBs

5.05.4

(a) It is strongly recommended that non-GPS PLBs be replaced with GPS capable 406 MHz PLBs as soon as practicable.

Registered GPS capable 406 MHz beacons provide a signal that may be received within seconds by Geostationary satellites and have an accuracy locator of 120 m. Calculating the position of non-GPS beacons will typically take 90 minutes (but could take up to 5 hours) and the position is only accurate to 5 km. For further information visit the AMSA website.

(b) From 1 July 2015 all 406MHz PLBs shall be GPS capable.

SECTION 6 – TRAINING

6.01 TRAINING

6.01.1

(a) At least 50% of the crew

(b) At least 30% of the crew including the skipper or sailing master shall have undertaken training in both theoretical and practical sessions in accordance with the Australian Sailing Safety and Sea Survival Course (SSSC), or a course of no less a standard acceptable to the race committee that covers as a minimum, the following topics (Australian Sailing strongly recommends that all crew members do likewise):  Care and maintenance of safety equipment  Storm sails  Damage control and repair  Heavy weather - crew routines, boat handling, drogues  Man overboard prevention and recovery  Giving assistance to other craft  Hypothermia  SAR organisation and methods  Weather forecasting  Liferafts and lifejackets  Fire precautions and use of fire extinguishers  Distress communications equipment (VHF, GMDSS, satcoms etc.)  Pyrotechnics and EPIRBs The training shall have a five year validity period. Revalidation shall be achieved by completing an update course in accordance with the SSSC.

6.01.2

Routine Training on Board

It is recommended that crews should practise safety routines at reasonable intervals including the drill for manoverboard recovery.

SECTION 7 - APPENDICES

APPENDIX A to Part 1

EQUIPMENT FOR USL COASTAL LIFERAFTS

1.0 USL Coastal liferafts permitted under 4.19.1 (c) shall carry at least the following equipment, properly stowed and secured so as to be available undamaged after launching and inflating:

(a) One sea anchor or drogue (attachment line should not be less than 15 m) attached so that the entry point to the liferaft is to leeward. (Compliance with ISO 17339 or equivalent is recommended).

(b) One safety knife.

(d) One water resistant torch (signalling) together with one spare set of batteries and one spare bulb in a waterproof container.

(e) One heliograph mirror.

(f) One bailer easily identifiable as such (RAN specification recommended).

(g) One sponge per person.

(h) One repair outfit complete with six emergency buoyancy tube leak stopping plugs capable of repairing punctures in buoyancy compartments.

(i) One buoyant rescue quoit attached to at least 30 m of buoyant line.

(j) Four red hand-flares and two smoke signals or combination of both complying with Regulation 4.22.

(k) Two red parachute flares complying with Regulation 4.22.

(l) One signalling mirror.

(m) Sufficient drinking water, giving 0.5 l per person.

(n) One pack of emergency rations per person.

(o) Two tubes of sunscreen.

(p) Five plastic bags, not less than 450 mm x 300 mm per person.

(q) An operational instruction card clearly legible on the liferaft and its contents, either waterproofed or stencilled on the inside of the canopy or on the inside of the buoyancy compartments.

(r) A USL Coastal First Aid Kit.

(s) A water maker is recommended for long Category 1 Races.

(t) Two buoyant paddles with handles.

(u) Six anti-seasickness tablets for each person.

(v) One waterproof copy of the illustrated table of life-saving signals referred to in Regulation 38 of Chapter V of SOLAS 1997.

(w) One waterproof copy on how to survive in the liferaft. The above equipment must be packed in bags capable of holding it comfortably so that it does not burst out when opened in difficult conditions. The closure must be by a plastic zip or Velcro along the side and not at one end. The bags must be securely fastened to the inside of the liferaft.

APPENDIX B to Part 1

RESISTANCE TO CAPSIZE FOR MONOHULLS

B.1 RESISTANT TO CAPSIZE

B.1.1 For all boats
To be considered Resistant to Capsize as required in Regulation 3.04.1 boats shall be assessed as follows:
• The Stability Index of the ORC International Rule (ORCi)or
• The Category (ISO 12217-2) as detailed in B.4 or
• The Category (STIX and AVS) from an IRC certificate or
• The SSS Base Value from the IRC certificate where the certificate does not show an IRC Category (STIX and AVS) or
• The Screening Value (SV) as provided in B.5
• The Righting Moment Index (RMI) as calculated in B.5 or
• The Horizontal Stability Factor as calculated in B.6.

B.1.2 An additional requirement for boats with movable or variable ballastshall also comply with the relevantrequirement of B.7.

B.2 RACE CATEGORIES

NOTE: For Category 0 races refer to ISAF requirements.
To demonstrate compliance with Resistance to Capsize requirements for the various race categories one of the following shall be achieved:

Category 1 Races	ORCi Stability Index of 115 or greater, or ISO 12217-2 Design Category A except that the STIX Number shall be increased to a minimum of 35.
	For Category 1 races, the hydrostatics and stability demonstrating the yacht’s compliance with ISO Category A shall be derived from measurement of the freeboards and righting moment of the actual yacht by a qualified source.
	NOTE: When determining stability criteria for an event, the organising authority should consider the limitations of ISO12217-2:2002 wherein it is stated: 8.2.1 A boat given design category A is considered to be designed to operate in winds of Beaufort force 10 or less and the associated wave heights, and to survive in more severe conditions. And 8.2.4 Table 8 which limits significant wave height and wind speed in design category definitions as follows:
Category 2 Races:	ORCi stability index of 110 or greater, or ISO 12217-2 Design Category A
Category 3 Races:	ORCi stability index of 103 or greater, or ISO 12217-2 Design Category or IRC Category A or B, or IRC SSS Base Value of 16 or greater, or SV of 10 or less subject to B.5.1, or RMI of 1.4 or greater
Category 4 Races:	ORCi stability index of 103 or greater, or ISO 12217-2 Design Category or IRC Category A, B or C, or IRC SSS Base Value of 10 or greater, or SV of 10 or less subject to B.5.1, or RMI of 1.4 or greater
Category 5 and 6 Races:	Races: ORCi stability index of 103 or greater, or ISO 12217-2 Design Category or IRC Category A, B or C, or IRC SSS Base Value of 8 or greater, or SV of 14 or less subject to B.5.1, or RMI of 1.1 or greater, or Horizontal Stability Factor.

B.3 SPECIFIC REQUIREMENTS

B.3.1 Apart from boats having only a centreboard or drop keel on the centreline of the hull, boats with movable or variable ballast shall additionally comply with Section B.7.

B.3.2 Verification
A race committee may require the owner or charterer ofaboat to confirm its resistance to capsize ability before accepting its entry.

B.3.3 ORCi certificates used for the purposes of Appendix B need not be current provided that:
(a) The certificate has been issued in the last 5 years
(b) For Category 2 races or above, the boat is still owned by the holder of the certificate
(c) The boat hasnot been modified and
(d) The current freeboard measurements have been confirmed as being consistent with the certificate.

B.4 ISO 12217-2 DESIGN CATEGORIES

These shall be determined as specified in International Standard ISO 12217-2, Small craft – Stability and buoyancy assessment and categorisation – Part 2: Sailing boats of hull length greater than or equal to 6m.
Notwithstanding the maximum length limit of 24m in the ISO standard, when used in this Appendix it shall be applicable to longer boats.

B.4.1 Stability
B.4.1.1 Boat Condition
In the calculation of stability data:
(a) Deck and other enclosed volume above the sheerline may be taken into account, in which case offsetting cockpit volume shall also be taken into account.
(b) Mass shall be taken as Minimum Operating Mass as defined by ISO 12217-2, paragraph 3.5.3.

B.5 SCREENING PROCEDURE and RIGHTING MOMENT INDEX

B.5.1Screening Procedure

A screening procedure has been established to determine those boats that are not required to be subjected to the practical test for RMI or calculation of the RMI (see B.5.2) and will be considered as complying with Regulation 3.04.1.
The Screening Procedure utilises three separate criteria, a Screening Value (SV), the distribution of ballast and the displacement of the boat.
An RMI test or calculation is required for:
(a) (i) Category 3 and 4 races for any boat where the SV exceeds 10
(ii) Category 5 and 6 races for any boat where the SV exceeds 14
Or
(b) Any boat that carries more than 30% of its ballast internally
Or
(c) Any boat with a displacement less than 1.5 tonnes.
A boat’s SV is calculatedusing the formula:
SV = 2.83 x LOA
Displacement
Where LOA is in metres and displacement is in tonnes to 2 decimal places.

B.5.2 RMI Procedure

Having followed the procedures in B.5.1, the RMI for a boat requiring a test or calculation may be determined through:
(a) A practical test.
(b) Calculations provided by the designer or other appropriately qualified person using a recognised design package.
The practicaltest shall be at the owner's risk and cost, and no liability will be accepted by the club, the MYA or YA or any of its members, officers or servants.

The RMI shall be calculated using the formula:
RMI =TM
W
Where:
TM is the Test Mass required to hold the mast in a horizontal athwartships position with the mass suspended at the upper point of I.
W is the theoretical equivalent mass at the upper point of I representing the total effect of the dynamic condition of a storm on a yacht whilst lying on its side, and is calculated using the formula:
W = 1.7 x(2.79LB²) + (0.05I³) + (20.13L x FML) kilograms
I + 0.5FML
Where (in metres) L= LOA
B = Maximum Beam
FML= Freeboard at half LOA
I = Height of Foretriangle from Deck
For boats without a foresail the point at which themainsail luff is 75% above the deck shall be taken as equivalent to the upper point of I.
Any movable or variable ballast shall be placed in the position which minimises the righting moment.

B.6 HORIZONTAL STABILITY FACTOR (HSF)

The HSF shall be the Test Mass (TM) required to hold the mast in a horizontal athwartships position when the mass is suspended from the hounds.It shall not be less than

TM= (3.0LB²+11.0L) + 0.2H² kilograms
IM

Where (in metres) L = LOA
B = Maximum Beam
IM = Sheer to Hounds
H = Mast length above step
For boats without a foresail the point at which themainsail luff is 75% above the deck shall be taken as equivalent to the upper point of IM.
The term 0.2H² may be omitted if the mast is effectively watertight and buoyant.
During the practical test all gear shall be stowed normally, outboard motors shall be in the required position, the keel locked down and no sails shall be hoisted.
Determination of the HSF shall be at the owner's risk and cost, and no liability will be accepted by the Club, the MYA or YA or any of its members, officers or servants.

B.7 BOATS WITH MOVABLE ORVARIABLE BALLAST

B.7.1	Use of ORCi
	B.7.1.1	General Standards Boats with movable and/or variable ballast shall comply with the following minimum values of Ballast Leeward Recovery Index (BLR Index) Race category 1,2 3 4-6 BLR Index 0.9 BLR Index 0.8 BLR Index 0.7
B.7.2	Use of ISO
	B.7.2.1	Boat Condition In the calculation of stability data mass shall be taken as Minimum Operating Mass as defined by ISO 12217-2, paragraph 3.5.3.
	B.7.2.2	General Standards In the assessment of ISO category for yachts fitted with movable and/or variable ballast, ISO 12217-2, paragraph 6.1.4 (b) shall not apply. Boats shall comply with paragraphs 6.2.3, 6.3.1 and 6.4. Calculations shall be for the ballast condition that results in the most adverse result when considering each individual stability requirement. ISO 12217-2 Annex C, paragraph C.3.3, first sentence, theword “may” is replaced with “shall”. ISO 12217-2 Annex C, paragraph C.3.4 shall not be used in the calculation of righting lever.
	B.7.2.3	Knockdown Recovery Boats with movable and/or variable ballast shall comply with the following minimum values of Knockdown Recovery Factor (FKR) calculated in accordance with ISO 12217-2 paragraph 6.4.4 with the modification that the reference to ISO 8666 paragraph 5.5.2 changed to incorporate actual mainsail area and centre of effort. The lesser of FKR₉₀ and FKR-₉₀ shall be used: Race category 1,2 3 4-6 FK 0.9 FKR 0.8 FKR 0.7
B.7.3	Use of RMI
	B.7.3.1	General Standards In the assessment of RMI for yachts fitted with movable and/or variable ballast, tests or calculations shall be made for the ballast condition that results in the most adverse result.
	B.7.3.2	2Knockdown Recovery Boats with movable and/or variable ballast shall comply with the following minimum values RMI tested or calculated in accordance with section B.5: SR Category 3, 4 5 and 6 RMI 1.6 RMI 1.4 for boats greater than 8 m LOA. 1.55 for boats 8 m LOA or less
B.7.4	Use of HSF
	B.7.4.1	1General Standards In the assessment of HSF for yachts fitted with movable and/or variable ballast, tests or calculations shall be made for the ballast condition that results in the most adverse result.
	B.7.4.2	2Knockdown Recovery Boats with moveable or variable ballast shall comply with the following minimum values HSF when tested in accordance with section B.6: HSF times 1.3 for boats greater than 8m LOA 1.5 for boats 8 m LOA or less

APPENDIX C to Part 1

Hull Construction Standards (Scantlings) for Yachts with Age or Series Date prior to 1 July 2010

C.1

A monohull with Age or Series Date on or before 1 July 2010 shall comply with Regulations 3.03.1, 3.03.2 and 3.03.3 or with this Appendix.

Earliest of Age Or Series date

All 01/1986 and later

Under 12.0m 07/1988 and later

12.0m and over 01/1987 and after

C.1.01

A monohull defined in the table above shall have been designed, built and modified in accordance with the requirements of:

(a) The EC Recreational Craft Directive for Category A (having obtained the CE mark), or

(b) The ABS Guide for Building and Classing Offshore Yachts in which case the yacht shall have on board either a certificate of plan approval issued by ABS, or written statements signed by the designer and builder which confirm that they have respectively designed and built the yacht in accordance with the ABS Guide, or

(c) ISO 12215 Category A, with written statements signed by the designer and builder which confirm that they have respectively designed and built the yacht in accordance with the ISO standard.

(d) In certain circumstances, the following exception may apply: A race organiser may accept when the information described in C.1.01(a), (b), or (c) above is not available, the signed statement by a naval architect or other person familiar with the standards listed above that the boat fulfils the requirements of C.1.01(a), (b) or (c).

C.1.02

Any significant repairs or modifications to the hull, deck, coach roof, keel or appendages, on a yacht defined in the Table at C.1 shall be certified by one of the methods above and an appropriate written statement or statements shall be on board.

SECTION 8 – ADVISORY APPENDICES

ADVISORY APPENDIX D to Part 1

MANOVERBOARD - QUICK STOP AND THE LIFE SLING (OR SEATTLE SLING)
When a crew member goes over the side recovery time is of the essence. In an effort to come up with a recovery system that is simple and lightning quick, the US Yacht Racing Union Safety at Sea Committee, the US Naval Academy Sailing Squadron, the Cruising Club of America Technical Committee and the Sailing Foundation of Seattle, Washington, joined forces to conduct extensive research and sea trials. The result of their collaboration is the "Quick Stop" method of man overboard recovery. The hallmark of this method is the immediate reduction of boat speed by turning to windward and then manoeuvring slowly, remaining near the victim.In most cases, this is better than reaching off, then gybing or tacking and returning on a reciprocal course.

QUICK STOP

1. Shout "man overboard" and detail a crew member to spot and point to the victim's position in the water. The spotter should not take his eyes off the victim (see Figure 1).

2. Provide immediate flotation. Throw buoyant objects such as cockpit cushions, life rings and so on. These objects may not only come to the aid of the victim, but will "litter the water" where he went overboard and help your spotter to keep him in view. Deployment of the pole and flag (dan buoy) requires too much time. The pole is saved to "put on top" of the victim in case the initial manoeuvre is unsuccessful.
3. Bring boat head-to-wind and beyond (see Figure 1).
4. Allow headsail to back and further slow the boat.
5. Keep turning with headsail backed until wind is abaft the beam.
6. Head on beam-to-broad reach course for two or three lengths then go nearly dead downwind.
7. Drop the headsail while keeping the mainsail centred (or nearly so). The jib sheets are not slacked, even during the dousing manoeuvre, to keep them inside the lifelines.
8. Hold the downward course until victim is abaft the beam.
9. Gybe.
10. Approach the victim on a course of approximately 45 degrees to 60 degrees off the wind.
11. Establish contact with the victim with heaving line or other device.
The Naval Academy uses a "throwing sock" containing 75 feet of light floating line and a bag that can be thrown into the wind because the line is kept inside the bag and trails out as it sails to the
victim.
12. Effect recovery over the windward side.

Quick Stop Under Spinnaker
The same procedure is used to accommodate a spinnaker. Follow the preceding instructions. As the boat comes head-to-wind and the pole is eased to the head stay, the spinnaker halyard is lowered and the sail is gathered on the fore deck. The turn is continued through the tack and the approach phase commences.

Quick Stop in Yawls and Ketches
Experiment with your mizzen sail. During sea trials, it was found best to drop the mizzen as soon as possible during the early phases of Quick Stop.

Quick Stop Using Engine
Use of the engine is not essential, although it is advisable to have it running in neutral during Quick Stop in case it is needed in the final approach. Check first for trailing lines!

SHORTHANDED CREW

3. Once deployed, the boat is sailed in a wide circle around the victim with the line and sling trailing. The jib is allowed to back from head-to-wind, increasing the rate of turn.
4. Contact is established with the victim by the line and sling being drawn inward by the boat's circling motion. The victim places the sling over his head and under his arms.
5. Upon contact, the boat is put head-to-wind again, the headsail is dropped to the deck and the main is doused.
6. As the boat drifts slowly backward, the crew begins pulling the sling and the victim to the boat. If necessary, a cockpit winch can be used to assist in this phase, which should continue until the victim is alongside and pulled up tightly until he is suspended in the sling (so that he will not drop out). But see following page for advice on a horizontal lift, which is preferable when there is a choice.

PARBUCKLE DEVICE

This is an alternative to the hoisting rig. A patent version is known as the Tri-buckle. Another version is rectangular, like a climbing net. The net, or triangle of strong porous material, is clipped to the toe rail, the triangle top or net extremity clipped to a halyard extension. The casualty is manoeuvred or dragged alongside into the triangle or net then rolled onto the deck by hoisting the halyard.
Hypothermic aftershock may be minimised by this method which keeps the casualty essentially horizontal.

THE HOISTING RIG

NOTE:Since the hoisting rig was developed, more evidence has emphasised the value in keeping a victim horizontal particularly after long or hypothermic immersion. A parbuckle or horizontal lift is highly desirable (see below).

1. With the floating tether line, haul the victim alongside, preferably on the windward side, from amidships to the quarter, wherever there are available cleats and winches.
2. Pull up on the tether line (with winch assistance, if necessary) to get the victim's head and shoulders out of the water and cleat it. The victim is now safe.
3. Attach a three-part or four-part tackle to the main halyard, haul it up to a predetermined point, about 10 feet above the deck or high enough so that the victim can be hoisted up and over the lifelines. Cleat off the halyard.
4. Attach the lower end of the tackle to the (previously sized) loop in the tether line that passes through the D-rings of the sling.
5. Reeve the running end of the tackle through a sheet block or snatch block on deck and put it on a cockpit winch. Hoist the victim aboard by winching it on the running end of the tackle

ADVISORY APPENDIX E to Part 1

HYPOTHERMIA

WHAT IS IT?

A condition in which exposure to cold air and/or water lowers body core temperature. Death can result from too low a brain and heart temperature.

WHY BE CONCERNED?

Hypothermia, even mild cases, decreases crew efficiency and increases risk of costly accidents. Proper planning against hypothermia can give a winning competitive edge.

PREVENTION

• Wear warm clothing and a lifejacket/harness. Have proper foul-weather kit for all crew. Dry suits are excellent. Insulate all areas of the body, especially the high heat-loss areas: head, neck, armpits, sides of chest and groin. Keep warm and dry, but avoid sweating; wear layered clothes.

• Rotate watch frequently.

• Get plenty of rest, prevent fatigue.

• Eat and drink normally, no alcohol.

• Prevent dehydration; watch urine colour (drink more if colour becomes more intense).

• Avoid seasickness.
• Take into account special medical problems of crew members.

• Regularly train crew in Man Overboard recovery.

• Have two or more crew trained in CPR (Cardio-pulmonary resuscitation).

SURVIVAL IN COLD WATER (under 75 °F, 25 °C)

• If boat is in trouble, put on dry or survival suits if carried. Radio for help; give position, number of crew, injuries, boat description. Make visual distress signals. Stay below if possible. Remain aboard until sinking is inevitable.

• If going overboard, launch life raft and EPIRB (Emergency Position Indicating Radio Beacon). Take grab bag, visual distress signals and waterproof hand-held VHF. Get into raft, stay out of water as water conducts heat out of the body 20 times faster than air. Remain near boat if practicable.

• If in the water, crew should stay together near the boat. This makes everyone easier to find, helps morale. Enter life raft; keep dry suit or survival suit on if worn.

• If not wearing dry suit or survival suit, make sure you wear a lifejacket, keep clothes and shoes on for some insulation and flotation. Keep hat on to protect head. Get all or as much of body out of water as soon as possible - into raft or swamped boat or onto flotsam. Avoid swimming or treading water, which increases heat loss. Minimise exposed body surface. A splashguard accessory on the lifejacket greatly improves resistance to swallowing seawater and also accommodates involuntary "gasping" when plunged into cold water.

WARNING

• First aid for severe and critical hypothermia is to add heat to stabilise temperature only. Rapid re-warming, such as a hot shower or bath, may be fatal; it will, at least, cause complications. Allow body to re-warm itself slowly.

• Body core temperature lags behind skin temperature during re-warming. Keep victim protected for extended period after apparent full recovery or medical help arrives. Many hours are required for full return to normal temperature even though victim says he has recovered.

• Always assume hypothermia is present in all man overboard situations in which victim has been exposed for more than 10-15 minutes

• Victims may also be suffering from near drowning, thus needing oxygen. Observe for vomiting.

• In a helicopter rescue, protect victim - including the head - from rotor blast wind chill.

HYPOTHERMIA FIRST AID

ALL CASES

• Keep victim horizontal

• Move victim to dry, shelter and warmth

• Allow to urinate from horizontal position

• Handle gently

• Remove wet clothes - cut off if necessary

• Apply mild heat (comfortable to your skin) to head, neck, chest and groin - use hot water bottles, warm moist towels

• Cover with blankets or sleeping bag; insulate from cold — including head and neck

• Report to doctor by radio

MILD CASES

• Primary task is to prevent further heat loss and allow body to re-warm itself • Give warm, sweet drinks — no alcohol - no caffeine

• Apply mild heat source to stabilise temperature and/or

• Re-heat to point of perspiring

• Keep victim warm and horizontal for several hours

MODERATE CASES

• Same as above

• Offer sips of warm liquid only if victim is fully conscious and able to swallow without difficulty — no alcohol — no caffeine

• Have victim checked by doctor

SEVERE CASES

• Obtain medical advice as soon as possible using your radio

• Assist victim, but avoid jarring him — rough handling may cause cardiac arrest or ventricular fibrillation of heart

• No food or drink

• Observe for vomiting and be prepared to clear airway

• Ignore pleas of "Leave me alone, I'mOK" victim is in serious trouble — keep continuous watch over victim

• Lay victim down in bunk, wedge in place, elevate feet, keep immobile; no exercise

• Apply external mild heat to head, neck, chest and groin — keep temperature from dropping, but avoid too rapid a temperature rise

CRITICAL CASES

• Always assume the patient is revivable — hypothermic victims may look dead butdon't give up - pulse very difficult to feel, breathing may have stopped

• Handle with extreme care

• Tilt the head back to open the airway — look, listen and feel for breathing and pulse for one to two full minutes

• If there is any breathing or pulse, no matter how faint or slow, do not give CPR, but keep a close watch on vital sign changes

• Stabilise temperature with available heat sources, such as naked chest to back warming by other crew member (leave legs alone)

• If no breathing or pulse for one or two minutes, begin CPR immediately. Do not give up until victim is thoroughly warm — alive or dead.

• Medical help is imperative — hospitalisation needed

RANGES OF HYPOTHERMIA SYMPTOMS

ADVISORY APPENDIX F to Part 1

DROGUES AND SEA ANCHORS

TERMINOLOGY

The term "drogue" generally means a device dragged from the stern of a vessel which continues to make steerage way through the water but at reduced speed. The term "sea anchor" generally means a device streamed from the bows of a vessel practically halted in the water by the action of the sea anchor.

LIFERAFTS

Every liferaft has a sea anchor supplied as part of its equipment. A sea anchor is critical to the safe use of a liferaft and dramatically reduces the chance of liferaft capsize. Its secondary function is to limit drift. A spare sea anchor may be carried in a grab bag. Sea anchors in liferafts should comply with ISO 17339 and the opportunity should be taken at service intervals to ensure this.

DROGUES ON YACHTS

A number of research programmes have been conducted including one for the RORC by the Southampton University Wolfson Unit. In tests drogue deployment repeatedly prevented typical yacht forms from being slewed sideways and rolled in heavy breaking seas.

Deployment of a drogue over the stern means that heavy water will break over that part of the yacht, so all openings must be properly secured shut.

A "series-drogue" invented by Donald Jordan has the ability to continue to provide drag even if part of the device is "surfing" under a wave crest.

SEA ANCHORS ON YACHTS

The most common form of sea anchor for yachts is the "parachute" anchor developed from aviation parachutes. Specialist manufacturers have accumulated much data to demonstrate the effectiveness of the device which can enable a vessel to take seas bows-on, reduce drift to the order of one knot, and resist capsize.

Sketch shows small parachute anchor used as drogue. Bridle lines led to port and starboard main winches can provide emergency steering. Product obtained from a specialist supplier is recommended

ADVISORY APPENDIX G to Part 1