yachting australia category 6 safety

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Section & Rules
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shall be included in the notice of race for the event.		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.
		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.
		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.
		The transverse station at which the upper corner of the transom meets the sheerline.
		Wire rigged as a guardrail around the deck.
		Hull length as defined by the Equipment Rules of Sailing. .
		Loaded Waterline Length.
		The maximum beam of the boat.
		Hull in which the hull depth in any section does not decrease towards the centreline. All other boats are considered to be multihulls.
		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.
		Bodies authorised under the Recreational Craft Directive, European Commission or International Organization for Standardization to approve construction standards of yachts.
		Means the item is effectively built-in by bolting, welding, glassing etc. and may not be removed while racing.
		Month and year of the first launch of the first boatof the production series or the first launce of a non series boat.
		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.
		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.
		Month / Year of the launch of the first boat of a production series.
		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.
		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.
		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.
		Are those which are directly exposed to the extremes of the ocean.
		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.
		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.

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

	American Bureau of Shipping
	Automatic Identification System
	Australian Maritime Safety Authority
	Standards Australia
	Mark of European Commission
	Digital Selective Calling
	European Commission
	European Norm (Carries CE symbol)
	Global Maritime Distress and Safety System
	Global Positioning System
	International Rule – Club
	International Sailing Federation
	International Organization for Standardization
	Member Yachting Association of Yachting Australia
	ORC International Measurement System
	Personal Flotation Device
	Royal National Lifeboat Institute
	Racing Rules of Sailing
	Search and Rescue
	International Convention for Safety of Life at Sea
	Yachting Australia
	Uniform Shipping Laws

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 :

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.

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

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.

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.

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.

2.03.1 Equipment functions & adequate for intended use

(a) Function properly.

(b) Be regularly checked, cleaned and serviced.

(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.

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.

At least half the crew.

At least 2 crew members.

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.

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.

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.

(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.

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.

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.

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

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.

(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.

(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.

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

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.

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

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

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

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

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.

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.

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

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

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

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

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

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.

(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.

(a) No hatches forward of maximum beam open inwards except if size 2

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

(i) Hatches above water when heeled 90°

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

Hatches capable of being immediately shut; permanently attached lid

Blocking device for low sill companionway

(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

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

Bilge pump outlet not connected to cockpit drain

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

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

3.08.6 Cockpit Volume

(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..

(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.

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

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

(a) Seacocks permanently installed

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

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

Keel stepped mast; heel securely fastened

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.

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

Bow pulpits shall be either:

(i) Closed and forward of forestay ; OR

(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.)

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

Lifelines, stanchions, pulpits effectively continuous deck barrier

Pulpit top rails no lower than upper lifelines

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

Pulpits & stanchions permanently installed

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

Stanchion bases not outboard

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.

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

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

Special requirements for pulpits, stanchions and lifelines on multihulls

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.

(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


Under 8.5m	3mm (1/8 in)
8.5m – 13m	4mm (5/32 in)
over 13m	5mm (3/16 in)

A toe rail is not required on multihulls.

3.15.2 Night

Toilet or securely fastened bucket

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

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.

‘REMEMBER Turn Off Gas At Bottle’ sign

Gas detection for permanent pilot light

Disposable gas canisters ≤ 225 grams

Gas bottle, spare canisters in separate compartment ventilated overboard

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.

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

Emergency water 1 litre per crew additional

Handholds below decks

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

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

a) Bilge pump minimum suction bore 25 mm

b) Bilge pump & strum boxes accessible

2 x 8 litre buckets , stout construction with lanyard

Minimum 2 halyards capable of hoisting sail

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

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

Reserve navigation lights , independent of main power

Spare bulbs except for multiple LED array

A permanently installed inboard propulsion engine shall be provided.

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.

If using outboard motor, provision for mounting

Outboard motor mounted at all times

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

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).

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

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.

Separate starter battery if electric starter

Separate generators, if carried, securely covered and permanently installed

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

Diesel tanks metal or other certified material

Fuel lines comply

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

Petrol not below decks in portable containers

Flexible fuel tank not permitted.

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

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:

i) Permanently installed HF transceiver.

(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.

i) Permanently installed VHF transceiver

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

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

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.

Handheld VHF transceiver ; waterproof

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.

Permanently installed VHF transceivers shall:

(b) Masthead VHF antenna.

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

The following emergency antenna shall be provided:

Handheld VHF transceivers shall:

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

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

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).

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

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.

For water and fuel see 3.18 and 3.24

Sail numbers as per RRS 77 and Appendix G

Portable sail number on separate cloth with lanyards

PLUGS (See 3.09.1)

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:

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.

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

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

Fire blanket (for cooking device with open flame)

Anchor & ground tackle as per Table 1

TABLE 1 Number of Anchors and Length of Warps

Anchor & warp sizes Table 2 or Table 3

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


	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


	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

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.

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

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

First aid manual

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).

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.

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.

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.

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.

First aid contents as per list at end of this form

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

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

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

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

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

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

The following shall be provided:

AIS Transponder.

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.

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

(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.

Emergency tiller if not tiller steered

Alternative steering method for rudder loss

Tools, spares parts, effective way to cut rigging

Sharp knife sheathed, restrained in or near cockpit

Name on all buoyant equipment & items

Personal lifejacket marked to identify owner

Retro-reflective tape on lifebuoys, lifeslings, liferafts

EPIRBs shall be:

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

(b) Within battery life.

(d) Registered with relevant authority

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

(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.

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

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

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

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

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.

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.

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);

(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 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

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.

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

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

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

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.

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.

(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.

(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.

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

(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

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

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.

Waterproof container for flares

Heaving line minimum 15 m

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.

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

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

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

(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.

(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.

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).

Retrieval method of crew from water

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.

A boat shall carry:

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

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

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

Night : PFDs ≥ 100N

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

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.

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

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.

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.

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

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).

(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.

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.

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

PLBs shall be:

(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.

(a) At least 50% of the crew

Routine Training on Board

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

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.

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:

	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.
	When determining stability criteria for an event, the organising authority should consider the limitations of ISO12217-2:2002 wherein it is stated:
	ORCi stability index of 110 or greater, or ISO 12217-2 Design Category A
	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
	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
	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

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


		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

		In the calculation of stability data mass shall be taken as Minimum Operating Mass as defined by ISO 12217-2, paragraph 3.5.3.
		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.
		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 FKR and FKR- shall be used: Race category 1,2 3 4-6 FK 0.9 FKR 0.8 FKR 0.7

		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.
		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

		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.
		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

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

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

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).

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.

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.

SHORTHANDED CREW

PARBUCKLE DEVICE

THE HOISTING RIG

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.

• 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.

• 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

• 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

• 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

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.

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

Filter By Category

Use the drop down menu to sort by category, for instance should you want to see the rules for cat 5 select the menu and click category 5 , you will then see all the current rules for that category of racing.

Advance Comparison

Use the advance comparison tool to help when you need to move from one category to another, for example moving from Cat 1 down to Cat 5 the tool will show you what safety equipment can be removed from your yacht, Visa Versa when moving up to a higher category it shows what you will need to add to your yacht.

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Download: Australian Sailing Special Regulations

The sport of sailing in Australia has a strong reputation for self-management of safety. An important tool for this is the Special Regulations, whose purpose is to establish uniform minimum equipment, accommodation and training standards for racing boats.

The Special Regulations can also act as a guide for cruising boats. Special Regulations do not replace, but rather supplement the requirements of government authorities, the Racing Rules of Sailing and the rules of class associations and rating systems. We suggest also checking your local regulatory guidelines here .

All Burke safety equipment is designed to conform to all special regulations where required.

Grab a download of the Australian Sailing Special Regulations Blue e-Book here:

Choosing a selection results in a full page refresh.
Opens in a new window.

These are the most current Australian Sailing Paper Forms

Audit Forms 2017-2021 Mono Hull

AS Cat 1 2017-2021 form ev1.0

Audit Forms 2017-2021 Multi-Hull

2017-2021 Special Regulations Australian Sailing

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Helpful Information

Safety categories in cyca races.

Category 1 (Rolex Sydney Hobart Yacht Race and Ponant Sydney Noumea Yacht Race)
Category 2 (Audi Centre Sydney Blue Water Pointscore Series and Noakes Sydney Gold Coast Yacht Race)
Category 4 (Minimum required for Offshore Racing ie. SOPS, OPS, SHPS and CYCA Trophy)
Category 5 (External regattas ie Sail Port Stephens / Hamilton Island Race Week)
Category 6 (Required for Trailable yachts in the Winter Series)
Category 7 (Minimum required for inshore races, Charity Regattas, Twilight Racing and Winter Series)

Equipment Auditing

To book an inspection, please contact the Sailing Office on 8292 7804. CYCA Auditors are available Monday to Friday 10:00am to 3:00pm. Equipment Audit forms can be found here under “Other Documentation”.

The CYCA requires some additions to the Special Regulations. Please to refer to the General Conditions of Racing in the CYCA Summer Program or relevant series Sailing Instructions for these.

Presentation of a Boat for Inspection process.

Boat owners should obtain an Equipment Compliance form from their club (or download above) prior to the inspection.
The owner or his representative should carry out an initial inspection and tick/sign the appropriate box – making sure to check expiry dates and quality of equipment, as well as identifying the location of equipment that may be asked to be presented during the inspection.
Boat owners should make a firm appointment for an audit and they should be punctual.
Necessary equipment should be laid out ready for inspection, including copies of service certificates and any additional safety documentation; i.e. stowage plans, EPIRB registration, Life Raft Service Certificates, PFD Service Certificates. (Cat 1 and 2 inspections – owners should have a copy of these certificates on hand to submit to the auditor as a part of the inspection paperwork.)
The skipper and knowledgeable crew member should be on board during the inspection.
The owner’s Australian Sailing number and vessel registration details shall be made available to the Auditor or the Equipment Compliance form cannot be completed.

Equipment Layout for Inspection

All items required for safety inspection should be laid out prior to the Auditor coming on board. Prior preparation will significantly reduce the time taken to complete the inspection.

Storm boards ready to be put in place.
Sea cocks and plugs exposed, not hidden by equipment.
Know the water and fuel capacity of your tanks
Fire extinguishers taken from brackets so date tags can be sighted.
First Aid kits open and items with use by dates on the top so that expiry date can be checked.
Publications and charts on chart table.
Emergency navigation lights with batteries fitted.
PFD’s, harnesses, tethers and flares laid out.
Radio installation inspection certificate.
Life Raft Certificate
Jackstays rigged.
Lifelines tightened.

After the Inspection

It is the owners responsibility to ensure that the boat continues to comply in every respect with the category the boat is competing in. Owners should remain familiar with the Australian Sailing Special regulations and ensure that all equipment remains on the boat, is kept in good working order and that equipment is replaced or repaired as necessary.

The onus is NOT on the Organising Authority, the Club or the Equipment Auditors to perform ongoing checks or to confirm compliance. The responsibility remains with the boat owner – the audit only verifies that the equipment is on board at the time of the inspection.

Fire extinguisher service

Price for a fire extinguisher service:

Service for CYCA Members – FREE
Service for non-Members – $30
Disposal – $25

If a fire extinguisher does not pass service, a $25 fee will be applied to a Member’s account for each disposal.

Flare disposal

Prices for flare disposal:

Hand/parachute flare – $10
Man Overboard flare – $55
Day/night flare – $17

CYCA Principal Sponsor

Cyca official sponsors, helly hansen, club marine, sydney brewery, network marine insurance, lgt crestone, the luxury collection, winnings appliances, roads and maritime services, cyca youth sailing academy sponsors and supporters, helly hansen, forecasts.global, sun foundation.

Forms and Checklists

Regulations.

Click HERE for Racing Rules of Sailing

Click HERE for Australian Sailing Special Regulations

Click HERE for ORCV Special Regulations

Click HERE for the current Australian Sailing Equipment audit forms

Compliance Forms

See Sailing Menu

Other Forms

Click HERE for the VHF and HF compliance form

Click HERE for the Satellite Phone compliance form

Click HERE for Protocol for lawful supply of schedule 4 or schedule 8 poisons to racing yachts in Victoria.

Click HERE for the 2013 ORCV Yearbook Medical Information

Click HERE for the ORCV Medical Incident Form

Click HERE for the ORCV Confidential Crew Medical Questionnaire

Click HERE for the Yacht Drug Register S8 Drugs

Click HERE for the Yacht Drug Register S4 Drugs

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Picture perfect start. Photo Andrea Francolini/CYCA.

Offshore Safety – Category 1 vs Category 2

With the offshore season coming up soon, it’s time for all people contemplating going offshore to look at their safety equipment and training again. Not only is it a good time to consider existing safety equipment, it is also an opportune time to consider changes to safety regulations and developments in equipment. Each year safety regulations are tweaked to remain current, and to enhance sailor safety as much as possible. These changes and advancements in technology and processes mean the sport of sailing is getting safer each year. In addition, the start of the season is a good time to check that each sailor on a yacht has the necessary (and current) safety training. Not only is that training a necessary requirement for participating in races, it is essential in the case of an emergency. It is trite but true that good, well maintained equipment, and sufficiently trained crew members could save your life.

In this article I look at the differences and similarities between Category 2 (coastal) and Category 1 (offshore) safety regulations and requirements. Those regulations obviously inform any decision as to the suitability of existing equipment, and/or the need to acquire new equipment. The regulations also dictate what training and retraining each crew member requires.

I also highlight some of the tactical safety considerations any sailor should think about when planning their offshore season.

When I first began planning this article I intended to call it “A Step Too Far.” My initial impression was that the regulatory differences between categories of racing meant that moving from Cat 2 to Cat 1 was a complicated and expensive process. However, as I delved into this topic in more detail, I discover that such a shift is actually surprisingly easy.

What do the different categories mean?

Racing in Australia can be broadly divided in to three groups, inshore (Category 3), coastal (Category 2), and offshore (Category 1).

Racing in coastal water means that help and/or shelter is not too far away. There are often many bays and harbours within a few hours’ reach. However, in races such as Cabbage Tree Island (part of the Bluewater Pointscore Series), yachts can still encounter difficult weather. For this reason, no one participating in such a race should take their safety preparations lightly. Recognising both the relative easy “bail out” options, and the possibility of harsh conditions, the Cat 2 regulations require yachts to carry a comprehensive array of equipment. At the same time, the regulations also take into account the fact that help is likely to be close by.

Stepping up from category 2 to category 1

Stepping up from coastal racing to offshore races such as the Sydney Hobart, a greater level of preparation is required. This is so because significant proportions of those races take place a long way from help; yachts participating in these races need a great level of self-sufficiency. Again, the additional requirements of the Cat 1 safety regulations cover the differences between coastal and offshore racing in a comprehensive, yet reasonable, way.

The Yachting Australia special regulations applicable to Cat 1 races also contain additional, albeit minor, requirements for yacht structural integrity and stability from those required for Cat 2 races. Although not covered by this article, sailors should always check they meet those requirements before submitting any application to participate in an offshore race.

As to the additional safety equipment, the additional items required for Cat 1 races are surprisingly few. Essentially, all that is required are an additional torch, a more comprehensive medical kit, and a few more flares.

The more extensive differences relate to crew training. As noted above, the conditions the crew could face could be significantly more dangerous in offshore races than in Cat 2 races. For this reason it makes sense that Yachting Australia requires more of the crew to have greater training when participating in Cat 1 races. Untrained crew members are not only a risk to themselves, they also pose safety risks to their fellow crew members and any rescuers.

To participate in a Cat 1 race in Australia, 50% of the crew of each yacht must have undertaken a Yachting Australia safety and sea survival course. In addition, the boat is required to have two licensed radio operators instead of the one required for Cat 2 races. Finally, two of the crew members must hold a recognised first aid certificate. Again, all these additional requirements make sense in the context of the more dangerous conditions which sailors may face in offshore races as compared to coastal races. In addition, the differences recognise that a stricken yacht may have to be self-sufficient for a longer period of time when participating in a Cat 1 race than it would do in a Cat 2 race. In the event of an emergency, having two radio operators means they can man the radio in shifts, thus prolonging the time they can communicate with other vessels and the shore. Hopefully, enabling the radio operators to have some periods of rest will increase the accuracy of their broadcasts and make them more alert when receiving transmissions.

People matter

The focus on crew training and development in category 1 races reflects the reality that in the case of an emergency at sea more problems arise because of, and more people are harmed by, the actions of their fellow crew members than lack of specialised safety equipment.

If you are deciding to go offshore, keep this in mind when deciding which race to participate in and with whom. If the whole of a yacht’s crew is new to offshore races, they should think carefully whether each crew member, or a substantial number of them, should participate in some races with more experienced crews. As the old adage has it, there is no substitute for experience. In the case of any emergency, the more experience each crew member has, the more likely they are to remember their training and be more seasoned to the conditions. In addition, they may have experienced different approaches to certain situations. This way if a situation arises and one solution does not work, they will be able to rely on that experience to try different methods.

As the skipper of a yacht contemplating an offshore race, such crew decisions are also key. Not only are there issues about who should sail in each event, but the skipper should also think about rostering and who should be on watch at any time. Ideally, the two radio operators should be on opposite watches so one is as fresh as possible when the other is at their most tired.

In addition, the most inexperienced crew member should be on watch with the most experienced crew member. After that decision is made, the skipper should think carefully about other watch pairs: while it is tempting to continue pairing least experienced with most, this may not work if it means two only mildly experienced crew members will be on watch together.

Don’t let the step up from Category 2 to Category 1 be the reason for not participating, in fact if you can get to Cat 2, you are almost there. The bigger considerations are crew selection and training.

Consider your crew carefully and try to undertake the training as a team together, this will help your crew come together and work together.

– Ross Vickers

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SAFETY

Safety management plan for club sailing activities.

PDYC Safety Management Plan addresses the issues of health and safety and demonstrates an understanding of the duty of care to all workers, contractors, participants and the general public in respect to club organized sailing activities.

The Safety Management Plan can be read in full using the following link;

PDYC Safety Management Plan

Event Postponement

In the interest of competitor safety Port Douglas Yacht Club sailing activities shall be postponed or amended in the event a strong wind warning (26 – 33 knots) or greater is current for Cairns Coastal waters, Cape Tribulation to Cardwell.

The rules for postponement of sailing events applies to all PDYC organized sailing events on the club sailing calendar including Wednesday sunset sailing (WAGS), but excluding Port Douglas Race Week which shall be under the control of the event Race Officer.

In the event a strong wind warning or greater is current for any period that a club organised sailing event is scheduled then; If a race that race shall be postponed. If WAGS the course shall be restricted to Dickson Inlet and Packers Creek only.

A postponed race may be rescheduled or abandoned at the discretion of the Sailing Committee.

The safety requirements of Yachting Australia Special Regulations Part 1, Category 6 applies to all PDYC sailing events unless stated otherwise in the Notice of Race.

Yachting Australia Special Regulations

Events may be classed either Cat 5 or Cat 6 so be sure to check the Notice of Race and Sailing Instructions to make sure you comply before entering an event.

All skippers are urged to download the audit forms below, and submit the completed audit to the sailing committee.

Download Cat 5 Audit From Here

Download Cat 6 Audit From Here

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Ratings & Measurement

Rating systems, handicaps and yardsticks, and class certification are what define a boat's equipment and how it is scored in a race..

Classes are defined by measurement rules. Handicapping allows boats to compete across classes and allows boats and crews to compete based on performance and equipment on an equal basis.

Systems such as IRC, ORC International and ORC Club are independent data based ratings of a boat's performance potential and provide events scoring options that are scientific and unbiased. Superior to performance handicapping, clubs with keelboat fleets are encouraged to take advantage of these services.

To enquire about ratings email [email protected] or phone 02 9170 6917.


IRC rates measured data such as a boat’s weight, length, draft, rig and sail area, as well as special features like water ballast, canting keels and bowsprits, to allow a wide range of keel boats to compete against each other on a similar playing field.	The ORC International and Club rating system. With a complete set of measurements of the hull with appendages, propellor, stability, rig and sails, it is then possible to use a Velocity Prediction computer program to calculate the theoretical speeds for the boat in various wind conditions.	CBH provides a National System for even and fair racing on handicap in a mixed fleet of Trailable Yachts and/or Sports Boats


IRC, ORCi and CBH require measurements to be audited by an appointed measurer. This is the list of appointed measurers by state and their contact details.	It is a requirement, as per RRS Rule 78, that a boat’s owner and any other person in charge shall ensure that the boat is maintained to comply with the class rules, and that the measurement certificate remains valid	Australian Sailing provides lists of yardsticks for dinghies and off-the-beach catamarans.

Sail Numbers

Sail numbers are an important way of uniquely identifying a vessel for a variety of purposes. They are a requirement for racing, and could be critical in a search and rescue situation.

Stay up to date with our ratings news feed - click here

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COMMENTS

Special Regulations
The Special Regulations can also act as a guide for cruising boats. Special Regulations do not replace, but rather supplement the requirements of government authorities, the Racing Rules of Sailing and the rules of class associations and rating systems. Special Regulations Part 1. Special Regulations for yachts and multihulls categories 1 -7.
Equipment Auditing Forms
Medical Kit Audit Form - Offshore 2024 pdf. Keel and Rudder Inspection Form 2024 pdf. Marine Communication Inspection Form 2024 pdf. Off the Beach Audit Form 2024 pdf. RMI HSF Template xls. Australian Sailing is the national body for the sport of sailing in Australia, from grassroots sailing through to high performance (Olympic) sailing.
PDF CHECKLIST FOR TRAILERABLE BOATS (Category 6 events)
This checklist, to be used in conjunction with the Australia Sailing Special Regulations2017- 2021, is for Category 6 events, which are defined in 2.01.7 as ˘Short races close to the shoreline in protected waters, in daylight hours only and with effective rescue availability ˇ. Owners or their representatives should work through this ...
Equipment Auditing
The role of the Equipment Auditor is to assess a yacht's equipment to ensure that the owner has complied with the Special Regulations for the relevant category of racing that it is intending to compete in. Equipment audit forms for all categories, including multihull and off the beach boats. Other forms available include the Keel and Rudder ...
PDF MONOHULLS & Races close to shoreline in protected waters, CATEGORY 6
AUSTRALIAN SAILING (AS) 2017-2021 SPECIAL REGULATIONS EQUIPMENT AUDIT FORM. Races close to shoreline in protected waters, daylight hours, with effective rescue availability. Audit form valid until 30 / 06 /________ (annual audit period July 1 to June 30). Expiry dates to be updated as required at bottom of current page to maintain compliance.
PDF Sailing Instructions
Category 3: a minimum of 4 able crew with a minimum age of 18 years. For crew numbers between 5 and 8, four able crew shall have a minimum age of 18 years. For crew numbers in excess of 8, at least 50% shall have a minimum age of 18 years. The skipper and/or sail master shall have a minimum age of 18 years.
PDF MONOHULLS & Races close to shoreline in protected waters, CATEGORY 6
AUSTRALIAN SAILING (AS) SPECIAL REGULATIONS EQUIPMENT AUDIT FORM (2021-) Page 1 of 2 ASSR (2021-) Category 6 Mono & Multi v1.0 CATEGORY 6 MONOHULLS & MULTIHULLS Races close to shoreline in protected waters, daylight hours, with effective rescue availability. DATE OF AUDIT SAIL / / NO: BOAT NAME:
Rules
International Convention for Safety of Life at Sea: YA: Yachting Australia: USL: Uniform Shipping Laws: ... 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.
Australian Sailing Special Regulations Category 7 Compliance ...
Racing Rules of Sailing (RRS) Special Regulations (SR) Under these supplementary Special Regulations, we are required to conform to certain equipment and safety standards in order to prevent or effectively deal with emergencies should they arise. Because the Swan River is a sheltered body of water our relevant races fall into their Category 7.
Download: Australian Sailing Special Regulations
Grab a download of the Australian Sailing Special Regulations Blue e-Book here: The sport of sailing in Australia has a strong reputation for self-management of safety. An important tool for this is the Special Regulations, whose purpose is to establish uniform minimum equipment, accommodation and training standards for racing boats.
PDF MONOHULLS & Races close to shoreline in protected waters, CATEGORY 6
AUSTRALIAN SAILING (AS) 2017-2021 SPECIAL REGULATIONS EQUIPMENT AUDIT FORM Page 1 of 2 Category 6 v1.0 CATEGORY 6 MONOHULLS & MULTIHULLS Races close to shoreline in protected waters, ... The Safety plan can be found at https://bit.ly/2lcywM6 Signed by Person in Charge: Date: Author ...
PDF Australian Sailing Special Regulations 2017-2021 Summary of Changes
ustralian Sailing Special Regulations 2017-2021 Summary of ChangesThis document in intended to summarise and highlight the changes in the Australian Sailing Special Regulations (SR) 2013-2016 in c. arison with the Australian Sailing Special Regulatio. ument has links in the table of contents which jump straight to thespecific regulation marked,
Australian Sailing Paper Forms
Download the forms as required, Click the Adobe link for the latest Adobe PDF Reader. AS Cat 1 2017-2021 form
Helpful Information
Safety Categories in CYCA Races Category 1 (Rolex Sydney Hobart Yacht Race and Ponant Sydney Noumea Yacht Race) Category 2 (Audi Centre Sydney Blue Water Pointscore Series and Noakes Sydney Gold Coast Yacht Race) Category 4 (Minimum required for Offshore Racing ie. ... please contact the Sailing Office on 8292 7804. CYCA Auditors are available ...
Special Regulations Amendments
Special Regulations Amendment issued 20 September 2023 Bow Numbers pdf. Special Regulations Amendment issued 13 June 2023 Safety Harnesses and Safety Lines (Tethers) pdf. Special Regulations Amendment issued 3 Oct 2022 Medical Kit pdf. Special Regulations Amendment issued 18 Nov 2021 Safety Harnesses and Safety Lines (Tethers) pdf.
Forms and checklists
Forms and Checklists Regulations. Click HERE for Racing Rules of Sailing. Click HERE for Australian Sailing Special Regulations. Click HERE for ORCV Special Regulations. Click HERE for the current Australian Sailing Equipment audit forms. Compliance Forms. See Sailing Menu . Other Forms. Click HERE for the VHF and HF compliance form. Click HERE for the Satellite Phone compliance form
Offshore Safety
Offshore Safety - Category 1 vs Category 2. 07/06/2016 ... 50% of the crew of each yacht must have undertaken a Yachting Australia safety and sea survival course. In addition, the boat is required to have two licensed radio operators instead of the one required for Cat 2 races. Finally, two of the crew members must hold a recognised first aid ...
PDF CHECKLIST FOR TRAILERABLE BOATS (Category 6 events)
Australian Sailing Special Regulations Equipment Audit CHECKLIST FOR TRAILERABLE BOATS (Category 6 events) This checklist, to be used in conjunction with the Australia Sailing Special Regulations 2017-2021, is for Category 6 events, which are defined in 2.01.7 as 'Short races close to the shoreline in protected waters, in daylight hours only
SAFETY
A postponed race may be rescheduled or abandoned at the discretion of the Sailing Committee. The safety requirements of Yachting Australia Special Regulations Part 1, Category 6 applies to all PDYC sailing events unless stated otherwise in the Notice of Race. Yachting Australia Special Regulations
GWM beats BYD Shark 6 as first electrified ute with five-star safety
The GWM Cannon Alpha has been on sale in Australia since mid-2024 with a comprehensive of active and passive safety mechanisms. A total of seven airbags come as standard on every specification ...
Ratings & Measurement
Superior to performance handicapping, clubs with keelboat fleets are encouraged to take advantage of these services. To enquire about ratings email [email protected] or phone 02 9170 6917. IRC. I RC rates measured data such as a boat's weight, length, draft, rig and sail area, as well as special features like water ballast, canting keels ...