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Appendices

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The InternationalRegulations for PreventingCollisions at Sea(COLREGs)

■ Collision avoidance rules■ Navigation lights■ Sound signals■ Distress signals■ Life Saving signals

The International Regulations forPreventing Collisions at Sea,COLREGs, govern the interaction ofvessels on the water, and apply toall recreational craft at sea and onwaters navigable by sea-goingvessels. The Regulations also applyto sections of our inland waterways.

The Regulations govern thefollowing:■ Response of vessel in any

condition of visibility.■ Response of vessels in sight of

one another.■ Conduct of vessels in restricted

visibility.■ Light and shapes to be carried by

various craft.■ Sound and light signals between

craft.■ Positioning of lights and shapes

on board.■ Frequencies of sound signals.■ Distress signals.

While the complete rulebook forms alarge and detailed publication, thereare a number of condensed versionsavailable specifically tailored for therecreational boat user. Recreationalcraft operators should familiarisethemselves with some of the rulesand regulations so there will be nohesitation on their part, when apossible risk of collision arises.

■ As a general rule, power givesway to sail. But sailors must bereasonable – don’t expect large,less manoeuvrable vessels underpower to give way.

■ All small craft should give largevessels a wide berth.

■ In narrow channels, keep to theright (starboard). If plenty ofdistance separates two passingboats, there is no need todeliberately alter course to pass tothe right of the other boat.

■ In a head-on approach to anotherboat, always alter course to theright (starboard) and never to theleft (port).

■ When two boats are crossing, theboat on your right (starboard) hasthe right of way – you should keepclear, by either altering course orslowing down, to pass astern ofthe other vessel.

■ If you have the right of way, bepredictable – keep your courseand speed consistent.

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■ Don’t push your luck by forcingyour ‘right of way’. You should dowhatever is necessary to avoid acollision.

■ In crowded areas such asapproaches to jetties, marinasand moorings, be aware of othervessels manoeuvring as veryoften their movements can beunpredictable.

■ Maintain a proper lookout at alltimes and in all directions. Craftunder sail should regularly checkthe area “below” or to lee of themwhere visibility is obstructed bythe vessels sails.

■ Craft should at all times proceedat a safe speed, consideringweather conditions, trafficdensity, visibility, depth ofavailable water and the craft’smanoeuvring qualities.

Collision PreventionA number of the collisionprevention rules are includedbelow.

Narrow channels – Rule 9Rule 9 sets out requirements inrelation to the navigation of narrowchannels. This is particularlyimportant in river estuaries andnarrow buoyed channels that arefrequented by both largecommercial vessels andrecreational craft. Among therequirements are the following: ■ a vessel proceeding along the

course of a narrow channel or

fairway shall keep as near to theouter limit of the channel orfairway which lies on herstarboard side as is safe andpracticable;

■ a vessel of less than 20 metresin length or a sailing vessel shallnot impede the passage of avessel which can safely navigateonly within a narrow channel orfairway;

■ a vessel engaged in fishing shallnot impede the passage of anyother vessel navigating within anarrow channel or fairway;

■ a vessel shall not cross a narrowchannel or fairway if suchcrossing impedes the passage ofa vessel that can safely navigateonly within such channel orfairway;

■ in a narrow channel or fairwaywhen overtaking can take placeonly if the vessel to be overtakenhas to take action to permit safepassing, the vessel intending toovertake shall indicate herintention by sounding theappropriate signal prescribed inthe Rules;

■ a vessel nearing a bend or anarea of a narrow channel orfairway where other vessels maybe obscured by an interveningobstruction shall navigate withparticular alertness and cautionand shall sound the appropriateprescribed signal;

■ a vessel shall avoid anchoring ina narrow channel.

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Sailing Vessels – Rule 12When two sailing vessels areapproaching one another, and atrisk of collision, one of them shallkeep out of the way of the other asfollows:

i. When each has the wind on adifferent side, the vessel that hasthe wind on the port side shallkeep out of the way of the other.This is commonly known as thestarboard rule.

ii. When both vessels have thewind on the same side, thevessel that is to windward shallkeep out of the way of the vesselthat is to leeward. That is theboat closest to the wind keepsout of the way of the other.

iii. If a vessel with the wind on theport side sees a vessel towindward and cannot determinewith certainty whether the othervessel has the wind on the portor the starboard side, it shallkeep out of the way of the other.

For the purpose of this Rule, thewindward side shall be deemed tobe the side opposite to that onwhich the mainsail is carried.

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Head-on Situations – Rule 14(a) When two power-driven

vessels are meeting onreciprocal or nearly reciprocalcourses and at risk of collision,each shall alter its course tostarboard and pass on the portside of the other.

(b) Such a situation shall bedeemed to exist when a vesselsees the other ahead or nearlyahead, and by night can seethe masthead lights of the otherin line or nearly in line and/orboth sidelights, and by day canobserve the correspondingaspect of the other vessel.

(c) When a vessel is in any doubtas to whether such a situationexists, it shall assume that itdoes exist and act accordingly.

Note: For sailing vessels, see Rule12.

Crossing Situations – Rule 15When two power-driven vessels arecrossing and at risk of collision, thevessel that has the other on itsstarboard side shall keep out of theway and shall, if circumstancespermit, avoid crossing ahead of theother vessel.

Rules 16 and 17 concern actionsby give-way and stand-onvessels respectively. In summary,the give-way vessel shall take earlyand substantial action to keep wellclear; the stand-on vessel shallkeep its course and speed but maytake action to avoid collision if thegive way vessel is not actingcorrectly.

Navigation LightsNavigation lights must be displayedon boats operating between sunsetand sunrise and must also be usedin daylight hours during periods ofrestricted visibility. The types oflight required are determined by theboat type and their activity. Theyindicate the length of boat, thedirection of travel or if they areanchored.

Rule 20 of the CollisionRegulations requires that lightsprescribed shall, if carried, beexhibited from sunset to sunriseand from sunrise to sunset inrestricted visibility, and may beexhibited in all other circumstanceswhen it is deemed necessary.

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Rule 21 provides definitions ofdifferent lights.

Rule 22 provides for lights to bevisible at minimum ranges on adark night with a clear atmosphere.These are summarised in thefollowing Table.

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Table – Visibility of Vessel LightsMinimum light visibility (nm) for vessel length (m) (White, red, yellow, green).

50 m andgreater

Between 12 mand 50 m

Less than 12 m

Masthead 6 nm 5 nm* 2 nm

Sidelight 3 nm 2 nm 1 nm

Stern light 3 nm 2 nm 2 nm

Towing light 3 nm 2 nm 2 nm

All round light 3 nm 2 nm 2 nm

*Where the length of the ship is 12 m or greater, but less than 20 m, themasthead light visibility is 3 nm.

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Light CombinationsThe term “under way” in relation toa vessel is used to describe avessel that is not at anchor or madefast to the shore or aground.

A. A sailing vessel under way shallexhibit sidelights and a sternlight.

B. Sailing vessels may, in addition,carry an all-round red lightabove a green light.

C. A sailing vessel of less than 20metres in length may combinesidelights and stern lights in atricolour masthead light (but notwith vertical lights as in Babove).

D. Power-driven vessels underway shall carry a masthead lightforward and a second mastheadlight abaft of and higher thanthe forward one; except that avessel of less than 50 metres inlength may carry the secondlight, but is not obliged to do so.Vessels underway shall carrysidelights and a stern light.(From a big ship mariner’s pointof view on the high seas, thevertical configuration for smallercraft needs to be considered asit lessens the possibility ofobstruction by sails or the seawhen the vessel is heeled. Inharbours or off the coast withbackground lights, thisconfiguration can sometimeslead to confusion).

E. Power-driven vessels of lessthan 12 metres in length may, inlieu of lights as in A above, carryan all-round white light andsidelights; the latter may becombined in one lantern.

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F. A vessel at anchor shall carryone all-round white light in thefore part of the vessel and asecond light at or near the sternand at a lower level than theforward light, except that avessel of less than 50 metres inlength is not required to carrythe second light. A vessel of lessthan 7 metres in length is notrequired to show anchor lightsunless in or near a narrowchannel, fairway or anchorage.

G. A vessel aground shall showtwo all-round red lights in avertical line and three balls in avertical line in addition toanchor lights.

H. A vessel not under commandshall exhibit two all-round redlights and two balls or similarshapes in a vertical line and, ifmaking way through the water,sidelights and/or stern light.

I. A vessel restricted in its ability tomanoeuvre shall exhibit threeall-round lights in a vertical line.The highest and lowest lightsshall be red and the middle lightshall be white. If making waythrough the water, sidelights,masthead lights and a stern lightshall also be shown.

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J. A vessel trawling for fish shallexhibit two all-round lights in avertical line, the upper beinggreen, the lower white and inaddition, when making waythrough the water, side lightsand a stern light.

K. A vessel, when fishing otherthan trawling, shall exhibit twoall-round lights in a vertical line,the upper being red, the lowerwhite and, when making waythrough the water, sidelightsand a stern light.

L. A vessel, when towing, shallexhibit two masthead lights in avertical line (three if the towexceeds 200 m), sidelights, astern light and a towing light in avertical line above the sternlight.

Rule 28 A vessel constrained bydraught may exhibit three verticalall-round red lights in a vertical lineor a cylinder in addition to thenavigation lights prescribed forpower-driven vessels in Rule 23.

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Sound SignalsSound signals may be used toindicate a vessel’s position ormovement at night or in restrictedvisibility by day. You may neverneed to use sound signals but youshould be able to recognise theirmeanings. There are a number ofdefinitions that operators should befamiliar with as follows:

Whistle – Any sound signallingappliance capable of making‘short’ or ‘prolonged’ blasts.

Short blast – a sound blast ofabout 1 second duration.

Prolonged blast – a sound blastof 4 to 6 seconds duration.

Manoeuvring and warningsignals – Rule 34Craft that are within sight of eachother may signal their manoeuvringintentions by the following soundsignals (Whistle signals may alsobe supplemented by light signalsusing the same code):

‘I am altering my course tostarboard.’

(Single short blast)

‘I am altering my course to port.’(Two short blasts)

‘I am operating astern propulsion.’(Three short blasts)

‘Make your intentions clear.’(Five short blasts)

Vessels in a narrow Channelshould signal their intentions usingthe following:

‘I intend to overtake you on yourstarboard side.’

(Two prolonged and one shortblast).

‘I intend to overtake you on yourport side.’

(Two prolonged and two shortblasts)

Response of vessel about to beovertaken indicating its agreement.

(One prolonged, one short, oneprolonged and one short blast).

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Category of vessel Interval Signal

Power-driven under way,making way

Not more than2 minutes

Power-driven under way,stopped and making no waythrough water


Not under commandNot more than2 minutes

Restricted manoeuvring,constrained by draught


Sailing vessel (not usingpower)


Vessel engaged in fishingNot more than2 minutes

Vessel towing or pushinganother vessel


Vessel towing – if mannedNot more than2 minutes

Pilot vessel on duty – givesappropriate signals as aboveand may sound an identitysignal H, i.e. 4 short blasts

Vessel at anchor (under100 m length) bell

5 seconds atintervals of notmore than oneminute

Vessel at anchor (length of100 m or more) bell, 5secs/min followed by gongfrom aft, 5 secs/min

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Table: Sound signals for vessels in restricted visibility, day and night –Rule 35

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When vessels are in sight of eachother and there is some doubt as tothe intentions or actions of theother, or there is some doubt as towhether sufficient action is beingtaken to avoid collision, the vesselin doubt should indicate by giving atleast 5 short and rapid blasts on thewhistle. This may besupplemented by a light signal of atleast five short and rapid flashes.

A vessel nearing a blind bend in achannel or fairway shall sound oneprolonged blast. A vessel on theother side of the bend answers witha similar prolonged blast.

Signals to Attract Attention –Rule 36 If necessary to attract the attentionof another vessel, any vessel maymake light or sound signals thatcannot be mistaken for any signalauthorised elsewhere in theCollision Regulations, or may directthe beam of its searchlight in thedirection of the danger, in such away as not to embarrass anyvessel. Any light to attract theattention of another vessel shall besuch that it cannot be mistaken forany aid to navigation. For thepurpose of this Rule, the use ofhigh intensity intermittent orrevolving lights, such as strobelights, shall be avoided.Note: In the context of Rule 36,

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Category of vessel Interval Signal

Vessel at anchor may givewarning to approachingvessel, if possibility of collision

Vessel aground: as at anchorpreceded and followed by 3distinct bell strokes

Vessel less than 12 metres inlength may make theappropriate signals givenabove but, if it does not, mustmake some other efficientsound signal at intervals of notmore than 2 minutes

Table: Sound signals for vessels in restricted visibility, day and night –Rule 35 – continued

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acceptance of the use of a whitehand-held flare is implied.

Distress Signals – Rule 37Rule 37 refers to distress signals.The following are internationallyrecognised signals to indicatedistress and the need forassistance:

■ Red Rocket Parachute or hand-held flare.

■ Signals sent by radio telephonyconsisting of the spoken wordMAYDAY said 3 times.

■ The continuous sounding of anyfog signalling apparatus.

■ Signals transmitted by a distressbeacon (an Emergency PositionIndicating Radio Beacon –EPIRB).

■ Orange coloured smoke signal.■ Slowly and repeatedly raising

and lowering outstretched armsto each side.

■ A ship-to-shore distress alerttransmitted by the ship’sINMARSAT or other mobilesatellite service provider shipearth station.

■ Signals transmitted by SART.■ A distress alert by means of

selective calling (DSC)transmitted on:(i) VHF Channel 70, or(ii) MF/HF on the frequencies

2187.5 kHz, 8414.5 kHz,4207.5 kHz, 6312 kHz, 12577kHz or 16804.5 kHz.

■ The International Code Signal ofDistress indicated by N.C.(November, Charlie).

■ Radiotelephone alarm signal.■ Signalling by radio telegraphy or

by any other method consistingof the group SOS (●●● . . . ●●●)in the Morse Code.

■ A signal consisting of a squareflag having above or below it aball or anything resembling aball.

■ A gun or other explosive signalfired at intervals of about aminute.

■ Rockets or shells, throwing redstars fired one at a time at shortintervals.

■ Flames on a vessel – e.g. from aburning tar or oil barrel.

■ Approved signals transmitted byradio communication systems,including survival craft radartransponders.

Attention is drawn to the relevantsections of the International Codeof Signals, the InternationalAeronautical and Maritime Searchand Rescue Manual, Volume III andthe following signals:

(a) a piece of orange-colouredcanvas with either a blacksquare and circle or otherappropriate symbol (foridentification from the air);

(b) a dye marker.

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Guidance notes onRadiocommunications

Category A Craft – Oceanvoyages

The following radiocommunicationsequipment should be installed onCategory A craft when it isoperating in GMDSS Sea Area A1(approx. 30 nm from a coast radiostation):

(a) A fixed type approved VHFinstallation capable of:(i) Transmitting Digital

Selective Calling (DSC) onChannel 70 and,

(ii) Transmitting radiotelephonyon at least Channels 16, 13and 6;

(b) A VHF Digital Selective Calling(DSC) watch-keeping receiveron Channel 70 which may beintegrated with the VHF DSCunit in (a) above;

(c) A type-approvedSatellite EPIRB, whichmust be:(i) readily accessible(ii) installed in a float-

free location, and(iii) capable of manual

and automaticoperation;

(d) One hand-held type-approvedwaterproof VHF unit should becarried with either:

(i) a suitable charging facilityon board the vessel whichis capable of maintainingthe battery fully charged atall times

or(ii) a spare fully charged

battery, which can be easilyaffixed to the unit in theevent of an emergency andstored in the watertightcontainer on board;

(e) One type-approved Search andRescue Transponder (SART),which should be installed in areadily accessible location;

(f) A NAVTEX receiver;(g) In addition to the equipment

required for Sea Area A1above, the following equipmentshould be fitted on the craftwhen it is operating in Sea AreaA2 (approx. 150 nm from acoast radio station):(i) A MF radiotelephone

installation capable oftransmitting DSC on 2187.5kHz,

(ii) A MF watchkeepingreceiver capable ofreceiving DSC on 2187.5kHz, which may beintegrated with the unit in (i)above

or(iii) An INMARSAT ship earth

station that is capable oftransmitting and receiving

Appendix 22


telephony or telex, e.g.Satcom C, Satcom M orMini-M (see specificationbelow);

(h) Craft operating in Sea Area A3should install an INMARSATship earth station capable oftransmitting and receivingtelephony or telex, in additionto the equipment specified forSea Areas A1 and A2 above;

(i) A position fixing system capableof providing continuouslyupdated positional data to theDSC and Satcom equipment,e.g. GPS.

Category B Craft – OffshoreThe following radiocommunicationsequipment should be installed onCategory B craft when it isoperating in GMDSS Sea Area A1(approx. 30 nm from a coast radiostation):

(a) A fixed type approved VHFinstallation capable of –(i) transmitting Digital

Selective Calling (DSC) onChannel 70, and

(ii) transmitting radiotelephonyon at least Channels 16, 13and 6;


(c) A type approved SatelliteEPIRB, which must be –

(i) readily accessible, (ii) installed in a float-free

location and/or(iii) capable of manual and

automatic operation;(d) One hand-held type-approved

waterproof VHF unit should becarried with either –(i) a suitable charging facility

on board the vessel, whichis capable of maintainingthe battery fully charged atall times


battery, which can be easilyaffixed to the unit in theevent of an emergency andstored in the watertightcontainer on board;

(e) One type approved Search andRescue Transponder (SART),which should be installed in areadily accessible location;

(f) A NAVTEX receiver;(g) In addition to the equipment

required for Sea Area A1, thefollowing equipment should alsobe fitted on the craft when it isoperating in Sea Area A2(approx. 150 nm from a coastradio station):(i) a MF radiotelephone

installation capable oftransmitting DSC on 2187.5kHz

and(ii) a MF watch keeping

receiver capable ofreceiving DSC on 2187.5

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kHz, which may beintegrated with the unit in (i)above,

or(iii) an INMARSAT ship earth

station that is capable oftransmitting and receivingtelephony or telex, e.g.Satcom C, Satcom M orMini-M (see specificationbelow);

(h) Craft operating in Sea Area A3should install an INMARSATship earth station, which iscapable of transmitting andreceiving telephony or telex, inaddition to the equipmentspecified for Sea Areas A1 andA2 above;

(i) A position fixing system capableof providing continuouslyupdated positional data to theDSC and Satcom equipment,e.g. GPS.

Category C Craft – InshoreThe following radiocommunicationsequipment should be installed onCategory C craft when it is operatingin GMDSS Sea Area A1 (approx. 30nm from a coast radio station):(a) A fixed type-approved VHF

installation capable of –(i) transmitting Digital Selective

Calling (DSC) on Channel70

and(ii) transmitting radiotelephony

on at least Channels 16, 13,and 6;


(c) A type-approved SatelliteEPIRB or PLB, which must besimilar to that used forCategory B Craft – Offshore;

(d) One hand-held type-approvedwaterproof VHF unit should becarried with either:(i) a suitable charging facility

on board the vessel whichis capable of maintainingthe battery fully charged atall times,


battery, which can be easilyaffixed to the unit in theevent of an emergency,and stored in the watertightcontainer on board.

Category D Craft – ShelteredWatersA fixed or portable type approvedVHF unit capable of transmittingradiotelephony on at leastChannels 16, 13 and 6 should beinstalled on Category D craft.

Calculation of VHF RangeVHF range is generally regarded asline of sight. The key factors indetermining VHF range are:(a) Height of antennas, (b) Power output,(c) Propagation conditions.

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Approximate VHF range (A) can becalculated from the following formula:

A = 2.25(√ H + √ h)H = height of the coast radio stationVHF receiving antennae.h = height of the base of the boat'sVHF transmitting antennae abovethe water.

Example 1: If "H" is 50 metres and"h" is 4 metres, therange will beapproximately 20nautical miles.

Example 2: If "H" is 100 metres and"h" is 4 metres, therange will beapproximately 27nautical miles.

Example 3: Boat to boat with 4metre antennas will beapproximately 9nautical miles.

When hand-held VHFradiotelephones are being used, therange will be reduced toapproximately one quarter of theabove figures. When using lowpower, i.e. 1 watt, the range will befurther reduced.

Power Supplies (Batteries)(a) The radiocommunications

equipment should not beconnected to the boat's startingbatteries.

(b) A separate battery should beinstalled to provide power for all

the radio equipment on board.The capacity (AHC) of thebattery should be sufficient tooperate all theradiocommunications equipmentfor a period of at least 6 hours.

(c) The boat's service battery maybe used to meet therequirements in (b) aboveprovided that:(i) it has sufficient capacity to

operate all theradiocommunicationsequipment for a period of atleast 6 hours, and

(ii) it is installed in the upperpart of the boat.

(d) Only approved marine-type deepcycle batteries should beinstalled.

(e) A suitable method of indicatingthe radio battery voltage isrecommended.

(f) Radio equipment must never beconnected directly to the battery.A suitable distribution board, withcorrect breakers and fusesshould be installed.

(g) A suitable method of chargingthe radio battery must beprovided and the battery shouldbe maintained fully charged at alltimes.

Installation and Location of RadioBatteries(a) Radio batteries should be

located in the upper part of theboat and as close to the radioequipment as possible.

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(b) Where an outside battery box isused to store the radio batteries,it should be properly ventilated,corrosion proof and protectedagainst the ingress of seawater.

(c) All battery units should besecurely braced so that themovement of the boat will notdislocate them.

(d) All battery boxes should beproperly ventilated.

(e) Battery boxes should not belocated in the accommodationor navigation areas of the boat.

Ship Radio LicenceIn accordance with the WirelessTelegraphy Act 1926, all vessels onwhich radiocommunicationsequipment of any type is installed,including hand-held VHFs andEPIRBs, must have a RadioLicence on board.

The application form for a RadioLicence may be obtained from theMMO (see Appendix 10 for contactdetails).

When the Radio Licence applicationhas been approved, a Radio CallSign and Maritime Mobile ServiceIdentity (MMSI) number will beissued to the applicant with thelicence. The MMSI number mustbe programmed into the DSCequipment by the installationengineer.

The EPIRB or PLB must beprogrammed as follows:

250 + Radio Call Sign

It is absolutely essential that theEPIRB registration card becompleted and forwardedimmediately to the EPIRBRegistration Centre at the addressshown on the form.

The details on the registration cardwill then become immediatelyavailable to the rescue services inthe event of an emergency.

Radio Operator QualificationRadio operators should be certifiedto operate the radio equipmentfitted on their craft. The minimumradio operator qualificationsrequired are as follows:

Craft Category A, B and C –Radio Operator’s Short RangeCertificate (SRC) or Long RangeCertificate (LRC) as appropriate.

Craft D – Radio Operator’s ShortRange Certificate (SRC) Module 1.

Radio equipment specificationsAll radiocommunications equipmentinstalled on yachts must meet thetechnical and legislative standardsas set out in the Radio Equipment(RED) and ElectromagneticCompatibility (EMC) EU Directives.

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Equipment must have the CE markto show compliance with theDirectives and must also meet thespecifications set out in the Tablebelow.

Equipment manufactured to thehigher Marine Equipment Directivestandards is also acceptable.

Note: Radiocommunicationsequipment manufactured in theUS, which does not meet thesestandards, will not be acceptedand will not be licensed inIreland.

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Item Standard

Hand-held waterproof VHF (non-GMDSS) EN 301 178

VHF Class "D" DSC equipment EN 301 025

VHF only EN 300 162

MF/HF Class "E" DSC equipment DEN/ERM-RP01-054

406 MHz EPIRB and PLB EN 300 066

INMARSAT Satcom C ETS 300 460

Satcom M or Mini-M DEN/ERM RP01-34

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Buoyage

Coastal Water Schemes

Buoyage TypesBuoyage used in Irish CoastalWaters is International Associationof Marine Aids to Navigation andLighthouse Authorities (IALA)Region A. Under this system,boats proceeding up a marked orbuoyed channel from sea mustalways have their starboard side tothe green buoys.

Direction of Buoyage

On entering Port the starboard-hand mark (green) should bepassed on the vessels starboard(right) side. When leaving Portthe port-hand mark (red) shouldbe passed on the vesselsstarboard (right) side.

There are six types of marks underthe IALA System A:1. Lateral.2. Cardinal.3. Isolated Danger.4. Special.5. Safe Water.6. Emergency Wreck Marking.

1. Lateral MarksThese are used to indicate the port(left) and the starboard (right) sidesof the channels when travelling inthe Direction of Buoyage, that isinto port from seaward.

Port-hand marks are coloured redand the basic shape is cylindrical(can) for buoy (and topmark whenfitted). If lit, the light will be red andmay have a rhythm. Such a markwould be on the port side of avessel when travelling in thedirection of buoyage.

Colour: RedShape (buoys): Cylindrical (can),

pillar or sparTopmark (if any): Single red

cylinder (can)

Appendix 33

Entering Port Leaving Port


Lights: red when fitted may haveany rhythm other than compositegroup-flashing (2+1) used onmodified lateral marks indicating apreferred channel. Examples are:

Starboard-hand marks arecoloured green and the basicshape is conical (and topmarkwhen fitted). If lit, the light will begreen on any rhythm. This markwould be on the starboard side of avessel when travelling in theDirection of Buoyage. Examplesare:

Colour: GreenShape (buoys): Conical (cone),

pillar or sparTopmark (if any): Single green cone

point upwards

Lights: green when fitted, mayhave any rhythm other thancomposite group-flashing (2+1)used on modified lateral marksindicating a preferred channel.Examples are:

When marks are numbered, theodd numbers will lie on thestarboard side and the evennumbers will lie on the port, whentravelling in the Direction ofBuoyage. They are numbered fromseaward.

2. Cardinal MarksThese are used to indicate thelocation of the best navigablewater; to show the safe side onwhich to pass danger (rocks,wrecks, shoals, etc.) and to drawattention to a feature in a channel.

To understand the meaning of aparticular cardinal mark, thenavigator must be aware of his orher geographical directions and,therefore, needs a compass toindicate where the best navigablewater lies. The mark is placed inone of the four quadrants: north,south, east or west. If in doubt,consult the navigation chart for thewaterway you are using.

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The shape of a cardinal mark is notsignificant but, in the case of abuoy, it will be a pillar or spar. Themost important daylight feature ofthe cardinal mark is the blackdouble cone topmark and the fourdifferent arrangements that indicatethe relevant direction from themark.

Black and yellow horizontal bandsare used to colour the cardinalmarks. If lit, the mark will exhibit awhite light of Quick Flash (= about1 per second) or Very Quick Flash(= about 2 per second)characteristic. The rhythm of thelight will indicate the particularquadrant of the mark.

North Cardinal MarkThis has two cones pointing up. Iflit, a north marker exhibits acontinuous quick or very quickflashing white light.

Pass on the northern side of thismark.

East Cardinal MarkThis has two cones pointing awayfrom each other. When lit, an eastmark exhibits a white light flashingin groups of three (3) quick or veryquick flashes.

Pass on the eastern side of thismark.

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South Cardinal MarkThis has two cones pointing down.When lit, a south mark exhibits awhite light flashing in groups of six(6) quick or very quick flashesfollowed by a long flash.

Pass on the southern side of thismark.

West Cardinal MarkThis has two cones point to point.When lit, a west mark exhibits awhite light flashing in groups of nine(9) quick or very quick flashes.

Pass on the western side of thismark.

3. Isolated Danger Marks

These are on, or moored above, anisolated danger of limited extentthat has navigable water all aroundit. The colours are red and blackhorizontal stripes and the mark is,when practicable, fitted with a

double sphere, vertically disposed,black topmark. If lit, the light will bewhite showing a group of twoflashes.

The association of two flashes =two spheres, may assist thememory with this one.

Isolated Danger Marks are notalways positioned centrally over adanger and it is therefore advisablenot to pass too close.

4. Special MarksThese are used to indicate aspecial area or feature, the natureof which may be found byconsulting a chart or sailingdirections.

The colour of the special mark isalways yellow and the top mark is asingle yellow X. If a light is fitted, itwill be yellow and may have anyrhythm not used for white lights, forexample, FlY, Fl (4) Y.

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5. Safe Water MarksThese are used to indicate thatthere is navigable water all aroundthe mark. These marks can beused as a centre line, mid-channelor landfall buoy. The shape of thebuoy is spherical, pillar or spar andis coloured with red and white

vertical strips. The topmark, whichis fitted when practicable to pillarand spar buoys, is spherical andred. If lit, an isophase occulting orsingle long flashing white light isexhibited.

Operators of vessels are cautionedthat large commercialvessels may pass close bythese marks.

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6. Emergency WreckMarking Buoy‘New Dangers’ should beappropriately marked using Lateral,Cardinal, Isolated Danger marks orby using the Emergency WreckMarking Buoy. If the relevant Aid toNavigation Authority considers therisk to navigation to be especiallyhigh, at least one of the marksshould be duplicated.

Colour: Blue/Yellow verticalstripes, coloured in equal numberand dimensions(minimum of 4 stripes andmaximum of 8 stripes).

Topmark: Standing or uprightyellow cross.

Shape: Pillar or Spar.

Light: Yellow/Blue alternating –one second of blue light and onesecond of yellow light with 0.5 sec.of darkness between.

The Emergency Wreck MarkingBuoy may be fitted with a RACONMorse Code “D” and/or an AIS.

Inland Waterways SchemesMasters using inland waterwaysshould exercise caution and refer tocharts and navigation guidesregularly to avoid confusion.Details of the principal markingschemes used on the Shannon,Erne and Lough Corrib waterwaysare provided below.

Information in relation to buoyageon other inland waterway systemsshould be obtained in advance ofcommencing any voyage from therelevant responsible authority.

Shannon NavigationWaterways Ireland hasresponsibility for the management,maintenance, restoration anddevelopment of a number of inlandnavigable waterways including theShannon. On the ShannonNavigation upstream of ShannonBridge, Limerick, the buoyagesystem consists of red and greenlateral marks. Downstream ofShannon Bridge, the IALA Region Asystem applies.

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Red marks are kept to your left(port) going upstream and into baysand harbours. Red topmarks arealways round. Fixed (as opposed tofloating) marks often have a whitearrow indicating the safe-side.Green marks are kept to your right(starboard) going upstream and

into bays and harbours. Greentopmarks are always square orrectangular. Perches and beaconsoften have a white arrow indicatingthe safe-side. Marks (see Figure 1)can consist of:

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(a)

and

(b)

Vertical stakes or perches with circular red or square/rectangulargreen topmarks. The stake itself may or may not be painted thesame colour as the topmark. Stakes can be near the bank, inthe reed margin, on a visible obstruction or out in the water-body. In some areas a topmark is fitted to the top of a cairn ofstones.

(c)

and

(d)

Large floating cagebuoys with circular red

or

square/rectangular green topmarks and often a large letter ornumber which can be related to the navigation charts. Buoybody painted same colour as topmark.

(e)

and

(f)

Small cone-shaped floating buoys with circular red orsquare/rectangular green topmarks. Buoy body painted samecolour as the topmark.

(g)

and

(h)

Red or green painted floating cans or drums with a topmark.

(i)

and

(j)

Red circles or green squares/rectangles painted on the piers ofa bridge to indicate the navigation arch or arches. (Showing“safe-side” arrows).

3


Note: You must remain aware ofthe direction of travel relative to thedirection of the buoyage system(up/downstream, into/out ofharbours and bays) to avoidconfusion at “middle ground”situations and refer to yournavigation guide. Such situationsoccur (mainly on the larger lakes)where there are safe channelseither side of an obstruction andone or more pairs of red and greenbuoys or stakes will be used inseemingly the reverse sense tomark the problem area. Do not gobetween the Red/Green pairs in

this situation but follow the basicrules keeping red marks to your leftgoing upstream or green marks toyour right. See Figure 2.

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(a)

(c)

(e)

(g)

(i)

(b)

(d)

(f)

(h)

(j)

Upstream & intobays and harbours

Figure 1 - Shannon Navigation Marks

Upstream

Sailin

g co

urse Sailing course

Figure 2 - Middle Ground Marking

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Warning: Marks can becomediscoloured and misshapen overtime by a combination of weather,collision damage, bird droppings,weed growth, etc., therebydisguising their appearance. It canbe quite hard to see the smallmarkers, and to distinguish colours,when visibility is poor because ofcloud, darkness, rain or the sun inthe wrong direction.

Erne NavigationOn the Erne navigation the markingsystem consists mainly of stakeswith red and white paintedtopmarks. The topmarks are semi-circular in shape and mounted sothat the flat edge of the semicircleis horizontal, either at the top of themark or at the bottom. Both faces

of the semi-circle are painted – thered half of each face denotes thehazardous side of the mark andwhite denotes the safe side.

In some areas on the large lakes,white painted stone cairns are usedto help with position location.

Marks (see Figure 3) can consistof:

Many of the Erne system marks arenumbered and the numbers can bereferenced to the navigation guide.

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(i) Marks with the horizontaledge at the bottom areleft (port) hand marksgoing upstream.

(ii) Marks with the horizontaledge at the top are right(starboard) hand marksgoing upstream.

(iii) Middle grounds aredenoted by red diamondshaped marks. Do notpass between pairs ofmiddle ground marks.

Upstream intobays & harbours

(i) (ii) (iii)

Figure 3 - Erne System Marks

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Shannon-Erne WaterwayThe Shannon Navigation system ofred and green lateral marks is usedon the Shannon-Erne Waterwayfrom Leitrim to the middle of thesummit level (Lough Scur) at apoint just west of Keshkerrigan.From this point east to the Erne,the waterway uses the Ernemarking scheme.

Corrib NavigationThe navigation system on LoughCorrib follows the IALA Region Asystem:

■ RED – a cylindrical (can) shapedmark to port,

■ GREEN – conical (cone) shapedmark to starboard.

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Anchoring, Stability andBoat Handling

Anchoring

Anchoring is an essential elementof seamanship and all operatorsmust be familiar with the procedureand carry the proper equipment onboard. Anchoring is done for twoprincipal reasons:■ For recreational purposes such

as fishing, swimming or anovernight stay.

■ As an emergency action, toprevent running aground in badweather or as a result of enginefailure.

The object is to secure the boat tothe bottom in such a manner that itwill not pull free in any anticipatedweather conditions. Anchoring is asafe, simple and speedy operationprovided a number of basicguidelines are followed. Theequipment needed for anchoringconsists essentially of an anchorand rode, which may be either lineor chain, with shackles to join thevarious segments.

AnchorsThere are many types of anchorsand new designs appear from timeto time. Some examples of themost widely used are as follows:

Danforth

Commonly used, it has two pivotingflukes that dig into the bottom. TheDanforth can be made of eithersteel or high-strength aluminium. Itoffers good holding in mud or sand,but has a tendency to pull out of abottom covered with weeds orgrass because it often only lies onthe top of such vegetation. It willhook into rocks, but may be difficultto get free; it may also bend orbreak when so hooked. It has theadvantage of stowing flat on deck.

Plough Anchor

Appendix 44


The Plough anchor is very effectivebecause it has sufficient weight toenable its fluke to dig into a varietyof bottoms, but is awkward to stowon deck. It is popular with sailorsand powerboaters whose craft havebow pulpits with rollers. On largercraft, it can be deployed andrecovered remotely from thecockpit when combined with anelectric windlass. There are anumber of different manufacturersof Ploughs, in addition to theoriginal CQR model.

The Bruce

This anchor is much like thePlough, but has a fixed stock ratherthan one that pivots.

Folding Anchor

Generally suitable only for thesmallest of craft and deployment inmoderate conditions. It has theadvantage of folding closed whenstored, rather like an umbrella, andis easily stowed on board.

The Fortress

Similar to the Danforth, the Fortressis a fluke style anchor. Fortressanchors are made of lightweighthigh strength aluminiummagnesium alloy. This anchor ispopular due to the fact that it islightweight and can be dismantledfor storage. Fortress anchors havegreater holding power in mudbecause they can be adjusted fromtheir standard 32° to a broad 45°

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fluke angle. While this type ofanchor performs well in clay, sandand mud bottoms, if the bottomdoes not allow for digging in, suchas hard or rocky, or weedy, then theflukes cannot bury and the anchorwill not set.

The Delta

The Delta anchor is a fixed shankplough, essentially a developmentof the CQR model. It has a superiorholding power to the CQR. Thistype of anchor is heavier andbulkier than the Danforth model. Itis considered effective as a generalpurpose anchor for sand, thickmud, weedy bottoms andsometimes rocky areas. However itholds poorly in soft mud and theDelta is found wanting on very hardcompact sand, grass, weed andkelp. The Delta is large, fairly heavyand usually stowed in a ball roller.

The number and type of anchorsfor a particular craft should belargely determined by the size andintended cruising area of thevessel.

The Anchor RodeConnecting the anchor to thevessel is the anchor rode, whichmay be either a chain or syntheticrope. Ensure the anchor rode iscorrectly connected to the vessel inthe first instance with theappropriate shackle. An advantageof chain is its weight adds to theholding power of any anchor and itis resistant to damage. However, itis heavy and difficult to use andstow. If the rode is comprisedentirely of chain, it is generallynecessary to have an anchorwindlass to raise it. Furthermore,the weight of a sufficient length ofchain may be a problem in the bowof a small craft, especially one witha sharp entry and limited buoyancyforward.

Line is favoured by many foranchoring because its elasticityabsorbs the shock load whenanchoring in moderate to heavyswells. Three-stranded twistednylon is preferred over double-braidline because it stretches more. Ifyou use line for your rode, a lengthof chain several metres long shouldbe inserted just above the anchorto counteract against any chafingon rocks or coral. The weight of thischain also keeps the lower end ofthe rode down against the bottom,thereby making the pull on theanchor more horizontal. A swivelconnection should be usedbetween anchor and chain to assist

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in the proper setting and stowing ofthe anchor.

Anchoring Procedures andTechniques

Selecting an AnchorageUnless it is an emergency, the firststep in anchoring is deciding whereto lower your anchor. Do not anchorin a channel or the approaches to achannel. Refer to local charts andsailing instructions as a source ofsuitable anchoring locations.

Prevailing winds, bottom depth,bottom composition, tidal rises andthe existence of other craft in theanchorage should all be consideredin coming to a decision as to whereto deploy an anchor.

Shelter from the wind is importantbecause calmer water will put lessstrain on the ground tackle.Consider any anticipated changesin wind direction and velocity. Thecomposition of the bottom will affectthe type of anchor you will use,assuming that you have a choice.Ideally, the water should be deepenough so you will not have toworry about sitting on the bottom atlow tide. However, deeper water isnot always better. The deeper thewater, the longer the rode must be,and so the greater your swingingcircle will be. Anchoring in waterthat, at its lowest, will be two orthree times the draft of your boat, is

a good practice if possible.

Approaching the AnchorageEnsure all anchoring equipment isready for deployment prior tomaking an approach. If there areother boats in the anchorage youhave selected, look for a placewhere you will have adequateswinging room. Estimate theswinging circles of the otheranchored boats – note how theother boats are lying to any windand current. Reduce speed andenter the anchorage on the sameheading as boats alreadyanchored, slowing even more asyou approach your chosen spot.

Setting the AnchorWhen you have reached justbeyond where you want to anchor,check all headway and start a veryslow backward movement – then,and only then, deploy your anchor.Continue to move astern slowly, asyou pay out the necessary length ofrode. The proper length isdetermined by the desired scope –the ratio of the length of the rode inuse to the distance to the bottom ofthe water. Note that this is not justthe depth of the water – it is thevalue plus the height of the bowabove the surface. The depth of thewater used in calculating scope isthe greatest depth that will occurwhile anchored, that is, the depth athigh tide. For calm conditions, ascope of five is generally

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satisfactory when using a line rode;when using chain, a scope of threeworks well. For expected badweather, increase these values toas much as ten and sevenrespectively.

It is helpful if the anchor line orchain is marked at regular intervals.When the proper length of rode hasbeen let out, it should be removedfrom the anchor windlass (if onehas been used) and the line madefast to a Samson post, anchor bittsor a cleat. When the rode is fullyextended, apply a burst of reversepower to make sure that the anchoris holding.

Take a series of bearings onshoreside marks for use as areference as to your boat’s positionand check them on a frequent basisto ensure your craft has notdragged her anchor.

Getting UnderwayWhen you are ready to leave youranchorage, go forward slowly,taking in the anchor rode by

windlass or by hand as it becomesslack. Once the boat is positioneddirectly above, the anchor willbreak out of the bottom and can berecovered on board.

Dangers involved in Anchoring■ Where it is necessary to range

out anchor chain/line on deckprior to dropping an anchor,ensure it is flaked out in a safemanner and does not pose ahazard to crew. Be aware of thedangers to hands/fingers of chainrunning at speed out over rollers.Also when recovering line,ensure it is quickly and promptlystowed so as to avoid the risk ofinjury.

■ Always ensure an anchor line isdeployed over the forward end ofa boat using a suitable stemheadroller or fairlead. This isessential to keep a craft’s headto the prevailing conditions.

■ Do not anchor by the stern.Anchoring a small boat by thestern may result in swampingand capsize. The transom areaoffers less freeboard than thebow and greater resistance totide/weather. In a current, theforce of the water can pull thestern under. The boat is alsovulnerable to swamping by waveaction. In addition, the weight ofa motor, fuel tank or other gear inthe stern increases the risk.

■ Anchor rodes should be securedto a suitably strengthened cleat,

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Samson post or windlass,positioned as far forward in theboat as possible. Anchor linesshould not be led aft within aboat, e.g. to Thwarts or seats, asto do so may result in the craftbroaching into prevailing weather/tide conditions and beingswamped.

■ When recovering an anchor onsmall boats, take care to ensurethe line is neatly and correctlystowed as it is brought on board.Do not allow it to foul items suchas oarlocks, which may causethe boat to broach in the event ofload coming on the anchor rode.

StabilityA boat may be subject to heelingforces from a number of sources,from which it must have the abilityto right itself or suffer a capsize.

Typical forces include:■ Forces generated by wind■ Forces created by waves■ Excessive offset load, e.g.

crowding of persons to one side■ Reduction of original stability due

to modifications (extra weightadded high up in the structure)

■ Excessive water in bilgescreating a free surface effect

■ Flooding damage.

The ability of any boat to right itselfis called stability. It should beevident that stowing gear andinstalling equipment on a boat

requires consideration. Both shouldbe as low in the boat as practical. Itis an absolute necessity to makesure that neither can suddenly shiftfrom one side of the boat to theother.

Recreational craft designs builtunder the Recreational CraftDirective will have been assessedagainst an ISO stability andbuoyancy standard. The essentialrequirements dictate that a boatmust have appropriate buoyancy,stability and freeboard for thedesign category it is intended for.The Builder’s Plate mounted on thetransom will include the boatsmaximum recommended load,indicated by the maximum numberof persons and/or equipment. It isessential that craft are notoverloaded.

While a boat floats at its mooring,there are two basic forces at work –■ gravity, a naturally downward

force that is trying to pull the boattoward the centre of the earth

and■ buoyancy, which effectively

moves a boat upward to the pointequal to the weight of the amountof water the boat is pushing outof the way.

Looking at a cross-section of aboat's hull, sitting level in the water,you can imagine two theoreticalpoints.

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The Centre of Gravity (CG) willbe in the very centre of the entirehull space. The force of gravitycan be considered to act throughthis point.

The other point, the Centre ofBuoyancy (CB), will be in thecentre of the underwater portionof your boat, and it is through thisthat the upwardly acting buoyancyforce acts.

When the CG and the CB arevertically aligned, the boat is level.When a boat is properly designedand constructed, with gear stowedcorrectly, the CG should alwaysstay in the same place. The CB,however, will change position any

time the boat begins to heel (list)because the amount and shape ofthe boat under water changes.

The distance between the Centre ofGravity and the Centre of Buoyancyis called the Righting arm. Theweight of the boat is pushing downat the CG and the weight of thewater is pushing up at the CB. Thissituation creates a rotating force ormotion that is called the rightingmoment.

As long as the upward force ofbuoyancy is able to return the boatto an upright position, the situationis called a positive righting moment(Fig 2). In this situation CG isalways within CB.

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FIG. 1

FIG. 2

FIG. 3

4


If for any reason, however, theCentre of Gravity should shiftoutside of the Centre of Buoyancy,it creates a negative rightingmoment and the boat is going tocapsize (Fig 3).

Negative righting moments occurdue to the Centre of Gravity (CG) ofa boat being raised above itsdesign point as a result of –■ Overloading,■ Due to structural modifications

for which the craft was neverdesigned, e.g. addition ofwheelhouse, seating on top ofexisting wheelhouses, taller rigs,in mast furling, radar sets, etc.,

■ Excess water in bilges orflooding (Alters position of CG).

Besides careful stowing, boathandling may affect a boat’sstability, e.g. never run parallel tolarge waves in a boat that isoverloaded or too small for thesituation. As the waves cause theboat to roll from one side to theother, the positions of the CG andthe CB are constantly changing.Even a relatively small changeduring the rolling, such as gearshifting or a passenger moving tothe low side, will create a negativerighting moment. Always think twiceabout any modification to your boatthat raises its Centre of Gravity,and seek professional advicebefore commencing.

Boat Handling Hazards

OverloadingThis will reduce a boat’s freeboardand affect its handling abilities.Commonly it can result in capsizeand sinking on smaller craft.

Offset LoadingWhere the load is poorly distributedto one side it will result in reducedstability in one direction of heel,making the boat vulnerable toswamping due to reducedfreeboard, and generally sufferingfrom permanent list. Such a craftwill have its handling characteristicsadversely affected.

Poor TrimThis will result in a boat sittingeither too far down in the water atthe bow or stern depending onwhere the weight is positioned. Iftoo far forward, water will be takenover the bow and steering will beaffected. If aft, there is the risk ofswamping over the stern andhandling will be affected.

Weight too highThis will reduce stability and makethe boat unstable. Alwaysdistribute weight as low aspossible.

SwampingThe rapid filling of a boat with wateras a result of poor loading and/orwave action.

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Personal FlotationDevices/Lifejackets,Jacklines and SafetyHarnesses

Types of personal flotationdevices (PFD/Lifejackets)

The term personal flotation device(PFD) is an all-encompassing term,which covers all forms of lifejacketsand buoyancy aids intended to helpkeep a person afloat in the water.These range from “CE” markedlifejackets through to “CE” markedbuoyancy aids.

Lifejackets provide face up in-watersupport to the user regardless ofphysical conditions. Buoyancy aidsrequire the user to make swimmingand other postural movements toposition the user with the face outof the water.

The following Table lists thedifferent types of PFD/lifejacketswith suggested guidance onselection and where they should beused. The Table is for guidanceonly. Persons must assess the risksappropriate to their area ofoperation and select personalflotation devices accordingly.

Appendix 5

Type and Markings Suggested Uses

International Standard:IMO SOLAS/EU MarineEquipment Directive

Lifejackets for seagoing ships. Intendedprimarily for use on seagoing ships under IMO(International Maritime Organisation) rules. Usefor abandoning ship. Not intended for everydayuse as they are generally bulky and they needto be kept in good condition for use in abandonship situations.

European HarmonisedStandard:I.S. EN ISO 12402-2:2006

Old Standard:EN 399

For offshore use and by people who are usingitems of significant weight and thus requireadditional buoyancy. Also of value to thosewho are using clothing which traps air andwhich will adversely affect the self-rightingcapacity of the lifejacket. Designed to ensurethat the user is floating with his/her mouth andnose clear of the surface at an angle and withsufficient freeboard to limit mouth immersionsin waves.

5


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es Type and Markings Suggested UsesEuropean HarmonisedStandard:I.S. EN ISO 12402-3:2006

Old Standard:EN 396

For swimmers and non-swimmers of any age.For general offshore and rough weather use.Turns most unconscious wearers face up inwater. However, performance may beaffected if the user is wearing heavy and/orwaterproof clothing. May be suitable for usein tidal waters or when foul weather clothing isbeing worn and where the wearers may not becapable of helping themselves due to injury orexhaustion.


Old Standard:EN 395

For swimmers of any age. For use in relativelysheltered/calm waters and intended for thosewho may have to wait for rescue. Will not turnunconscious wearers face up in water(particularly when wearing heavy clothing).May be suitable in instances where thewearers remain capable of helpingthemselves. Whilst these PFDs may be lessbulky than other types of PFDs, they shouldnot be used in rough conditions or when thereis wave splash.


Old Standard:EN 393

Only for good swimmers and for use near to abank or shore where help is close at hand.Requires active participation of the user. Willnot hold the face of an unconscious wearerclear of the water and does not have sufficientbuoyancy to protect people who are unable tohelp themselves. May be suitable incircumstances where more bulky or buoyantdevices could impair the user’s activity oractually endanger them. They have minimumbulk and cost, but they are of limited use indisturbed water and cannot be expected tokeep the user safe for a long period of time.Not a lifejacket.

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Type and Markings Suggested Uses

Special purposelifejackets and buoyancyaids – performance levels50-275


These are special purpose devices for specificneeds that go beyond the requirements of theaverage user and those that rely on the skill,knowledge, special training and participationof the user. This should be stated clearly inthe information supplied by the manufacturerof these items. For use when fire-fighting.They are also for use with personal watercraft(jet skis), waterskiing or similar towed usesand are also used for white water rafting.

5

NoteIrish Standard (I.S.) refers toNational Standards which are usedto ensure uniformity and minimumstandards for products and servicesin Ireland. Only Irish manufacturerswill have this prefix. OtherEuropean manufacturers will usetheir own country prefix instead ofI.S.

EuroNorm (EN) refers toEuropean-wide standards that areused for ensuring the uniformityand minimum standards forproducts and services.

International Organisation forStandardisation (ISO) refers toInternational Standards that areused to ensure uniformity andminimum standards for productsand services at an internationallevel.

It is essential that pleasure andrecreational craft owners selectPFDs that are suitable for theparticular circumstances inwhich they will be used.

Before purchasing aPFD/Lifejacket ensure:1. The device is sufficient to give a

person using it a positivebuoyancy in waters which arelikely to be encountered. Usersshould be aware that certainPFDs may not perform as well inextreme climate conditions,even if they are fully approvedPFDs.

2. PFDs may also be affected byother conditions of use, such aschemical exposure and welding,and may require additionalprotection, e.g. a protectivelayer, to meet the specificrequirements of use. If the userintends taking a PFD into such


conditions, the user must besatisfied that the PFD will not beadversely affected.

3. The device is appropriate to thebody weight and chest girth ofthe person who is to wear it.

4. The device has on it the CEconformity marking consisting ofthe initials “CE” taking the formof the specimen given in AnnexIV of Council Directive89/686/EEC of 21 December1989 (as amended by CouncilDirective 93/68/EEC of 22 July1993 and Council Directive96/58/EC of the EuropeanParliament and the Council of 3September 1996).

Please Note: Some inflatablePFDs come provided with crotchstraps and others are sold withthe crotch strap as an optionalextra. To maximise thelifesaving potential of inflatablePFDs, it is recommended that acrotch strap (or leg straps)should always be worn, over thetop of all clothing. For furtherdetails see Marine Notice Nos. 45of 2012, 39 of 2013, 48 of 2015,10 of 2016 and 27 of 2016.

Marine Notices are available on theDepartment of Transport, Tourismand Sport website www.dttas.ie orfrom the Irish MaritimeAdministration, Department ofTransport, Tourism and Sport,Leeson Lane, Dublin 2, D02 TR60.

Notes for selection ofPFD/LifejacketsThe selection of a PFD/lifejacket isa complex issue and it isdependent on many factors suchas:■ the area of operation for the

vessel■ sea state■ weather conditions■ seasonal variations■ night and day time operation■ ease of use ■ type and buoyancy of clothing

worn■ proximity to rescue services.

This Appendix attempts to deal withthese issues and to highlightconcerns and issues that should beconsidered in selecting aPFD/lifejacket.

Inflatable PFD/lifejackets such asthose complying with I.S. EN ISO12402-3:2006 (EN 396) and I.S. ENISO 12402-2:2006 (EN 399) arelightweight and less restrictive andcan be worn comfortably in bothwarm and cold weather. They canalso be fitted with automaticinflation devices and may turn thewearer face upwards in the water,depending on the clothing worn.

It must be recognised that clothingtraps air, which may result in aperson not floating as would beexpected. Clothing absorbs water,making a person heavier to

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http://www.dttas.ie

support. The person may need touse a PFD with a higherperformance standard to ensurethat they self-right face up and theirmouth and nose are keptsufficiently clear of the water.

If the wearer is at risk of enteringthe water in a disabled orunconscious condition, then thelifejacket should be fitted with bothmanual and automatic activation toensure that the lifejacket will inflateautomatically.

Consideration should also be givento fitting personal flotation deviceswith lights. A lifejacket light can aidlocation and reduce the recovery orrescue time in bad visibility, day ornight. These lights should complywith the EuroNorm standard ENISO 12402-8:2006 (EN 394).

Guidance for correct use ofPFD/Lifejackets1. Inflatable personal flotation

devices must be worn over allclothing and not underneath.This is to ensure that there issufficient space for the device toinflate and that the wearer’sbreathing is not restricted.

2. PFD/lifejackets should be wornin the correct position on thetorso as per the manufacturer’sinstructions to prevent themfrom riding up above thewearer’s shoulders. Hold-downdevices such as crotch straps orthigh straps can greatly assist inkeeping the PFD in the correctposition. Where supplied, thighstraps should be correctly fittedand adjusted.

3. Every user should read themanufacturer’s instructions forwearing, maintaining andservicing a lifejacket, and befully aware of how to activateand operate it.

4. PFDs must be serviced andmaintained on a regular basis.Servicing of PFDs should onlybe carried out bymanufacturers/approved agentsin accordance with themanufacturer’s instructions.Users should carry out regularsafety checks prior to each use.

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5. As a minimum, checks shouldinclude:- Harness straps/stitching

inspected and checked fordamage/wear

- External lining inspected forwear/damage

- All buckles checked/adjustedas required

- All zips, buckles, fasteners,webbing straps and lights (iffitted) are functioningcorrectly

- Hold-down devices attachedto the PFD, if fitted

- In the case of an inflatablePFD, the CO2 gas firingcylinder is firmly screwed intothe inflation valve and has notbeen fired

- Manual firing lanyardpositioned for use if required

- Be aware of any markedexpiry dates of the firingmechanism components.

6. PFD users should not use PFDswith expired components andshould remove these PFDs fromthe boat. They should refer toan approved service agent ifthere are any concerns about aPFD.

7. Automatically inflatablePFD/lifejackets, which operateby means of a soluble bobbin,may activate in error if left in adamp condition. When inflatablePFD/lifejackets are not beingworn, they should be hung todry vertically to ensure that allmoisture drains away from thebobbin. Covers are availablewhich reduce the problem ofaccidental inflation.

8. Where PFDs are required to becarried on board a craft, it isrecommended that they arestored in a readily accessibleposition which may save time inan emergency situation.

PFD/lifejackets are available forbabies.

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Please Note: Wearers must be aware of thelegal requirements in relation tothe wearing of PFDs and thepenalties arising from non-compliance. For further detailssee Chapter 1 and Marine NoticeNo. 10 of 2016.

Jacklines and SafetyHarnesses

Lifelines/JackstaysOffshore sailors will be familiar withjackstays or webbing straps thatrun fore and aft over most of thelength of the boat to allow crew tocomplete most operations on deck,while remaining attached by theirharness.

There are a number of points to beaware of in relation to jackstays:■ The more conventional type is

made from stainless steel wire,which has the tendency to getunderfoot and trip crewmembers. On many yachts theyhave been replaced with awebbing strap, which has theadvantage of not as readilytripping up crew members.

■ They are normally made frompolypropylene or blended

synthetic fibres. The weaknessthey have is that they degradewith ultra violet light andweathering, and have beenknown to fail when a load isplaced upon them.

■ They should be tested eachseason. If in doubt, cut them inhalf and have them replaced withnew ones, which are relativelyinexpensive.

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Weather, Sea States andTides

Forecasts and WarningsMet Éireann regularly forecasts forsmall boats operating in coastalwaters, including essentialinformation on the expected winddirection and strength, the state ofthe sea and swell, visibility, andchanges expected during theforecast period. Forecasts areissued in the early morning for theremainder of the day until midnight,at about midday for the rest of theday and the following day, and inthe late afternoon for that night andthe following day. Check well aheadof your planned trip – you can getan idea of the changes in theweather pattern from the forecastsissued 24 hours or longer beforeyou leave shore. Strong windwarnings are issued wheneverwinds of 25 knots or more areexpected. The direction andstrength of the wind, sea and swellinformation and an indication ofexpected developments are alsogiven. Gale or storm warnings areissued when the wind is expectedto reach Beaufort Scale Force 8 (34knots).

Small Craft WarningsThe small craft warning is issuedfor expected winds of Force 6 or

more, and it is issued at all timesof the year. The small craft warningcovers the large internal lakes aswell as coastal areas. A galewarning is issued for Force 8 ormore and supersedes the smallcraft warning.

Weather forecasts should alwaysbe checked prior to departure andcan be obtained from the followingsources:

Primary Weather Sources:■ National Radio – shipping

forecasts are broadcast onnational radio stations. Inaddition, a service for inlandwaters is also broadcast for themajor waterways. RTE Radio 1broadcasts three times daily atapproximately 6:02am, 12:53pmand at 11:55pm.

■ Local radio stations willbroadcast forecasts for localwaters and inland lakes. Dublinand Galway local stationsbroadcast winds for therespective bays.

■ National Television Channels –Met Éireann provides weatherbulletins on RTE 1 and RTE 2.

■ Telephone and fax – Met Éireannoffers a charge service fordetailed sea area forecasts.

■ Internet – Met Éireann web page– www.met.ie.

■ M.met.ie is a cross platform site

Appendix 6

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http://www.met.ie

designed to work on webenabled mobile phones.

■ Coast Guard Radio – generallyannounced on VHF Channel 16and broadcast on Channel 26.The Sea Area Forecast (SAF) isbroadcast on the named channelat three hour intervals beginning01:03 followed by 04:03, 07:03,10:03, 13:03, 16:03, 19:03 and22:03. Gale warnings are alsopreceded by an announcementon Channel 16 and usuallybroadcast on receipt, andrepeated at the next one of thefollowing times: 00:33, 06:33,12:33 and 18:33.

Secondary Weather Sources:■ Teletext/Aertel p. 162, 163,

including any small craftwarnings issued.

■ Harbour Offices and Marinas willpost a copy of the current localsea area forecast on

noticeboards, as will yacht clubsduring sailing events.

■ Marine Institute Weather Buoys.■ Navtex receivers on board

provide a printed forecast inaddition to navigationinformation.

■ Meteoalarm provides extremeweather alerts for Ireland and therest of Europe(www.meteoalarm.eu). Thesystem uses colour coding toindicate the severity of theexpected hazard. An explanationof the warnings categories andthresholds can be found atwww.met.ie/nationalwarnings.

■ A number of websites areavailable that specialise in givinginformation on marine weather.Some examples are given below:http://passageweather.com/https://www.windguru.cz/http://magicseaweed.com/

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Wind speed (knots): Under 1Wind description: CalmSea state:Sea is mirrorlike.

Beaufort Force 0

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http://www.meteoalarm.euhttp://www.met.ie/nationalwarningshttp://passageweather.com/https://www.windguru.cz/http://magicseaweed.com/

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Wind speed (knots): 1-3Wind description: Light AirsSea state:Ripples with appearance of scales,no foam crests.

Beaufort Force 1

Wind speed (knots): 4-6Wind description: Light

BreezeSea state:Small wavelets, crests beginningto break, scattered whitecaps.

Beaufort Force 2

Wind speed (knots): 7-10Wind description: Gentle

BreezeSea state: Large wavelets, crests beginningto break, scattered whitecaps.

Beaufort Force 3

Wind speed (knots): 11-16Wind description: Moderate

BreezeSea state:Small waves, becoming longer,numerous whitecaps.

Beaufort Force 4

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Beaufort Force 5

Beaufort Force 6

Beaufort Force 7

Wind speed (knots): 17-21Wind description: Fresh

BreezeSea state: Moderate waves, taking longerform, many whitecaps, somespray.

Wind speed (knots): 22-27Wind description: Strong

BreezeSea state: Larger waves forming, whitecapseverywhere, much spray.

Wind speed (knots): 28-33Wind description: Near GaleSea state: Sea heaps up, white foam formbreaking waves begin to be blownin streaks.

Wind speed (knots): 34-40Wind description: GaleSea state:Moderately high waves of greaterlength, edges of crests begin tobreak into spindrift, foam is blowninto well defined streaks.

Beaufort Force 8

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es Wind speed (knots): 41-47Wind description: Strong

GaleSea state: High waves, sea begins to roll,dense streaks of foam, spraybegins to reduce visibility.

Beaufort Force 9

Wind speed (knots): 48-55Wind description: StormSea state:Very high waves with overhangingcrests, sea takes on whiteappearance, foam blown in densestreaks, rolling is heavy, visibilityreduced.

Beaufort Force 10

TidesAlong with the weather, anunderstanding of tides and howthey affect sea states is important.Some knowledge of tides isdesirable before going afloat on thesea.

The tide is basically the rise and fallof the sea level; is caused by thecombined effects of the forcesexerted by the Moon and the Sunand can have a marked effect onmaritime-related activities. On Irishcoastal waters, tides are semi-diurnal (two high and low waterseach day). Tides can alsoinfluence marine activities in that

they result in water movements(tidal streams). This movementcan be significant inshore such ason estuaries and near headlands.Tide levels/streams are importantfor many recreational activitiesincluding swimming, sailing, fishing,boat berthing, anchoring andpassage planning. Notablehazards from tides include tide ripsand races, inadvertent groundingand stray navigation. Tidal levelpredictions and information can beobtained from various nauticalAlmanacs, newspapers, websitesand phone apps.

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This map shows areas covered byMet Éireann marine forecasts.Note the white dashed linerepresents the furthest coveragelimit for the Sea Area Forecast.

Marine Institute WeatherBuoysThe Marine Institute has 5 weatherbuoys around the Irish coast whichaim to provide improved weatherforecasts and safety at sea aroundIreland.

Buoy PositionsM2 : 53.4800°N 05.4250°W

• Irish Sea: Approximately 20nautical miles (37 km) east ofHowth Head.

M3 : 51.2166°N 10.5500°W• Off the Cork coast:

Approximately 30 nautical

miles (56 km) southwest ofMizen Head.

M4 : 54.9982°N 09.992154°W• Off the Donegal coast:

Approximately 45 nauticalmiles (83 km) west northwestof Rossan Point.

M5 : 51.6900°N 06.7040°W• Off the south Wexford coast:

Approximately 30 nauticalmiles (56 km) south of HookHead.

M6 : 53.07482°N 15.88135°W• Deep Atlantic: Approximately

210 nautical miles (389 km)west southwest of SlyneHead.

The buoy network provides vitaldata for weather forecasts, shippingbulletins, gale and swell warningsas well as data for general publicinformation and research.

Marine Weather Services Sea Area Map6


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Directive on RecreationalCraft and PersonalWatercraft – Advice onbuying a Recreational Craft

Since June 1998 all recreationalcraft new to the EuropeanEconomic Area1 (EEA) wererequired to comply with theRecreational Craft Directive,Directive 94/25/EC, as amended.The Directive was implemented inIreland by the EuropeanCommunities (Recreational Craft)Regulations 1998 (S.I. No. 40 of1998), as amended in 2004 by theEuropean Communities(Recreational Craft) (Amendment)Regulations 2004 (S.I. No. 422 of2004).

Directive 2013/53/EU onrecreational craft and personalwatercraft repealed Directive94/25/EC on recreational craft from18 January 2016. However,Directive 94/25/EC, as amended byDirective 2003/44/EC, continues toapply to recreational craft, personalwatercraft, components orpropulsion engines placed on theEU market for the first time before18 January 2017. Directive

2013/53/EU was transposed intoIrish law through the EuropeanUnion (Recreational Craft andPersonal Watercraft) Regulations2017 (S.I. No. 65 of 2017), asamended by the European Union(Recreational Craft and PersonalWatercraft) (Procedures forWatercraft Identification)Regulations 2017 (S.I. No. 217 of2017).

The Directive is beneficial toconsumers as it requires craft tomeet essential safety, health,environmental protection andconsumer protection requirements.Directive 2013/53/EU lays downrequirements for the design andconstruction, exhaust emissionsand noise emissions of recreationalcraft, personal watercraft,components and propulsionengines installed in or onwatercraft.

Watercraft products within thescope of Directive 2013/53/EU(and Regulation 3(1) of S.I.No. 65 of 2017), as amended:■ Recreational craft of hull length

from 2.5 metres to 24 metres;■ Personal watercraft of less than

4 metres in hull length;

Appendix 7

1 The EEA consists of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark,Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia,Liechtenstein, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania,Slovakia, Slovenia, Spain, Sweden and the United Kingdom.

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■ Partly completed watercraft,being a partly completedrecreational craft or personalwatercraft;

■ Components, when placedseparately on the Union market(e.g. ignition-protectedequipment for inboard and sterndrive petrol engines and petroltank spaces; starting-gearprotection devices for outboardengines; steering wheels,steering mechanisms and cableassemblies; fuel tanks intendedfor fixed installations and fuelhoses; prefabricated hatches,and port lights);

■ Propulsion engines installed orspecifically intended forinstallation in or on watercraft, orsubject to major enginemodification;

■ Watercraft subject to major craftconversion.

A boat owner who has bought anew boat or a used boat in a thirdcountry and returns the boat bywhatever means to the EEAterritory, and places that boat intoservice for the first time in the EEA,will be subject to the requirementsof the Directive. Importers ofwatercraft from third countries thatplace products on the EU marketare obliged to mark the productwith their name and address.

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Anyone consideringpurchasing a watercraftproduct should check for thefollowing:

1. in the case of a watercraft,that it is affixed with aWatercraft Builder’s Plateand that it has sufficientstructure, stability andbuoyancy in accordancewith its design category;

2. that it is affixed with the CEmarking;

3. in the case of a propulsionengine, that it is markedwith a Propulsion EngineIdentification and complieswith other essentialrequirements of theDirective, e.g. installationrequirements;

4. in the case of an importedproduct, that it is labelledwith the importers contactdetails;

5. that it is identified by a type,batch or serial number ora Watercraft IdentificationNumber (WIN);

6. that it is accompanied by anOwner’s Manual(s); and

7. that it is accompanied by aDeclaration.

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1 and 2: WatercraftBuilder’s Plate, CE Markand Design Category Each watercraft must carry apermanently affixed plate,preferably in the cockpit or near themain steering position, containingthe following information:

■ Manufacturer’s name, registeredtrade name or registered trademark, as well as contact address;

■ CE marking;■ Watercraft design category

(summarised in section 1.2.8 ofthis Code):• A, B, C and/or D for

recreational craft;• C and/or D for personal

watercraft;■ Manufacturer’s maximum

recommended load;■ The number of persons

recommended by themanufacturer for which thewatercraft was designed;

■ Additional information dependingon the type of watercraft: • If a recreational craft is

designed to be fitted withoutboard propulsion engine(s),the maximum engine(s) power(kW);

• If an inflatable recreational craft,the recommended workingpressure (Bar or psi);

• If a sail kit is provided with arecreational craft, the maximumsail area (m2 or ft2 ).

A Watercraft Builder’s Plate shouldnot be affixed to a partly completedwatercraft. In the case of post-construction assessment, thecontact details of the notified bodythat has carried out the conformityassessment are included on theBuilder’s Plate, in place of those ofthe manufacturer, and the words‘post-construction assessment’ arealso included.

All watercraft, designatedcomponents and propulsionengines are subject to CE marking,indicating that a product complieswith the relevant EU legislation. Inthe case of a watercraft, CEmarking must be affixed on theWatercraft Builder’s Plate (mountedseparately from the WatercraftIdentification Number). In the caseof any other product, such as apropulsion engine, the CE markshall be affixed to the product, butin the case of a component wherethat is not possible or warranted onaccount of the size of thecomponent, it shall be affixed to thepackaging and to theaccompanying documentation.

Each watercraft must havesufficient structure, stability andbuoyancy in accordance with itsdesign category. The fourwatercraft design categories aresummarized in section 1.2.8 of thisCode.

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3. Propulsion EngineRequirementsEvery engine must be clearly anddurably marked with the followinginformation:■ Engine manufacturer’s name,

registered trade name orregistered trade mark, as well ascontact address and, ifapplicable, the name and contactaddress of the person adaptingthe engine. This is notnecessarily the address wherethe manufacturer is actuallyestablished. This address can forexample be that of theauthorised representative or ofthe customer services;

■ Engine type, engine family, ifapplicable;

■ A unique engine serial number;■ CE marking.

Every propulsion engine installed inor on watercraft must meet theapplicable essential safety andenvironmental requirements as laiddown in Directive 2013/53/EU. Anyperson who carries out a majormodification to a propulsion enginemust ensure that the modifiedengine is in conformity with theDirective.

To ensure safe handlingcharacteristics, a watercraft should

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Example: Builder’s Plate with minimum information for craft powered byoutboard engines.

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ABC Boatyard

Manufacturer’s name, registered tradename or registered trade mark

Manufacturer’s contact address

Boat Design Category

Maximum persons capacity

Manufacturer’s recommended maximumload, including the mass of the outboardengine(s) but excluding the mass of thecontents of fixed fuel and water tankswhen full

CE mark and notified body’s identificationnumber (if applicable)

Manufacturer’s Address

C

Max. 4

Max. + + = 620 kg

CEXXXX


not be fitted with a propulsionengine that is more powerful thanthe maximum power for which thewatercraft is designed andconstructed. All tiller-controlledoutboard propulsion engines musthave an emergency stoppingdevice fitted.

4. Importer’s PlateThe plate must indicate theimporter’s name, registered tradename or registered trade mark, aswell as contact address, preferablyin the cockpit or near the mainsteering position, but not on theWatercraft Builder’s Plate.

5. Product Identification In the case of a propulsion engine,a unique engine serial numbermust be permanently marked onthe engine. In the case of awatercraft, a WatercraftIdentification Number (WIN) mustbe marked in two positions:

■ watercraft exterior: top oftransom, starboard side, and

■ watercraft interior: in a positionthat i

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