Royal Ocean Racing Club - Special Regulations

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Special Regulations

ISAF OFFSHORE SPECIAL REGULATIONS JANUARY 2008 - DECEMBER 2009 © ORC Ltd. 2002, all amendments from 2003 © International Sailing Federation, (IOM) Ltd. Version 1 - 2008 Copyright
When reprinting these regulations National Authorities and Race Organizers should :-

	ï request copyright permission from ISAF and ORC Ltd (normally given free of charge)
	ï display a copyright acknowledgement with the reprint (similar to © ORC Ltd. 2002, all amendments from 2003 © International sailing Federation, (IOM) Ltd.)
	ï make any amendments by deleting contrary provisions and indicating that changes have been made
	ï supply a copy of the reprint to each of ISAF and ORC Ltd

Official interpretations shall take precedence over these Special Regulations and will be indexed, numbered, dated and displayed on the ISAF web site www.sailing.org/specialregs
Language & Abbreviations Used

Key to Indices: Mo - Monohull, Mu - Multihull, " ** " means the item applies to all types of yacht in all Categories except 5 or 6 for which see Appendix J or L.

RED TYPE indicates a significant changes in 2008
BLUE TYPE indicates RORC Prescriptions
GREEN ITALIC TYPE indicates guidance notes and recommendations
The use of the masculine gender shall be taken to mean either gender
SECTION 1 - FUNDAMENTAL AND DEFINITIONS

1.01

Purpose and Use

1.01.1

It is the purpose of these Special Regulations to establish uniform minimum equipment, accommodation and training standards for monohull and multihull yachts racing offshore. A Proa is excluded from these regulations.

1.01.2

These Special Regulations do not replace, but rather supplement, the requirements of governmental authority, the Racing Rules and the rules of Class Associations and Rating Systems. The attention of persons in charge is called to restrictions in the Rules on the location and movement of equipment.

1.01.3

These Special Regulations, adopted internationally, are strongly recommended for use by all organizers of offshore races. Race Committees may select the category deemed most suitable for the type of race to be sailed.

1.02

Responsibility of Person in Charge

1.02.1

The safety of a yacht and her crew is the sole and inescapable responsibility of the Person in Charge who must do his best to ensure that the yacht is fully found, thoroughly seaworthy and manned by an experienced crew who have undergone appropriate training and are physically fit to face bad weather. He must be satisfied as to the soundness of hull, spars, rigging, sails and all gear. He must ensure that all safety equipment is properly maintained and stowed and that the crew know where it is kept and how it is to be used.

1.02.2

Neither the establishment of these Special Regulations, their use by race organizers, nor the inspection of a yacht under these Special Regulations in any way limits or reduces the complete and unlimited responsibility of the person in charge.

1.02.3

Decision to race -The responsibility for a yacht's decision to participate in a race or to continue racing is hers alone - RRS Fundamental Rule 4.

1.03

Definitions, Abbreviations, Word Usage

1.03.1

Definitions of Terms used in this document

TABLE 1

Age Date	Month/year of first launch
AIS	Automatic Identification Systems
CEN	ComitÈ EuropÈen de Normalisation
CPR	Cardio-Pulmonary Resuscitation
Coaming	includes the transverse after limit of the cockpit over which water would run in the event that when the yacht is floating level the cockpit is flooded or filled to overflowing.
DSC	Digital Selective Calling
EN	European Norm
EPFS	Electronic Position-Fixing System
EPIRB	Emergency Position-Indicating Radio Beacon
FA Station	The transverse station at which the upper corner of the transom meets the sheerline.
Foul-Weather Suit	A foul weather suit is clothing designed to keep the wearer dry and maybe either a jacket and trousers worn together, or a single garment comprising jacket and trousers.
GMDSS	Global Maritime Distress & Safety System
GNSS	Global Navigation Satellite System
GPIRB	EPIRB, with integral GPS position-fixing
ITU	International Telecommunications Union
GPS	Global Positioning System
Hatch	The term hatch includes the entire hatch assembly and also the lid or cover as part of that assembly (the part itself may be described as a hatch).
INMARSAT	This is Inmarsat Global Limited, the private company that provides GMDSS satellite distress and safety communications, plus general communications via voice, fax and data
IMO	International Maritime Organisation
IMSO	The International Mobile Satellite Organisation, the independent, intergovernmental organisation that oversees Inmarsatís performance of its Public Service Obligations for the GMDSS and reports on these to IMO
ISAF	International Sailing Federation.
ISO	International Standard or International Organization for Standardization.
Lifeline	wire line rigged as guardrail / guardline around the deck
LOA	Length overall not including pulpits, bowsprits, boomkins etc.
LWL	(Length of) loaded waterline
Monohull	Yacht in which the hull depth in any section does not decrease towards the centre-line.
Moveable Ballast	Lead or other material including water which has no practical function in the boat other than to increase weight and/or to influence stability and/or trim and which may be moved transversely but not varied in weight while a boat is racing.
ORC	Offshore Racing Congress (formerly Offshore Racing Council)
OSR	Offshore Special Regulation(s)
Permanently Installed	Means the item is effectively built-in by eg bolting, welding, glassing etc. and may not be removed for or during racing.
PLB	Personal Locator Beacon
Proa	Asymmetric Catamaran
RRS	ISAF - Racing Rules of Sailing
SAR	Search and Rescue
SART	Search and Rescue Transponder
Series Date	Month & Year of first launch of the first yacht of the production series
SOLAS	Safety of Life at Sea Convention
Safety Line	A tether used to connect a safety harness to a strong point
Securely Fastened	Held strongly in place by a method (eg 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
Static Ballast	Lead or other material including water which has no practical function in the boat other than to increase weight and/or to influence stability and/or trim and which may not be moved or varied in weight while a boat is racing.
Static Safety Line	A safety line (usually shorter than a safety line carried with a harness) kept clipped on at a work-station
Variable Ballast	Water carried for the sole purpose of influencing stability and/or trim and which may be varied in weight and/or moved while a boat is racing.

1.03.2

The words "shall" and "must" are mandatory, and "should" and "may" are permissive.

1.03.3

The word "yacht" shall be taken as fully interchangeable with the word "boat".

SECTION 2 - APPLICATION & GENERAL REQUIREMENTS

2.01

Categories of Events

In many types of race, ranging from trans-oceanic sailed under adverse conditions to short-course day races sailed in protected waters, six categories are established, to provide for differences in the minimum standards of safety and accommodation required for such varying circumstances:

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 yachts 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.

MoMu,0

2.01.2

Category 1

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

MoMu,1

2.01.3

Category 2

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.

MoMu,2

2.01.4

Category 3

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

MoMu,3

2.01.5

Category 4

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

MoMu,4

2.01.6

Category 5 - for inshore racing

Please refer to Appendix J where Special Regulations for Category 5 are given in full. The symbol " ** " does not include Category 5.

2.01.6

Category 6 - for inshore racing

Please refer to Appendix L where Special Regulations for Category 6 are given in full. The symbol " ** " does not include Category 6

2.02

Inspection

A yacht may be inspected at any time. If she does not comply with these Special Regulations her entry may be rejected, or she will be liable to disqualification or such other penalty as may be prescribed by the national authority or the race organizers.

2.03

General Requirements

2.03.1

All equipment required by Special Regulations shall:-

a)	function properly

b)	be regularly checked, cleaned and serviced

c)	when not in use be stowed in conditions in which deterioration is minimised

d)	be readily accessible

e)	be of a type, size and capacity suitable and adequate for the intended use and size of the yacht.

2.03.2

Heavy items:

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

b)	heavy movable items including e.g. batteries, stoves, gas bottles, tanks, toolboxes and anchors and chain shall be securely fastened

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

2.03.3

When to show navigation lights

a)	navigation lights (OSR 3.27) shall be shown as required by the International Regulations for Preventing Collision at Sea, (Part C and Technical Annex 1). All yachts shall exhibit sidelights and a sternlight at the required times.

SECTION 3 - STRUCTURAL FEATURES, STABILITY, FIXED EQUIPMENT

3.01

Strength of Build, Ballast and Rig

Yachts shall be strongly built, watertight and, particularly with regard to hulls, decks and cabin trunks capable of withstanding solid water and knockdowns. They must be properly rigged and ballasted, be fully seaworthy and must meet the standards set forth herein. Shrouds shall never be disconnected.

3.02

Watertight Integrity of a Hull

3.02.1

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

3.02.2

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.

3.02.3

A canting keel pivot shall be completely contained within a watertight enclosure which shall comply with OSR 3.02.2. Access points†in the watertight enclosure for control and actuation systems or any other purpose shall comply with OSR 3.02.1.

3.02.4

Moveable ballast systems shall be fitted with a manual control and actuation secondary system which shall be capable of controlling the full sailing load of the keel in the event of failure of the primary system. Such failures would include electrical and hydraulic failure and mechanical failure of the components and the structure to which it mounts. 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.

3.03

Hull Construction Standards (Scantlings)

TABLE 2

LOA	earliest of age or series date	race category
all	January 1986 and after	MoMu0,1
12m (39.4 feet) and over	January 1987 and after	MoMu2
under 12m (39.4 feet)	January 1988 and after	MoMu2

3.03.1

A yacht defined in the table above shall have been designed built, maintained, modified and repaired in accordance with the requirements of either:

MoMu0,1,2

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

MoMu0,1,2

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,

MoMu0,1,2

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,

MoMu0,1,2

d)	except that a race organizer or class rules may accept when that described in (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 yacht fulfils the requirements of (a), (b), or (c).

MoMu0,1,2

3.03.2

Any significant repairs or modifications to the hull, deck, coachroof, keel or appendages, on a yacht defined in table 2 shall be certified by one of the methods above and an appropriate written statement or statements shall be on board.

MoMu0,1,2

3.04

Stability - Monohulls

3.04.1

Either with, or without, reasonable intervention from the crew a yacht shall be capable of self-righting from an inverted position. Self-righting shall be achievable whether or not the rig is intact.

Mo0

a)	When there is a moveable or variable ballast system, written instructions on how to right the boat after a capsize shall be prominently and clearly displayed. All persons on board shall have a thorough knowledge of the righting procedures

Mo0

3.04.2

A yacht shall be designed and built to resist capsize.

Mo0,1,2,3,4

3.04.3

A race organizer should require compliance with a minimum stability or stability/buoyancy index. Attention is drawn to the stability index in the ORC Rules and Regulations Regulation 201.

Mo0,1,2,3,4

3.04.4

ISO 12217-2 may be used as a guide to general suitability for competition in Special Regulations race categories as follows:

Mo0,1,2,3,4

TABLE 3

ISO Category	A	B	C
OSR Category	1-2	3	4

3.04.5

Use of the ISO or any other index does not guarantee total safety or total freedom of risk from capsize or sinking.

Mo0,1,2,3,4

3.04.6

For boats with moveable or variable ballast the method in OSR 3.04.4 shall apply plus the relevant additional requirement of OSR Appendix K.

Mo0,1,2,3,4

3.04.7

Tanks for variable ballast shall be permanently installed 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.

Mo0,1,2,3,4

3.05

Stability and Flotation - Multihulls

Attention is drawn to ISO 12217-2.

Mu0,1,2,3,4

3.05.1

Adequate watertight bulkheads and compartments (which may include permanently installed flotation material) in each hull shall be provided to ensure that a multihull is effectively unsinkable and capable of floating in a stable position with at least half the length of one hull flooded. (see OSR 3.13.2).

Mu0,1,2,3,4

3.05.2

Multihulls built on or after January 1999 shall in every hull without accommodation be divided at intervals of not more than 4m (13ft 3") by one or more transverse watertight bulkheads

Mu0,1,2,3,4

3.05.3

A yacht shall be designed and built to resist capsize.

Mu0,1,2,3,4

3.06

Exits - Monohulls

TABLE 4

LOA	Earliest of Age or Series Date	Detail
8.5 m (28 ft) and over	January 1995 and after	Yachts shall have at least two exits. At least one exit shall be located forward of the foremost mast except where structural features prevent its installation.

3.07

Exits and Escape Hatches - Multihulls

Mu0,1,2,3,4

3.07.1

Exits

a)	In a multihull of 8m (26.2ft) LOA and greater, each hull which contains accommodation shall have at least two exits.

Mu0,1,2,3,4

b)	In a multihull of less than 8m (26.2ft) LOA each hull which contains accommodation shall have at least two exits.

Mu0,1,2,3

3.07.2

Escape Hatches, Underside Clipping Points & Handholds

a)	In a multihull of 12m (39.4ft) LOA and greater each hull which contains accommodation shall:-

have an escape hatch for access to and from the hull in the event of an inversion;

Mu0,1,2,3,4

when first launched on or after January 2003 have a minimum clearance diameter through each escape hatch of 450mm or when an escape hatch is not circular, sufficient clearance to allow a crew member to pass through fully clothed;

Mu0,1,2,3,4

iii

when first launched prior to January 2003, if possible have each escape hatch in compliance with the dimensions in OSR 3.07.2(a)(ii);

Mu0,1,2,3,4

when the yacht is inverted have each escape hatch above the waterline;

Mu0,1,2,3,4

when first launched on or after January 2001 have each escape hatch at or near the midships station;

Mu0,1,2,3,4

in a catamaran first launched on or after January 2003 have each escape hatch on the side nearest the vessel's central axis.

Mu0,1,2,3,4

b)	A trimaran of 12m (39.4ft) LOA and greater first launched on or after January 2003 shall have at least two escape hatches in compliance with the dimensions in OSR 3.07.2(a) (ii)

Mu0,1,2,3,4

c)	Each escape hatch must have been opened both from inside and outside within 6 months prior to an intended race

Mu0,1,2,3,4

d)	A multihull shall have on the underside appropriate handholds/clipping points sufficient for all crew (on a trimaran these shall be around the central hull).

Mu0,1,2,3,4

e)	A catamaran first launched on or after January 2003 with a central nacelle shall have on the underside around the central nacelle, handholds of sufficient capacity to enable all persons on board to hold on and/or clip on securely

Mu0,1,2,3,4

f)	In a catamaran with a central nacelle, it is recommended that each hull has an emergency refuge, accessible via a special hatch in the side of the hull nearest the vessel's central axis, which hatch may be opened and closed from the inside and outside

Mu0,1,2,3,4

3.07.3

A multihull of less than 12m (39.4ft) LOA shall either have escape hatches in compliance with OSR 3.07.2 (a)(b) and (c)or shall comply with OSR 3.07.3 (a) and (b):

Mu2,3,4

a)	each hull which contains accommodation shall have, for the purpose of cutting an escape hatch, appropriate tools kept ready for instant use adjacent to the intended cutting site. Each tool shall be secured to the vessel by a line and a clip, and

Mu2,3,4

b)	in each hull at a station where an emergency hatch may be cut, the cutting line shall be clearly marked both inside and outside with an outline and the words ESCAPE CUT HERE

Mu2,3,4

3.07.4

OSR 3.07.3 shall not apply. Multihulls shall have escape hatch(es) as detailed in OSR 3.07.2

Mu2

3.08

Hatches & Companionways

3.08.1

No hatch forward of the maximum beam station shall open in such a way that the lid or cover moves into the open position towards the interior of the hull (excepting ports having an area of less than 0.071 square metres (110 sq in)).

3.08.2

A hatch shall be:

so arranged as to be above the water when the hull is heeled 90 degrees. Hatches over lockers that open to the interior of the vessel shall be included in this requirement. A yacht may have a maximum of four (two on each side of centerline) hatches that do not conform to this requirement, provided that the opening of each is less than 0.071 sq m (110 sq in). Effective for boats of a series begun after January 1, 2009, a written statement signed by the designer or other person who performed the downflooding analysis shall be carried on board. For purposes of this rule the vesselís displacement condition for the analysis shall be the Light Craft Condition LCC (in conformity with 6.3 of the EN ISO 8666 standard and 3.5.1 of the EN ISO12217-2 standard).

Mo0,1,2,3,4

b)	permanently attached

c)	capable of being firmly shut immediately and remaining firmly shut in a 180 degree capsize (inversion)

3.08.3

A companionway hatch extending below the local sheerline, shall:

a)	not be permitted in a yacht with a cockpit opening aft to the sea (OSR 3.09.6)

b)	be capable of being blocked off up to the level of the local sheerline, provided that the companionway hatch shall continue to give access to the interior with the blocking devices (e.g. washboards) in place

3.08.4

A companionway hatch shall:

a)	be fitted with a strong securing arrangement which shall be operable from the exterior and interior including when the yacht is inverted

b)	have any blocking devices

capable of being retained in position with the hatch open or shut

whether or not in position in the hatchway, secured to the yacht (e.g. by lanyard) for the duration of the race, to prevent their being lost overboard

iii

permit exit in the event of inversion

3.09

Cockpits - Attention is Drawn to ISO 11812

3.09.1

Cockpits shall be structurally strong, self-draining quickly by gravity at all angles of heel and permanently incorporated as an integral part of the hull.

3.09.2

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

3.09.3

A bilge pump outlet pipe shall not be connected to a cockpit drain. See OSR 3.09.8 for cockpit drain minimum sizes

3.09.4

A cockpit sole shall be at least 2% LWL above LWL (or in IMS yachts first launched before January 2003, at least 2% L above LWL)

3.09.5

A bow, lateral, central or stern well shall be considered a cockpit for the purposes of OSR 3.09

3.09.6

In cockpits opening aft to the sea structural openings aft shall be not less in area than 50% maximum cockpit depth x maximum cockpit width.

3.09.7

Cockpit Volume

TABLE 5

earliest of age or series date	detail	race category
before April 1992	the total volume of all cockpits below lowest coamings shall not exceed 6% (LWL x maximum beam x freeboard abreast the cockpit).	MoMu0,1
before April 1992	the total volume of all cockpits below lowest coamings shall not exceed 9% (LWL x maximum beam x freeboard abreast the cockpit).	MoMu2,3,4
April 1992 and after	as above for the appropriate category except that "lowest coamings" shall not include any aft of the FA station and no extension of a cockpit aft of the working deck shall be included in calculation of cockpit volume	**
Note	IMS-measured boats may instead of the terms LWL, maximum beam, freeboard abreast the cockpit, use the IMS terms L, B and FA.	**

3.09.8

Cockpit Drains

See OSR 3.09.1. Cockpit drain cross section area (after allowance for screens if fitted) shall be:-

a)	in yachts with earliest of age or series date before January 1972 or in any yacht under 8.5m (28ft) LOA - at least that of 2 x 25mm diameter (one inch) unobstructed openings or equivalent

b)	in yachts with earliest of age or series date January 1972 and later - at least that of 4 x 20mm diameter (3/4 inch) unobstructed openings or equivalent

3.10

Sea Cocks or Valves

Sea cocks or valves shall be permanently installed on all through-hull openings below the waterline except integral deck scuppers, speed indicators, depth finders and the like, however a means of closing such openings shall be provided.

3.11

Sheet Winches

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

3.12

Mast Step

The heel of a keel stepped mast shall be securely fastened to the mast step or adjoining structure.

3.13

Watertight Bulkheads

multihulls also see OSR 3.05

Mu0,1,2,3,4

3.13.1

A hull shall have either a watertight "crash" bulkhead within 15% of LOA from the bow and abaft the forward end of LWL, or permanently installed closed-cell foam buoyancy effectively filling the forward 30% LOA of the hull.

Mo0Mu0,1,2,3,4

3.13.2

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

Mo0Mu0,1,2,3,4

3.13.3

A yacht shall have at least two watertight transverse main bulkheads in addition to any bulkheads positioned within the forward and aft 15 percent of the boat's LOA.

Mo0

3.13.4

Outside deck access for inspection and pumping shall be provided to every watertight compartment terminated by a hull section bulkhead, except that deck access to extreme end "crash" compartments is not required.

Mo0

3.13.5

An access hatch shall be provided in every required watertight bulkhead (except a "crash" bulkhead). In yachts first launched January 2003 and after, every access hatch shall have closures permanently attached.

Mo0

a)	An access hatch in a watertight bulkhead should have closures permanently attached

Mo0

b)	An access hatch should be capable of being securely shut within 5 seconds

Mo0

3.13.6

It is strongly recommended that:

a)	an extreme end "crash" bulkhead should be provided at the stern. If practicable the aft "crash" bulkhead should be forward of the rudder post.

Mo0

b)	after flooding any one major compartment, a yacht should be capable of providing shelter and sustenance for a full crew for 2 weeks in an essentially dry compartment having direct access to the deck

Mo0

c)	compartments between watertight bulkheads should be provided with a means of manually pumping out from within the hull from a position outside the compartment

Mo0

3.14

Pulpits, Stanchions, Lifelines

3.14.1

When due to the particular design of a multihull it is impractical to precisely follow Special Regulations regarding pulpits, stanchions, lifelines, the regulations for monohulls shall be followed as closely as possible with the aim of minimising the risk of people falling overboard.

Mu0,1,2,3,4,

3.14.2

Lifelines required in Special Regulations shall be "taut".

a)	As a guide, when a deflecting force of 50 N (5.1 kgf, 11.2 lbf) is applied to a lifeline midway between supports, the lifeline should not deflect more than 50 mm.

3.14.3

The following shall be provided:

a bow pulpit with vertical height and openings essentially conforming to Table 7. Bow pulpits may be open but the opening between the pulpit and any part of the boat shall never be greater than 360mm (14.2") (this requirement shall be checked by presenting a 360mm (14.2") circle inside the opening).

Mo0,1,2,3,4

b)	a stern pulpit, or lifelines arranged as an adequate substitute, with vertical openings conforming to Table 7

Mo0,1,2,3,4

lifelines (guardlines) supported on stanchions, which, with pulpits, shall form an effectively continuous barrier around a working deck for man-overboard prevention. Lifelines shall be permanently supported at intervals of not more than 2.20m (86.6") and shall not pass outboard of supporting stanchions

d)	upper rails of pulpits at no less height above the working deck than the upper lifelines as in Table 7.

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

Pulpits and stanchions shall be permanently installed. When there are sockets or studs, these shall be through-bolted, bonded or welded. The pulpit(s) and/or stanchions fitted to these shall be mechanically retained without the help of the life-lines. Without sockets or studs, pulpits and/or stanchions shall be through-bolted, bonded or welded.

g)	The bases of pulpits and stanchions shall not be further inboard from the edge of the appropriate working deck than 5% of maximum beam or 150 mm (6 in), whichever is greater.

h)	Stanchion bases shall not be situated outboard of a working deck. For the purpose of this rule a stanchion or pulpit base shall be taken to include a sleeve or socket into which a stanchion or pulpit tube is fitted but shall exclude a base plate which carries fixings into the deck or hull.

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

j)	Lifelines need not be fixed to a bow pulpit if they terminate at, or pass through, adequately braced stanchions set inside and overlapping the bow pulpit, provided that the gap between the upper lifeline and the bow pulpit does not exceed 150 mm (6 in).

k)	Stanchions shall be straight and vertical except that:-

i)	within the first 50 mm (2 in) from the deck, stanchions shall not be displaced horizontally from the point at which they emerge from the deck or stanchion base by more than 10 mm (3/8 in),and

ii)	stanchions may be angled to not more than 10 degrees from vertical at any point above 50 mm (2 in) from the deck.

l)	It is strongly recommended that designs also comply to ISO 15085

3.14.4

Special Requirements for Pulpits, Stanchions, Lifelines on Multihulls

The following shall be provided:-

a)	on a trimaran - a bow pulpit on the main hull, with lifelines around the main hull supported on stanchions. The lifelines may be interrupted where there are nets or crossbeam wings outboard of the main hull

Mu0,1,2,3,4

b)	on a trimaran - where a net joins the base of a bow pulpit on the main hull, an additional lifeline from the top of the pulpit to the forward crossbeam at or outboard of the crossbeam mid-point.

Mu0,1,2,3,4

c)	on a trimaran - at a main or emergency steering position on an outrigger with or without a cockpit, lifelines protecting an arc of 3 meters diameter centred on the steering position. (When measuring between lifelines their taut, undeflected positions shall be taken for this purpose).

Mu0,1,2,3,4

on a catamaran - lifelines from bow to stern on each hull and transverse lifelines to form an effectively continuous barrier around the working area for man-overboard prevention. The transverse lifelines shall be attached to bow and stern pulpits or superstructure. A webbing, strop or rope (minimum diameter 6mm) shall be rove zig-zag between the transverse lifelines and the net.

Mu0,1,2,3,4

3.14.5

Lifeline Height, Vertical Openings, Number of Lifelines

TABLE 7

LOA	earliest of age/seriesdate	minimum requirements
under 8.5 m(28 ft)	before January 1992	taut single lifeline at a height of no less than 450 mm (18 in) above the working deck. No vertical opening shall exceed 560 mm (22 in).
under 8.5 m(28 ft)	January 1992and after	as for under 8.5 m (28 ft) in table 7 above, except that when an intermediate lifeline is fitted no vertical opening shall exceed 380 mm (15 in).
8.5 m (28 ft) and over	before January 1993	taut double lifeline with upper lifeline at a height of no less than 600 mm (24 in) above the working deck. No vertical opening shall exceed 560 mm (22 in)
8.5 m (28 ft)and over	January 1993 and after	as 8.5 m (28 ft) and over in Table 7 above, except that no vertical opening shall exceed 380 mm (15 in).
all	all	on yachts with intermediate lifelines the intermediate line shall be not less than 230 mm (9 in) above the working deck.

3.14.6

Lifeline Minimum Diameters, Required Materials, Specifications

a)	Lifelines shall be stranded stainless steel wire of minimum diameter in table 8 below. Lifelines shall be uncoated and used without close-fitting sleeving.

Notwithstanding 3.14.6 (a), temporary sleeving may be fitted provided it is regularly removed for inspection

b)	Grade 316 stainless wire is recommended.

c)	A taut lanyard of synthetic rope may be used to secure lifelines provided the gap it closes does not exceed 100 mm (4 in). This lanyard shall be replaced annually at a minimum.

d)	All wire, fittings, anchorage points, fixtures and lanyards shall comprise a lifeline enclosure system which has at all points at least the breaking strength of the required lifeline wire.

TABLE 8

LOA	minimum wire diameter
under 8.5 m (28ft)	3 mm (1/8 in)
8.5m - 13 m	4 mm (5/32 in)
over 13 m (43 ft)	5 mm (3/16 in)

3.14.7

Pulpits, Stanchions, Lifelines - Limitations on Materials

TABLE 9

Earliest of Age or Series Date	detail
before January 1987	carbon fibre is not recommended in stanchions pulpits and lifelines.
January 1987 and after	stanchions, pulpits and lifelines shall not be made of carbon fibre.

3.15

Multihull Nets or Trampolines

3.15.1

The word "net" is interchangeable with the word "trampoline"

Mu0,1,2,3,4

A net shall be:-

a)	essentially horizontal

Mu0,1,2,3,4

b)	made from durable woven webbing, water permeable fabric, or mesh with openings not larger than 5.08cm (2 inches) in any dimension. Attachment points shall be planned to avoid chafe. The junction between a net and a yacht shall present no risk of foot trapping

Mu0,1,2,3,4

c)	solidly fixed at regular intervals on transverse and longitudinal support lines and shall be fine-stitched to a bolt rope

Mu0,1,2,3,4

d)	able to carry the full weight of the crew either in normal working conditions at sea or in case of capsize when the yacht is inverted.

Mu0,1,2,3,4

e)	It is recommended that lines used to tie the nets should be individually tied and not continuously connected to more than four attachment points per connecting line

Mu0,1,2,3,4

3.15.2

Trimarans with Double Crossbeams

a)	A trimaran with double crossbeams shall have nets on each side covering:-

b)	the rectangles formed by the crossbeams, central hull and outriggers

Mu0,1,2,3,4

c)	the triangles formed by the aft end of the central pulpit, the mid-point of each forward crossbeam, and the intersection of the crossbeam and the central hull

Mu0,1,2,3,4

d)	the triangles formed by the aftermost part of the cockpit or steering position (whichever is furthest aft), the mid-point of each after crossbeam, and the intersection of the crossbeam and the central hull; except that:-

Mu0,1,2,3,4

e)	the requirement in OSR 3.15.2(d) shall not apply when cockpit coamings and/or lifelines are present which comply with the minimum height requirements in Table 7

Mu0,1,2,3,4

3.15.3

Trimarans with Single Crossbeams

a)	A trimaran with a single crossbeam shall have nets between the central hull and each outrigger:-