australian yacht racing rules

RRS 2021-24

2021-24 racing rules of sailing.

The Racing Rules of Sailing (RRS) governs the sport of sailboat, sailboard and kite board racing. It is revised and published every four years by World Sailing. The 2021-2024 version with Australian Sailing prescriptions has been published and is now available to download below.

A copy of the RRS 2021-24 is required as part of your Equipment Audit. Copies are available from the SASC Office at $25.00 each.  An electronic copy is acceptable and can be downloaded by clicking on the image below:

Additional RRS Resources:

An illustrated guide to rules applying around the course:

How good is your knowledge of the Rules? Play this animated quiz – Test your Rules Knowledge

Starting a Race – View Zoom Recording

Race Officer Mike Warner provides an overview of the starting sequences and flags used during the start of a race.  Download the recording here:  Getting Started – Mike Warner Recording of Presentation

Download the presentation as a PDF here: Getting Started – Mike Warner

Protests must conform to RRS Rule 61.  Completed Protest forms must be delivered to the SASC Sailing Office no later than 1100 hours on the first working day following the day of the race protested.  Hearings will be held on the following Tuesday at the SASC clubhouse or as directed by the Protest Commmittee.

Protest Form

Protest Preparation

• Find my AS Number
• Clubs & Classes
• Training Training Training Discover Sailing Centres Our Programs Safety & Sea Survival e-Learning Courses Instructors Coaches Training in Focus - Live Events RYA Programs International Certificate of Competence Duke of Edinburgh's International Award Training in Focus
• Officials Officials Officials All Officiating Officials Courses Accreditation and Re-accreditation Officials Resources Racing Rules & Appeals Race Officials Committee Equipment Auditors Para Classifiers Find an Official or Assessor
• Safety Safety Safety Safety Code Induction- Online Course Safety information notices Risk & Incident Management Get Safety Support Equipment Auditing Special Regulations Special Regs Interpretations Safety Committees Major Incident Reports Maritime Regulatory Authorities Safety in Focus
• Ratings & Measurement Ratings & Measurement Ratings & Measurement Measurement Certificates Sail Numbers IRC Ratings ORC Ratings IRC Forms
• Rules Rules Rules Racing Rules of Sailing Rules Specialist Group Opinions Appeals Appeal Decisions Disciplinary- Misconduct (RRS 69) Jury Approvals Officials Resources World Sailing Documents Rules in Focus

The Racing Rules of Sailing govern all sailing competitions

Sailing relies on the Racing Rules of Sailing to turn our pastime into a sport and are published every four years by World Sailing. The formal racing of boats is believed to have started in the Netherlands in the 17th century, and in order for it to be declared a race they would have had a primitive form of rules.

Racing Rules of Sailing

The Racing Rules of Sailing (RRS) govern the sport of sailboat, sailboard and kite board racing. It is revised and published every four years by World Sailing. The 2021-2024 version with Australian Sailing prescriptions has been published and is available to download.

 Find out more

If a party is not satisfied with the outcome for a protest or request for redress, they may appeal the decision. Lodging an appeal is time sensitive and can only be submitted by parties to the original hearing.  

   For more information click here

Jury Applications

When clubs are acting as Organising Authorities (OA) for major championships, it is recommended that they may empanel a national or international jury to deny the right of appeal to enable determination of results immediately at the completion of the event.

   Find out more

The Rules Specialist Group (RSG) Opinions

The Rules Specialist Group (RSG) is a group of Racing Rules experts who are tasked to answer Racing Rules questions for Australian Sailing.  The answers provided by the RSG are opinions of this specialist group and whilst not authoritative, complement cases and interpretations of the Racing Rules.

A competitor, boat owner or support person shall not commit an act of misconduct.  Misconduct is defined in the RRS as a breach of good manners, a breach of good sportsmanship, or unethical behaviour. Misconduct is also behaviour that may bring or has brought the sport into disrepute.  

Resources for Race Officials

Templates and resources have been provided for race officials. Most have been provided as an editable document to allow for changes to be made as required.

World Sailing Documents

World Sailing Racing Rules Questions and Answers are published on the World Sailing website as a joint responsibility of the World Sailing Racing Rules Committee and the World Sailing Racing Officials Committee. These answers are not authoritative interpretation and explanations of the RRS, but nevertheless represent an important service by providing carefully considered opinions of experienced Race Officials.

       World Sailing Race Officials Resource Centre

Test and Development Rules

The following reports are provided by organising authorities who were given approval in accordance with RRS 86.3 to develop and test rules.

  Find out more  

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

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

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

2.01.1 Category 0 :

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

2.01.2 Category 1 :

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

2.01.3 Category 2 :

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

2.01.4 Category 3 :

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

2.01.5 Category 4 :

2.01.6 Category 5 :

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

2.01.7 Category 6 :

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

2.01.8 Category 7 :

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

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

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

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

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

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

2.03.1 Equipment functions & adequate for intended use

(a) Function properly.

(b) Be regularly checked, cleaned and serviced.

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

(d) Be readily accessible.

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

2.03.2 Ballast & heavy equipment secured

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

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

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

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

At least half the crew.

At least 2 crew members.

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

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

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

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

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

Ballast Tanks, Valves and Sea Cocks

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

Control Systems, Actuators, Restraint

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

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

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

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

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

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

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

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

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

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

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

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

• Been designed, built and maintained in accordance with requirements of a Classification Society recognised by World Sailing
• On board a certificate of building plan review certificate issed from a a Classification Society recognised by World Sailing.

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

(a) 3.03.1 or

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

(i) Circular shape diameter 450 mm, or

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

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

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

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

  (i) Hatches above water when heeled 90°

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

 Hatches capable of being immediately shut; permanently attached lid

Blocking device for low sill companionway

(a) Companionway hatch securing arrangement

(i) Operable from above and below

(ii) Function independently of blocking devices.

(b) Blocking devices to be

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

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

(iii) Permit exit in event of inversion

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

Bilge pump outlet not connected to cockpit drain

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

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

3.08.6 Cockpit Volume

3.08.7 Cockpit Drains

(a) Seacocks permanently installed

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

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

Keel stepped mast; heel securely fastened

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

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

Bow pulpits shall be either:

(i) Closed and forward of forestay ; OR

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

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

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

Lifelines, stanchions, pulpits effectively continuous deck barrier

Pulpit top rails no lower than upper lifelines

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

Pulpits & stanchions permanently installed

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

Stanchion bases not outboard

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

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

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

Special requirements for pulpits, stanchions and lifelines on multihulls

(a) Lifelines uncoated stainless steel wire

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

(c) Grade 316 stainless wire is recommended.

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

A toe rail is not required on multihulls.

3.15.2 Night

Toilet or securely fastened bucket

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

Gas or methylated spirits only fuels for cooking

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

(b) Methylated spirits is acceptable for cooking.

‘REMEMBER Turn Off Gas At Bottle’ sign

Gas detection for permanent pilot light

Disposable gas canisters ≤ 225 grams

Gas bottle, spare canisters in separate compartment ventilated overboard

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

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

Emergency water 1 litre per crew additional

Handholds below decks

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

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

a) Bilge pump minimum suction bore 25 mm

b) Bilge pump & strum boxes accessible

2 x 8 litre buckets , stout construction with lanyard

Minimum 2 halyards capable of hoisting sail

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

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

Reserve navigation lights , independent of main power

Spare bulbs except for multiple LED array

If using outboard motor, provision for mounting

Outboard motor mounted at all times

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

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

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

Litres = LWL (metres) /0.135

Litres = LWL (metres)/0.2

Litres = LWL (metres)/0.4

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

Separate starter battery if electric starter

Separate generators, if carried, securely covered and permanently installed

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

Diesel tanks metal or other certified material

Fuel lines comply

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

Petrol not below decks in portable containers

Flexible fuel tank not permitted.

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

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

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

i) Permanently installed HF transceiver.

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

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

i) Permanently installed VHF transceiver

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

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

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

Handheld VHF transceiver ; waterproof

Permanently installed HF transceivers shall be:

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

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

Permanently installed VHF transceivers shall:

(b) Masthead VHF antenna.

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

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

The following emergency antenna shall be provided:

Handheld VHF transceivers shall:

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

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

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

Licensed Operators:

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

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

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

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

For water and fuel see 3.18 and 3.24

Sail numbers as per RRS 77 and Appendix G

Portable sail number on separate cloth with lanyards

PLUGS (See 3.09.1)

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

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

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

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

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

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

Fire blanket (for cooking device with open flame)

Anchor & ground tackle as per Table 1

TABLE 1 Number of Anchors and Length of Warps

Anchor & warp sizes Table 2 or Table 3

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

TABLE 3 - BASED ON DISPLACEMENT

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

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

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

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

First aid manual

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

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

At least two members of the crew

At least one member of the crew

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

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

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

First aid contents as per list at end of this form

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

FOR VARYING DEGREES OF PAIN

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

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

Moderate Pain

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

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

Moderate to Severe pain

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

Very Severe Pain

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

Opioid Overdose

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

Cardiac Emergencies

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

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

FOR WOUNDS AND LIMBS

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Severe infection

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

For infection

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

Fungal skin infection

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

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

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

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

FOR DIARRHOEA/GASTRIC PROBLEMS

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

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

FOR DEHYDRATION

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

FOR SEASICKNESS

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

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

FOR ALLERGY

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

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

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

INSTRUMENTS

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

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

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

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

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

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

EMERGENCY MEDICAL EQUIPMENT

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

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

The following shall be provided:

AIS Transponder.

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

Charts (not solely electronic), plotting equipment

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

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

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

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

Emergency tiller if not tiller steered

Alternative steering method for rudder loss

Tools, spares parts, effective way to cut rigging

Sharp knife sheathed, restrained in or near cockpit

Name on all buoyant equipment & items

Personal lifejacket marked to identify owner

Retro-reflective tape on lifebuoys, lifeslings, liferafts

EPIRBs shall be:

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

(b) Within battery life.

(c) Regularly tested.

(d) Registered with relevant authority

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Minimum Liferaft Equipment

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Liferaft Servicing and Inspection

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

(g) A watertight flashlight with spare batteries and bulb

(h) Thermal protective aids or survival bags

(i) Two safety tin openers (if appropriate)

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

(k) A daylight signalling mirror

(l) Some high-energy food

NOTE: Additional recommended items for long Category 1 races

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

(n) A strobe light

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

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

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

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

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

Waterproof container for flares

Heaving line minimum 15 m

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

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

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

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

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

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

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

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

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

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

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

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

Retrieval method of crew from water

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

A boat shall carry:

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

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

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

Night : PFDs ≥ 100N

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

Each safety harness and safety line shall comply with:

(i) Australian Standard AS2227, or

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

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

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

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

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

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

It is strongly recommended that:

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

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

(c) A crew member before a race should adjust a harness to fit then retain that harness for the duration of the race.

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

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

A personal light (strobe or SOLAS LSA 2.2.3)

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

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

PLBs shall be:

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

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

(a) At least 50% of the crew

Routine Training on Board

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

EQUIPMENT FOR USL COASTAL LIFERAFTS

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

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

(b) One safety knife.

(c) One bellows or hand pump for hand inflation that is of one piece, ready for use and does not require assembling.

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

(e) One heliograph mirror.

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

(g) One sponge per person.

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

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

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

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

(l) One signalling mirror.

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

(n) One pack of emergency rations per person.

(o) Two tubes of sunscreen.

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

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

(r) A USL Coastal First Aid Kit.

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

(t) Two buoyant paddles with handles.

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

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

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

RESISTANCE TO CAPSIZE FOR MONOHULLS

B.1 RESISTANT TO CAPSIZE

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

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

B.2 RACE CATEGORIES

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

B.3 SPECIFIC REQUIREMENTS

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

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

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

B.4 ISO 12217-2 DESIGN CATEGORIES

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

B.5 SCREENING PROCEDURE and RIGHTING MOMENT INDEX

B.5.1Screening Procedure A screening procedure has been established to determine those boats that are not required to be subjected to the practical test for RMI or calculation of the RMI (see B.5.2) and will be considered as complying with Regulation 3.04.1. The Screening Procedure utilises three separate criteria, a Screening Value (SV), the distribution of ballast and the displacement of the boat. An RMI test or calculation is required for: (a) (i) Category 3 and 4 races for any boat where the SV exceeds 10      (ii) Category 5 and 6 races for any boat where the SV exceeds 14 Or (b) Any boat that carries more than 30% of its ballast internally Or (c) Any boat with a displacement less than 1.5 tonnes. A boat’s SV is calculatedusing the formula: SV = 2.83 x LOA     Displacement Where LOA is in metres and displacement is in tonnes to 2 decimal places.

B.5.2 RMI Procedure Having followed the procedures in B.5.1, the RMI for a boat requiring a test or calculation may be determined through: (a) A practical test. (b) Calculations provided by the designer or other appropriately qualified person using a recognised design package. The practicaltest shall be at the owner's risk and cost, and no liability will be accepted by the club, the MYA or YA or any of its members, officers or servants. The RMI shall be calculated using the formula:                                                   RMI =TM                                                     W Where: TM is the Test Mass required to hold the mast in a horizontal athwartships position with the mass suspended at the upper point of I. W is the theoretical equivalent mass at the upper point of I representing the total effect of the dynamic condition of a storm on a yacht whilst lying on its side, and is calculated using the formula:               W = 1.7 x(2.79LB²) + (0.05I³) + (20.13L x FML) kilograms                                          I + 0.5FML Where (in metres) L= LOA                            B = Maximum Beam                            FML= Freeboard at half LOA                            I = Height of Foretriangle from Deck For boats without a foresail the point at which themainsail luff is 75% above the deck shall be taken as equivalent to the upper point of I. Any movable or variable ballast shall be placed in the position which minimises the righting moment.

B.6 HORIZONTAL STABILITY FACTOR (HSF)

The HSF shall be the Test Mass (TM) required to hold the mast in a horizontal athwartships position when the mass is suspended from the hounds.It shall not be less than                           TM = (3.0LB²+11.0L) + 0.2H² kilograms                             IM Where (in metres)          L = LOA                                     B = Maximum Beam                                     IM = Sheer to Hounds                                      H = Mast length above step For boats without a foresail the point at which themainsail luff is 75% above the deck shall be taken as equivalent to the upper point of IM. The term 0.2H² may be omitted if the mast is effectively watertight and buoyant. During the practical test all gear shall be stowed normally, outboard motors shall be in the required position, the keel locked down and no sails shall be hoisted. Determination of the HSF shall be at the owner's risk and cost, and no liability will be accepted by the Club, the MYA or YA or any of its members, officers or servants.

B.7 BOATS WITH MOVABLE ORVARIABLE BALLAST

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

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

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

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

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

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

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

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

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

SHORTHANDED CREW

PARBUCKLE DEVICE

THE HOISTING RIG

HYPOTHERMIA

WHAT IS IT?

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

WHY BE CONCERNED?

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

• Wear warm clothing and a lifejacket/harness. Have proper foul-weather kit for all crew. Dry suits are excellent. Insulate all areas of the body, especially the high heat-loss areas: head, neck, armpits, sides of chest and groin. Keep warm and dry, but avoid sweating; wear layered clothes. • Rotate watch frequently. • Get plenty of rest, prevent fatigue. • Eat and drink normally, no alcohol. • Prevent dehydration; watch urine colour (drink more if colour becomes more intense). • Avoid seasickness. • Take into account special medical problems of crew members. • Regularly train crew in Man Overboard recovery. • Have two or more crew trained in CPR (Cardio-pulmonary resuscitation).

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

• If boat is in trouble, put on dry or survival suits if carried. Radio for help; give position, number of crew, injuries, boat description. Make visual distress signals. Stay below if possible. Remain aboard until sinking is inevitable. • If going overboard, launch life raft and EPIRB (Emergency Position Indicating Radio Beacon). Take grab bag, visual distress signals and waterproof hand-held VHF. Get into raft, stay out of water as water conducts heat out of the body 20 times faster than air. Remain near boat if practicable. • If in the water, crew should stay together near the boat. This makes everyone easier to find, helps morale. Enter life raft; keep dry suit or survival suit on if worn. • If not wearing dry suit or survival suit, make sure you wear a lifejacket, keep clothes and shoes on for some insulation and flotation. Keep hat on to protect head. Get all or as much of body out of water as soon as possible - into raft or swamped boat or onto flotsam. Avoid swimming or treading water, which increases heat loss. Minimise exposed body surface. A splashguard accessory on the lifejacket greatly improves resistance to swallowing seawater and also accommodates involuntary "gasping" when plunged into cold water.

• First aid for severe and critical hypothermia is to add heat to stabilise temperature only. Rapid re-warming, such as a hot shower or bath, may be fatal; it will, at least, cause complications. Allow body to re-warm itself slowly. • Body core temperature lags behind skin temperature during re-warming. Keep victim protected for extended period after apparent full recovery or medical help arrives. Many hours are required for full return to normal temperature even though victim says he has recovered. • Always assume hypothermia is present in all man overboard situations in which victim has been exposed for more than 10-15 minutes • Victims may also be suffering from near drowning, thus needing oxygen. Observe for vomiting. • In a helicopter rescue, protect victim - including the head - from rotor blast wind chill.

HYPOTHERMIA FIRST AID

• Keep victim horizontal • Move victim to dry, shelter and warmth • Allow to urinate from horizontal position • Handle gently • Remove wet clothes - cut off if necessary • Apply mild heat (comfortable to your skin) to head, neck, chest and groin - use hot water bottles, warm moist towels • Cover with blankets or sleeping bag; insulate from cold — including head and neck • Report to doctor by radio

• Primary task is to prevent further heat loss and allow body to re-warm itself • Give warm, sweet drinks — no alcohol - no caffeine • Apply mild heat source to stabilise temperature and/or • Re-heat to point of perspiring • Keep victim warm and horizontal for several hours

MODERATE CASES

• Same as above • Offer sips of warm liquid only if victim is fully conscious and able to swallow without difficulty — no alcohol — no caffeine • Have victim checked by doctor

SEVERE CASES

• Obtain medical advice as soon as possible using your radio • Assist victim, but avoid jarring him — rough handling may cause cardiac arrest or ventricular fibrillation of heart • No food or drink • Observe for vomiting and be prepared to clear airway • Ignore pleas of "Leave me alone, I'mOK" victim is in serious trouble — keep continuous watch over victim • Lay victim down in bunk, wedge in place, elevate feet, keep immobile; no exercise • Apply external mild heat to head, neck, chest and groin — keep temperature from dropping, but avoid too rapid a temperature rise

CRITICAL CASES

• Always assume the patient is revivable — hypothermic victims may look dead butdon't give up - pulse very difficult to feel, breathing may have stopped • Handle with extreme care • Tilt the head back to open the airway — look, listen and feel for breathing and pulse for one to two full minutes • If there is any breathing or pulse, no matter how faint or slow, do not give CPR, but keep a close watch on vital sign changes • Stabilise temperature with available heat sources, such as naked chest to back warming by other crew member (leave legs alone) • If no breathing or pulse for one or two minutes, begin CPR immediately. Do not give up until victim is thoroughly warm — alive or dead. • Medical help is imperative — hospitalisation needed

RANGES OF HYPOTHERMIA SYMPTOMS

DROGUES AND SEA ANCHORS

TERMINOLOGY

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

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

DROGUES ON YACHTS

A number of research programmes have been conducted including one for the RORC by the Southampton University Wolfson Unit. In tests drogue deployment repeatedly prevented typical yacht forms from being slewed sideways and rolled in heavy breaking seas. Deployment of a drogue over the stern means that heavy water will break over that part of the yacht, so all openings must be properly secured shut. A "series-drogue" invented by Donald Jordan has the ability to continue to provide drag even if part of the device is "surfing" under a wave crest.

SEA ANCHORS ON YACHTS

Filter By Category

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

Advance Comparison

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

Rules & Handicaps

THE RACING RULES OF SAILING 2021 – 2024

Every sport follows a set of rules and regulations, and sailing is no different. All sailors should take the time to learn the rules, and comply with them sufficiently. Breaching the rules may lead to a protest hearing, and more serious consequences that affect the safety of everyone on the water.  

The Racing Rules of Sailing (RRS) governs the sport of sailboat and sailboard racing. It is revised and published every four years by World Sailing. The current edition is The RRS 2021 – 2024.  

Rules sessions are sometimes held at the Club if you’d like to learn more, so keep an eye on our events page.

The current Racing Rules of Sailing (Blue Book) including the Australian Sailing Prescriptions are available to download here . The office does not have hard copies.  

Please download what you need by visiting  Racing Rules 2017-2020

PERFORMANCE HANDICAP EXPLAINED

All boats at RYCV have a performance handicap. By definition, this performance handicap indicates the performance of each boat in the Club relative to other boats in the Club.

Do not confuse a measurement rating (such as AMS or IRC) with a performance handicap. Ratings are calculated from measurements of the boats hull, rig and sails, and once calculated will not change unless changes are made to the boat. A boat’s performance handicap will probably change after each race.

Performance handicaps are generated and recalculated in accordance with the Performance Handicap Rules.   A copy of these Rules are available  here .

Since September 2014, Royals has been using a software package called TopYacht. This has replaced the system we have used for many years, namely PAT. TopYacht calculates the results of each race and also recalculates the handicap for each boat for the next race.

When a boat enters a Club race, it will be allocated a performance handicap for that race, called its Allocated Handicap (AH). This AH will be taken from the TopYacht database (or will be supplied by the Club Handicapper).

This performance handicap is a single figure Time Correction Factor (TCF) and is used to convert a boat’s elapsed race time to a corrected time. Thus, if a boat takes 100 minutes to complete the race and its Performance Handicap (or TCF) was 0.75 the its corrected time (CT) will be 75 minutes (100 x 0.75).

The boat with the lowest corrected time (CT) is the race winner.

After each Club race the TopYacht programme will calculate data for each boat, namely:

• The corrected time (the boat with the lowest CT being the winner).
• The back calculated handicap (BHC). This is the handicap that each boat actually achieved in the race. Boats in the top half of the results list will have BCH values above their AH and boats at the bottom half below their AH.
• The Calculated Handicap (CHC) for each boat. This is the handicap for each boat in its next race.

The CHC is calculated as follows:

      CHC = (2 x AH + BCH)/3 For example if the AH was 0.800 and the BCH was 0.815, then       CHC= (0.8 x 2 + 0.815) = 805

However if you read the YV Handicap Rules, you will note terms such as LBCH, LBCHU, LBCHL and LBCHD. We call these Clamped Handicaps, namely:  

The YV Rules have recognised that on some occasions other factors come into race results. There could be a drop in wind soon after part of the fleet finishes or same boats could have a problem on the water but choose to finish. Accordingly we use “clamps”. Clamps limit the change of the Back Calculated Handicap (BCH) and produce a Limited Back Calculated Handicap (LBCH).

Currently the clamps are 4% on handicaps and 8% on a discard. Accordingly, if the BCH is greater than 104% or between 96% and 92% the BCH is limited to 104% and 96% respectively (clamping the BCH to 4%). However if the BCH is less than 92% of the AH then the result is discarded for handicap recalculation purposes and the CHC remains unchanged.

On a historical note, performance handicap calculations have changed over the years. In the 1960’s boats that came first, second or third had their handicap increased by a fixed %. This later changed to recording the boat’s last 8 BCHs, discarding the best and two worst results and averaging the remaining 5. The change to the current method (as described above) has been relatively recent.

The current recalculation method is more immediately responsive to changes in the boat’s performance and requires fewer results for a boat to have a valid handicap.

If you have any questions, please contact John Duffin who can usually answer them. The Performance Handicap System has been operating in its current form for about 60 years. It is not perfect, if it were we would have all boats tied for first place each race!

• Visit our Facebook page
• Visit our Instagram profile
• Visit our Twitter feed
• Visit our YouTube channel

Racing Rules explained – Rule 10

It is important that whilst we are on the water we adhere to the rules when we are racing or just going for a leisurely sail.

The basic principle for which the rules of sailing are applied is to  avoid collisions .

There are general rules that every sailor should keep in mind:

• Always sail with common sense, safety, and good sportsmanship.
• Right-of-way is not an excuse to cause a collision. All boats are required by the rules to avoid a collision if possible.
• A sailboat in motion shall keep clear of a stopped yacht.
• After finishing your race, keep clear of the course and of other boats still racing.

Rule 10 – Port / Starboard

When sailboats are on opposite tacks, the  port tack boat must keep clear of the starboard tack boat .

The most common place where this ruled gets confused is when boats meet on opposite legs of the racecourse. It is important for sailors to remember, that whilst a boat sailing downwind is to windward of another boat, a port tack boat sailing upwind is still required to avoid a starboard boat sailing downwind.

Click here to view the full  Racing Rules Explained  series.

CYCA Principal Sponsor

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

Table of Contents

• Next ›
• Last »
• The Case Book – Interpretations of the Racing Rules,
• The Call Books, for various disciplines,
• Interpretations of Rule 42, Propulsion, and
• Interpretations of the Regulations, for those Regulations that are rules.

Previous Versions

Last updated.

• CLASSIFIEDS
• NEWSLETTERS
• SUBMIT NEWS

2021-2024 Racing Rules of Sailing available now

Related Articles

Thank you John Bosher, Quinno’s Quick Snaps and Trent Duvall for the use of your awesome photos.

This site was last updated on the 1/4/24

Welcome to the Australian APBA website.

The A.P.B.A. is a not for profit organization which exists to control, govern and administer, formulate and enforce all racing and safety rules throughout Australia for Competition between powerboats.

It is an "association of associations", the affiliated member clubs are members of their respective State Councils, each with its own constitution. The six states plus the Offshore Council  collectively form the National Council.

Members of the National Executive are appointed annually by the states. Changes to the racing and safety rules are also voted on at the (July) annual meeting by the states and clubs.

It is internationally affiliated with the UIM, the world controlling body of the sport.

If you find information about your state that is out of date or incorrect, please contact your State Council, so they may inform the National Secretary and have it changed.

Club's, Owners and Drivers: What do you want to see here? Send any information via your State Council, and we will do our best to see it  up here.

We recommend you check individual club web sites to confirm race dates, classes etc.

Dates on this site are those advised to the APBA many months in advance. Except for allocated championship events, we have no information on what classes will be at any event .

Recent Updates

All APBA forms can be found here!

Updated Boat & Icident Report, Combined Form Created March 2024

Member Protection Policy   Updated August 2023

Senior Licence Application Form    Updated August 2023

Formula Future Licence Application Form   Updated September 2023

Updated Drone Policy Updated June 2023

Referees Championship Form   Updated August 2023

Event Summary Form   Updated January  2024

Championship Claim Form   Updated August 2023

Updated Boat Owner Form   Updated September 2023

Updated Vintage & Veteran Licence Application Form Updated September 2023

Updated Novice Licence Application Form Updated September 2023

Updated Day Licence Application Form Updated September 2023

2023- 2024 APBA Rule Book Updated December 2023

Offshore Specific Rules   Updated January 2024

Updated Tech Inspection Form Updated Form January 2023

Updated Australasian and Australian Championship Results   NEW

Updated Forms List   Updated September 2023

Combined Senior & Formula Future Entry Form Updated Form March  2023

• Rowing Australia Foundation
• Governance & Structure
• The Mcvilly- Pearce Pin
• Life Members
• Domestic Pathway
• USA Pathway
• Member Associations
• Participation
• Sporting Schools
• Development
• Officiating
• Australian Rowing Championships
• Australia Masters Rowing Championships
• Australian Indoor Rowing Championships

Rules of Racing

• Strength & Conditioning
• Sport Science
• Drive Series

• Member Login

Latest News

2024/25 arya committee, 2024 iom world championships - entries are now open, tim arland takes out a class aus championship, 2024 df95 australian championships at austin lakes wa, df65 national championships at austin lakes in wa, df65 global championships 2024 - aussie team announced, 2024 western australian iom state championships, dave mitchell wins nsw marblehead championship, australian a class national championships 2023, sa marblehead championship @ harts mill, 2023 rc laser national championships - yarrawonga, 10r act state championship, iom world championship 2024 - expressions of interest, iom world championship 2024 - website and social media launch, 2023 central queensland iom regatta, member special - quest port adelaide.

Coming Events

• 06 Apr EVENT POSTPONED 2024 VIC 10R State Championship Edgewater, Melbourne, VIC, AUS
• 06 Apr 2024 NSW DF65 State Championship Wangi RSL Jetty, Wangi Wangi, NSW, AUS
• 07 Apr 2024 TAS IOM Southern Tasmanian Regatta Montrose Bay, TAS, AUS
• 13 Apr 2024 NSW IOM GP R3 Illawarra Yacht Club, NSW, AUS
• 20 Apr 2024 QLD Marblehead State Championship Nr 329 Eagleby Rd, Eagleby, QLD, AUS
• 21 Apr 2024 TAS M John Emms Memorial Montrose Bay, TAS, AUS
• 27 Apr 2024 QLD DF65 State Championship Emerald Lakes, QLD, AUS
• 27 Apr 2024 NSW DF95 GP R1 Metropolitan Round Norwest Lake, Solent Circuit, Bella Vista, NSW, AUS

Our Class Champions

Current australian champions of our classes.

Ross Bennett (WA)

Ross Bennett

Sean Wallis (WA)

Sean Wallis

Glenn Dawson (WA)

Glenn Dawson

Lisa Blackwood (TAS)

Lisa Blackwood

Peter Burford (QLD)

Peter Burford

Rod Jackman (TAS)

Rod Jackman

Australian rankings (top 10), our top sailors of each class, get social with us....