RECREATIONAL CRAFT

DIRECTIVE

WORKSHOP MANUAL

2004

Copyright BMF 2004

CONTENTS

Foreword

1. Introduction to the RCD Workshop Manual 2. Summary of the RCD and amendments to the RCD 3. Boat Design Categories 4. Identification and documentation (CIN, MIC, Builder’s Plate, Owner’s Manual) 5. Construction (hull structure, doors, hatches, windows, strong points) 6. Stability, buoyancy and loading (Maximum number of persons, Maximum load,

stability and buoyancy, cockpits, bilge pumps, multihull escape) 7. Handling and powering, (Maximum power, visibility and overboard prevention) 8. Engine installations (installation, fuel system, ventilation exposed parts) 9. Electrical systems 10. Gas installations 11. Fire Protection (extinguishers, escape, engine, cooking, liquid fuel) 12. Steering systems and other installations (navigation lights, toilets, seacocks,

liferaft) 13. Airborne noise (Sound) assessment 14. Manufacture of marine engines (Exhaust emissions, outboard engines) 15. Manufacture of components (Ignition protection, start in gear, steering gear,

fuel tanks, hatches and portlights) 16. Technical File 17. Declaration of Conformity 18. Conformity assessment and Notified Body involvement 19. Part built boats 20. Post Constructional Assessment 21. The CE mark 22. Exemptions and labels

Supporting Documentation

Example Boat Types Appendix 1

Definitions/Glossary Appendix 2

List of Notified Bodies Appendix 3

List of Countries and Dependencies within the EEA Appendix 4

Owner’s Manual Information and Examples OM Information

RS800 Owner’s Manual Swordsman Owner’s Manual

Commission Comments and Directive Combined CC Guide 94/25/EC

Notified Bodies Interpretations and Guidelines RSG Guidelines

BMF Boat Builders Guide BMF BBG

Text of Directives 94/25/EC and 2003/44/EC 94/25/EC

2003/44/EC

ADCO Model Declaration of Conformity Model DoC

Airborne noise P/D / Froude calculation P/D Froude

Stability Calculation Work Sheets ISO 12217-1 (non-sailing boats >6m length)

ISO 12217-2 (sailing boats >6m length) ISO 12217-3 (boats <6m length)

Foreword British Marine Federation Technical Department

This new Recreational Craft Directive Workshop Manual has been developed to incorporate a wealth of new material on interpretation, understanding and application of the Directive. A comprehensive resource combining the Workshop Manual with case studies and support information on the accompanying CDRom makes this the definitive reference for the Recreational Craft Directive. We have done this by introducing a range of example boats to illustrate how the RCD applies to each of them. In each case, specific requirements for compliance with the RCD are considered, with an assumption that the harmonised standards are followed. We hope that these examples will help a builder building a similar style of boat to quickly identify the RCD essential requirements that apply for that particular boat type. The manual also introduces the new requirements of the Amendment to the RCD, covering sound and exhaust emissions and amending some details of the original Directive. Now that most of the Directive’s supporting standards are complete and harmonised it has been possible to provide detail on the requirements of these standards. Information on many of the requirements in harmonised standards is included in the manual, including considerable detail from the stability and buoyancy standards for each example boat. In order to avoid confusion between the Directive and the Manual the terms ‘Annex’ and ‘Section’ refer to annexes and sections as per the official Recreational Craft Directive. All other supplementary and additional information in this manual will be referred to as ‘Appendix’ or ‘Part’. We acknowledge the help and co-operation of the following people and organisations: Mr Andrew Yates, Royal Yachting Association. Mr Paul Handley, CEN consultant. Mr Tim Rowe, CE proof ltd. British Standards Institution. Department of Trade and Industry. This Manual has been produced with an understanding of the Recreational Craft Directives 94/25/EC and 2003/44/EC as at March 2004. It has been compiled by the British Marine Federation with help from marine specialist consultants and Royal Yachting Association Technical Department. It is based on practical experience and knowledge developed during the development and application of the Directives over the last six years. All boats vary and allowance should be made for individual boat specifications. The Manual may not contain the latest interpretations and professional advice should be obtained before entering into any commitment based upon this Manual. Feedback on the procedures and techniques of application of the Directive and the format and layout of the Manual are welcomed and should be sent to BMF Technical Department.

Part 1 INTRODUCTION TOTHE RCD WORKSHOP MANUAL The principle aim of this manual is to provide information for boat builders that will assist them with the task of ensuring that their boats meet all the relevant requirements, both administrative and technical, for compliance with the Recreational Craft Directive. Reference to the Directive includes both the original RCD, 94/25/EC and the subsequent Amendment to the RCD, 2003/44/EC. The approach followed is to state all the technical requirements of the RCD, known as Essential Requirements, to expand on these as necessary and to provide some detail on the relevant harmonised standards that may be used to demonstrate compliance with each of these requirements. To illustrate the application of the Directive in practice, a series of 11 example boats has been introduced, covering common boat types ranging from rowing tenders to offshore motor yachts, sailing dinghies to inland narrowboats. For each example type the relevant requirements of the RCD are listed together with some of the requirements of the relevant harmonised standards. In particular, a detailed explanation of the relevant requirements for the application of BS EN ISO 12217 Stability and buoyancy has been given for each example boat type. For installation requirements that are almost independent of boat type, such gas and electrical installations, the examples refer back to the main text of the manual, which provides a summary and some of the detail of the requirements of the relevant harmonised standards. It is not possible within the scope of this manual to cover every detailed requirement of the harmonised standards and with this in mind the person responsible for compliance must ensure that he/she checks that all of the requirements of the most up to date version of the standard that has been followed. These standards are included on the CDRom and will be updated periodically as new standards are published. Details of new standards can be obtained from British Standards Institution or BMF Technical Department. Equally it has not been possible to cover every type of boat with a specific example, but it is nevertheless hoped that by studying an example of a similar type of boat, a boat builder will be able to quickly assess which requirements apply. The example boats are only intended to provide a guide to illustrate the most important considerations for RCD compliance for a range of boat types: although the Manual covers a good range it is unlikely that your boat will be the same in all respects so be careful to note differences that might result in further requirements… When reading this manual remember that it does not include the full text of the Directive nor all the additional comments on the Directive published by the Commission and other authorities. The full text of the Directive is on the CDRom, together with many additional useful documents including the Commission Comments, RSG Guidelines, UK Regulations and extracts from complementary resources such as the Merchant Shipping Act.

Compliance with the essential requirements The fundamental requirement for all boat builders is to ensure that their boats meet the Recreational Craft Directive’s Essential Requirements (ER). In this manual the harmonised standards are used to demonstrate compliance of the example boats with the ER, but other methods and standards may be also used. However, those using alternative methods will have to ensure that they are able to clearly demonstrate how such methods meet the ER. This must be demonstrated to the satisfaction of the Notified Body where a third party is involved. An established history of satisfactory performance, appropriately documented, can also be used to show compliance if all Essential Requirements are met to current market expectations. Some of the examples suggest this approach where harmonised standards do not yet exist, for example in some cases for hull construction. Harmonised standards There are over 50 standards that are either complete and hence harmonised or currently being developed to support the Directive. All boatbuilding-specific harmonised standards and draft standards that are mandated to be harmonised, are given in the support material with details of their current status. Some standards are only relevant to equipment manufacture and testing and are not included on the CDRom. For further information on standards not included on the CDRom please contact BMF Technical Department. Many of these standards relate to components, different materials used in construction or are appropriate for different sizes or types of craft, and therefore only a relatively small number apply to any particular boat. The manufacturer of a large and probably complex craft may need to focus on approximately 20 standards, a simple craft 10 or less. Inflatables, RIBs and PWCs have dedicated standards covering nearly all of the Directive’s requirements. The example boats illustrate which harmonised standards are applicable for a range of boats. Some standards, such as those on craft identification coding (CIN) system, Principal data, Graphic symbols and Owner’s Manual are relevant for nearly all boats. Other considerations The RCD does not cover every element of the craft's construction and fit out (sails and rig on sailing craft for instance). However, the manufacturer is still responsible for all equipment fitted and other aspects of the craft under existing legislation. These elements must be included in the Owner’s Manual and technical details may be kept as an appendix to the Technical File. General criteria The boat builder is responsible for producing and keeping for 10 years a Technical File detailing how the boat meets the Essential Requirements of the Directive. The Technical File documents the choice of Design Category and the construction of the craft. The boat builder is responsible for applying a Craft Identification Number, a Builder’s Plate and the CE mark. On placing on the market the craft must meet all relevant Essential Requirements of the Directive, including provision of an Owner’s Manual and a Declaration of Conformity.

Part 2 SUMMARY OF THE RCD AND THE AMENDMENTS TO THE RCD Regulations EC Directive 94/25/EC and Directive 2003/44/EC UK Regulations SI 1996 No. 1353 and Amendment TBA Status EC Directive 94/25/EC – In force (mandatory since 16 June 1998) Directive 2003/44/EC – In force January 2005 with transitional period for

PWCs and emissions. Responsibility Lies with the company/person first putting the product on the European

Market i.e. the manufacturer or, if imported from outside Europe, the main importer.

Scope Applies to recreational craft from 2.5m to 24m hull length, including partly

completed boats and some components. RCD amendments apply to recreational craft and PWCs and include sound and engine exhaust emission requirements.

Exemptions Excludes boats intended solely for racing, canoes, gondolas, craft built for

own use and kept for a minimum of 5 years, etc. See Part 22. Enforcing Trading Standards Officers are responsible for enforcing the Directive. Authority Penalties £5000 and/or 3 months in prison. Compliance Requirements The RCD and amendments require that when placed on the EU market for

the first time any boat within the scope of the Directive shall comply with the Essential Requirements (Annex I) and:

• have Technical Documentation (Annex XIII & Part 16) to show

that the boat complies with the Essential Requirements

• be built in accordance with the manufacturer’s Technical Documentation

• be marked with a Craft Identification Number (Annex I, 2.1 &

Part 4)

• have a Builder’s Plate (Annex I, 2.2 & Part 4)

• have a CE mark to denote compliance (Article 10 & Part 21) on the Builder’s Plate

• have an Owner's Manual (Annex 1, 2.5 and Info for OM)

• be provided with a Declaration of Conformity (Annex XV&

Part 17)

• be assembled using components that are CE marked if listed in Annex II (Part 15) or can be shown to meet the ERs of Annex I

• comply with sound and gas emission requirements (Part 13 &

Part 14)

• satisfy the conformity assessment procedures (Part 18) • comply with any other Directives that apply to them (Article 4.5)

e.g. Electro Magnetic Compatibility, Gas Appliances, Electrical Appliances (AC) Machinery, General Product Safety

Part complete boats Part completed boats or kit boats must meet the compliance requirements listed above, as appropriate. They must meet the Essential Requirements up to the stage of completion when supplied and it must be possible to complete them in such a way that they will meet all the ERs when complete. Instead of a CE mark they must be sold with a declaration stating that the partly complete boat or kit met the Directive’s requirements up to the stage of completion when supplied. (See Part 19). Inflatable boats Inflatable boats and RIBs are covered by the RCD and must therefore meet the above list of compliance requirements and be CE marked. However, compliance may be demonstrated by complying with one relevant harmonised standard that is intended to support all of the relevant ERs. This harmonised standard is in three parts depending on the size and power of the inflatable: BS EN ISO 6185 Small craft - Inflatable boats - Part 1:2001 Boats with a motor maximum power rating of 4,5 kW Part 2:2001 Boats with a motor power rating of 4,5 kW to 15 kW inclusive Part 3:2001 Boats with a motor power rating of 15 kW and greater Currently inflatable boat standards only cover craft up to 8 m, however a part 4 to the standard for ‘Boats greater than 8m overall length’ is proposed. Contact BMF Technical Department for further information. PWCs Personal watercraft (PWCs) must meet the design and construction requirements of the original directive and the emission requirements of the amending Directive and be CE marked. The design and construction requirements are covered in the harmonised standard BS EN ISO 13590 Personal watercraft – Construction and system installation requirements which, as for inflatable boats, is intended to cover nearly all the relevant ERs without the need to refer to other harmonised standards. Components Manufacturers of components listed in Annex II must ensure that these components meet the compliance requirements listed above, as relevant for the component, and CE mark them to show compliance. Part 15 provides more information on manufacture of components.

Part 3 BOAT DESIGN CATEGORIES

Design category

Wind force (Beaufort scale)

Significant wave height

(H 1/3, metres) A - ‘Ocean’ B - ‘Offshore’ C - ‘Inshore’ D - ‘Sheltered waters’

exceeding 8

up to, and including, 8 up to, and including, 6 up to, and including, 4

exceeding 4

up to, and including, 4 up to, and including, 2 up to, and including, 0,3

Definitions:

A. OCEAN: Designed for extended voyages where conditions may exceed wind force 8 (Beaufort scale) and significant wave heights of 4 m and above but excluding abnormal conditions, and vessels largely self-sufficient.

B: OFFSHORE: Designed for offshore voyages where conditions up to, and including, wind force 8 and significant wave heights up to, and including, 4 m may be experienced.

C: INSHORE: Designed for voyages in coastal waters, large bays, estuaries, lakes and rivers where conditions up to, and including, wind force 6 and significant wave heights up to, and including, 2 m may be experienced.

D: SHELTERED WATERS: Designed for voyages on sheltered coastal waters, small bays, small lakes, rivers, and canals when conditions up to, and including, wind force 4 and significant wave heights up to, and including, 0,3 m may be experienced, with occasional waves of 0.5m maximum height, for example from passing vessels. Craft in each Category must be designed and constructed to withstand these parameters in respect of stability, buoyancy, and other relevant essential requirements listed in Annex I, and to have good handling characteristics.

For Design Category A, unlimited wind and wave conditions apply as they reflect that a vessel engaged on a long voyage might incur any conditions and should be designed accordingly. The amended Directive now states that this is ‘excluding abnormal conditions’, which was added to make it clear that some extreme conditions need not be considered, such as a hurricane. In practice this still means that a Category A boat should be designed to be able to survive being caught out in gale and storm force winds at sea. Most large sailing yachts that are designed for blue water cruising are, out of necessity, designed to be able survive such conditions and therefore Category A may be applicable. Very few motor cruisers are designed with such conditions in mind and most large offshore motor cruisers are therefore assigned to Category B. For category D the wording has been changed slightly by the amendments to the Directive. The maximum significant wave height is now 0.3m, but allowance must be made for waves of passing vessels up to a maximum wave height of 0,5 m.

It is important to note that the design category parameters are intended to define the physical conditions that might arise in any boat category for design evaluation. They are not intended for limiting the use of the recreational craft in any geographical areas of operation after it has been put into service. The Commission has issued some additional guidance on the physical conditions, i.e. sea state, that should be considered from a design perspective for each category. It states that the physical conditions for each category are determined by the maximum wind strength and wave shapes, where the shape of the waves are consistent with waves generated by wind blowing at the maximum stated strength for a prolonged period, subject to limits of the implied fetch and the maximum stated wave heights, and excluding abnormal factors such as sudden change in depth or tidal races. Put simply this means that that waves in Category D will be not only be small, but also of fairly regular shape, i.e. breaking waves are not envisaged, but for Category A the combination of severe winds and tall seas may result in very steep and even breaking waves.

Part 4 IDENTIFICATION AND DOCUMENTATION Craft Identification Number (CIN) ER 2.1 Each craft shall be marked with an identification number including the following information:

- manufacturer’s code - country of manufacture - unique serial number - year of production - model year

Harmonised standard: BS EN ISO 10087:1996/A1:2000 Small craft – Hull identification – Coding System (This standard is currently being revised to reflect the change from “Hull Identification” to “Craft Identification” Coding System) It should be noted that this is one of the few cases where the Directive refers specifically to ‘the relevant harmonised standard’ which implies that it is a requirement to use the harmonised standard rather than being optional. In practice this is limited to meeting a small number of requirements on placement of the number and size of characters used. It should be noted that the Directive has been amended to refer to ‘craft’ rather than ‘hull’ identification and accordingly BS EN ISO 10087 is being revised to make it clear that the requirement is for an identification number for the entire craft, not just for the hull. This may be relevant where manufacture of the hull is sub-contracted, but the CIN should reference the manufacturer that completes the craft and takes responsibility for it under the RCD. Changes of detail of the actual identification requirements are not envisaged. Make up of CIN GB - ABC B7123 G 5 06 Country Code *Manufacturer’s Identification Code Serial Number **Month of Manufacture Year of Manufacture Model Year *Manufacturer’s Identification Code (MIC). For professional builders in the UK the MIC is held on the BMF database. DIY builders should contact the RYA for a complete Craft Identification Number where “RYA” is used as the MIC. **The Month of Manufacture is not listed but is included in the harmonised standard.

The CIN is to be made up of characters at least 6mm high and sited in a visible position on the starboard outboard side of the transom, or near the stern within 50mm of transom top, gunwale, hull/deck joint or capping. A duplicate CIN is to be affixed to a non-removable part of the craft in a hidden location. Builder's Plate ER 2.2 Each craft shall carry a permanently affixed plate mounted separately from the boat hull identification number, containing the following information:

- manufacturer’s name - CE marking - boat design category according to section 1 - manufacturer’s maximum recommended load derived from section 3.6 excluding the weight of the contents of the fixed tanks when full - number of persons recommended by the manufacturer for which the boat was designed to carry when underway.

Harmonised standard: BS EN ISO14945 Small craft - Builder’s plate (to be published 2004) Separate from the CIN, the boat must display a Builder’s Plate that clearly shows the information required by ER 2.2. The harmonised standard BS EN ISO 14945 Small craft - Builder’s plate provides details regarding the plate to ensure that information is always displayed in a standard recognisable format. The information shown on the plate will vary depending on the type of boat, e.g. if it does/does not have an outboard engine, etc. To illustrate how this information varies examples of plates are given for each of the example boats in Appendix 1. The information shown will always include the boatyard name, the Design Category, the maximum number of persons and person symbol, the maximum weight that can be carried and the CE mark. A typical example is shown below:

Boatyard Name Manufacturer’s name

C Boat design category

Max

4

Maximum persons capacity

Max

+

+

=600kg Maximum recommended load (weight in kg)

CE XXX CE mark and notified body’s identification number, if relevant

The line showing the person, suitcase and outboard symbols followed by a weight, shows the maximum total weight that can be added to the boat - 600kg for this example. This weight includes the outboard weight for outboard boats, but excludes the mass of the contents of any fixed fuel and water tanks when full.

The weight shown on the plate may therefore be different from the maximum recommended load used for loading and stability tests or calculations, which includes the weight of the content of all tanks. An explanation of the weight to be shown on the plate is given for each example boat.

The boat builder must fix the Builder’s Plate in a clearly visible location on the boat before it leaves the manufacturer's control. The word ‘plate’ in this context is taken to include aluminium foil plates and vinyl stickers or markings on the hull surface, i.e. the required text and symbols may be moulded, printed, carved, stamped or otherwise indelibly marked on the hull. According to BS EN ISO 14945 characters and/or symbols for the maximum number of people or maximum load shall be not less than 5 mm in height and other letters and numbers shall be not less than 3 mm in height. Symbols used should be as used for the examples. It is possible for a boat to be simultaneously assigned more than one design category with different maximum capacities for each category. If this route is followed the different criteria for each category should be clearly separated on the builders plate. Owner's Manual ER 2.5 Each craft shall be provided with an owner’s manual in the official Community language or languages, which may be determined by the Member State in which it is marketed in accordance with the Treaty. This manual should draw particular attention to risks of fire and flooding and shall contain the information listed in sections 2.2, 3.6 and 4 as well as the unladen weight of the craft in kilograms. Harmonised standard: BS EN ISO 10240:1996 Small Craft - Owner's manual. The boat must be supplied with an Owner’s Manual that provides basic information on using it safely, as is the case for most other products on the market today. This information does not need to go into detail of all the skills required, e.g. how to sail or moor a boat, but may be limited to descriptions of specific features and recommended actions to use the boat safely, such as engine starting procedures, re-fuelling etc. The harmonised standard BS EN ISO 10240:1996 Small Craft - Owner's manual summarises the typical contents for an Owner’s Manual and should be read by all boat builders. Individual standards on stability, gas installations, etc. often contain an annex with more detailed requirements for information to be included in the Owner’s Manual specific to the subject covered. Throughout this manual references are also made to information that should be in the manual, including for the example boats. The information in the Owner’s Manual must cover the safe operation of the craft with due consideration for the environment. It does not however have to include technical servicing information, such as wiring diagrams, fuel piping, etc., which may be included in another document separate from the Owner’s Manual. It should however contain ‘trouble shooting’ advice e.g. how to change the engine fuel filter. Even where a standard requires descriptions,

drawings, and diagrams, some of this information may be omitted from the Owner’s Manual if included in a separate technical servicing document. If a boat is to be exported, the Owner’s Manual supplied with it must be translated into the language of the country where it is placed on the market. If a technical service document is supplied in addition to the manual it does not need to be translated. Equipment manuals supplied in addition to the manual also do not need to be translated. A generic Owner’s Manual, i.e. one that applies for a range of boats, is acceptable provided that it contains all the required information for each model covered. It may also have provisions for filling out specific model information by hand.’ A copy of the Declaration of Conformity (Part 17), must also be included with the Owner’s Manual.

Part 5 CONSTRUCTION Hull structure ER 3.1 The choice and combination of materials and its construction shall ensure that the craft is strong enough in all respects. Special attention shall be paid to the design category according to section 1 and the manufacturer’s maximum recommended load in accordance with section 3.6. Harmonised standard: BS EN ISO 12215 Small craft - Hull construction - Scantlings

Part 1:2000 Materials: Thermosetting resins, glass fibre reinforcement, reference laminate. Part 2:2002 Sandwich construction Part 3:2002 Steel, wood, aluminium, other materials Part 4:2002 Workshop and construction Part 5: draft Design pressures, allowable stresses, scantling determination (under validation) Part 6: draft Details of design and construction (under validation) Part 7: draft Scantling determination of multihulls (under validation) Part 8: draft Rudder stocks and bearings (under validation) Part 9: draft Appendages and rig attachments (under validation) The harmonised standard BS EN ISO 12215 Hull construction - Scantlings is in nine parts, some of which are still under development. Parts 7, 8 & 9 are at a very early stage of drafting and are not yet suitable for use, Part 5 and 6 are expected to be published in 2005. For further information and updates Contact BMF Technical Department. Application and use of standards The latest draft of EN ISO 12215 Part 5, includes an annex containing simplified methods for calculating the scantlings of motorboats and sailing boats with a hull length of less than 12m of design categories C and D. (See Annex A in standard). Scantlings may be quickly obtained from this annex for construction of single-skin GRP, GRP with bulking material (eg Coremat), GRP sandwich (topsides and deck only), mild steel, aluminium alloy, plywood or strip planking. Two approaches are provided in this simplified annex. The first is the use of graphs that apply for motor and sailing boats of category C or D up to 12m length. The graphs show the required skin thickness in single-skin GRP per millimetre of frame spacing, so for a frame spacing of 400mm the thickness coefficient given by the graph must be multiplied by 400 to get the required thickness in GRP. For motorboats the length and maximum speed of the boat are entered in the graph to get thickness and for sailing boats just the boat length is required. The second method applies only to small sailing boats, up to 9m length. This method was introduced as the scantlings obtained from the graphs for small sailing boats can be very conservative, particularly for light sailing boats, as the graphs are based on length only. This alternative method provides the skin thickness in single-skin GRP for sailing boats from a short equation using the loaded displacement of the boat (weight with all people, equipment on board and full tanks).

The thickness obtained for single-skin GRP by the simplified methods can then be converted to the thickness required for other materials by using simple conversion factors. For example, the hull skin thickness required for strip-plank wood construction is simply 2.5 times the thickness obtained for single skin GRP (e.g. 20mm strip plank could be used instead of 8mm GRP). Similarly the required thickness for the basic GRP laminate may be altered if more woven roving is used or bulking material such as Coremat are added. Thickness can also be easily converted to the quantity of glass reinforcement required for a specified resin ratio. Note: The methods given in Annex A are new drafts and are still under evaluation. Although it is hoped that they will prove very helpful in the long term they should be treated with caution until the standard is approved. Updates will be given via BMF website. Where the harmonised standard is not adopted, a number of other approaches can be followed to demonstrate compliance with the scantling rules: 1. The structural requirements of the hull may be assessed by other acceptable scantling

determination methods that are applicable to the boat type, design category and the maximum recommended load. Typical classification society rules for small craft include those from Lloyds Register, ABS, DNV and RINA.

2. Construction calculation(s) from other published methods for determining small craft

scantlings or from engineering principals. All calculations must be documented. 3. Trials and/or testing (e.g. drop test). Details of trials or testing shall be documented. 4. In some cases empirical knowledge, i.e. established service history without problems, can

be used to demonstrate the structural adequacy of the hull. This empirical knowledge must be documented.

5. Comparison of structure with another similar boat with a known acceptable service

history. The rationale supporting the comparison method must be documented. For most boats over approximately 6m length, the calculation of strength using a scantling determination method is likely to be the preferred method, possibly backed up by some trials. For a small boats, typically less than 6m length, there are not many scantling rules in existence other than ISO 12215-5 that are suitable and therefore assessment of the structure could be carried out by physical trials. A series of ‘test to near destruction’ trials could be devised, where the boat is tested with a load exceeding the maximum recommended load and in conditions (wind and sea state) exceeding that of the assigned Design Category. If the boat showed no signs of deterioration or damage from such tests this could be used to demonstrate compliance with the structural requirements: these tests and the results must be well documented in the Technical File.

ISO 12215-5 includes a ‘drop test’ method of demonstrating compliance, applicable for boats of single-skin construction. To test, the boat is lifted, fully loaded, and dropped from a prescribed height. It must survive without visible damage. This drop test method has been used to assess the structure of RIBs for many years and would probably provide a practical test for determining compliance of a small boat. Whatever method is used to demonstrate compliance with the structural requirements the justification, including details of any trials, comparison, test or calculation must be documented and included in the Technical Documentation for the boat. This documentation could be partly in the form of a video or photographic record if trials are conducted.

Separate from the requirement to document how the boat demonstrates compliance with the essential requirements, a record of the construction specification and method must be included in the Technical Documentation. This would include the construction plans and all material and construction details for a large boat but could be limited to a laminating schedule, if applicable, with material quantities and possibly a photographic record of the construction for a small boat. Doors, windows and hatches ER 3.4 Openings in hull, deck(s) and superstructure shall not impair the structural integrity of the craft or its weather tight integrity when closed. Windows, portlights, doors and hatch covers shall withstand the water pressure likely to be encountered in their specific position, as well as point loads applied by the weight of persons moving on deck.

Harmonised standard: BS EN ISO 12216:2002 Small Craft – Windows, portlights, hatches, deadlights and doors - Strength and tightness requirements Strength requirements for doors, windows, hatches and other opening appliances are covered by the harmonised standard BS EN ISO 12216:2002 Windows, portlights, hatches, deadlights and doors - Strength and tightness requirements. The requirement to ensure watertight integrity when closed, as applicable to the position of the appliance and intended use of the boat (Design Category), is also covered by the standard. If a commercially available appliance, such as a standard production hatch, is to be fitted, then the boat builder need only ensure that this hatch has been CE marked for RCD compliance by its manufacturer (as a component covered by Annex 2) and is fitted as required by its manufacturer. The hatch manufacturer would have the responsibility for ensuring that this component has adequate strength and watertight integrity if fitted correctly, and would normally refer to BS EN ISO 12216 to ensure compliance of its strength and other requirements. Note that as the requirements for appliances vary according to Design Category, type of boat and position, the boat builder must ascertain that the CE marked hatch is suitable for use on the boat in its intended position. Information on this should be provided by the hatch manufacturer. If a boat builder makes a custom appliance for the boat, such as a door or window, then the boat builder has the responsibility for compliance of the item with ESR 3.4, even if the manufacture of the item is sub-contracted. In such cases the boat builder would normally be expected to refer to BS EN ISO 12216 for the strength and watertightness requirements. The appliance is not be CE marked: it will be covered within the CE marking of the boat. When using BS EN ISO 12216 the boat builder should note that the standard’s requirements vary depending on the location of the appliance on the boat, the Design Category and the type of boat – power or sailing. The thickness of window plating also varies depending on the plating material and type of edge connection used to secure the plate to the boat. Subject to these considerations the minimum thickness for plates may be either calculated or found from tables in the standard. The following summarises some of the requirements of the standard:

• There shall be no sliding appliances on the hull • Flexibly connected plates (car windscreen types) may be used only on the superstructure

for Category C and D. • Windows in superstructure should be water tight to degree 3 - Except Category D. • All glass shall be temperature or chemically reinforced or laminated

The thickness required by the standard for a window of any size and of most common materials can be found by using the pre-calculated tables in the standard. To do this, first the basic design pressure must be taken from the table below for the type of boat and position of the window. The position is defined by one of four main areas, corresponding to: Area 1 – Hull, Area II – Deck and cabin tops, Area III - Superstructure sides and Area IV – other area. More detailed definitions of these areas and illustrations are given in the standard. The table below also splits Area III requirements for the superstructure front and sides (higher requirement for front). As an example, for a Category B motorboat window on the front of the cabin the basic design pressure is 9 (kPa) from the table below.

Basic design pressure p

Application location area

I IIb IIb IIb IIa III III III III III III III III IV IV

Boat type Any Any Any Any Any Sail Sail Motor Motor

Motor

Motor

Motor

Motor

Sail Motor

Design category

Any A B C,D Any A, B C, D A B A B C D Any Any

Particular (front, side, any)

Any Any Any Any Any Any Any Front Front

Side Side Any Any Any Any

Pressure kPa 70 70 50 28 28 18 12 12 9 9 6 6 6 12 6 From the table below the thickness required for a tempered glass window of width 1000mm and height 700mm would be 5.7mm for this pressure. This has to be rounded to the nearest mm, so the window fitted would have to have a minimum nominal thickness of 6mm.

Thickness of semi-fixed plates for calculation specification T 9 (TG and P = 9 kPa)

A Values of b (lesser dimension) mm

mm 100

150 200 250 300 350 400 450 500 550 600 650 700 750 800 900 1 000

1 100

1 200

250 300 350 400 450 500 550 600 4,0 4,1 650

In this Area t = tmin = 4 mm see Table 5

4,1 4,2 4,3 4,4

700 4,0 4,3 4,4 4,5 4,6 4,6

750 4,1 4,4 4,6 4,7 4,8 4,9 4,9 800 4,2 4,5 4,7 4,9 5,0 5,1 5,1 5,2

900 4,0 4,3 4,6 4,9 5,1 5,3 5,5 5,6 5,6 5,7 1 000 4,0 4,4 4,7 5,1 5,3 5,6 5,7 5,9 6,0 6,1 6,1 1 100 4,0 4,4 4,8 5,2 5,5 5,7 6,0 6,1 6,3 6,5 6,6 6,6 1 200 4,1 4,5 4,9 5,2 5,6 5,9 6,1 6,3 6,5 6,8 6,9 7,0 6,9 1 300 4,1 4,5 4,9 5,3 5,6 6,0 6,2 6,5 6,7 7,0 7,2 7,3 7,3 1 400 4,1 4,5 4,9 5,3 5,7 6,0 6,3 6,6 6,9 7,2 7,5 7,6 7,7 1 500 4,1 4,5 5,0 5,4 5,7 6,1 6,4 6,7 7,0 7,4 7,7 7,9 8,0 1 600 4,1 4,6 5,0 5,4 5,8 6,1 6,5 6,8 7,1 7,5 7,9 8,1 8,3 1 800 4,1 4,6 5,0 5,4 5,8 6,2 6,6 6,9 7,2 7,7 8,2 8,5 8,7 2 000 4,1 4,6 5,0 5,4 5,9 6,2 6,6 7,0 7,3 7,9 8,4 8,8 9,0

Circular flat plate

Values of d in millimetres 10

0 150 200 250 300 350 400 450 500 550 600 650 700 750 800 900 1

000 1

1001

200 t = tmin 4,0 4,2 4,5 4,7 5,2 5,6 6,0 6,3

For a side window (basic design pressure is 6 (kPa) from first table) of tempered glass and the same dimensions the required thickness would be 5mm (4.7 rounded up) from the following table.

Thickness of semi-fixed plates for calculation specification T 6 (TG and P = 6 kPa)

Rectangular flat plate A Values of b (lesser dimension) mm

mm 100

150 200 250 300 350 400 450 500 550 600 650 700 750 800 900 1 000

1 100

1 200

250 300 350 400 450 500 550 600 650

In this Area t = tmin = 4 mm see Table 5

700 750 4,0 4,0 800 4,0 4,1 4,2 4,2 4,2 900 4,0 4,2 4,3 4,5 4,5 4,6 4,6

1 000 4,1 4,3 4,5 4,7 4,8 4,9 5,0 5,0 1 100 4,2 4,5 4,7 4,9 5,0 5,1 5,3 5,4 5,3 1 200 4,0 4,3 4,5 4,8 5,0 5,2 5,3 5,5 5,7 5,7 5,7 1 300 4,0 4,3 4,6 4,9 5,1 5,3 5,5 5,7 5,9 6,0 6,0 1 400 4,0 4,4 4,6 4,9 5,2 5,4 5,6 5,9 6,1 6,2 6,3 1 500 4,1 4,4 4,7 5,0 5,2 5,5 5,7 6,0 6,3 6,5 6,5 1 600 4,1 4,4 4,7 5,0 5,3 5,5 5,8 6,2 6,5 6,7 6,8 1 800 4,1 4,4 4,8 5,1 5,4 5,6 5,9 6,3 6,7 6,9 7,1 2 000 4,1 4,4 4,8 5,1 5,4 5,7 6,0 6,4 6,8 7,1 7,4

Circular flat plate Values of d in millimetres 10

0 150 200 250 300 350 400 450 500 550 600 650 700 750 800 900 1

000 1

1001

200 t = tmin 4,2 4,6 4,9 5,2

From a further table it can be found that the required thickness for the same size side window in polycarbonate would be 8mm. The thickness requirements from the tables also apply to doors and hatches, again dependent on material and location.

Anchoring, mooring and towing points ER 3.9 All craft, taking into account their design category and their characteristics shall be fitted with one or more strong points or other means capable of safely accepting anchoring, mooring and towing loads. Harmonised standard: BS EN ISO 15084:2003 Small craft - Anchoring, mooring and towing - Strong points All boats must have one or more attachment point strong enough to take the loads of anchoring, mooring or being towed. The harmonised standard BS EN ISO 15084 Anchoring, mooring and towing - Strong points provides details for the location, number and strength of such strong points.

The position and number of points specified by BS EN ISO 15084 can be summarised as follows:

• Craft under 6 m LH - at least one point forward for anchoring, mooring or towing

• Craft over 6 m LH - at least one additional mooring point aft

• Craft over 12 m LH - at least one additional mooring point both forward and aft

• Craft over 18 m LH - at least one additional mooring point both port and starboard.

For small boats and dinghies the requirement for only one point, positioned forward, might typically be met by eye or ring on the bow for the painter or towing line. Strength requirements are also set by BS EN ISO 15084. The standard requires that each strong point shall be designed and constructed so that it can take a horizontal load of P without failure of the strong point or the surrounding structure to which it is attached, where:

(P f LC1 4 3 5 4= ⋅ ⋅ −. ).

).

).

kN forward points, for anchoring and being towed

(P f LC2 3 5 4 3= ⋅ ⋅ −. kN forward points, for mooring

(P f LC3 3 0 3 8= ⋅ ⋅ −. kN aft points,

where = 1.0 for Categories A and B, 0.9 for Category C or 0.75 Category D f

and LC is the calculation length to be taken as 2

WLHC

LLL

+=

BS EN ISO 15084 adds that the breaking strength of a strong point for any application need not be higher than that required to withstand a load representing the mass of the boat in the fully loaded ready for use condition mLDC.

Part 6 STABILITY, BUOYANCY and LOADING Maximum number of persons From ER 2.2, the Builder’s Plate shall include the - number of persons recommended by the manufacturer for which the boat was designed to carry when underway. ER 2.2 requires that the manufacturer’s maximum recommended number of persons that the boat is designed to carry when underway is shown on the Builders Plate, and according to ER 2.5 this number must also be stated in the Owner’s Manual. This maximum recommended number of persons is also an important piece of information to be incorporated in the stability and buoyancy calculations. The maximum number of persons may be limited by either or both, the amount of practical seating space available or the maximum weight that can be safely carried, both of which need to be applied.

The harmonised standard BS EN ISO 14946 Maximum Load capacity defines a ‘seat’ as any surface where a person may sit with minimum dimensions of 400 mm width by 750 mm length, i.e. depth of the seat plus clear space for legs in front of the seat, and recommends that the width be 500 mm. For cases where a seat is not provided it defines ‘seating area’ as clear cockpit sole space of area 750 mm by 500 mm for each person. For small boats and dinghies the deck area beside the cockpit may be considered as the seats.

The maximum recommended number of persons must not exceed the number of seats/seating spaces available when measured according to these definitions. However for larger boats the sensible limit on the number of persons is likely to be far less than the number from a calculation based on the available area.

Maximum recommended load ER 3.6 The manufacturer’s maximum recommended load (fuel, water, provisions, miscellaneous equipment and people (in kilograms)) for which the boat was designed shall be determined according to the design category (section 1), stability and freeboard (section 3.2) and buoyancy and flotation (section 3.3). Harmonised standard: BS EN ISO 14946 - Small craft - Maximum load capacity The manufacturer must recommend a maximum weight of load, which shall include the weight of all items and persons (see above), that can be safely added to the empty boat without it being overloaded. The items to be included in this maximum recommended load are listed in ER 3.6, as quoted above, and defined in more detail in the harmonised standard BS EN ISO 14946 Small craft - Maximum load capacity. It is the manufacturer’s responsibility to recommend the maximum load weight based on experience and any relevant design considerations. This recommended figure is required to be verified by the stability and buoyancy tests of BS EN ISO 12217 and should be included in the Owner’s Manual, together with an explanation of its significance and the safety implications of exceeding it. BS EN ISO 14946 states that the maximum load shall include the weight of the following: a) the number of persons at 75 kg each (for adults - where children are carried as part of the

crew a child’s mass shall be taken as 37.5 kg)

b) basic equipment of (LH – 2.5)2, but not less than 10 kg,

c) stores and cargo (if any), dry provisions, consumable liquids and miscellaneous equipment not included in the light craft mass or in clause b above,

d) consumable liquids (fresh water, fuel) in portable tanks filled to the maximum capacity,

e) consumable liquids (fresh water, fuel) of permanently installed tanks filled to the maximum capacity,

f) a liferaft or dinghy when intended to be carried.

The maximum load weight calculated in this way is the Maximum Total Load (mMTL) to be used in the stability and buoyancy calculations. A breakdown of this maximum load should be included in the Owner’s Manual and for larger boats information regarding the vertical distribution of load may also be important. The weight given in the Owner’s Manual for the maximum load and used for calculations might be different from the weight stated on the Builder’s Plate. For safety reasons to avoid this being mistaken as weight allowance for luggage and other carry-on gear, the weight of all liquids in fixed fuel and water tanks is excluded from the weight shown on the Builder’s plate. When considering the maximum load that can be added to the empty boat, the empty boat is defined as the boat in the light craft condition as defined in BS EN ISO 8666. For outboard powered boats, this is the weight of the empty boat plus the weight of an outboard of the maximum recommended size. Accordingly the outboard weight is not included in the maximum load, but it is included in the weight shown on the Builder’s plate. The important consideration to remember when assessing the boat weight and maximum load weight is that the following must always apply:

Loaded Displacement Mass (mLDC) = Light Craft Mass + Maximum Total Load (mMTL)

where the Light Craft Mass is as defined in BS EN ISO 8666 and the Maximum Total Load (mMTL) is the manufacturer’s maximum recommended load as defined above. The Loaded Displacement Mass (mLDC), which is the sum of these two weights, is the weight of the boat in the fully loaded condition which is to be considered in the stability tests and calculations. In the examples, example weights are provided for the sample boats. Stability, Freeboard and Buoyancy ER 3.2 The craft shall have sufficient stability and freeboard considering its design category according to section 1 and the manufacturer’s recommended load according to section 3.6. ER 3.3 The craft shall be constructed to ensure that it has buoyancy characteristics appropriate to its design category according to section 1.1, and the manufacturer’s maximum recommended load according to section 3.6. All habitable multihull craft shall be so designed as to have sufficient buoyancy to remain afloat in the inverted position. Boats of less than six meters in length that are susceptible to swamping when used in their design category shall be provided with appropriate means of flotation in the swamped condition. The harmonised standard: BS EN ISO 12217 Small craft - Stability and buoyancy - assessment and categorisation sets requirements relating to the minimum freeboard, stability and buoyancy, as appropriate for the type of boat.

Part 1:2002 Non-sailing boats of hull length greater than or equal to 6m. Part 2:2002 Sailing boats of hull length greater than or equal to 6m. Part 3:2002 Boats of hull length less than 6m.

For inflatable boats and RIBs up to 8m LH assessments should be carried out using BS EN ISO 6185 Small craft - Inflatable boats, RIBs over 8m should use BS EN ISO 12217-1 for the stability assessment. BS EN ISO 12217 Part 1: Non-sailing boats of hull length greater than or equal to 6m This part of the stability standard covers “the stability and buoyancy of non-sailing boats of hull length greater or equal to 6 m”. It offers one option for the assessment for Design Category A (Ocean) and B (Offshore) boats built with full watertight deck, quick draining cockpits and small deck recesses, one option for Design Category B (Offshore) boats with any form of deck and various options for Design Category C (Inshore) and D (Sheltered water) boats. These options mean that a vessel without a full watertight deck, quick draining cockpits and small deck recesses can never be assigned with a Design Category A and will only ever be assigned Category B if it is able to float with a required level of reserve buoyancy when fully swamped. The criteria for assessment for each option is detailed in the BS EN ISO 12217-1 and depending on the type of craft and design category requires the assessment of the some of the criteria detailed below. Downflooding Height Measurement & Assessment All options address the risk of downflooding which is the risk of water entering non-draining parts of a boat. The size and position of openings in the hull and their height, or in an open boat, the gunwale height above the water level must be greater than a given limit. Engine exhausts, discharges connected to watertight systems (bilge outlet for example) and openings that are provided with a watertight means of closure are not considered, although the companionway is always considered open however watertight it may be. The full procedure is detailed in the standard and involves measuring the height of openings above the loaded waterline with the boat at the Loaded Displacement Mass (mLDC). BS EN ISO 12217-1 gives tables with the required limits for the downflooding height which depend on the Design Category and length of the craft. If the craft does not meet these values given in the tables a more detailed calculation provided in Annex A (Full method for required downflooding height) may be used to demonstrate compliance with the standard. Downflooding Angle This requirement is to show that there is sufficient margin of heel angle before significant quantities of water can enter the boat. A simply method of calculating this is provided in BS EN ISO 12217-1, Annex C (Methods for calculating downflooding angle) and similarly to the downflooding height, if this method does not show compliance with the requirements, practical testing or computer simulation may provide an alternative method. Offset Load Test This test demonstrates sufficient stability for the boat at loaded displacement mass against offset loading by the crew. BS EN ISO 12217-1, Annex B (Method for offset-load test) gives the procedure for conducting the test with the maximum allowable heel angle that may be obtained which is a function of length given in Clause 6.2 of the standard. Resistance to Waves & Wind (Categories A & B only) These calculations require a righting moment curve (for a more detailed explanation of these, see the section on BS EN ISO 12217-2) for the craft in the minimum operating condition unless the ratio of the Loaded Displacement/Minimum Operating Condition >1.15 in which case the curve

for the loaded displacement shall also be assessed. Righting moment curves are normally produced by the designer or a naval architect from the lines plan with an inclining experiment on the completed boat and addresses the forces likely to be applied and the energies dissipated when a boat is rolling in beam waves and wind. Heel due to Wind Action (Category C and D) This is only a requirement for boats where the windage profile is greater than LHBH. The standard gives limits for the maximum heel angle resulting from the application of a wind heeling moment. The purpose of the test or calculation is to show that the actual angle of heel is less than the assumed maximum. If performed by practical test, the maximum moment required for the calculation is the maximum offset load moment. Like the resistance to wind and waves calculation these calculations should be carried out for the craft in the minimum operating condition unless the ratio of the Loaded Displacement/Minimum Operating Condition >1.15 when the calculation should be calculated in both conditions. Floatation Requirements Depending on the assessment schedule used from Table 2 of BS EN ISO 12217-1 a floatation test may be required for open boats to demonstrate adequate swamped buoyancy and stability. These are detailed in Annex E (Method for level floatation test) and Annex F (Floatation material and elements). BS EN ISO 12217 Part 2: Sailing boats of hull length greater than or equal to 6m Part 2 of the standard covers “the stability and buoyancy of sailing boats of hull length greater or equal to 6 m”. Like Part 1 it offers an option for the assessment for Design Category A (Ocean) and B (Offshore) boats built with full watertight deck, quick draining cockpits and small deck recesses, and various options for Design Category C (Inshore) and D (Sheltered water) boats. The assessment requirements for each option is detailed in BS EN ISO 12217-2 and depending on the type of craft the assessment looks at different criteria. The main criteria, which can be used for assessment for any design categories, is the AVS (Angle of Vanishing Stability) related to it’s mass and STIX calculation which requires a righting lever curve. A righting lever curve is generated by plotting a stationary (static) boat’s righting lever against its angle of heel. The lever is the horizontal distance between the boat’s centre of gravity (CG) and a vertical line through its centre of buoyancy (CB). This lever is known as GZ and that’s why the stability curve is often called a GZ curve. When upright, the CG will be in the same vertical line as the CB (usuall

ever n

aves),

ill

ing

l the

y the centreline) and sothere is no righting li.e. GZ=Zero. But, whea boat heels (through theaction of wind or wwhereas the CG wremain in the same place(assuming no bilge water), the CB will move to one side and a rightlever is generated. As the boat continues to heelever will increase to a maximum and then start diminishing until the CB is once again on the same vertical line as the CG.

At this point the righting lever is again zero but unlike when upright, the boat will tend to invertif its heel angle continues to increase. This point is called the Angle of Vanishing Stability (AVS). Once heeled past its AVS the GZ will become negative and an inverting lever rather than righting lever. Unless affected by some outside force, the boat will continue to 180 degrees of heel until the CG and CB are once again on the same vertical line and the boat is stable althougnow upside down. The diagram above shows a GZ curve for a typical monohull ballasted sailing yacht.

h

righting moment curve as required for the assessment in BS EN ISO 12217-1, for a given boat

ngle of Vanishing Stability (AVS) (Mandatory for Category A & B, optional for C & D)

r

ategory A boat limits are a minimum mass of 3.0 tonnes and an AVS greater than (130 – (2 x

ategory B boat limits are a minimum mass of 1.5 tonnes and an AVS greater than (130 – (5 x

dditionally when this option is used Category C boats must have an AVS greater than 90º and

Ais diagrammatically the same as it’s GZ. The only difference is that the vertical axis is a moment i.e. the GZ lever multiplied by the boat mass, rather than just the GZ lever. AFor yachts one of the most easily seen and meaningful aspects of a GZ curve is the AVS. The angle of vanishing stability (i.e. the angle at which the righting moment is zero) must be greatethan a function based on displacement and a minimum value. Cmass)) but always equal to or greater than 100º. Cmass)) but always equal to or greater than 95º. ACategory D boats an AVS greater than 75º.

ISO 12217 Required Mass & AVS - Cat A & B

0

5

10

15

20

80 90 100 110 120 130 140 150

AVS - degrees

Mas

s - t

onne

s

Category A

Category B

iagrammatically this means an RCD Category A boat needs to be to the right of and above the

tability Index (STIX) (Mandatory for Category A & B, optional for C & D) The ‘norm’

ta

e.

Dblue line of the above chart and an RCD Category B boat to the right and above the red line. SSTIX works by taking a base size factor which is adjusted by 7 modifying factors. value for each modifying factor is 1 and each has absolute maximum and minimum limits. If dafor one or more of the modifying factors is not available when calculating a STIX, the minimum limit for that factor would be used. For example four of the modifying factors require righting moment data. If this was not available then a STIX can still be calculated but the result would reflect the lack of righting moment data and the result tend to the cautious end of the STIX scal

STIX Factors

1 Dynamic Stability Factor

This factor represents the inherent righting energy to be overcome before a stability incident occurs.

2 Inversion Recovery Factor

This factor represents the ability to recover unaided after an inversion.

3 Knockdown Recovery Factor

This factor represents the ability of a boat to spill water out of the sails and hence recover after being knocked down.

4 Displacement Length Factor

This factor accounts for the favourable effect of heavier displacement on a given length increasing the resistance to capsize.

5 Beam Displacement Factor

This factor accounts for the increased venerability to capsize in beam seas of boats with appreciable topside flare, and increased beam in relation to displacement.

6 Wind Moment Factor

Equals 1.0 for boats with downflooding angle greater than 90 degrees. For all other boats, this factor represents the risk of downflooding due to a gust of wind heeling an unreefed boat.

7 Downflooding Factor This factor represents the risk of downflooding in a knockdown.

Downflooding Height Measurement & Assessment Most options address the risk of downflooding which is the risk of water entering non-draining parts of a boat. The size and position of openings in the hull and their height, or in an open boat, the gunwale height above the water level must be greater than given limits. Engine exhausts, discharges connected to watertight systems (bilge outlet for example) and openings that are provided with a watertight means of closure are not considered. The companionway is always to be considered open however watertight it may be. The full procedure for measurement is detailed in the standard and involves measuring the height of openings above the loaded waterline with the boat at the Loaded Displacement Mass (mLDC). BS EN ISO 12217-2 gives tables with the required downflooding heights depending on the Design Category and length of the craft, it the craft does not meet these requirements using the more detailed calculations provided in Annex A (Full method for required downflooding height) may demonstrate compliance with the standard. Downflooding Angle This requirement is to show that there is sufficient margin of heel angle before significant quantities of water can enter the boat. A simply method of calculating this is provided in Annex B (Methods for calculating downflooding angle), similarly to the downflooding height if this method does not show compliance with the requirements practical testing or computer simulation may provide an alternative method. Knockdown Recovery Test (Category C & D only) As an alternative to the STIX calculation this is a simple test shows that a boat with crew, will recover from a knockdown with sufficient speed to minimise the risk of swamping and sinking. The masthead is hauled down so that it touches the water before being released. The boat may downflood while being hauled over but it must recover to a position where it can still support the maximum load and be bailed out.

Wind Stiffness Test (Category C & D only) Another alternative to the STIX calculation is too demonstrate by a test that, when a sailing boat is heeled to a steady wind speed appropriate to the category, it does not start flooding. This test is conducted by heeling the boat over to 45° or the point where the boat starts to fill with water by a line from the mast attached to a load cell and performing a simple calculation based on the result. Capsize Recovery Test (Category C & D only) The capsize-recovery test is designed to show that an inverted sailing boat, with full fore and aft sails hoisted, can be returned to the upright by the action of one or more crew members and that it will subsequently float with it’s full crew complement aboard. The minimum weight of the crew required to right the boat is recorded in the Owner’s Manual. Sailing Multihulls Sailing multihulls are also assessed using BS EN ISO 12217-2 (although only catamarans and trimarans are specified). Where the hull length (LH) is greater than 5 times the beam between the centres of buoyancy of the sidehulls, the boat is treated as a monohull and assessed as above; in all other cases Clause 7 of the standard applies. This section requires either

a) capsize recovery test of type used for smaller boats being assessed for Category C or D, or, because such boats generally capsize at very modest heel angles and then invert with little chance of re-righting b) assessment of the boat’s

- downflooding heights (as above for monohulls) - inherent buoyancy to demonstrate that it will float even if capsized, - protection against being inverted by breaking waves.

Buoyancy when Inverted The volume of the fabric of the boat must be shown to support the maximum load when inverted and/or flooded in addition to 15% margin. This is usually demonstrated by calculation using BS EN ISO 12217-2 Annex D (Method for calculating reserve of buoyancy after collision or flooding) and no allowance can be given for trapped bubbles of air (apart from dedicated air tanks and watertight compartments). Breaking Waves (Category A & B only) This calculation that assigns design category on the basis of the length to breadth (BCB) ratio and displacement to give a multihull size factor.

This multihull size factor is equal to - 1,75mmoc √(LHBCB) The limits for this factor are given in the table below:

Required multihull size factor

Required multihull size factor Design category if L/B < 2,2 if 2,2 ≤ L/B ≤ 3,2 if L/B > 3,2

A 193 600/(L/B)2 40 000 313 600/(6 − L/B)2

B 72 600/(L/B)2 15 000 117 600/(6 − L/B)2

C and D not applicable not applicable not applicable

NOTE For catamarans: L/B = LH/BCB. For trimarans: L/B = 2LH/BCB.

Since sailing multihull boats may capsize, information on the following subjects should be included in the owner’s manual in addition to the other requirements.

- stability hazards including the risk of roll or pitch capsize, particularly in breaking seas,

- the effects of gusts and the wind speeds at which a windward hull, for catamarans, or main hull, for trimarans, will lift out of the water,

- the wind strengths at which sails should be reduced, - precautions to be taken when altering course from a following to a beam wind

In addition to the above the displaying on the boat of warning symbols and/or notices of the type shown below to draw attention to the risk of capsize

Warning symbols

!

Warning Risk of capsize Read owner’s manual

Warning symbols for catamaran

!

Warning Risk of capsize Read owner’s manual

Warning symbols for trimaran

BS EN ISO 12217 Part 3: Boats of hull length less than 6m (Non-sailing or sailing) Within this part of the stability standard sailing and non-sailing boats are considered separately. This decision is based on the premise that most users perceive a non-sailing boat to be more stable that a sailing boat. Dinghy sailors know that a capsize is always a possibility and prepare accordingly, but this is not expected for users of small motor dinghies. In determining whether a boat is non-sailing or sailing the standard provides a formula that relates the sail area to displacement. Non-sailing boats With small powerboats (and other non-sailing boats) the risk of downflooding, that is when water starts entering non-draining parts of a boat, and the heel angle reached when all the people crowd to one side are measured in the same way as for larger boats. If the freeboard is high enough, then that is sufficient. If this is not the case then the boat is required to be fitted with flotation elements sufficient for it to pass either a flotation or capsize recovery test and to float in an appropriate attitude after the test.

Downflooding Height and Offset Load Tests These are carried out in a similar way as for Part 1 of the standard detailed in the explanation of BS EN ISO 12217-1 with an additional test for outboard boats when starting, a more detailed explanation is given in BS EN ISO 12217-3. Flotation There are two methods, Level Flotation and Basic Flotation. If the basic flotation route is followed, the downflooding height requirements are more onerous than they would have been under level flotation. Flotation need not be addressed if the boat has quick draining cockpits in accordance with BS EN ISO 11812 or if it is fully or partially decked. (These terms are detailed in clauses 3.1.5 and 3.1.6 of BS EN ISO 12217-3). Additionally an open boat over 4.8m with sufficient freeboard may meet the requirements for Category D without floatation elements. Basic Flotation (LH over 4.8m only) This does not impose a swamp test although if the buoyancy provided is marginal or the exact weight of the boat and its fittings are not known, a practical test is advisable. This simply requires a demonstration that the boat has a margin of more buoyancy than the weight of the fully laden (excepting crew) boat. The density of standard materials, fittings and engines is tabled in the standard and therefore, if the weight is known the volume can be calculated. Level Flotation This requires a swamp test, consisting of two parts; buoyancy when swamped and stability when swamped. The buoyancy measurement demonstrates that the boat floats reasonably level with at least two thirds of the periphery above the surface when swamped and will support a minimum weight which is based on but not equal to the actual crew weight. The stability test shows the boat will not capsize when a weight is suspended in turn over the gunwale in each of four places. Boats under 4.8m also must be capable of being pumped or bailed dry from the swamped condition with one person on board. When conducting these swamping tests it is worth remembering that at the end of the test you will need to bail a significant amount of water from the boat so it is advisable to have a pump or bucket available. Sailing boats With small open sailing boats, due the action of the wind in their sails, particularly in gusts, the likelihood of swamping is greater than with non-sailing boats. For this reason, to apply the method used to assess powerboats is judged by the standard to be inappropriate. A different approach is taken giving, three alternative types of assessment: -

• The capsize-recovery test • The knockdown recovery test • The wind stiffness test

Capsize Recovery Test

r

t of s

As it’s name suggest, the capsize-recovery test is designed to show that an inverted sailing boat, with full fore and aft sails hoisted, can be returned to the upright by the action of one omore crew members and that it will subsequently float withit’s full crew complement aboard. The minimum weighthe crew required to right the boat is recorded in the Owner’Manual.

Knockdown Recovery Test Knockdown recovery tests (which may be undertaken virtually by calculation) are conducted with the crew or an equivalent mass aboard. For Design Category C, the boat is quickly pulled down until its masthead touches the water. After 60 seconds the boat is released and should rapidly return to nearly upright such that it can be bailed out. For Design Category D the mast only needs to be pulled down to the horizontal and the boat is released after just 10 seconds. Wind Stiffness Test The wind stiffness test (which again may be undertaken by calculation) simulates what happens when a sailing boat, with the weight of one crewmember aboard, is heeled by the steady wind speed of the chosen Design Category. Twin underwater restraint lines around the underside of the hull, one forward one aft, tether the boat. A further line is attached to the mast and pulled, heeling the boat until either a pre-calculated load is applied to the pull line, the boat reaches 45° or begins to flood or, with a multihull, the deck of one hull begins to submerge. At the point of whichever of these is reached first, the boat shall not have started to flood. From the heeling load applied, a corresponding wind speed can be calculated – this determines the Design Category, C or D. With each of the capsize recovery, knockdown recovery and wind stiffness tests the boat, unless it is fully decked, is also required to be fitted with flotation. Annex C (Flotation material and elements) gives the requirements for the floatation with the calculation method given in Annex D (Calculation method for basic floatation requirements)

Cockpits and Flooding ER 3.5 All craft shall be designed so as to minimise the risk of sinking. Particular attention should be paid where appropriate to: - cockpits and wells, which should be self-draining or have other means of keeping water out of the boat interior - ventilation fittings - removal of water by pumps or other means Harmonised standard: BS EN ISO 11812 Small craft - Watertight and quick draining cockpits The harmonised standard BS EN ISO 11812 Watertight and quick draining cockpits used to demonstrate that a cockpit is either quick-draining or watertight is applicable only when applied in conjunction in conjunction with BS EN ISO 12217. The expression ‘quick-draining’ has been introduced to distinguish a cockpit that drains very quickly, such that a stability hazard may be avoided, from a cockpit that is ‘self-draining’ in the sense that all water that it traps will eventually drain away, out of the boat, but not necessarily quickly. To qualify as a quick-draining cockpit limits are given for the minimum drain sizes, based on the capacity of the cockpit, size of boat and design category. Other requirements also apply relating to the degree of watertightness, the height of the bottom of the cockpit and sills between the cockpit and boat interior. For a quick-draining cockpit the minimum height of the bottom of the cockpit above the loaded displacement waterline is specified as: Category A – 0.15 m Category B – 0.10 m Category C – 0.075 m Category D – 0.05 m Exceptions to this cockpit bottom height requirement are made for recesses for steering wheels and cockpits lockers, with size restrictions for these recesses. Bilge Pumping System and Bailing ER 3.5 All craft shall be designed so as to minimise the risk of sinking. Particular attention should be paid where appropriate to: - cockpits and wells, which should be self-draining or have other means of keeping water out of the boat interior, - ventilation fittings, - removal of water by pumps or other means Harmonised standard: BS EN ISO 15083 - Small craft - Bilge pumping systems The Directive does not specifically require bilge pumps, but does refer to ‘removal of water by pumps or other means’ in order to minimise the risk of sinking. Boats with only sealed volumes of hull and self-draining cockpits or recesses are considered to remove water by other means, and may therefore not require bilge pumps. For boats where bilge pumps are appropriate harmonised standard BS EN ISO 15083 - Small craft - Bilge pumping systems provides requirements for bilge pumps and pump systems. It is important to note that the standard specifies that its requirements do not cover pumps intended for damage control or damage control systems.

The requirements of BS EN IS0 15083 for the bilge pump system are summarised in the following table: Summary of bilge pump requirements

Boat Type Boat

Characteristics Type of Pump Bilge Pump Requirements or Means of Bailing

Open or partially decked boats

Design categories A, B, C, D

Bailing method, e.g. bucket, portable manual bilge pump or fixed bilge pump, to be chosen by boat builder and specified in Owner’s manual

Primary pump 1 manual pump (water head less than 1,5 m)

1 manual, mechanical or electric pump (water head 1,5 m or more)

Exposed steering position

Secondary pump 1 manual or mechanical or electrical pump

Primary pump 1 manual or mechanical or electrical pump

Fully decked boats Design category A, B, C

Enclosed steering

Position Secondary pump 1 manual or mechanical or electrical pump

Fully decked boats LH greater than 6 m Primary pump 1 manual or mechanical or electrical pump

Design category D LH less than or equal to 6 m

Primary pump 1 manual pump, for alternative see Owner’s manual

The capacity of each bilge pump required must not be less than: 10 l/min for boats with LH equal to or less than 6m;

15 l/min for boats with LH greater than 6m and less than 12m

30 l/min for boats with LH equal to or greater than 12m.

These volumes per minute shall be achieved when the pump is subjected to a back pressure of 10kPa

For manual bilge pumps, the capacity shall be rated for 45 strokes per minute.

The standard requires that these bilge pumps must be fitted in an accessible position where they can be easily operated in addition to additional installation requirements. In the Owner’s Manual a description must be given of the type and position of each pump, together with its operation instructions and basic servicing requirements. If a bucket or hand-held pump is to be carried this must be specified in the manual. The harmonised standard BS EN 28849 (ISO 8849:1990) – Small craft - Electrically operated bilge pumps provides requirements for manufacture of electric bilge pumps and installation of electric pumps.

Escape and Escape from Inverted Multihulls ER 3.8 All habitable multihull craft over 12 metres long shall be provided with viable means of escape in the event of inversion. All habitable craft shall be provided with viable means of escape in the event of fire. Relevant parts of standards: Applicable parts of BS EN ISO 9094-1(up to and including 15m) or BS EN ISO 9094-2(over 15m) – Small Craft - Fire protection. BS EN ISO 12216:2002 – Small Craft - Windows, portlights, hatches, deadlights and doors - Strength and tightness requirements. Each habitable area of a multihull sailing craft shall have access to an escape hatch capable of being used in the capsized position. See Section 11 on Fire Protection for information on fire escape hatches and doors.

Part 7 HANDLING & POWERING,

VISIBILITY AND OVERBOARD PREVENTION Handling under power and maximum power

ER 4.0 The manufacturer shall ensure that the handling characteristics of the craft are satisfactory with the most powerful engine for which the boat is designed and constructed. For all recreational marine engines, the maximum rated engine power shall be declared in the owner's manual in accordance with the harmonised standard. Harmonised standard: BS EN ISO 11592:2001 Small Craft – Determination of maximum propulsion power - for craft less than 8 m length of hull. BS EN ISO 8665:1995/A1:2000 Marine propulsion engines and systems - Power measurements and declarations The handling characteristics of a boat are required to be satisfactory when operating with the maximum recommended engine power. The choice of the maximum power to recommend must be made by the boat builder based on their knowledge and experience with the boat. As the requirement refers to the handling characteristics with the most powerful engine, this ER is generally considered to relate only to high speed handling characteristics of powered craft when operated at or near to maximum speed, and not to slow craft under power. It does not apply to sailing boats when sailing as they are not under engine power. However, in Clause 1 of Annex 1 there is the general statement that all boats shall have good handling characteristics with consideration to their Design Category. Accordingly it would be wrong to conclude that handling characteristics in general can be ignored if this ER does not specifically apply. Also, unsatisfactory handling characteristics in rough sea conditions (for offshore boats) could increase the vulnerability of the craft and potentially lead to a stability incident. For motor boats of less than 8m length, the harmonised standard BS EN ISO 11592 Determination of maximum propulsion power applies. There are no standards covering handling of craft above 8m length at the moment, but work has started on drafts for new standards on handling of motorboats above 8m LH in both flat water and rough conditions. The latter work may be incorporated into the harmonised stability standard at the next revision, because the problem of operating in rough seas is linked to stability. The main requirement of BS EN ISO 11592 is a high-speed avoidance test, to establish that the craft can make a controlled turn sufficiently quickly to avoid an obstruction or possible collision. This is a useful test, but it does not cover all aspects of handling of small, fast boats and it is therefore important that the boat builder establishes that all aspects of handling are satisfactory, normally by conducting trials over a range of conditions to establish the limits of the boat. A record of any trials conducted should be kept in the technical documentation for the boat and any important information on handling or advice included in the Owner’s Manual. The maximum recommended engine power must also be recorded in the owner’s manual. The power to quote is the power rating provided by the engine manufacturer for the most powerful engine that may be fitted. This power must have been measured by the engine manufacturer in accordance with the harmonised standard BS EN ISO 8665 Small Craft - Marine propulsion

engines and systems - Power measurements and declarations. This is another example of where the Directive has specifically referred to the harmonised standard (second sentence of ER 4.0 above), which implies that use of this standard is compulsory for the engine manufacture.

Visibility from the main steering position ER 2.4 For motor boats, the main steering position shall give the operator, under normal conditions of use (speed and load), good all-round visibility. Harmonised standard: BS EN ISO 11591:2000 Small Craft - Engine-driven small craft - Field of vision from helm position This requirement is also specifically for motor boats operating under power and does not apply for sailing boats. The harmonised standard BS EN ISO 11591 Engine-driven small craft - Field of vision from helm position applies. The standard is fairly straightforward, setting requirements for unobstructed, or partially obstructed, field of vision for a range of eye positions from the helm area under normal operating conditions. It sets the requirements for visibility by specifying the minimum arc of horizontal vision and extent of vertical vision from the main operating position. The intention of the requirements of the standard is to ensure that there will be good all round visibility for the driver at all times. If forward vision is temporarily impaired by the high angle of bow-up trim reached just before getting on to the plane, or under certain load conditions, then a warning must be added to the Owner’s Manual to alert the owner to this fact. BS EN ISO 11591 requires a number of advice notes such as this to be added to the Owner’s Manual. The illustrations below, taken from BS EN ISO 11591, show the required extent of vertical vision and arc of horizontal vision from the main operating position.

Protection from falling overboard and means of reboarding ER 2.3 Depending on the design category, craft shall be designed to minimise the risks of falling overboard and to facilitate reboarding. Harmonised standard: BS EN ISO 15085 Small craft – Man overboard prevention and recovery The boat must be designed to reduce the risk of falling overboard and have a means to enable a person to re-board from the water. The requirements of BS EN ISO 15085 are intended to offer a variety of solutions for reducing the risk of falling overboard, to take into account the diverse range of boat types and to avoid type forming. The requirements of the available options are summarised in the tables below for non-sailing and sailing craft. For each design category, a cross signifies that the corresponding safety device is required. Detailed requirements for each type of safety device is given in the standard, e.g. minimum dimensions of foot-stops, strength of lifelines.

Requirements for non-sailing boats

For design category B, there are three options (2, 3 and 4) available for a motor boat.

For high speed boats, the body support required is intended to provide a means of support for each of the occupants when the boat is underway, to limit the risk of being thrown overboard in case of sharp turns, quick acceleration or movement on the sea. This support could be in the form of handholds, or for seating/lying areas, a surrounding rigid support with a height of not less than 80 mm above the seat. A ‘high speed boat’ is defined as a motor boat having a maximum speed, in knots, greater than 10 HL .

Requirements for sailing boats

For sailing boats, the following options are available: for design category B there are two options (2 and 3) and for design category C, there are three options (2,3,4, and 5). For motor and sailing boats the slip resistant surface is required on all working deck, where the ‘working deck’ is defined as: ‘areas defined by the boat builder for people to stand or walk on during normal operation of the boat and to perform the following actions

• boat steering and operation • sail handling and trimming • access to the accommodation/engine compartment’

The working deck is normally composed of rigid parts of the boat, such as decks, coach-roofs, superstructures, flying bridges, etc. but may also consist of flexible parts, such as trampolines and nets. On many motor boats the working is limited to the cockpit, the foredeck only being used for access to the strong points. Unless specifically stated by the boat builder, areas having an inclination of more than 25° to the horizontal in a longitudinal direction, or more than 30° in a transverse direction, are not considered to be part of the working deck. Statements must be made in the Owner’s Manual to draw attention to the risks of falling overboard, e.g.

• Use seats provided – do not stand when the boat is underway • Take care when boarding and getting off, your weight will affect the trim of the boat

• Tread only on the cockpit sole – do not tread on seats • Always wear a life jacket

A means of reboarding, e.g. ladder, steps on hull, must be provided, except on dinghies. If this means is a ladder, note that the top surface of the lowest step of the reboarding ladder must be at least 300 mm below waterline when the boat is empty. The means of reboarding provided and the method of deployment and recommended use must be described in the Owner’s Manual.

Part 8 ENGINE INSTALLATION AND FUEL SYSTEM

Engine installation

ER 5.1.1 Inboard engine - All inboard mounted engines shall be placed within an enclosure separated from living quarters and installed so as to minimise the risk of fires or spread of fires as well as hazards from toxic fumes, heat, noise or vibrations in the living quarters. Engine parts and accessories that require frequent inspection and/or servicing shall be readily accessible. The insulating materials inside engine spaces shall be non-combustible. These requirements relate only to the installation of an inboard engine by the boat builder. As the requirements are generally self-explanatory no harmonised standard is envisaged to support them. It should be noted that these requirements also apply to installation of any inboard mounted engine, including main engines and auxiliary engines. The main requirement for installation of an inboard engines is that the engine should be enclosed in a housing to protect the adjacent areas of the boat from the engine’s heat, fumes, moving parts, etc. It is clear that this housing or compartment should provide some resistance to the spread of a possible fire from the engine, however this has not been taken as a requirement that the engine compartment should be built only from fire proof material. It is required that any insulation material used in the engine compartment, e.g. sound insulation foam material, must be ‘non–combustible’. There has been some debate about the level of fire-resistance to qualify as ‘non-combustible’ and accordingly the following interpretation was issued: “Materials are considered as non-combustible if the oxygen index is at least 21 when measured in accordance with ISO 4589 or ASTM D 2863.” The boat builder should check with the material manufacturer that any foam or other insulating material used in the engine compartment meets this level. In addition it has been agreed that insulating material shall present a non-fuel absorbent surface to the engine. The requirement for serviceable parts to be readily accessible should be noted: the definition of ‘readily accessible’ is ‘being reached without the use of tools’. There are no installation requirements specified for outboard engines, but the boat builder still has the responsibility to ensure that when an outboard engine is supplied with the boat it has been fitted safely in accordance with the engine manufacturers recommendations. The Directive also requires that all boats with outboard engines shall have a device to prevent starting the engine in gear, unless the engine thrust is less than 500N. The boat builder should check with the outboard engine manufacturer that this is the case for any outboard to be fitted. PWCs shall be designed either with an automatic engine cut-off or with an automatic device to provide reduced speed, circular, forward movement when the driver dismounts deliberately or falls overboard.

Fuel system and fuel tanks

ER 5.2.1 The filling, storage, venting and fuel supply arrangements and installations shall be designed and installed so as to minimise the risk of fire and explosion.

ER 5.2.2 Fuel tanks - Fuel tanks, lines and hoses shall be secured and separated or protected from any source of significant heat. The material the tanks are made of and their method of construction shall be according to their capacity and the type of fuel. All tank spaces shall be ventilated.

Petrol shall be kept in tanks which do not form part of the hull and are: (a) insulated from the engine compartment and from all other source of ignition; (b) separated from living quarters. Diesel fuel may be kept in tanks that are integral with the hull. Harmonised standard: BS EN ISO 10088:2001 Small craft - Permanently installed fuel systems and fixed fuel tanks The requirements for installation of a fuel system on a boat with fixed fuel tanks are given in the harmonised standard BS EN ISO 10088 Permanently installed fuel systems and fixed fuel tanks. It has been agreed that portable fuel tank systems with tanks not exceeding 27 litres, including their hoses, are outside the scope of the Directive, and accordingly the harmonised standard does not cover portable tank systems. The requirement for petrol fuel tanks to be ‘insulated from the engine and all other sources of ignition’ is deemed to be complied with if a) the clearance between the petrol tank and the engine is greater than 100 mm and b) all electrical parts on the engine which could create a spark, and any other electrical components in the engine/fuel compartment, are ignition protected. To ensure that these components are ignition protected the boat builder should use a petrol engine that complies with BS EN ISO 15584 Inboard petrol engines - fuel and electrical system components (the engine manufacture should provide this confirmation) and for other parts, e.g. blower fan or electric bilge pump, use only components that have been CE marked in accordance with Annex II 1. The clearance between a petrol tank and any dry exhaust components must be greater than 250 mm, unless an equivalent thermal barrier is provided. For diesel engine installations, the engines used should comply with BS EN ISO 16147 Inboard diesel engines – Engine-mounted fuel and electrical components to ensure that the fuel components fitted on the engine by the engine manufacturer are safe. The engine manufacture should provide confirmation that the engine complies with this standard. Fuel hose used in the system must be fire resistant if used in the engine compartment and Where fuel hose is used the standard requires that only fire-resistant hose to BS EN ISO 7840 may be used in the engine compartment. Such hose should be stamped to indicate compliance. Petrol and diesel fuel tanks may be made in accordance with the ISO DIS 21487 Small craft – Permanently installed petrol and diesel fuel tanks

Ventilation of engine and fuel tank compartments ER 5.1.2. Ventilation - The engine compartment shall be ventilated. The dangerous ingress of water into the engine compartment through all inlets must be prevented.

BS EN ISO 11105:1997- Small craft -Ventilation of compartments containing petrol engines and/or petrol fuel tanks. Purpose-designed specific ventilation systems for petrol engine and fuel tank spaces, (excluding PWCs) are described in the harmonised standard BS EN ISO 11105:1997- Small craft -Ventilation of compartments containing petrol engines and/or petrol fuel tank For other installations the engine manufacturer’s recommendations should be followed. Due consideration should be given for heat dissipation from the engine space as well as the air requirements for the engine. The ventilation should not allow the ingress of water and these openings may be considered in establishing the down flooding height and may have to be taken into account when checking stability and buoyancy assessment. It should also be noted that fire extinguishing systems may not be effective unless air intakes can be closed in the event of a fire. Exposed parts ER 5.1.3 Unless the engine is protected by a cover or its own enclosure, exposed moving or hot parts of the engine that could cause personal injury shall be effectively shielded. There is no standard applicable to this requirement. The principle being that if you can ‘walk into’ an engine compartment then exposed moving or hot parts should be protected. An engine box or under cockpit floor space would be deemed to be a cover.

Part 9 ELECTRICAL SYSTEM

Electrical system ER 5.3 - Electrical systems shall be designed and installed so as to ensure proper operation of the craft under normal conditions of use and shall be such as to minimise risk of fire and electric shock. Attention shall be paid to the provision of overload and short-circuit protection of all circuits, except engine starting circuits, supplied from batteries. Ventilation shall be provided to prevent the accumulation of gases, which might be emitted from batteries. Batteries shall be firmly secured and protected from ingress of water. Harmonised standards: BS EN ISO 10133:2000 Small craft - Electrical Equipment – Extra-low-voltage dc installations BS EN ISO 13297:2000 Small craft - Electrical Equipment – ac installations EN 60092-507:2000 Electrical installations in ships – Part 507: Pleasure craft (This standard is applicable only to craft with three-phase electrical system) Electrical equipment for use on 50 – 1000volts ac is subject to the ‘Low Voltage Directive 93/68/EEC’ and will be separately CE marked. In the UK guidance is provided by the British Marine Electronics Association Code of Practice that contains both harmonised standards BS EN ISO 10133 and BS EN ISO 13297 together with many notes and definitions with special sections on inverters and shore supply connections. Contact BMF Technical Department for further details. The general requirements for extra low voltage dc systems is to use flexible cables properly supported and with appropriate over current protection. Batteries should be in a ventilated compartment and properly restrained against movement. For low voltage (less than 250volt) ac systems earth-leakage protection should be provided in the main supply circuit. Separation of conductors from any dc system is required.

Part 10 GAS INSTALLATION ER 5.5 Gas systems for domestic use shall be of the vapour-withdrawal type and shall be designed and installed so as to avoid leaks and the risk of explosion and be capable of being tested for leaks. Materials and components shall be suitable for the specific gas used to withstand the stresses and exposures found in the marine environment. Each appliance shall be equipped with a flame failure device effective on all burners. Each gas-consuming appliance must be supplied by a separate branch of the distribution system, and each appliance must be controlled by a separate closing device. Adequate ventilation must be provided to prevent hazards from leaks and products of combustion. All craft with a permanently installed gas system shall be fitted with an enclosure to contain all gas cylinders. The enclosure shall be separated from the living quarters, accessible only from the outside and ventilated to the outside so that any escaping gas drains overboard. Any permanent gas system shall be tested after installation. Harmonised standard: BS EN ISO 10239:2000 Small craft - Liquefied petroleum gas (LPG) system A semi-fixed system based on a portable device is considered as permanently installed All equipment supplied must also be suitable for use in a recreational craft. For example, a properly CE marked gas appliance may be satisfactory in a house or caravan, but not suitable for use in a marine environment. Particular attention should be paid to the design of the system including ventilation requirements. Room sealed appliances are necessary except for attended appliances i.e cookers. Gas lockers need to be vapour tight to the craft interior and have an overboard drain. Not specifically mentioned in the Essential Requirements but LPG powered craft may use LPGA Code of Practice 18:2003 Recommendations for the safe use of LPG as a propulsion fuel for boats, yachts and other craft. Code of Practice 18 is available from LPGAssociation or Contact BMF Technical Department for further information. Although private recreational craft do not come within scope of the Gas (Installation and Use) Regulations (GSIUR) 1998, installers of gas systems are still required to be ‘competent’ to carry out any work on a gas installation. For more information contact BMF Technical Department.

Part 11 FIRE PROTECTION

ER 5.6.1 The type of equipment installed and the layout of the craft shall take account of the risk and spread of fire. Special attention shall be paid to the surroundings of open flame devices, hot areas or engines and auxiliary machines, oil and fuel overflows, uncovered oil and fuel pipes and avoiding electrical wiring above hot areas of machines.

ER 5.6.2 Fire-fighting equipment - Craft shall be supplied with fire-fighting equipment appropriate to the fire hazard, or the position and capacity of fire-fighting equipment appropriate to the fire hazard shall be indicated. Craft shall not be put into service until the appropriate fire-fighting equipment is in place. Petrol engine enclosures shall be protected by a fire extinguishing system that avoids the need to open the enclosure in the event of fire. Where fitted, portable fire extinguishers shall be readily accessible and one shall be so positioned that it can easily be reached from the main steering position of the craft.

ER 3.8 Escape (second paragraph) – All habitable craft shall be provided with a viable means of escape in the event of fire.

Harmonised standards: BS EN ISO 9094-1:2003 Small Craft – Fire Protection Part 1: Craft with a hull length of up to and including 15 metres BS EN ISO 9094-2:2002 Small Craft – Fire protection Part 2: Craft with hull length over 15 metres. General requirements relating to fire protection, fire-fighting equipment and escape in the event of fire are provided in the harmonised standard BS EN ISO 9094 Small Craft - Fire Protection. The standard is in two parts, one covering boats (excluding PWCs) up to 15m length overall and the other covering boats of length greater than 15m. Some of the requirements of the standard can be summarised as follows:-

A) Fire protection Physical barrier or air gap between petrol tanks and engines. Escape routes and exits to be not more than 5 m distance. Not passing over cookers and if separated by a solid partition not leading past a cooker or engine space. Minimum clear opening of 450 mm diameter or 380 mm smallest dimension if not circular. Materials near cooking appliances to be fireproof and/or restricted in their positioning. Engine spaces shall be ventilated and if insulation installed it must be fire retardant. Electrical, fuel and LPG systems should be installed to the appropriate harmonised standards. B) Fire fighting systems for engine/fuel tank spaces

Open boat and portable fuel tank – petrol outboard single tank <25kw no requirement. Above 25 kw but below 10m hull length, one portable fire extinguisher located within one metre of the cockpit/helm position. Minimum capacity 8A/68B.

Open boat with petrol outboard with more than one tank per engine or installed tanks in an enclosed space – fixed or portable system to flood fuel space. Petrol inboard engine – fixed system. Diesel engine in open launch – portable extinguisher and fire port in engine casing. Diesel engine below cockpit or inside boat – fixed system or portable with fire port. Craft meet the Essential Requirements with the position and capacity of fire extinguisher(s) indicated, but may not be put into service and operation until they are in place. The number, type and capacity of portable fire extinguishers and the extinguishing media may also be subject to national regulations. Craft over 13.7m (45’) come under the Merchant Shipping (Fire Protection: Small Ships) Regulations and awareness of these requirements and exemptions should be sought. Other local conditions such as the Boat Safety Scheme for inland waterway craft may apply.

PART 12 STEERING SYSTEM AND OTHER INSTALLATIONS

Steering system ER 5.4.1 Steering systems shall be designed, constructed and installed in order to allow the transmission of steering loads under foreseeable operating conditions.

ER 5.4.2 Emergency arrangements - Sailboat and single-engined inboard powered motor boats with remote-controlled rudder steering systems shall be provided with emergency means of steering the craft at reduced speed.

Harmonised standards: BS EN 28847:1989/A1:2000 (ISO 8847) Small craft - Steering gear-wire rope and pulley

systems BS EN 28848:1993/A1:2000 (ISO 8848) Small craft - Remote steering systems BS EN ISO 10592:1994/A1:2000 Small craft - Hydraulic steering BS EN 29775:1993/A1:2000 (ISO 9775:1990) Small craft - Steering gear - max. 40 kW BS EN ISO 13929:2001 Small craft - Steering gear - Geared link systems The standards are recommendations for construction and testing of systems and are for use mainly by steering gear manufacturers. The standards listed, with exception of BS EN 28847, are not included on the CDRom: they can be obtained from BSI or BMF Technical Department. Emergency steering is deemed to be for manual control of the rudder. Navigation lights ER 5.7 Where navigation lights are fitted, they shall comply with the 1972 COLREGS or CEVNI regulations, as appropriate. Navigation lights fitted must comply with the 1972 COLREGS or CEVNI regulations as required to the satisfaction of the appropriate authority of the state whose flag the vessel is entitled to fly. Guidance on this is available in various documents and a harmonised standard may be produced. Discharge prevention and toilet installations

ER 5.8 Craft shall be constructed so as to prevent the accidental discharge of pollutants (oil, fuel, etc) overboard. Craft fitted with toilets shall have either:

(a) holding tanks; or (b) provision to fit holding tanks. Craft with permanently installed holding tanks shall be fitted with a standard discharge connection to enable pipes of reception facilities to be connected with the craft discharge pipeline. In addition, any through-the-hull pipes for human waste shall be fitted with valves, which are capable of being sealed shut.

Harmonised standard: BS EN ISO 8099:2000 Small craft - Waste water retention and treatment - Toilet retention systems Note that “sealed shut” means that the valve cannot be opened to discharge overboard without breaking a seal or unlocking a mechanical device. Provision to fit holding tanks means that craft should be capable of the installation of a permanent holding tank. Standard discharge connection to be fitted is shown in BS EN ISO 8099. Seacocks and through-hull fittings ER 3.4 Openings in hull (last paragraph) - Through hull fittings designed to allow water passage into the hull or out of the hull, below the waterline corresponding to the manufacturer’s maximum recommended load according to section 3.6, shall be fitted with shutoff means which shall be readily accessible. Harmonised standard: BS EN ISO 9093 Small Craft - Seacocks and through-hull fittings Part 1:1997 Metallic Part 2:2002 Non-Metallic The harmonised seacock standards, BS EN ISO 9093 Part 1 and Part 2, set requirements for the manufacture of seacocks from metal or plastic. They also include some requirements for the installation of seacocks that are relevant to boat builders. A summary of some of these installation requirements is given in the notes below:

• Materials for fittings and fastenings, such as screws, shall be corrosion resistant and the combination selected to avoid galvanic action.

• Hose ends shall be secured to fittings with double clamps if the through hull fitting is

below the waterline or within 300 mm of the waterline for sailing boats or 150mm for motorboats.

• The position of seacocks must be such that they are readily accessible

• Seacocks must be securely fastened to permit easy operation without damage to the hull

structure or seacocks or loss of watertight integrity. If necessary the hull shall be reinforced to prevent local lost of strength. In sandwich boats the core material shall be replaced by a solid core in way of the fitting (or changed to single-skin).

The owners manual must include information on the position of seacocks, the operating instructions (unless self-evident and/or marked on the seacock itself) and include a note recommending that seacocks are kept closed when not needed for operation to minimise risk of flooding.

Liferaft stowage ER 3.7 All craft of categories A and B, and craft of categories C and D longer than six metres shall be provided with one or more stowage points for liferaft (s) large enough to hold the number of persons the boat was designed to carry as recommended by the manufacturer. This (these) stowage point(s) shall be readily accessible at all times. Note that the words stowage point(s) have been interpreted to mean any space or surface in or on the craft. The boat builder is only required to provide a suitable point or space for the liferaft: the actual equipment and fittings may be provided by others. Craft over 13.7 metres (45’) come under the Merchant Shipping (LSA: Small Ships) Regulations and awareness of these requirements and exemptions should be sought. There are standards for liferafts including ISO standards: the ISO 9650 series covers offshore and coastal liferafts. Contact BMF Technical Department for further information.

Part 13 AIRBORNE NOISE (SOUND) ASSESSMENT Essential requirements for airborne noise emissions Recreational craft with inboard or stern drive engines without integral exhaust, personal watercraft and outboard engines and stern drive engines with integral exhaust shall comply with the following essential requirements for noise emissions. Noise emission levels

Recreational craft with inboard or stern drive engines without integral exhaust, personal watercraft and outboard engines and stern drive engines with integral exhaust shall be designed, constructed and assembled so that noise emissions measured in accordance with tests defined in the harmonised standard BS EN ISO 14509 Small craft – Measurement of airborne sound emitted by powered recreational craft shall not exceed the limit values in the following table:

Single Engine Power in kW Maximum Sound Pressure Level

LpASmax in dB

PN ≤ 10 67

10 < PN ≤ 40 72

PN > 40 75

where PN = rated engine power in kW at rated speed and LpASmax = maximum sound pressure level in dB. For twin- and multiple-engine units of all engine types an allowance of 3 dB may be applied. This test is relatively straightforward to conduct when the wind and wave conditions are favourable, but does require the use of specialist sound measuring equipment. Typically the sound measurement would be conducted by a Notified Body or sub-contracted specialists that are acceptable to the Notified body. As an alternative to sound measurement tests, recreational craft with inboard engine configuration or stern drive engine configuration, without integral exhaust, shall be deemed to comply with these noise requirements if they have a Froude number of ≤ 1.1 and a Power Displacement ratio of ≤ 40 and where the engine and exhaust system are installed in accordance with the engine manufacturer's specifications. “Froude number” shall be calculated by dividing the maximum boat speed V (m/s) by the square root of the waterline length LWL (m) multiplied by gravitational constant, g = 9.8 m/s2

).( WLLgVFn =

“Power Displacement ratio” shall be calculated by dividing the engine power P (kW) by the boat's displacement D (t) = P/D As a further alternative to sound measurement tests, recreational craft with inboard or stern drive engine configurations without integral exhaust, shall be deemed to comply with these noise requirements if their key design parameters are the same as or compatible with those of a certified reference boat to tolerances specified in the harmonised standard, ISO 14509-2. “Certified reference boat” shall mean a specific combination of hull/inboard engine or stern drive engine without integral exhaust that has been found to comply with the noise emission requirements, when measured in accordance with BS EN ISO 14509, and for which all appropriate key design parameters and sound level measurements have been included subsequently in the published list of certified reference boats. Owner’s Manual For recreational craft with inboard engine or stern drive engines with or without integral exhaust and personal watercraft, the Owner's Manual required under Annex I.A Section 2.5, shall include information necessary to maintain the craft and exhaust system in a condition that, insofar as is practicable, will ensure compliance with the specified noise limit values when in normal use. For outboard engines, the Owner's Manual required under Annex I.B.4 shall provide instructions necessary to maintain the outboard engine in a condition, that insofar as is practicable, will ensure compliance with the specified noise limit values when in normal use.

Part 14 MANUFACTURE OF MARINE ENGINES

Essential requirements for exhaust emissions from propulsion engines Propulsion engines shall comply with the following essential requirements for exhaust emissions. Engine identification Each engine shall be clearly marked with the following information:

• engine manufacturer's trademark or trade-name, • engine type, engine family, if applicable, • a unique engine identification number, • CE marking, if required under Article 10 (see Notes below).

These marks must be durable for the normal life of the engine and must be clearly legible and indelible. If labels or plates are used, they must be attached in such a manner that the fixing is durable for the normal life of the engine, and the labels/plates cannot be removed without destroying or defacing them. These marks must be secured to an engine part necessary for normal engine operation and not normally requiring replacement during the engine life. These marks must be located so as to be readily visible to the average person after the engine has been assembled with all the components necessary for engine operation. Exhaust emission requirements Propulsion engines shall be designed, constructed and assembled so that when correctly installed and in normal use, emissions shall not exceed the limit values obtained from the following table:

Type Carbon Monoxide

CO = A + B/PNn

g/kWh

Hydrocarbons

HC = A + B/P g/kWh

Nitrogen oxides

NOx g/kWh

Particulates

PT g/kWh

A B n A B n

Two-stroke spark ignition 150.0 600.0 1.0 30.0 100.0 0.75 10.0 Not

applicable

Four-stroke spark ignition 150.0 600.0 1.0 6.0 50.0 0.75 15.0 Not

applicable

Compression ignition 5.0 0 0 1.5 2.0 0.5 9.8 1.0

Where A, B and n are constants in accordance with the table, PN is the rated engine power in kW and the exhaust emissions are measured in accordance with the harmonised standard BS EN ISO 8178-1:1996 Contact BMF Technical Department for details. For engines above 130 kW either E3 (IMO) or E5 (recreational marine) duty cycles may be used.

The reference fuels to be used for the emissions test for engines fuelled with petrol and diesel shall be as specified in Directive 98/69/EC (Annex IX, Tables 1 and 2), and for those engines fuelled with Liquefied Petroleum Gas as specified in Directive 98/77/EC. Contact BMF Technical Department for details of these directives. Durability The manufacturer of the engine shall supply engine installation and maintenance instructions, which if applied should mean that the engine in normal use will continue to comply with the above limits throughout the normal life of the engine and under normal conditions of use. This information shall be obtained by the engine manufacturer by use of prior endurance testing, based on normal operating cycles, and by calculation of component fatigue so that the necessary maintenance instructions may be prepared by the manufacturer and issued with all new engines when first placed on the market. The normal life of the engine is considered to mean: (a) inboard or stern drive engines with or without integral exhaust: 480 hours or 10 years,

whichever occurs first; (b) personal watercraft engines: 350 hours or 5 years, whichever occurs first; (c) outboard engines: 350 hours or 10 years, whichever occurs first. Owner’s Manual Each engine shall be provided with an Owner's Manual in the Community language or languages, which may be determined by the Member State in which the engine is to be marketed. This manual shall: (a) provide instructions for the installation and maintenance needed to assure the proper

functioning of the engine to meet the requirements for Durability; (b) specify the power of the engine when measured in accordance with the harmonised standard

BS EN ISO 8665. For details of this standard contact BMF Technical Department. Notes: Inboard and sterndrive engines are not subject to the Machinery Directive, but are referred to in the Essential Requirements of the Recreational Craft Directive, particularly those covering Owner’s Manual, Handling Characteristics, Inboard engine installation, Fuel system and Electrical system. CE marking is required on outboard engines and stern drive engines with integral exhaust. Conforming document(s) shall be supplied by the manufacturer/supplier of the engine.

Outboard engines

ER 5.1.4 All boats with outboard engines shall have a device to prevent starting the engine in gear, except: (a) when the engine produces less than 500 Newtons (N) of static thrust; (b) when the engine has a throttle limiting device to limit thrust to 500 N at the time of starting

the engine. Relevant standard: BS EN ISO 11547:1995/A1:2000 Small craft – Start-in-gear protection Outboard engines will conform to the exhaust and sound emission requirements and be CE marked accordingly.

Part 15 MANUFACTURE OF COMPONENTS

Certain components are specifically mentioned in the Directive, and listed in Annex II:

"-whereas the essential requirements constitute the criteria by which recreational craft, partly completed craft and their components when separate and when installed must comply". The certification requirements imply third party intervention, which has to take place before the component is placed on the market. However, in the case of all components below (with the exception of ignition protected equipment) made specifically by or for the craft builder, the conformity assessment may be made by the craft builder with an Annex IIIb declaration. Such components are not CE marked: this is covered under the CE marking of the craft. CE marking for Directive 94/25/EC and 2003/44/EC is only permitted for components listed in Annex II. Manufacturers of components listed in Annex II for placing on the market for incorporation in a recreational craft must ensure that these components meet the compliance requirements listed above, as relevant for the component, and CE mark them to show compliance. Installation of components by the boat builder must be in accordance with the component manufacturer’s instructions. Any variation to such must be made with the manufacturer's written agreement unless the responsible person is satisfied that the installation is in accordance with the ERs and is prepared to accept full responsibility. Note: where standards listed below are not highlighted, they are not available on the CDRom. They are available on request to BSI or for BMF members via technical@britishmarine.co.uk The following components are subject to Annex II of Directive 94/25/EC (and 2003/44/EC when in force): Ignition protected equipment for inboard and stern drive engines. Any electrical equipment on a petrol inboard or sterndrive engine must be ignition protected. Accordingly any electrical items manufactured for use on these engines, e.g. alternators, etc, must be ignition protected and sold as components in accordance with this Annex. Other electrical items that are intended to be used in petrol engine compartments or petrol fuel tank compartments, such as electric blower fans or electric bilge pumps, must also be treated as a component in accordance with this annex and comply with the relevant parts of the Directive. Relevant harmonised standards for these components are: BS EN 28846:1993/A1:2000 (ISO 8846:1990) Small craft - Electrical devices - Protection

against ignition of surrounding flammable gases BS EN ISO 9097:1994/A1:2000 Small Craft - Electric fans BS EN ISO 8849:1993/A1:2000 (ISO 8849:1990) Small craft - Electrically operated bilge pumps

Start-in-gear protection devices for outboard engines ER 5.1.4, quoted above, requires start-in-gear protection devices for outboard engines. When such devices are sold separately from the outboard engines they must be treated as components according to this annex. The harmonised standard for such devices is BS EN ISO 11547:1995/A1:2000 Small craft - Start-in-gear protection. Steering wheels, steering mechanisms and cable assemblies Steering wheels and steering gear systems that are sold for use on recreational craft must be treated as components in accordance with this annex. The harmonised standards applicable for different types of system are:- BS EN 28847:1989/A1:2000 (ISO 8847) Small craft - Steering gear - wire rope and pulley

systems BS EN 28848:1993/A1:2000 (ISO 8848:1990) Small craft - Remote steering system BS EN 29775:1993/A1:2000 (ISO 9775:1990) Small craft - Remote steering systems for

outboard motors of 15 kW to 40 kW power BS EN ISO 10592:1994/A1:2000 Small craft - Hydraulic steering gear BS EN ISO 13929:2001 Small craft - Rack and pinion steering

Fuel tanks and fuel hoses Fuel tanks and fuel hose sold for use on recreational craft must be treated as components according to this annex. This applies to fuel tanks that are designed to be permanently fitted in recreational craft, i.e. it does not apply to portable fuel tanks. The harmonised standard BS EN ISO 10088:2001 Small craft - Permanently installed fuel systems and fixed fuel tanks includes design and construction requirements for fuel tanks. Fuel hose requirements are in the harmonised standards:- BS EN ISO 7840:1995/A1:2000 Small craft - Fire resistant fuel hoses BS EN ISO 8469:1995/A1:2000 Small craft - Non-fire resistant fuel hoses. Prefabricated hatches and portlights Prefabricated hatches and portlights sold to be fitted on recreational craft must be treated as components in accordance with this annex. The term portlight is understood to refer to any prefabricated window for use in the hull. The requirements of the harmonised standard BS EN ISO 12216:2002 Small craft - Windows, portlights, hatches, deadlights and doors - Strength and tightness requirements apply.

Part 16 TECHNICAL FILE The boat builder shall retain a technical file for the boat with sufficient information to demonstrate how the boat complies with the essential requirements of the Directive. The documentation should include all specifications, drawings, calculations and information relating to compliance with standards (e.g. electrical wiring specifications and diagrams) and results of tests prescribed in standards. This is likely to be a large quantity of documentation altogether, and should be stored by the boat builder for 10 years. Copies of this information do not need to be supplied with the boats sold. It is not sufficient to state, for example, that the boat complies with ISO 12217, a record of the tests of calculations undertaken to establish this compliance must be kept. A written and possibly photographic record of the stability test should be kept. Note: The boat builder or person responsible for placing the boat on the market is required to keep the Technical Documents for each type of craft, or each individual craft if a one-off, for 10 years after completion of the last product. Where boats are being manufactured outside the EU and no authorised representative is established within the EU then the person or company placing the boat on the market must keep the Technical Documentation.

Part 17 DECLARATION OF CONFORMITY Annex XV requires that a written Declaration of Conformity to the provisions of the Directive must be prepared by the manufacturer and a signed copy included in the Owner’s Manual supplied with each boat sold. The Directive requires that this Declaration shall include :

• name and address of the manufacturer or his authorised representative established in

the Community

• description of the recreational craft or of the component

• references to the relevant harmonised standards used, or references to the

specifications in relation to which conformity is declared

• where appropriate, reference to the EC type-examination certificate issued by a

notified body

• where appropriate, the name and address of the notified body

• identification of the person empowered to sign on behalf of the manufacturer or his

authorised representative established within the community.

The Declaration must be draw up in the language applicable to the EEA State in which it is marketed. A suggested layout for a Declaration of Conformity prepared by the ADCO group of Member States’ market surveillance bodies is shown below. A template of this document is provided in supporting documentation.

DECLARATION OF CONFORMITY

RECREATIONAL CRAFT Directive 94/25/EC

Name of the manufacturer: __________________________________________________________________ Address: __________________________________________________________________________________ Postcode: ________________________ City: ___________________________________________________ Country: (code) __________ (printed) ____________________________________________________________

Conformity assessment module(s) used (check): A Aa B+C B+D B+F G H

IF THE DECLARATION IS MADE BY AN AUTHORISED REPRESENTATIVE ESTABLISHED IN THE EEA

Name of the authorised representative: ________________________________________________________ Address: __________________________________________________________________________________ Postcode: ________________________ City: ___________________________________________________ Country: (code) __________ (printed) ____________________________________________________________

IF THE INTERVENTION OF A NOTIFIED BODY IS REQUIRED

Name: __________________________________________________ Identification number: ______________ Address: __________________________________________________________________________________ Postcode: ________________________ City: ___________________________________________________ Country: (code) __________ (printed) ____________________________________________________________ If EC-type examination certificate is issued (number and date yy/mm/dd) ___________________, ___ / ___ / ___

DESCRIPTION OF THE CRAFT

Hull identification number (HIN): - Brand name of the craft: ___________________________________________________________________________________________ Type or number: _________________________________________________________________________________________________ Design category ............................................................................................................................................................................:_____________ Type of craft* ..............................................................................................................................................................................:_____________ Type of hull* .................................................................................................................................................................................:_____________ Deck* .............................................................................................................................................................................................:_____________ Construction material* ...............................................................................................................................................................:_____________ Propulsion* ...................................................................................................................................................................................:_____________ Type of engine* ............................................................................................................................................................................:_____________ Maximum recommended engine power(kW) ...........................................................................................................................:_____________ Length and beam of hull (m) ......................................................................................................................... :_____________ /_____________ Draught (m) ..................................................................................................................................................................................:_____________

* See codes on opposite side)

I declare at my own and sole responsibility that the craft mentioned above complies with all applicable essential safety requirements in the way mentioned overleaf (and is in conformity with the type for which the above mentioned EC-type examination certificate has been issued)*

* include text between brackets only if such certificate has been issued).

Name: ___________________________________________Signature and title: ______________________________________________ (identification of the person empowered to sign on behalf (or an equivalent marking) of the manufacturer or his authorised representative) Date (yy/mm/dd): ___ / ___ / ___

Type of craft 01 sailboat 02 inflatable 03 other (specify): _______________________________ Type of hull: 01 monohull 02 multihull 03 other (specify): _______________________________ Construction material: 01 aluminium, aluminium alloys 02 plastic, fiber reinforced plastic 03 steel, steel alloys 04 wood 05 other (specify): _______________________________

Propulsion: 01 sails 02 petrol engine 03 diesel engine 04 electrical motor 05 oars 06 other (specify): _______________________________ Type of engine: 01 outboard 02 inboard 03 z or sterndrive 04 other (specify): _______________________________ Deck 01 decked 02 partly decked 03 open

ESSENTIAL SAFETY REQUIREMENTS

(reference to relevant articles in Annex I of Directive 94/25/EC)

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General requirements (2)

Hull Identification Number – HIN (2.1)

Builder’s Plate (2.2)

Protection from falling overboard and means of reboarding (2.3)

Visibility from the main steering position (2.4)

Owner’s manual (2.5)

Integrity and structural requirements (3)

Structure (3.1)

Stability and freeboard (3.2)

Buoyancy and floatation (3.3)

Openings in hull, deck and superstructure (3.4)

Flooding (3.5)

Manufacturer’s maximum recommended load (3.6)

Liferaft stowage (3.7)

Escape (3.8)

Anchoring, mooring and towing (3.9)

Handling characteristics (4)

Engines and engine spaces (5.1)

Inboard engine (5.1.1)

Ventilation (5.1.2)

Exposed parts (5.1.3)

Outboard engine starting (5.1.4)

Fuel system (5.2)

General – fuel system (5.2.1)

Fuel tanks (5.2.2)

Electrical systems (5.3)

Steering systems (5.4)

General – steering system (5.4.1)

Emergency arrangements (5.4.2)

Gas systems (5.5)

Fire protection (5.6)

General – fire protection (5.6.1)

Fire-fighting equipment (5.6.2)

Navigation lights (5.7)

Discharge prevention (5.8)

Part 18 COMFORMITY ASSESSMENT PROCEDURES Before placing a boat or part completed boat on the market, and/or putting it into service, the manufacturer or his authorised representative established in the Community is responsible for ensuring that the appropriate conformity assessment procedures, also known as the “Modular Choice”, have been applied to the boat. The assessment procedures applicable to a particular boat depend on

a) the boat’s intended Design Category b) the boat’s length

These criteria alone determine the appropriate conformity assessment, which should be used as tabulated below. The table gives the minimum acceptable modules to be applied. A manufacturer may use an alternative, higher, module if desired. Note: Boats built to Design Category D may be certified under only Module A until 1 January 2005

Design Category Design & Construction Modular

Choice Minimum Method for

Compliance

A, B and C

For boats 2.5m to 12m hull length.

Aa (or B+C or

B+D, or B+E or B+F or G

or H)

Boat built using standards* with

Verification of Stability and Buoyancy by Notified Body

A, B and C

For boats 12m to 24m hull length.

B+C (or B+D or B+E or B+F or G or H)

Boat built using Standards* with

Full Notified Body involvement

C

For boats 2.5m to 12m hull length using

Harmonised Standards for Stability and Buoyancy.

A (or Aa or B+C

or B+D or B+E or B+F or G or H)

Boat built using standards* with

Harmonised Standards used for Stability and Buoyancy

assessment

D For boats 2.5m to 24m hull length

A (or Aa or B+C

or B+D or B+E or B+F or G or H)

Boat built using standards*

Personal Water Craft

A or Aa or B+C or B+D

or B+E or B+F or G or

H

Boat built using standards* or full Notified Body

involvement

Engine Exhaust Emissions

Outboard, IB & SD ( Including PWC Engines)

B+C or B+D or B+E or

B+F or G or H

Engines built to meet Essential Requirements & maximum Emission limits.

Full notified Body involvement

Noise Emissions

For craft with inboard engines or stern drive engines without

integral exhaust.

Aa or G or H Boat Manufacturer to Test with Notified Body

involvement.

For craft with inboard engines or stern drive engines without

integral exhaust.

A or Aa or G or H

May use Froude Number and P/D ratio for displacement

craft or Reference boat data base.

For craft with Outboard or stern drive engines with integral exhaust

and PWC’s

Aa or G or H Engine Manufacturer to Test

Components as Annex II

Ignition protection equipment. Start-in –gear protection devices. Steering wheels, mechanisms and

cable assemblies. Fuel tanks intended for fixed

installations. Prefabricated hatches and

portlights.

B+C or B+D or B+F or G

or H

Component manufacturer with full Notified Body

involvement

*The use of harmonised standards will give a presumption of conformity, however this does not preclude the use of other standards that may be appropriate. Module Descriptions The conformity assessment procedures according to the required module must take place prior to placing on the market. Summary of the characteristics of modules Module A -Internal Production Control - This is entirely a self-assessment module with no

involvement with a Notified Body, or any other 3rd party.

Module Aa - Internal Production Control plus Tests - Stability and buoyancy data or tests

have to be verified by a Notified Body, but all other criteria are still self-assessed.

Module B - EC Type-Examination - A “type-approval” procedure - the Responsible Person

submits a completed boat and its Technical Documentation for approval with a Notified Body.

Module C - Conformity To Type - When one boat of a class or family has been approved under

Module B, subsequent craft of the same class or family may use Module C, which is another self-

assessment module.

Module D - Production Quality Assurance - this is the equivalent of ISO 9002 - the quality

assurance procedure itself needs to be approved by a Notified Body.

Module E – Product Quality Assurance – for final product inspection and testing under the

surveillance of a notified body.

Module F - Product Verification - inspection by a Notified Body either of every product or of

homogeneous lots.

Module G - Unit Verification - Suitable for custom craft over 12m - Notified Body examines

the individual product.

Module H - Full Quality Assurance - the equivalent of ISO 9001, similar to Module D, but with

additional emphasis on quality assurance of design.

Notified Body Involvement A full list of the Notified Bodies can be found in the support material and on the RSG (Recreational Craft Sectoral Group Website (www.rsg.be). There is no requirement to use a Notified Body based in the Country of build, so it is worthwhile contacting a number of Notified Bodies to compare the costs and procedures. However a proportion of the cost of assessment will relate to the travel for the evaluator so this may be another consideration to the choice of Notified Body. It is always worthwhile discussing what tests and verifications will be required by the Notified Body for your assessment as early in the design and build process as possible, this will allow both the Notified Body and yourself to plans the assessments schedule and agree on the stages of construction that inspections will be required before that stage of the build has been reached. For a Module Aa Assessment The Notified Body will review any technical documentation established by the manufacturer which deals with stability and freeboard (3.2) and buoyancy and flotation (3.3) as well as with cockpit drainage, openings in the cockpit and windows, as appropriate. This documentation may comprise of test reports, calculations or other supplied information. Tests, calculations, or other controls will them be performed on one or several boats representing the production of the manufacturer, which are identified in the technical documentation. Upon satisfactory completion of the assessment the Notified Body will issue an Examination Report for the craft which should be reference on the manufacturer’s Declaration of Conformity.

For a Module B Assessment The Notified body will: Examine the technical documentation established by the manufacturer covering all objectives stated by the essential safety requirements of the Directive, Check the compliance of a specimen, representative of the production with the examined technical documentation. In general this involves visiting the workshop and witnessing the different steps of the construction of the craft (from hull construction till the final manufacturer’s tests); and include the examination of construction processes in particular, for example composite construction which is highly dependant on the production procedures. Test specimens may support the verification Witness or verify tests deemed necessary, or endorse the corresponding test reports, The following minimum survey activities must be performed (when applicable by random checks) with regard to: Construction

If necessary for the assessment of the structure, surveys shall be carried out during selected phases of the project. Verification of dimensions and position of structural members and enforcements Visual inspection of construction details Perform spot check of the specimen’s construction process. (laminating, welding, gluing, etc.)

Installations Final inspection and trials When conformity evidence to the Directive has been verified, an EC type-examination certificate is issued by the Notified Body. The certificate contains the manufacturer’s name and address, conclusions of the examination, conditions for its validity and the necessary data for identification of the approved type.

Part 19 PART BUILT BOATS For part built boats including ‘sail-aways’ where all the constructional requirements of the Directive cannot be complied with, a Declaration of Conformity in line with Annex IIIa of the Directive is required to be given to the purchaser. Part boats are not defined in the Directive but the Commission definition is that a partly completed boat does not meet all the essential requirements of the Directive related to the design and construction of the craft and is destined to be completed by another party who will be regarded as the manufacturer. The official CIN number is not put on at this stage, the responsibility being that of the person taking the final responsibility for completion of the craft. The Annex IIIa Declaration requirements for part built craft are as follows:

• name and address of the builder,

• the name and address of the representative of the builder established in the Community or, if appropriate, of the person responsible for placing on the market,

• a description of the partly completed craft,

• a statement that the partly completed craft is intended to be completed by others and that

it complies with the essential requirements that apply at this stage of construction. The shell/part boat or sail away builder will keep a Technical File appropriate to the stage of construction at which the craft was supplied. It is not a requirement to pass this on to the purchaser but may be useful to maintain good customer relations.

Part 20 POST-CONSTRUCTIONAL ASSESSMENT From 1 January 2006 Post Construction Assessment of all boats will require the intervention of a Notified Body. Until this time the current regulations can be used which require Notified Body involvement for Post Construction only where such would be required for a boat assessed by the manufacturer. A Design Category D boat can be certified after completion without Notified Body involvement until end 2005. Post Construction Assessment (PCA) is the name given to compliance work on second-hand and completed vessels that are required to be CE marked. Examples of this would be vessels whose origin is outside of the EU being placed on the market or put into service after 16 June 1998. It is also applied to new boats built within the EU that for whatever reason have not been through compliance procedures during build. Another situation would be where a vessel undergoes such a major conversion that in effect it becomes a new vessel. The manufacturer of an older, non-EU (Third Country Vessel) may no longer be in business as is frequently the case, however someone has to take responsibility and in default this could be the boat owner himself/herself. The Directive states what has to be done in the absence of the Manufacturer or his Authorised Representative. In these cases, the individual or company that places the vessel on the market or into service under his own responsibility must lodge an application with a Notified Body (NB) for a post-construction report. The NB should be supplied with any available technical information so that they can inspect the vessel and make any additional calculations and assessments that will ensure that the vessel has equivalent conformity to the requirements of the Directive. The NB will issue a conformity report and inform the applicant of their responsibility to draw up a Declaration of Conformity. A builder’s plate and CE mark will need to be made up and affixed to the vessel. In addition to the normal technical information, the plate will bear the words “Post-Construction Certificate” and show the NB identification number. It is essential to note that the responsibility for compliance does not rest with the Notified Body but with the individual or company making the application and named on the Declaration of Conformity. In practice this means that all PCA performed under this regime will effectively be carried out in Assessment Module G (Unit Verification) regardless of design category or length. To put this into perspective, a narrowboat undergoing PCA will have to be inspected and the documentation certified by the Notified Body even though it is design category D and normally self assessed in Module A. The same rule applies to a sportsboat that if assessed by the manufacturer or his authorised representative for design category C again would use Module A because most are under 12 metres hull length. The second-hand or existing vessel may be required to undergo testing for noise levels and internal combustion engine emissions. This will have an impact on the price and the technical requirements may prove an insurmountable obstacle to compliance without changing the machinery. It is not true that boats brought in as personal imports for private use are exempt. Nor is it true that if a boat is not sold for a period of five years, it becomes exempt. No legal status is acquired through passage of time. It is totally acceptable for the compliance inspections and the production of the Technical File to be assigned to a competent third party. This could be a surveyor or a specialist consultancy for

the RCD. Such organisations will have a library of up-to-date ISO standards as provided on this disk and will have considerable experience in applying equivalent alternatives where ISO standards cannot be reasonably applied. They will be able to offer realistic practical solutions to non-conformities and be able to produce a concise and compliant Technical File. An advanced service can also extend to the surveyor or consultancy being named on the Declaration of Conformity thereby assuming full responsibility for compliance.

Part 21 THE CE MARK Annex IV of the Directive is the CE mark. The mark must be reproduced in accordance with the following form;

If the marking is reduced or enlarged, the proportions given in the above graduated drawing must be respected. The various elements of the CE marking must have about the same vertical dimension, which shall not be less than 5 mm. The CE mark is usually incorporated in the Builder’s plate. The CE mark is followed by the identification number of the Notified Body, where such a third party has been involved with the control of production.

Part 22 EXEMPTIONS AND LABELS The following are excluded from the Directive: a) craft intended solely for racing, including rowing racing boats and labelled as such by the

manufacturer.

b) canoes, kayaks, gondolas & pedalos.

c) sailing surfboards.

d) surfboards including powered surfboards.

e) original, and individual replicas of, historical craft designed before 1950, built predominantly

with the original materials.

f) experimental craft, provided they are not subsequently placed on the Community market.

g) craft or engines built for own use, provided they are not subsequently placed on the

Community market during a period of 5 years.

h) craft intended for commercial purposes

i) submersibles.

j) air cushion vehicles.

k) hydrofoils.

l) steam powered craft, fuelled by coal, coke, wood, oil or gas.

m) original and individual replicas of historical propulsion engines, which are based on a pre-

1950 design and fitted in craft referred to in e) or g).

The exemption for ‘Racing Boats’ and ‘Historical craft’ requires them to be labelled as such. A builders, label or plate as follows would satisfy this requirement.

ABC Boatyard This craft is intended solely for

racing and is outside the scope of the EU Directive 94/25/EC for the

Construction of Recreational Craft

RACING CRAFT

Sun HISTORICAL CRAFT

ABC Boatyard beam class Historical