11.11 Mobile Devices

▪for rockets, the ejection height

▪Misfired or faulty pyrotechnics

and flight stability may be affected,

should not be returned with TEPs. Where pyrotechnics are suspected of being in a dangerous condition, the Gardaí should be notified.

▪red flares can fade and therefore

may not be recognised as a distress signal.

▪TEPs should be contained in a

paper or plastic bag which in turn should be stored in a strong cardboard box.

Expiry dates are set to ensure that pyrotechnics will still perform to the stringent specified quality standards at the end of their official lifetime. The life of the product allows for a performance safety margin so that even if storage conditions are not optimum, the distress signals will still meet the approval bodies’ performance specifications.

▪When transporting TEPs,

packages must be securely stowed to prevent movement during transport. No matches or other goods should be carried in the vehicle.

▪There should be no smoking when

handling or transporting TEPs.

In date flares should be stored on board in a waterproof, buoyant container.

Any queries concerning TEPs should be addressed to the Marine Survey Office at email MSO@transport.gov.ie.

Safe disposal

Out of date flares must be disposed of carefully. Marine Notices are issued from time to time in relation to the safe disposal of time expired pyrotechnics (TEPs), for example Marine Notice No. 13 of 2000 as amended in September 2022. Individuals or organisations may bring TEPSs to certain chandlers, as listed in the Marine Notice, noting the following points:

11.11 Mobile Devices

A mobile phone should not be relied on as the primary method of contacting the emergency services. Having said that, it is recommended that all vessels operating on inland lakes and waterways as well as in coastal waters carry a fully charged mobile phone contained in a watertight storage bag or casing. The mobile phone should at all times be fully charged and the signal strength and the charge indicator of the mobile phone should be regularly checked while the vessel is under way.

▪Expired pyrotechnics should

be handled with due care and diligence. Avoid any action that might cause fire or explosion.

Appendices

Appendix 1

While the complete rulebook forms a large and detailed publication, there are a number of condensed versions available specifically tailored for the recreational boat user. Recreational craft operators should familiarise themselves with some of the rules and regulations so there will be no hesitation on their part, when a possible risk of collision arises.

The International Regulations for Preventing Collisions at Sea (COLREGs)

▪Collision avoidance rules

▪Navigation lights

▪Sound signals

▪Distress signals

▪Life Saving signals

▪As a general rule, power gives

way to sail. But sailors must be reasonable - don’t expect large, less manoeuvrable vessels under power to give way.

The International Regulations for Preventing Collisions at Sea, COLREGs, govern the interaction of vessels on the water, and apply to all recreational craft at sea and on waters navigable by sea-going vessels. The Regulations also apply to sections of our inland waterways.

▪All small craft should give large

vessels a wide berth.

▪In narrow channels, keep to the

right (starboard). If plenty of distance separates two passing boats, there is no need to deliberately alter course to pass to the right of the other boat.

The Regulations govern the following:

▪Response of vessel in any

▪In a head-on approach to another

condition of visibility.

boat, always alter course to the right (starboard) and never to the left (port).

▪Response of vessels in sight of one

another.

▪Conduct of vessels in restricted

▪When two boats are crossing, the

visibility.

boat on your right (starboard) has the right of way – you should keep clear, by either altering course or slowing down, to pass astern of the other vessel.

▪Light and shapes to be carried by

various craft.

▪Sound and light signals between

craft.

▪If you have the right of way, be

▪Positioning of lights and shapes on

predictable – keep your course and speed consistent.

board.

▪Frequencies of sound signals.

▪Don’t push your luck by forcing

▪Distress signals.

your ‘right of way’. You should do whatever is necessary to avoid a collision.

▪In crowded areas such as

▪a vessel of less than 20 metres

approaches to jetties, marinas and moorings, be aware of other vessels manoeuvring as very often their movements can be unpredictable.

in length or a sailing vessel shall not impede the passage of a vessel which can safely navigate only within a narrow channel or fairway.

▪Maintain a proper lookout at all

▪a vessel engaged in fishing shall

times and in all directions. Craft under sail should regularly check the area ”below” or to lee of them where visibility is obstructed by the vessels sails.

not impede the passage of any other vessel navigating within a narrow channel or fairway.

▪a vessel shall not cross a narrow

channel or fairway if such crossing impedes the passage of a vessel that can safely navigate only within such channel or fairway.

▪Craft should at all times proceed

at a safe speed, considering weather conditions, traffic density, visibility, depth of available water and the crafts manoeuvring qualities.

▪in a narrow channel or fairway

when overtaking can take place only if the vessel to be overtaken has to take action to permit safe passing, the vessel intending to overtake shall indicate her intention by sounding the appropriate signal prescribed in the Rules.

Collision Prevention

A number of the collision prevention rules are included below.

Narrow channels – Rule 9 Rule 9 sets out requirements in relation to the navigation of narrow channels. This is particularly important in river estuaries and narrow buoyed channels that are frequented by both large commercial vessels and recreational craft. Among the requirements are the following:

▪a vessel nearing a bend or an

area of a narrow channel or fairway where other vessels may be obscured by an intervening obstruction shall navigate with particular alertness and caution and shall sound the appropriate prescribed signal.

▪a vessel shall avoid anchoring in a

narrow channel.

▪a vessel proceeding along the

course of a narrow channel or fairway shall keep as near to the outer limit of the channel or fairway which lies on her starboard side as is safe and practicable.

Sailing Vessels – Rule 12 When two sailing vessels are approaching one another, and at risk of collision, one of them shall keep out of the way of the other as follows:

i. When each has the

wind on a different side, the vessel that has the wind on the port side shall keep out of the way of the other. This is commonly known as the starboard rule.

ii. When both vessels have

the wind on the same side, the vessel that is to windward shall keep out of the way of the vessel that is to leeward. That is the boat closest to the wind keeps out of the way of the other.

iii. If a vessel with the wind

on the port side sees a vessel to windward and cannot determine with certainty whether the other vessel has the wind on the port or the starboard side, it shall keep out of the way of the other.

For the purpose of this Rule the windward side shall be deemed to be the side opposite to that on which the mainsail is carried.

Rules 16 and 17 concern actions by give-way and stand-on vessels respectively. In summary, the give-way vessel shall take early and substantial action to keep well clear; the stand-on vessel shall keep its course and speed but may take action to avoid collision if the give way vessel is not acting correctly.

Head-on Situations – Rule 14 (a) When two power-driven vessels are meeting on reciprocal or nearly reciprocal courses and at risk of collision, each shall alter its course to starboard and pass on the port side of the other.

Appendix

(b) Such a situation shall be deemed to exist when a vessel sees the other ahead or nearly ahead, and by night can see the masthead lights of the other in line or nearly in line and/ or both sidelights, and by day can observe the corresponding aspect of the other vessel.

Figure from page 198

(c) When a vessel is in any doubt as to whether such a situation exists it shall assume that it does exist and act accordingly.

Navigation Lights Navigation lights must be displayed on boats operating between sunset and sunrise and must also be used in daylight hours during periods of restricted visibility. The types of light required are determined by the boat type and their activity. They indicate the length of boat, the direction of travel or if they are anchored.

Note: For sailing vessels see Rule 12.

Rule 20 of the Collision Regulations requires that lights prescribed shall, if carried, be exhibited from sunset to sunrise and from sunrise to sunset in restricted visibility, and may be exhibited in all other circumstances when it is deemed necessary.

Crossing Situations – Rule 15 When two power-driven vessels are crossing and at risk of collision, the vessel that has the other on its starboard side shall keep out of the way and shall, if circumstances permit, avoid crossing ahead of the other vessel.

Rule 21 provides definitions of

Rule 22 provides for lights to be visible at minimum ranges on a dark night with a clear atmosphere. These are summarised in the following Table.

Table - Visibility of Vessel Lights

Minimum light visibility (nm) for vessel length (m) (White, red, yellow, green).

	50 m and greater	Between 12 m and 50 m	Less than 12 m
Masthead	6 nm	5 nm*	2 nm
Sidelight	3 nm	2 nm	1 nm
Stern light	3 nm	2 nm	2 nm
Towing light	3 nm	2 nm	2 nm
All round light	3 nm	2 nm	2 nm

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

Light Combinations The term “under way” in relation to a vessel is used to describe a vessel that is not at anchor or made fast to the shore or aground.

D. Power driven vessels under way

shall carry a masthead light forward and a second masthead light abaft of and higher than the forward one; except that a vessel of less than 50 metres in length may, but is not obliged, to carry the second light. Vessels underway shall carry sidelights and a stern light. (From a big ship mariner’s point of view on the high seas, the vertical configuration for smaller craft needs to be considered as it lessens the possibility of obstruction by sails or the sea when the vessel is heeled. In harbours or off the coast with background lights, this configuration can sometimes lead to confusion).

A. A sailing vessel under way shall

exhibit sidelights and a stern light.

B. Sailing vessels may, in addition,

carry an all-round red light above a green light.

E. Power driven vessels of less

C. A sailing vessel of less than 20

than 12 metres in length may, in lieu of lights as in (A) carry an all-round white light and sidelights; the latter may be combined in one lantern.

metres in length may combine sidelights and stern lights in a tricolour masthead light (but not with vertical lights as in B above).

F. A vessel at anchor shall carry

H. A vessel not under command

one all-round white light in the fore part of the vessel and a second light at or near the stern and at a lower level than the forward light, except that a vessel of less than 50 metres in length is not required to carry the second light. A vessel of less than 7 metres in length is not required to show anchor lights unless in or near a narrow channel, fairway or anchorage.

shall exhibit two all-round red lights and two balls or similar shapes in a vertical line and, if making way through the water, sidelights and/or stern light.

I. A vessel restricted in its ability

to manoeuvre shall exhibit three all-round lights in a vertical line. The highest and lowest lights shall be red and the middle light shall be white. If making way through the water, sidelights, masthead lights and a stern light shall also be shown.

G. A vessel aground shall show

two all-round red lights in a vertical line and three balls in a vertical line in addition to anchor lights.

J. A vessel trawling for fish shall

L. A vessel, when towing, shall

exhibit two all-round lights in a vertical line, the upper being green, the lower white and in addition, when making way through the water, side lights and a stern light.

exhibit two masthead lights in a vertical line (three if the tow exceeds 200 m), sidelights, a stern light and a towing light in a vertical line above the stern light.

Rule 28 A vessel constrained by draught may exhibit three vertical allround red lights in a vertical line or a cylinder in addition to the navigation lights prescribed for power-driven vessels in Rule 23.

K. A vessel, when fishing other

than trawling, shall exhibit two all-round lights in a vertical line, the upper being red, the lower white and, when making way through the water, sidelights and a stern light.

Figure from page 202

Sound Signals Sound signals may be used to indicate a vessel’s position or movement at night or in restricted visibility by day. You may never need to use sound signals but you should be able to recognise their meanings. There are a number of definitions that operators should be familiar with as follows:

‘I am altering my course to starboard.’

(Single short blast)

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

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

Whistle - Any sound signalling appliance capable of making ‘short’ or ‘prolonged’ blasts.

Figure from page 203

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

Vessels in a narrow Channel should signal their intentions using the following:

‘I intend to overtake you on your starboard side.’ (Two prolonged and one short blast).

Short blast – a sound blast of about 1 second duration

Prolonged blast – a sound blast of 4 to 6 seconds duration

‘I intend to overtake you on your port side.’ (Two prolonged and two short blasts)

Manoeuvring and warning signals – Rule 34 Craft that are within sight of each other may signal their manoeuvring intentions by the following sound signals (Whistle signals may also be supplemented by light signals using the same code):

Response of vessel about to be overtaken indicating its agreement.

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

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

Appendix

Category of vessel	Interval	Signal
Power driven under way, making way	Not more than 2 minutes
Power-driven under way, stopped and making no way through water	Not more than 2 minutes
Not under command	Not more than 2 minutes
Restricted manoeuvring, constrained by draught	Not more than 2 minutes
Sailing vessel (not using power)	Not more than 2 minutes
Vessel engaged in fishing	Not more than 2 minutes
Vessel towing or pushing another vessel (If not rigidly connected)	Not more than 2 minutes
A vessel towed or if more than one vessel is towed, the last vessel of the tow, if manned	Not more than 2 minutes
Pilot vessel on duty – gives appropriate signals as above and may sound an identity signal H, i.e. 4 short blasts
Vessel at anchor (under 100 m length) bell	5 seconds at intervals of not more than one minute
Vessel at anchor (length of 100 m or more) bell, 5 secs/min followed by gong from aft, 5 secs/min

Category of vessel	Interval	Signal
Vessel at anchor may give warning to approaching vessel, if possibility of collision
Vessel aground: as at anchor preceded and followed by 3 distinct bell strokes
Vessel less than 12 metres in length may make the appropriate signals given above but, if it does not, must make some other efficient sound signal at intervals of not more than 2 minutes

Signals to Attract Attention – Rule 36

When vessels are in sight of each other and there is some doubt as to the intentions or actions of the other, or there is some doubt as to whether sufficient action is being taken to avoid collision, the vessel in doubt should indicate by giving at least 5 short and rapid blasts on the whistle. This may be supplemented by a light signal of at least five short and rapid flashes.

If necessary to attract the attention of another vessel, any vessel may make light or sound signals that cannot be mistaken for any signal authorised elsewhere in the Collision Regulations, or may direct the beam of its searchlight in the direction of the danger, in such a way as not to embarrass any vessel. Any light to attract the attention of another vessel shall be such that it cannot be mistaken for any aid to navigation. For the purpose of this Rule, the use of high intensity intermittent or revolving lights, such as strobe lights, shall be avoided.

A vessel nearing a blind bend in a channel or fairway shall sound one prolonged blast. A vessel on the other side of the bend answers with a similar prolonged blast.

Note: In the context of Rule 36, acceptance of the use of a white hand-held flare is implied.

Distress Signals – Rule 37 Rule 37 refers to distress signals. The following are internationally recognised signals to indicate distress and the need for assistance:

▪The International Code Signal

of Distress indicated by N.C. (November, Charlie).

▪Radiotelephone alarm signal.

▪Signalling by radio telegraphy or

by any other method consisting of the group SOS (●●● … ●●●) in the Morse Code.

▪Red Rocket Parachute or hand-

held flare.

▪Signals sent by radio telephony

▪A signal consisting of a square flag

consisting of the spoken word MAYDAY said 3 times.

having above or below it a ball or anything resembling a ball.

▪The continuous sounding of any

▪A gun or other explosive signal

fog signalling apparatus.

fired at intervals of about a minute.

▪Signals transmitted by a distress

beacon (an Emergency Position Indicating Radio Beacon – EPIRB).

▪Rockets or shells, throwing red

stars fired one at a time at short intervals.

▪Orange coloured smoke signal.

▪Slowly and repeatedly raising and

▪Flames on a vessel – e.g. from a

lowering outstretched arms to each side.

burning tar or oil barrel.

▪Approved signals transmitted by

▪A ship-to-shore distress alert

radio communication systems, including survival craft radar transponders.

transmitted by the ship’s INMARSAT or other mobile satellite service provider ship earth station.

Attention is drawn to the relevant sections of the International Code of Signals, the International Aeronautical and Maritime Search and Rescue Manual, Volume III and the following signals:

▪Signals transmitted by SART.

▪A distress alert by means of

selective calling (DSC) transmitted on:

(i) VHF channel 70, or

(a) a piece of orange-coloured

(ii) MF/HF on the frequencies 2187.5 kHz, 8414.5 kHz, 4207.5 kHz, 6312 kHz, 12577 kHz or 16804.5 kHz.

canvas with either a black square and circle or other appropriate symbol (for identification from the air);

(b) a dye marker.

Morse code signal by light.

R T

OR

Flashing landing or navigation

lights on and off twice.

OR

➤

Rocking wings.

➤

Message Not Understood – Repeat.

OR

➤

➤

Drop a message.

➤

ICAO/IMO Visual Signals	V	X	N Y	➔
Message	Require assistance	Require medical assistance	No or negative Yes or affirmative	Proceeding in this direction

Note: Use International Code of Signal

Appendix 2

GMDSS on a voluntary basis.

To voluntarily participate in the GMDSS and voluntarily install GMDSS marine band operating radio equipment on board a recreational craft, the vessel must obtain a ship radio licence which allows the licenced vessel to operate without causing interference on maritime radio frequencies. The licence details the frequency bands on which the vessel’s radio or radio navigational equipment may operate.

Appendix

Guidance notes on Radiocommunications

Who Should Carry a VHF? The installation of marine radio transmitting equipment is voluntary for vessels such as recreational craft. However, it is recommended that all recreational craft capable of carrying either a fixed radio or portable VHF radio should do so.

Are there licensing requirements? A Ship Radio Licence is required for any vessel fitted with a VHF Radio and a qualified marine radio operator must be on board the vessel to operate the radio equipment.

What Certification is required to operate a VHF radio? It is a requirement for the issue of a ship radio licence that a qualified marine radio operator is on board to operate the radio equipment for the GMDSS sea area in which it is intended to operate.

If the owner of a recreational craft installs marine band radio transmitting equipment on board, then the use of the radio spectrum (frequencies) by this radio transmitter requires a ship radio licence to ensure the installation complies with the International Telecommunication Union (ITU) Radio Regulations and Irish national legislation.

Two types of marine radio operator certification are available for the majority of recreational craft in Ireland:

▪The Short Range Certificate (SRC)

for recreational craft/vessels limited to operate in Sea Area A1, approximately within 30 nautical miles of a Very High Frequency (VHF), Digital Selective Calling (DSC) equipped coastal radio station.

The International Telecommunication Union (ITU) and International Maritime Organization (IMO) have established a worldwide system of radio communication for distress and safety, the Global Maritime Distress and Safety System (GMDSS). The ITU and IMO have agreed that non- SOLAS vessels, such as recreational craft, may participate within the

▪The Long Range Certificate (LRC)

for recreational craft operating beyond 30 nautical miles of a VHF DSC equipped coastal radio station.

Irish Maritime Radio Licence System - IMRAD In accordance with the ITU Radio Regulations and the Wireless Telegraphy and Communications Regulation Acts, all vessels on which radiocommunications equipment of any type is installed, including handheld VHFs and EPIRBs, must have a Ship Radio Licence on board before the vessel proceeds to sea.

Where to get Certification? Marine radio operator course providers organise courses country wide and further information on recognised course providers is available on the Department of Transport’s website www.seafarers.ie. The trained marine radio operator is competent to operate the onboard radio installation during distress and safety communication incidents without causing interference and is trained in the GMDSS relevant to the type of vessel on which they will operate.

An online ship radio licence and EPIRB registration system is in place, which consolidates multiple information sources into a single database that is relied upon by the Irish Coast Guard to identify and contact vessels in the event of a distress alert. The Irish Maritime Radio Licence System (IMRAD) website https://www. irishmaritimeradiolicencesystem. gov.ie also includes related guidance information, FAQs, useful documents, User Guidance Videos and links to assist the application process.

The marine radio operator course will provide the recreational craft owner with the knowledge of the GMDSS and marine radio operator practice and enable a person to make an informed decision regarding the marine radio equipment it may be appropriate to install on board their vessel on a voluntary basis. The ship radio licencing application process and other relevant information particular to Ireland are also part of the SRC or LRC course.

When a Radio Licence application has been approved, a Radio Call Sign and Maritime Mobile Service Identity (MMSI) number will be issued to the applicant for each individual licence. This uniquely identifies each vessel and its radio equipment. All marine band radio transmitting equipment must have its transmissions identified either using a radio callsign by voice or other electronic identity such as a Maritime Mobile Service Identity (MMSI). The MMSI number must be programmed into any VHF DSC

A Ship Radio Licence is available via the Irish Maritime Radio Licence System (IMRAD) and covers fixed set VHF Radios, Handheld Radio, EPIRBS and AIS systems that may be fitted to a vessel. (Regarding IMRAD, refer to Marine Notices Nos. 70 and 81 of 2022).

What type of radiocommunications equipment should I install on recreational craft? If a recreational craft owner decides to participate in the GMDSS, they should fulfil the functional requirements that relate to the sea area of operation. A Marine Radio Operator Course will provide the recreational craft owner with the knowledge of the GMDSS to make an informed decision on the type of radio equipment to install.

equipment or EPIRB, if fitted, by the installation engineer. Radio equipment programmed with the maritime identities (callsign and MMSI) of one vessel may not be used from another vessel.

Appendix

It should be noted that initially, on acceptance of the application into IMRAD, a callsign and MMSI are temporarily provided. This does not indicate a ship radio licence application has been completed or approved. It is only on the issue and receipt of the official individual ship radio licence document that the ship radio licencing process is completed. The ship radio licence document should be retained on board the vessel for inspection where possible. The temporary call sign and MMSI are provided to allow encoding of marine radio equipment, such as an EPIRB, to fully complete the application process.

As the fitting of radio equipment on recreational craft is voluntary, the following Table provides guidance and recommendations only on the type of radiocommunications equipment that might be installed on different craft categories depending on the area of operation. The Table is for guidance only.

It should also be noted that Automatic Identification System (AIS), transponder and locator equipment operate on marine VHF band frequencies and will require inclusion in the ship radio licence application.

Sea Area Vessel Category	Category A – Ocean	Category B – Offshore	Category C – Inshore	Category D – Sheltered Waters
Sea Area radio range	A1 – approx. 30 nM
VHF	Fixed type- approved VHF Radiotelephony on Channels 16, 13, 6	Fixed type- approved VHF Radiotelephony on Channels 16, 13, 6	Fixed type- approved VHF Radiotelephony on Channels 16, 13, 6	Fixed type- approved VHF Radiotelephony on Channels 16, 13, 6
Handheld VHF	Handheld waterproof VHF with charging facility or spare batet ry in waterproof container	Handheld waterproof VHF with charging facility or spare batet ry in waterproof container	Handheld waterproof VHF with charging facility or spare batet ry in waterproof container
VHF Digital Selective Calling (DSC)	VHF DSC on Channel 70	VHF DSC on Channel 70	VHF DSC on Channel 70
EPIRB/PLB	Type-approved EPIRB or PLB	Type-approved EPIRB or PLB	Type-approved EPIRB or PLB
Search and Rescue Transponder (SART)	Type-approved SART	Type-approved SART
NAVTEX	NAVTEX receiver	NAVTEX receiver

Sea Area Vessel Category	Category A – Ocean	Category B – Offshore	Category C – Inshore	Category D – Sheltered Waters
Sea Area radio range	A2 (30 – 200 nM from Coast Radio Station, coverage of a MF DSC equipped Coast Station)
MF or RMSS	MF DSC 2187.5 kHz or INMARSAT Ship Earth Station, eg. Satcom C, Satcom M, Mini-M or Iridium equivalent	MF DSC 2187.5 kHz or INMARSAT Ship Earth Station, eg. Satcom C, Satcom M, Mini-M or Iridium equivalent
Sea Area radio range	A3 (>200 nM, beyond the coverage of a MF DSC equipped Coast Station)
MF	MF DSC 2187.5 kHz	MF DSC 2187.5 kHz
RMSS (recognised mobile satellite service)	INMARSAT Ship Earth Station, eg. Satcom C, Satcom M, Mini-M or Iridium equivalent	INMARSAT Ship Earth Station, eg. Satcom C, Satcom M, Mini-M or Iridium equivalent
GPS/GNSS	Position updating to DSC and RMSS, INMARSAT/ Iridium equipment	Position updating to DSC and RMSS, INMARSAT/ Iridium equipment

Radio equipment specifications All radiocommunications equipment installed on recreational craft must meet the technical and legislative standards as set out in the European Union Radio Equipment Directive (RED) and the Marine Equipment Directive (MED).

Figure from page 213

Equipment must have the CE mark to show compliance with the Directives. Equipment manufactured to the higher Marine Equipment Directive standards is also acceptable.

Note: Radiocommunications equipment manufactured in the US, which does not meet these standards, will not be accepted and will not be licensed in Ireland.

Calculation of VHF Range VHF range is generally regarded as line of sight. The key factors in determining VHF range are:

a. Height of antennas,

b. Power output,

c. Propagation conditions.

Appendix 3

There are six types of marks under the IALA System A:

Appendix

Buoyage

1. Lateral.
2. Cardinal.
3. Isolated Danger.
4. Special.
5. Safe Water.
6. Emergency Wreck Marking.

Coastal Water Schemes

Buoyage Types Buoyage used in Irish Coastal Waters is International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA) Region A. Under this system, boats proceeding up a marked or buoyed channel from sea must always have their starboard side to the green buoys. Other countries may have a different system.

1. Lateral Marks

These are used to indicate the port (left) and the starboard (right) sides of the channels when travelling in the Direction of Buoyage, that is into port from seaward.

Port-hand marks are coloured red and the basic shape is cylindrical (can) for buoy (and topmark when fitted). If lit, the light will be red and may have a rhythm. Such a mark would be on the port side of a vessel when travelling in the direction of buoyage.

Direction of Buoyage

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

Colour: Red

Shape (buoys): Cylindrical (can), pillar or spar

Entering Port Leaving Port

Topmark (if any): Single red cylinder

(can)

Lights: red when fitted may have any rhythm other than composite group-flashing (2+1) used on modified lateral marks indicating a preferred channel. Examples are:

Lights: green when fitted, may have any rhythm other than composite group-flashing (2+1) used on modified lateral marks indicating a preferred channel. Examples are:

Starboard-hand marks are coloured green and the basic shape is conical (and topmark when fitted). If lit, the light will be green on any rhythm. This mark would be on the starboard side of a vessel when travelling in the Direction of Buoyage. Examples are:

When marks are numbered, the odd numbers will lie on the starboard side and the even numbers will lie on the port, when travelling in the Direction of Buoyage. They are numbered from seaward.

2. Cardinal Marks

These are used to indicate the location of the best navigable water; to show the safe side on which to pass danger (rocks, wrecks, shoals, etc.) and to draw attention to a feature in a channel.

Colour: Green

Shape (buoys): Conical (cone), pillar or spar

To understand the meaning of a particular cardinal mark, the navigator must be aware of his or her geographical directions and, therefore, needs a compass to indicate where the best navigable water lies. The mark is placed in one of the four quadrants: north, south, east or west. If in doubt, consult the navigation chart for the waterway you are using.

Topmark (if any): Single green cone

point upwards

Figure from page 216

Appendix

North Cardinal Mark This has two cones pointing up. If lit, a north marker exhibits a continuous quick or very quick flashing white light.

The shape of a cardinal mark is not significant but, in the case of a buoy, it will be a pillar or spar. The most important daylight feature of the cardinal mark is the black double cone topmark and the four different arrangements that indicate the relevant direction from the mark.

Pass on the northern side of this mark.

Black and yellow horizontal bands are used to colour the cardinal marks. If lit, the mark will exhibit a white light of Quick Flash (= about 1 per second) or Very Quick Flash (= about 2 per second) characteristic. The rhythm of the light will indicate the particular quadrant of the mark.

East Cardinal Mark This has two cones pointing away from each other. When lit, an east mark exhibits a white light flashing in groups of three (3) quick or very quick flashes.

Pass on the eastern side of this mark.

South Cardinal Mark This has two cones pointing down. When lit, a south mark exhibits a white light flashing in groups of six (6) quick or very quick flashes followed by a long flash.

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

Isolated Danger Marks are not always positioned centrally over a danger and it is therefore advisable not to pass too close.

Pass on the southern side of this mark.

4. Special Marks

These are used to indicate a special area or feature, the nature of which may be found by consulting a chart or sailing directions.

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

The colour of the special mark is always yellow and the top mark is a single yellow X. If a light is fitted, it will be yellow and may have any rhythm not used for white lights, for example, FlY, Fl (4) Y.

Pass on the western side of this mark.

3. Isolated Danger Marks

Figure from page 217

has navigable water all around it. The colours are red and black horizontal stripes and the mark is, when practicable, fitted with a double sphere, vertically disposed, black topmark. If lit, the light will be white showing a group of two flashes.

Appendix

5. Safe Water Marks

strips. The topmark, which is fitted when practicable to pillar and spar buoys, is spherical and red. If lit, an isophase occulting or single long flashing white light is exhibited.

These are used to indicate that there is navigable water all around the mark. These marks can be used as a centre line, mid-channel or landfall buoy. The shape of the buoy is spherical, pillar or spar and is coloured with red and white vertical

Operators of vessels are cautioned that large commercial vessels may pass close by these marks.

6. Emergency Wreck Marking Buoy

Inland Waterways Schemes

Masters using inland waterways should exercise caution and refer to charts and navigation guides regularly to avoid confusion. Details of the principal marking schemes used on the Shannon, Erne and Lough Corrib waterways are provided below.

‘New Dangers’ should be appropriately marked using Lateral, Cardinal, Isolated Danger marks or by using the Emergency Wreck Marking Buoy. If the relevant Aid to Navigation Authority considers the risk to navigation to be especially high, at least one of the marks should be duplicated.

Information in relation to buoyage on other inland waterway systems should be obtained from the relevant responsible authority in advance of commencing any voyage.

Colour: Blue/Yellow vertical stripes, coloured in equal number and dimensions (minimum of 4 stripes and maximum of 8 stripes).

Shannon Navigation

Waterways Ireland has responsibility for the management, maintenance, restoration and development of a number of inland navigable waterways including the Shannon.

Topmark: Standing or upright yellow cross.

Shape: Pillar or Spar.

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

On the Shannon Navigation upstream of Shannon Bridge, Limerick, the buoyage system consists of red and green lateral marks. Downstream of Shannon Bridge, the IALA Region A system applies.

The Emergency Wreck Marking Buoy may be fitted with a RACON Morse Code “D” and/or an AIS.

Figure from page 219

Green marks are kept to your right (starboard) going upstream and into bays and harbours. Green topmarks are always square or rectangular. Perches and beacons often have a white arrow indicating the safe side. Marks (see Figure 1) can consist of:

Red marks are kept to your left (port) going upstream and into bays and harbours. Red topmarks are always round. Fixed (as opposed to floating) marks often have a white arrow indicating the safe-side.

(a) and (b)	Vertical stakes or perches with circular red or square/rectangular green topmarks. The stake itself may or may not be painted the same colour as the topmark. Stakes can be near the bank, in the reed margin, on a visible obstruction or out in the water-body. In some areas a topmark is fitet d to the top of a cairn of stones.
(c) and (d)	Large floating cagebuoys with circular red or square/rectangular green topmarks and ofet n a large letet r or number which can be related to the navigation charts. Buoy body painted same colour as topmark.
(e) and (f)	Small cone-shaped floating buoys with circular red or square/ rectangular green top marks. Buoy body painted same colour as the topmark.
(g) and (h)	Red or green painted floating cans or drums with a topmark.
(i) and (j)	Red circles or green squares/rectangles painted on the piers of a bridge to indicate the navigation arch or arches. (Showing “safe- side” arrows)

(a)

(c)

(e)

(g)

Upstream & into bays and harbours

(i)

Figure 1 – Shannon Navigation Marks

Note: You must remain aware of the direction of travel relative to the direction of the buoyage system (up/ downstream, into/out of harbours and bays) to avoid confusion at “middle ground” situations and refer to your navigation guide. Such situations occur (mainly on the larger lakes) where there are safe channels either side of an obstruction and one or more pairs of red and green buoys or stakes will be used in seemingly the reverse sense to mark the problem area. Do not go between the Red/Green pairs in this situation but follow the basic rules keeping red marks to your left going upstream or green marks to your right. See Figure 2.

gauge is located 100 metres or more from the bridge so that it provides time and space for the master of the boat to assess the available airdraft (headroom) under the bridge versus the known air-draft of their boat (the height of the boat above the waterline). On the Shannon Navigation, the air-draft is either affixed to a navigation marker or is placed on a pole/spar along the side of the riverbank.

Appendix

In the example below, the air-draft gauge is affixed to a starboard hand navigation marker approximately 100 metres from the bridge. In the photograph, the available air-draft under the bridge is approximately 4.65 metres. If the water level rises, then the air-draft will read less, meaning that there is less head room for a boat to pass under the bridge. If the water level drops, the air-draft will read more, meaning that there will be more head room for a boat to pass under the bridge.

Warning: Marks can become discoloured and misshapen over time by a combination of weather, collision damage, bird droppings, weed growth, etc., thereby disguising their appearance. It can be quite hard to see the small markers, and to distinguish colours, when visibility is poor because of cloud, darkness, rain or the sun in the wrong direction.

Figure from page 222

Air-draft gauge: Bridges on the Shannon Navigation and Shannon- Erne Waterway are provided with air-draft gauges to assist masters of vessels with assessing whether their boat will be able to pass safely under the bridge that they are approaching. Air-draft in relation to a bridge is the headroom/distance from the waterline to the underside of the bridge. Generally, the air-draft

Erne Navigation

Many of the Erne system marks are numbered and the numbers can be referenced to the navigation guide.

On the Erne navigation the marking system consists mainly of stakes with red and white painted top-marks. The top marks are semi-circular in shape and mounted so that the flat edge of the semicircle is horizontal, either at the top of the mark or at the bottom. Both faces of the semi-circle are painted - the red half of each face denotes the hazardous side of the mark and white denotes the safe side.

Shannon-Erne Waterway

The Shannon Navigation system of red and green lateral marks is used on the Shannon-Erne Waterway from Leitrim to the middle of the summit level (Lough Scur) at a point just west of Keshkerrigan. From this point east to the Erne, the waterway uses the Erne marking scheme.

Corrib Navigation

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

The navigation system on Lough Corrib follows the IALA Region A system:

Marks (see Figure 3) can consist of:

▪RED - a cylindrical (can) shaped

mark to port,

(i) Marks with the horizontal edge

▪GREEN - conical (cone) shaped

at the bottom are left (port) hand marks going upstream.

mark to starboard.

(ii) Marks with the horizontal edge

at the top are right (starboard) hand marks going upstream.

(iii) Middle grounds are denoted

by red diamond shaped marks. Do not pass between pairs of middle ground marks.

Upstream into bays & harbours

(i) (ii) (iii)

Figure 3 - Erne System Marks

Appendix 4

Danforth

Figure from page 224

Appendix

Anchoring, Stability and Boat Handling

Anchoring

Anchoring is an essential element of seamanship and all operators must be familiar with the procedure and carry the proper equipment on board. Anchoring is done for two principal reasons:

▪For recreational purposes such as

Commonly used, it has two pivoting flukes that dig into the bottom. The Danforth can be made of either steel or high-strength aluminium. It offers good holding in mud or sand, but has a tendency to pull out of a bottom covered with weeds or grass because it often only lies on the top of such vegetation. It will hook into rocks, but may be difficult to get free; it may also bend or break when so hooked. It has the advantage of stowing flat on deck.

fishing, swimming or an overnight stay.

▪As an emergency action, to

prevent running aground in bad weather or as a result of engine failure.

The object is to secure the boat to the bottom in such a manner that it will not pull free in any anticipated weather conditions. Anchoring is a safe, simple and speedy operation provided a number of basic guidelines are followed. The equipment needed for anchoring consists essentially of an anchor and rode, which may be either line or chain, with shackles to join the various segments.

Plough Anchor

Figure from page 224

Anchors There are many types of anchors and new designs appear from time to time. Some examples of the most widely used are as follows:

Folding Anchor

Figure from page 225

The plough anchor is very effective because it has sufficient weight to enable its fluke to dig into a variety of bottoms, but is awkward to stow on deck. It is popular with sailors and powerboaters whose craft have bow pulpits with rollers. On larger craft, it can be deployed and recovered remotely from the cockpit when combined with an electric windlass. There are a number of different manufacturers of Ploughs, in addition to the original CQR model.

Generally suitable only for the smallest of craft and deployment in moderate conditions. It has the advantage of folding closed when stored, rather like an umbrella, and is easily stowed on board.

The Fortress

The Bruce

Figure from page 225

Similar to the Danforth, the Fortress is a fluke style anchor. Fortress anchors are made of lightweight high strength aluminium magnesium alloy. This anchor is popular due to the fact that it is lightweight and can be dismantled for storage. Fortress anchors have greater holding power in mud because they can be adjusted from their standard 32° to a broad 45° fluke angle. While this type of anchor performs well in clay, sand and mud bottoms, if the bottom does not allow for digging in, such as hard

This anchor is much like the Plough, but has a fixed stock rather than one that pivots.

Advances in design have led to a new generation of multipurpose anchors such as the Rocna and Manson Supreme brands. Notable features are the roll bar, hardened tip and concave profile of the anchor fluke. The provision of a roll bar and skids allows the anchor to consistently present at the correct angle for setting into the seabed. The concave fluke profile provides for greater holding power and the hardened chisel point of the fluke allows the anchor to set correctly in mud, hard sand and sea weed. These anchors are resistant to wind and tide shifts. The sharp chisel tip combines with a very high weight on tip, which ensures an instant reliable set. The size of the units may create problems of storage on some existing anchor bow rollers.

or rocky, or weedy, then the flukes cannot bury and the anchor will not set.

Appendix

The Delta

The Delta anchor is a fixed shank plough, essentially a development of the CQR model. It has a superior holding power to the CQR. This type of anchor is heavier and bulkier than the Danforth model. It is considered effective as a general purpose anchor for sand, thick mud, weedy bottoms and sometimes rocky areas. However it holds poorly in soft mud and the Delta is found wanting on very hard compact sand, grass, weed and kelp. The Delta is large, fairly heavy and usually stowed in a ball roller.

The number and type of anchors for a particular craft should be largely determined by the size and intended cruising area of the vessel.

The Anchor Rode Connecting the anchor to the vessel is the anchor rode, which may be either a chain or synthetic rope. Ensure the anchor rode is correctly connected to the vessel in the first instance with the appropriate shackle. An advantage of chain is its weight adds to the holding power of any anchor and it is resistant to damage. However, it is heavy and difficult to use and stow. If the rode is comprised entirely of chain, it is generally necessary to

New generation anchors

the existence of other craft in the anchorage should all be considered in coming to a decision as to where to deploy an anchor.

have an anchor windlass to raise it. Furthermore, the weight of a sufficient length of chain may be a problem in the bow of a small craft, especially one with a sharp entry and limited buoyancy forward.

Shelter from the wind is important because calmer water will put less strain on the ground tackle. Consider any anticipated changes in wind direction and velocity. The composition of the bottom will affect the type of anchor you will use, assuming that you have a choice. Ideally, the water should be deep enough so you will not have to worry about sitting on the bottom at low tide. However, deeper water is not always better. The deeper the water, the longer the rode must be, and so the greater your swinging circle will be. Anchoring in water that, at its lowest, will be two or three times the draft of your boat, is a good practice if possible.

Line is favoured by many for anchoring because its elasticity absorbs the shock load when anchoring in moderate to heavy swells. Three-stranded twisted nylon is preferred over double-braid line because it stretches more. If you use line for your rode, a length of chain several metres long should be inserted just above the anchor to counteract against any chafing on rocks or coral. The weight of this chain also keeps the lower end of the rode down against the bottom, thereby making the pull on the anchor more horizontal. A swivel connection should be used between anchor and chain to assist in the proper setting and stowing of the anchor.

Approaching the Anchorage Ensure all anchoring equipment is ready for deployment prior to making an approach. If there are other boats in the anchorage you have selected, look for a place where you will have adequate swinging room. Estimate the swinging circles of the other anchored boats — note how the other boats are lying to any wind and current. Reduce speed and enter the anchorage on the same heading as boats already anchored, slowing even more as you approach your chosen spot.

Anchoring Procedures and Techniques

Selecting an Anchorage

Unless it is an emergency, the first step in anchoring is deciding where to lower your anchor. Do not anchor in a channel or the approaches to a channel. Refer to local charts and sailing instructions as a source of suitable anchoring locations.

Prevailing winds, bottom depth, bottom composition, tidal rises and

Setting the Anchor When you have reached just beyond where you want to anchor, check all headway and start a very slow backward movement — then, and only then, deploy your anchor. Continue to move astern slowly, as you pay out the necessary length of rode. The proper length is determined by the desired scope — the ratio of the length of the rode in use to the distance to the bottom of the water. Note that this is not just the depth of the water — it is the value plus the height of the bow above the surface. The depth of the water used in calculating scope is the greatest depth that will occur while anchored, that is, the depth at high tide. For calm conditions, a scope of five is generally satisfactory when using a line rode; when using chain, a scope of three works well. For expected bad weather, increase these values to as much as ten and seven respectively.

used) and the line made fast to a Samson post, anchor bitts or a cleat. When the rode is fully extended, apply a burst of reverse power to make sure that the anchor is holding.

Appendix

Take a series of bearings on shoreside marks for use as a reference as to your boat’s position and check them on a frequent basis to ensure your craft has not dragged her anchor.

Getting Underway When you are ready to leave your anchorage, go forward slowly, taking in the anchor rode by windlass or by hand as it becomes slack. Once the boat is positioned directly above, the anchor will break out of the bottom and can be recovered on board.

Dangers Involved in Anchoring

▪Where it is necessary to range out

anchor chain/line on deck prior to dropping an anchor, ensure it is flaked out in a safe manner and does not pose a hazard to crew. Be aware of the dangers to hands/fingers of chain running at speed out over rollers. Also when recovering line, ensure it is quickly and promptly stowed so as to avoid the risk of injury.

▪Always ensure an anchor line is

deployed over the forward end of a boat using a suitable stemhead roller or fairlead. This is essential to keep a craft’s head to the prevailing conditions.

It is helpful if the anchor line or chain is marked at regular intervals. When the proper length of rode has been let out, it should be removed from the anchor windlass (if one has been

▪Do not anchor by the stern.

Anchoring a small boat by the

stern may result in swamping and capsize. The transom area offers less freeboard than the bow and greater resistance to tide/weather. In a current, the force of the water can pull the stern under. The boat is also vulnerable to swamping by wave action. In addition, the weight of a motor, fuel tank or other gear in the stern increases the risk.

▪Excessive offset load, e.g.

crowding of persons to one side

▪Reduction of original stability due

to modifications (extra weight added high up in the structure)

▪Excessive water in bilges creating

a free surface effect

▪Flooding damage.

The ability of any boat to right itself is called stability. It should be evident that stowing gear and installing equipment on a boat requires consideration. Both should be as low in the boat as practical. It is an absolute necessity to make sure that neither can suddenly shift from one side of the boat to the other.

▪Anchor rodes should be secured

to a suitably strengthened cleat, Samson post or windlass, positioned as far forward in the boat as possible. Anchor lines should not be led aft within a boat, e.g. to Thwarts or seats, as to do so may result in the craft broaching into prevailing weather/tide conditions and being swamped.

Recreational craft designs built under the Recreational Craft Directive will have been assessed against an ISO stability and buoyancy standard. The essential requirements dictate that a boat must have appropriate buoyancy, stability and freeboard for the design category it is intended for. The Builder’s Plate mounted on the transom will include the boats maximum recommended load, indicated by the maximum number of persons and/or equipment. It is essential that craft are not overloaded.

▪When recovering an anchor on

small boats, take care to ensure the line is neatly and correctly stowed as it is brought on board. Do not allow it to foul items such as oarlocks, which may cause the boat to broach in the event of load coming on the anchor rode.

Stability

A boat may be subject to heeling forces from a number of sources, from which it must have the ability to right itself or suffer a capsize.

Typical forces include:

▪Forces generated by wind

▪Forces created by waves

The other point, the Centre of Buoyancy (CB), will be in the centre of the underwater portion of your boat, and it is through this that the upwardly acting buoyancy force acts.

While a boat floats at its mooring, there are two basic forces at work -

Appendix

▪gravity, a naturally downward

force that is trying to pull the boat toward the centre of the earth

and

When the CG and the CB are vertically aligned, the boat is level. When a boat is properly designed and constructed, with gear stowed correctly, the CG should always stay in the same place. The CB, however, will change position any time the boat begins to heel (list) because the amount and shape of the boat under water changes.

▪buoyancy, which effectively

moves a boat upward to the point equal to the weight of the amount of water the boat is pushing out of the way.

Looking at a cross-section of a boat’s hull, sitting level in the water, you can imagine two theoretical points.

The distance between the Centre of Gravity and the Centre of Buoyancy is called the Righting arm. The weight of the boat is pushing down at the CG and the weight of the water is pushing up at the CB. This situation creates a rotating force or motion that is called the righting moment.

The Centre of Gravity (CG) will be in the very centre of the entire hull space. The force of gravity can be considered to act through this point.

FIG. 1

	FI

seek professional advice before commencing.

As long as the upward force of buoyancy is able to return the boat to an upright position, the situation is called a positive righting moment (Fig. 2). In this situation CG is always within CB.

Boat Handling Hazards

Overloading This will reduce a boat’s freeboard and affect its handling abilities. Commonly it can result in capsize and sinking on smaller craft.

If for any reason, however, the Centre of Gravity should shift outside of the Centre of Buoyancy, it creates a negative righting moment and the boat is going to capsize. (Fig. 3)

Offset Loading Where the load is poorly distributed to one side it will result in reduced stability in one direction of heel, making the boat vulnerable to swamping due to reduced freeboard, and generally suffering from permanent list. Such a craft will have its handling characteristics adversely affected.

Negative righting moments occur due to the Centre of Gravity (CG) of a boat being raised above its design point as a result of -

▪Overloading,

▪Due to structural modifications

for which the craft was never designed, e.g. addition of wheelhouse, seating on top of existing wheelhouses, taller rigs, in mast furling, radar sets, etc.,

Poor Trim This will result in a boat sitting either too far down in the water at the bow or stern depending on where the weight is positioned. If too far forward, water will be taken over the bow and steering will be effected. If aft, there is the risk of swamping over the stern and handling will be affected.

▪Excess water in bilges or flooding

(Alters position of CG).

Besides careful stowing, boat handling may affect a boats stability, e.g. never run parallel to large waves in a boat that is overloaded or too small for the situation. As the waves cause the boat to roll from one side to the other, the positions of the CG and the CB are constantly changing. Even a relatively small change during the rolling, such as gear shifting or a passenger moving to the low side, will create a negative righting moment. Always think twice about any modification to your boat that raises its Centre of Gravity, and

Weight too High This will reduce stability and make the boat unstable. Always distribute weight as low as possible.

Swamping The rapid filling of a boat with water as a result of poor loading and/or wave action.

Appendix 5

Lifejackets provide face up in-water support to the user regardless of physical conditions.

Appendix

Personal Flotation Devices/ Lifejackets, Jacklines and Safety Harness

Buoyancy aids require the user to make swimming and other postural movements to position the user with the face out of the water.

Types of personal flotation devices (PFD/Lifejackets) The term personal flotation device (PFD) is an all-encompassing term, which covers all forms of lifejackets and buoyancy aids intended to help keep a person afloat in the water. These range from “CE” marked or “wheel marked” lifejackets through to “CE” marked buoyancy aids.

The following Table lists the different types of PFD/lifejackets with suggested guidance on selection and where they should be used. The Table is for guidance only. Persons must assess the risks appropriate to their area of operation and select personal flotation devices accordingly.

Type and Markings	Suggested Uses
International Standard: IMO SOLAS/EU Marine Equipment Directive	Lifejackets for seagoing ships. Intended primarily for use on seagoing ships under IMO (International Maritime Organization) rules. Use for abandoning ship. Not intended for everyday use as they are generally bulky and they need to be kept in good condition for use in abandon ship situations.
European Harmonised Standard: I.S. EN ISO 12402-2:2006 Old Standard: EN 399	For offshore use and by people who are using items of significant weight and thus require additional buoyancy. Also of value to those who are using clothing which traps air and which will adversely afef ct the self- righting capacity of the lifejacket. Designed to ensure that the user is floating with his/ her mouth and nose clear of the surface at an angle and with sufficient freeboard to limit mouth immersions in waves.

Type and Markings	Suggested Uses
European Harmonised Standard: I.S. EN ISO 12402-3:2006 Old Standard: EN 396	For swimmers and non-swimmers of any age. For general offshore and rough weather use. Turns most unconscious wearers face up in water. However, performance may be afef cted if the user is wearing heavy and/or waterproof clothing. May be suitable for use in tidal waters or when foul weather clothing is being worn and where the wearers may not be capable of helping themselves due to injury or exhaustion.
European Harmonised Standard: I.S. EN ISO 12402-4:2006 Old Standard: EN 395	For swimmers of any age. For use in relatively sheltered/calm waters and intended for those who may have to wait for rescue. Will not turn unconscious wearers face up in water (particularly when wearing heavy clothing). May be suitable in instances where the wearers remain capable of helping themselves. Whilst these PFDs may be less bulky than other types of PFDs, they should not be used in rough conditions or when there is wave splash.
European Harmonised Standard: I.S. EN ISO 12402-5:2006 Old Standard: EN 393	Only for good swimmers and for use near to a bank or shore where help is close at hand. Requires active participation of the user. Will not hold the face of an unconscious wearer clear of the water and does not have sufficient buoyancy to protect people who are unable to help themselves. May be suitable in circumstances where more bulky or buoyant devices could impair the user’s activity or actually endanger them. They have minimum bulk and cost, but they are of limited use in disturbed water and cannot be expected to keep the user safe for a long period of time. Not a lifejacket.

Type and Markings

Suggested Uses

Special purpose Lifejackets and buoyancy aids - performance levels 50-275 European Harmonised Standard: I.S. EN ISO 12402-6:2006

These are special purpose devices for specific needs that go beyond the requirements of the average user and those that rely on the skill, knowledge, special training and participation of the user. This should be stated clearly in the information supplied by the manufacturer of these items. For use when fire-fighting. They are also for use with personal watercraft (jet skis), water skiing or similar towed uses and are also used for white water rafting.

Appendix

It is essential that pleasure and recreational craft owners select PFDs that are suitable for the particular circumstances in which they will be used.

Before purchasing a PFD/ Lifejacket ensure:

1. The device is sufficient to give a person using it a positive buoyancy in waters which are likely to be encountered. Users should be aware that certain PFDs may not perform as well in extreme climate conditions, even if they are fully approved PFDs.

Note Irish Standard (I.S.) refers to National Standards which are used to ensure uniformity and minimum standards for products and services in Ireland. Only Irish manufacturers will have this prefix. Other European manufacturers will use their own country prefix instead of I.S.

2. PFDs may also be affected by other conditions of use, such as chemical exposure and welding, and may require additional protection, e.g. a protective layer, to meet the specific requirements of use. If the user intends taking a PFD into such conditions, the user must be satisfied that the PFD will not be adversely affected.

EuroNorm (EN) refers to Europeanwide standards that are used for ensuring the uniformity and minimum standards for products and services.

International Organisation for Standardisation (ISO) refers to International Standards that are used to ensure uniformity and minimum standards for products and services at an international level.

3. The device is appropriate to the body weight and chest girth of the person who is to wear it.

4. The device has on it the CE

conformity marking consisting of the initials “CE” taking the form of the specimen given in Annex II of Regulation (EC) 765/2008 of 9 July 2008 or the mark of conformity in the form of the symbol set out in Annex I to Council Directive 2014/90/EU of 23 July 2014.

▪night and day time operation

▪ease of use

▪type and buoyancy of clothing

worn

▪proximity to rescue services.

This Appendix attempts to deal with these issues and to highlight concerns and issues that should be considered in selecting a PFD/ lifejacket.

Please Note: Some inflatable PFDs come provided with crotch straps and others are sold with the crotch strap as an optional extra. To maximise the lifesaving potential of inflatable PFDs, it is recommended that a crotch strap (or leg straps) should always be worn, over the top of all clothing. For further details see Marine Notice Nos. 39 of 2013, 48 of 2015, 27 of 2016 and 32 of 2019.

Inflatable PFD/lifejackets such as those complying with I.S. EN ISO 12402-3:2006 (EN 396) and I.S. EN ISO 12402-2:2006 (EN 399) are lightweight and less restrictive and can be worn comfortably in both warm and cold weather. They can also be fitted with automatic inflation devices and may turn the wearer face upwards in the water, depending on the clothing worn.

Marine Notices are available on the Department of Transport website at www.gov.ie or from Maritime Safety Policy Division, Department of Transport, Leeson Lane, Dublin 2, D02 TR60 (marinenotices@transport.gov.ie).

It must be recognised that clothing traps air, which may result in a person not floating as would be expected. Clothing absorbs water, making a person heavier to support. The person may need to use a PFD with a higher performance standard to ensure that they self-right face up and their mouth and nose are kept sufficiently clear of the water.

Notes for selection of PFD/ Lifejackets

The selection of a PFD/Lifejacket is a complex issue and it is dependent on many factors such as:

If the wearer is at risk of entering the water in a disabled or unconscious condition, then the lifejacket should be fitted with both manual and automatic activation to ensure that the lifejacket will inflate automatically.

▪the area of operation for the

vessel

▪sea state

▪weather conditions

▪seasonal variations

Consideration should also be given to fitting personal flotation devices with lights. A lifejacket light can aid location and reduce the recovery or rescue time in bad visibility, day or night. These lights should comply with the EuroNorm standard EN ISO 12402-8:2006 (EN 394).

3. Every user should read the manufacturer’s instructions for wearing, maintaining and servicing a lifejacket, and be fully aware of how to activate and operate it.

4. PFDs must be serviced and maintained on a regular basis. Servicing of PFDs should only be carried out by manufacturers/ approved agents in accordance with the manufacturer’s instructions. Users should carry out regular safety checks prior to each use.

Figure from page 236

Figure from page 236

Guidance for correct use of PFD/Lifejackets

1. Inflatable personal flotation devices must be worn over all clothing and not underneath. This is to ensure that there is sufficient space for the device to inflate and that the wearer’s breathing is not restricted.

2. As a minimum, checks should include:

• Harness straps/stitching inspected and checked for damage/wear

2. PFD/lifejackets should be worn in the correct position on the torso as per the manufacturer’s instructions to prevent them from riding up above the wearer’s shoulders. Hold-down devices such as crotch straps or thigh straps can greatly assist in keeping the PFD in the correct position. Where supplied, thigh straps should be correctly fitted and adjusted.

• External lining inspected for wear/damage

• All buckles checked/adjusted as required

• All zips, buckles, fasteners, webbing straps and lights (if fitted) are functioning correctly

• Hold-down devices attached to the PFD, if fitted

• In the case of an inflatable PFD, the CO2 gas firing cylinder is firmly screwed into the inflation valve and has not been fired

Figure from page 237

Appendix

• Manual firing lanyard positioned for use if required

• Be aware of any marked expiry dates of the firing mechanism components.

6. PFD users should not use PFDs with expired components and should remove these PFDs from the boat. They should refer to an approved service agent if there are any concerns about a PFD.

7. Automatically inflatable PFD/ lifejackets, which operate by means of a soluble bobbin, may activate in error if left in a damp condition. When inflatable PFD/lifejackets are not being worn, they should be hung to dry vertically to ensure that all moisture drains away from the bobbin. Covers are available which reduce the problem of accidental inflation.

Please Note: Wearers must be aware of the legal requirements in relation to the wearing of PFDs and the penalties arising from noncompliance. For further details see Chapter 1 and Marine Notice No. 32 of 2019.

Jacklines and Safety Harnesses

Lifelines/Jackstays

Figure from page 237

8. Where PFDs are required to be carried on board a craft, it is recommended that they are stored in a readily accessible position which may save time in an emergency situation.

Offshore sailors will be familiar with jackstays or webbing straps that run fore and aft over most of the length of the boat to allow crew to complete most operations on deck, while remaining attached by their harness.

PFD/Lifejackets are available for babies.

Figure from page 238

There are a number of points to be aware of in relation to jackstays:

▪The more conventional type is

made from stainless steel wire, which has the tendency to get underfoot and trip crew members. On many yachts they have been replaced with a webbing strap, which has the advantage of not as readily tripping up crew members.

▪They are normally made from

Figure from page 238

polypropylene or blended synthetic fibres. The weakness they have is that they degrade with ultra violet light and weathering, and have been known to fail when a load is placed upon them.

▪They should be tested each

season. If in doubt, cut them in half and have them replaced with new ones, which are relatively inexpensive.

Appendix 6

Gale Warnings Gale warnings are issued by Met Éireann for Irish coastal waters, which are regarded as extending 30 nautical miles out from the coastline, and the Irish Sea or part thereof.

Weather, Sea States and Tides

Forecasts and Warnings

Met Éireann issues scheduled daily weather forecasts for small boats operating in Irish coastal waters and on inland lakes:

Gale Warnings are issued if winds of Beaufort Force 8 are expected and a Status Yellow Marine (Gale) warning will be issued. Strong Gale Warnings are issued if Beaufort Force 9 winds or frequent gusts of at least 52 knots are expected.

▪the Sea Area Forecast for 24

hours ahead with an outlook for the following 24 hours is issued by the duty forecaster in Met Éireann four times a day; at 00:00, 06:00, 12:00 and 18:00 local time with relevant Small Craft Warnings and Gale Warnings for the period. Details of the terminology used in the sea area forecast is available at https://www.met.ie/forecasts/ marine-inland-lakes/sea-areaforecast-terminology.

Storm Force Warnings are issued if Beaufort Force 10 winds or frequent gusts of at least 61 knots are expected and a Status Orange Marine (Gale) warning will be issued.

▪the Inland Lakes Forecast is issued

at 06:00 for the remainder of daylight hours and is updated at 13:00. This forecast covers Lough Derg, Lough Ree, Lough Corrib and Lough Mask, and Lough Key and Lough Allen.

Violent Storm Force Warnings are issued if Beaufort Force 11 winds or frequent gusts of at least 69 knots are expected and a Status Red Marine (Gale) warning will be issued. Hurricane Force Warnings are issued if Beaufort Force 12 winds are expected.

These forecasts include essential information on expected wind direction and wind strength, state of sea, wave height, sea temperatures, swell, visibility, and changes expected during the forecast period.

Check well ahead of your planned trip – you can get an idea of the changes in the weather pattern from the forecasts issued 24 hours or longer before you leave shore.

Small Craft Warnings

also sign up to receive emails of Weather Warnings on: www.met.ie/warnings/login

Small Craft Warnings are issued if winds of Beaufort Force 6 (22 knots) are expected in areas up to 10 nautical miles offshore.

▪National Radio – Sea Area

Forecasts are broadcast on RTE Radio 1 twice daily at approximately 06:02 and at 23:55.

Always check the weather

▪ National Television – Met Éireann provides weather bulletins on RTE 1.

for your location before

going afloat.

▪Coast Guard Radio:

▪IRCG Coast Radio Stations make

If in doubt, don’t go out.

a prior announcement of weather forecasts on Marine VHF Radio Channel 16 and then broadcast the forecast on the named relevant VHF Radio working channel. Sea Area Forecasts are broadcast every 3 hours beginning at 01:03 local time – i.e. broadcast times are: 01:03, 04:03, 07:03, 10:03, 13:03, 16:06, 19:03, 22:03 local time.

Weather forecasts can be obtained from the following sources:

Primary Weather Sources:

▪Met Éireann weather forecasts

and warnings are available on www.met.ie and on the Met Éireann App. Detailed 10-day forecasts for all locations in Ireland are available based on GPS location.

▪Gale Warning broadcasts are also

preceded by an announcement on Marine VHF Channel 16. They are broadcast on receipt and are repeated at the next one of the following times: 00:33, 06:33, 12:33 and 18:33 local time.

▪Sea Area Forecast – https://www.

met.ie/forecasts/marine-inlandlakes/sea-area-forecast

▪Inland Lakes Forecast – https://

www.met.ie/forecasts/marineinland-lakes/inland-lakes

Secondary Weather Sources:

▪Buoy Reports – https://www.

▪Harbour Offices and Marinas will

met.ie/forecasts/marine-inlandlakes/buoys.

post a copy of the current local sea area forecast on noticeboards, as will Yacht Clubs during sailing events.

▪Met Éireann weather warning

alert push notifications are available on the Met Éireann app. Tap Menu/My Warnings/Add. You can set up notifications for any county and warning type. You can

▪Marine Institute Weather

Buoys – https://www.marine. ie/site-area/data-services/realtime-observations/real-timeobservations.

height given when making visual observations of wave height).

▪Irish Lights MetOcean Charts

and Irish Lights Buoy List on X - MetOcean Charts (irishlights.ie).

Sea State (Descriptive)	Significant Wave Height (in metres)
Calm	0 – 0.1
Smooth (Wavelets)	0.1 – 0.5
Slight	0.5 -1.25
Moderate	1.25 – 2.5
Rough	2.5 – 4.0
Very rough	4.0 – 6.0
High	6.0 – 9.0
Very High	9.0 – 14.0
Phenomenal	Over 14.0

▪Navtex receivers on board provide

a printed forecast in addition to navigation information.

▪Meteoalarm provides extreme

weather alerts for Ireland and the rest of Europe (www.meteoalarm.org). The system uses colour coding to indicate the severity of the expected hazard. An explanation of the warnings categories and thresholds that apply in Ireland can be found at www.met.ie/ nationalwarnings.

▪A number of other websites are

available that specialise in giving information on marine weather. Some examples are given below:

Individual waves in the wave train will have heights in excess of the significant height. The highest wave of all will have a height about twice the significant height.

▫https://passageweather.com/

▫https://www.windguru.cz/

▫https://magicseaweed.com/

▫https://www.xcweather.co.uk

▫https://windy.com

State of Sea The wave height is the vertical distance between the crest and the preceding or following trough. The following table gives a description of the wave system associated with a range of Significant Wave Heights. The Significant Wave Height is defined as the average height of the highest one-third of the waves. (It is very close to the value of wave

Beaufort Scale

Appendix

Force	Short Description	Specifications for use on Sea/Land	Wind speed at 10m above ground level
			Knots	mph	km/h
0	Calm	Smoke rises vertically	<1	<1	<1
1	Light air	Ripples/Direction of wind shown by smoke but not by wind vanes	1-3	1-3	1-5
2	Light breeze	Small wavelets/Wind felt on face, leaves rustle, ordinary vanes moved by wind	4-6	4-7	6-11
3	Gentle breeze	Large wavelets, crests begin to break/leaves and small twigs in constant motion, wind extends light flag	7- 10	8- 12	12- 19
4	Moderate breeze	Small waves, becoming larger; fairly frequent white horses/ Raises dust and loose paper, small branches are moved	11- 16	13- 18	20- 28
5	Fresh breeze	Moderate waves, taking a more pronounced, longer form; many white horses are formed. Chance of some spray/ Small trees in leaf begin to sway, crested wavelets form on inland waters	17- 21	19- 24	29- 38
6	Strong breeze	Large waves begin to form; the white foam crests are more extensive everywhere. Some spray/Large branches in motion, whistling heard in telephone wires; umbrellas used with difficulty	22- 27	25- 31	39- 49
7	Near gale	Sea heaps up and white foam from breaking waves begins to be blown in streaks along the direction of the wind/ Whole trees in motion, inconvenience walking against the wind	28- 33	32- 38	50- 61
8	Gale	Moderately high waves of greater length; edges of crests begin to break into spindrift. The foam is blown in well-marked streaks/Breaks of ftwigs, generally impedes progress	34- 40	39- 46	62- 74
9	Strong gale	High waves. Dense streaks of foam along the direction of the wind. Crests of waves begin to topple, tumble and roll over/Slight structural damage occurs (chimney pots and slates removed)	41- 47	47- 54	75- 88
10	Storm	Very high waves with long overhanging crests. The resulting foam, in great patches, is blown in dense white streaks, along the direction of the wind. The whole surface of the sea takes on a white appearance. Visibility afef cted/ Seldom experienced inland, trees uprooted, considerable structural damage occurs	48- 55	55- 63	89- 102
11	Violent Storm	Exceptionally high waves (small and medium ships might be, for a time, lost to view behind the waves). The surface is covered with long white patches of foam lying along the direction of the wind. Everywhere, the edges of the wave crests are being blown into the froth. Visibility afef cted/ Very rarely experienced, accompanied by widespread damage	56- 63	64- 72	103- 117
12	Hurricane	The air is filled with foam and spray. Sea completely white with driving spray.	64>	73>	117>

Figure from page 243

Beaufort Force 0

Wind speed (knots): Under 1 Wind description: Calm

Sea state: Sea is mirrorlike.

Beaufort Force 1

Wind speed (knots): 1-3 Wind description: Light Airs

Sea state: Ripples with appearance of scales, no foam crests.

Beaufort Force 2

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

Sea state: Small wavelets, crests beginning to break, scattered whitecaps.

Beaufort Force 3

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

Sea state: Large wavelets, crests beginning to break, scattered whitecaps.

Beaufort Force 4

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

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

Beaufort Force 5

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

Sea state: Moderate waves, taking longer form, many whitecaps, some spray.

Beaufort Force 6

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

Sea state: Larger waves forming, whitecaps everywhere, much spray.

Beaufort Force 7

Wind speed (knots): 28-33 Wind description: Near Gale

Sea state: Sea heaps up, white foam from breaking waves begins to be blown in streaks.

Figure from page 245

Beaufort Force 8

Wind speed (knots): 34-40 Wind description: Gale

Sea state: Moderately high waves of greater length, edges of crests begin to break into spindrift, foam is blown into well defined streaks.

Beaufort Force 9

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

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

Beaufort Force 10

Wind speed (knots): 48-55 Wind description: Storm

Sea state: Very high waves with overhanging crests, sea takes on white appearance, foam blown in dense streaks, rolling is heavy, visibility reduced.

Tides Along with the weather, an understanding of tides and how they affect sea states is important. Some knowledge of tides is desirable before going afloat on the sea.

are important for many recreational activities including swimming, sailing, fishing, boat berthing, anchoring and passage planning. Notable hazards from tides include tide rips and races, inadvertent grounding and stray navigation. Tidal level predictions and information can be obtained from various nautical Almanacs, newspapers, websites and phone apps.

Appendix

The tide is basically the rise and fall of the sea level, is caused by the combined effects of the forces exerted by the Moon and the Sun and can have a marked effect on maritime-related activities. On Irish coastal waters, tides are semidiurnal (two high and low waters each day). Tides can also influence marine activities in that they result in water movements (tidal streams). This movement can be significant inshore such as on estuaries and near headlands. Tide levels/streams

Sea Surface Temperature Forecast The Sea Surface Temperature forecast map is available on the Met Éireann website (https://www.met. ie/forecasts/marine-inland-lakes/ sea-surface-temperature) for 7 days ahead.

Figure from page 246

Marine Weather Services Sea Area Map This map shows areas covered by Met Éireann marine forecasts.

Weather Buoys The Marine Institute and the Commissioners of Irish Lights (Irish Lights) both have networks of buoys around the Irish coast which record weather and sea conditions. The Irish Lights buoys are located inshore with Marine Institute buoys further out at sea. The latest reports from a selection of those buoys can be viewed on the Met Éireann website.

M4 : 54.9982°N 09.992154°W

▪Off the Donegal coast:

Approximately 45 nautical miles (83 km) west northwest of Rossan Point.

M5 : 51.6900°N 06.7040°W

▪Off the south Wexford coast:

Approximately 30 nautical miles (56 km) south of Hook Head.

M6 : 53.07482°N 15.88135°W

Marine Institute Buoy Positions

▪Deep Atlantic: Approximately

M2 : 53.4800°N 05.4250°W

210 nautical miles (389 km) west southwest of Slyne Head.

▪Irish Sea: Approximately 20

nautical miles (37 km) east of Howth Head.

The buoy network provides vital data for weather forecasts, shipping bulletins, gale and swell warnings, as well as data for general public information and research.

M3 : 51.2166°N 10.5500°W

▪Off the Cork coast:

Approximately 30 nautical miles (56 km) southwest of Mizen Head.

Appendix 7

Union (Recreational Craft and Personal Watercraft) (Procedures for Watercraft Identification) Regulations 2017 (S.I. No. 217 of 2017). A further amendment was made in the European Union (Recreational Craft and Personal Watercraft) (Amendment) Regulations 2023 (S.I. No. 288 of 2023) arising from Regulation (EU) 2019/1020 of the European Parliament and of the Council of 20 June 2019 on market surveillance and compliance of products.

Appendix

Directive on Recreational Craft and Personal Watercraft – Advice on buying a Recreational Craft

Since June 1998 all recreational craft new to the European Economic Area 1 (EEA) were required to comply with the Recreational Craft Directive, Directive 94/25/ EC, as amended. The Directive was implemented in Ireland by the European Communities (Recreational Craft) Regulations 1998 (S.I. No. 40 of 1998), as amended in 2004 by the European Communities (Recreational Craft) (Amendment) Regulations 2004 (S.I. No. 422 of 2004).

The Directive is beneficial to consumers as it requires craft to meet essential safety, health, environmental protection and consumer protection requirements. Directive 2013/53/EU lays down requirements for the design and construction, exhaust emissions and noise emissions of recreational craft, personal watercraft, components and propulsion engines installed in or on watercraft.

Directive 2013/53/EU on recreational craft and personal watercraft repealed Directive 94/25/ EC on recreational craft from 18 January 2016. However, Directive 94/25/EC, as amended by Directive 2003/44/EC, continues to apply to recreational craft, personal watercraft, components or propulsion engines placed on the EU market for the first time before 18 January 2017. Directive 2013/53/EU was transposed into Irish law through the European Union (Recreational Craft and Personal Watercraft) Regulations 2017 (S.I. No. 65 of 2017), as amended by the European

Watercraft products within the scope of Directive 2013/53/EU (and Regulation 3(1) of S.I. No. 65 of 2017), as amended:

▪Recreational craft of hull length

from 2.5 metres to 24 metres;

▪Personal watercraft of less than 4

metres in hull length;

▪Partly completed watercraft, being

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

Anyone considering purchasing a watercraft product should check for the following:

a partly completed recreational craft or personal watercraft;

▪Components, when placed

separately on the Union market (e.g. ignition-protected equipment for inboard and stern drive petrol engines and petrol tank spaces; starting-gear protection devices for outboard engines; steering wheels, steering mechanisms and cable assemblies; fuel tanks intended for fixed installations and fuel hoses; prefabricated hatches, and port lights);

1. in the case of a watercraft, that it is affixed with a Watercraft Builder’s Plate and that it has sufficient structure, stability and buoyancy in accordance with its design category;

2. that it is affixed with the CE marking;

3. in the case of a propulsion engine, that it is marked with a Propulsion Engine Identification and complies with other essential requirements of the Directive, e.g. installation requirements;

▪Propulsion engines installed

or specifically intended for installation in or on watercraft, or subject to major engine modification;

▪Watercraft subject to major craft

conversion.

4. in the case of an imported product, that it is labelled with the importers contact details;

A boat owner who has bought a new boat or a used boat in a third country and returns the boat by whatever means to the EEA territory, and places that boat into service for the first time in the EEA, will be subject to the requirements of the Directive. Importers of watercraft from third countries that place products on the EU market are obliged to mark the product with their name and address.

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

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

7. that it is accompanied by a Declaration.

When buying a boat, it is recommended that you deal with a reputable Broker and engage the services of a qualified Marine Surveyor to inspect any prospective purchase.

1 and 2: Watercraft Builder’s Plate, CE Mark and Design Category Each watercraft must carry a permanently affixed plate, preferably in the cockpit or near the main steering position, containing the following information:

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

A Watercraft Builders Plate should not be affixed to a partly completed watercraft. In the case of postconstruction assessment, the contact details of the notified body that has carried out the conformity assessment are included on the Builder’s Plate, in place of those of the manufacturer, and the words ‘post-construction assessment’ are also included.

▪Manufacturer’s name, registered

trade name or registered trade mark, as well as contact address;

▪CE marking;

▪Watercraft design category

(summarised in section 1.2.9 of this Code):

All watercraft, designated components and propulsion engines are subject to CE marking, indicating that a product complies with the relevant EU legislation. In the case of a watercraft, CE marking must be affixed on the Watercraft Builder’s Plate (mounted separately from the Watercraft Identification Number). In the case of any other product, such as a propulsion engine, the CE mark shall be affixed to the product, but in the case of a component where that is not possible or warranted on account of the size of the component, it shall be affixed to the packaging and to the accompanying documentation.

▫A, B C and/or D for recreational

craft;

▫C and/or D for personal

watercraft;

▪Manufacturer’s maximum

recommended load;

▪The number of persons

recommended by the manufacturer for which the watercraft was designed;

▪Additional information depending

on the type of watercraft:

• If a recreational craft is designed to be fitted with outboard propulsion engine(s), the maximum engine(s) power (kW);

Each watercraft must have sufficient structure, stability and buoyancy in accordance with its design category. The four watercraft design categories are summarized in section 1.2.9 of this Code.

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

Manufacturer’s name, registered trade name or registered trade mark

ABC Boatyard

Manufacturer’s Address

Manufacturer’s contact address

C

Boat Design Category

Max. 4

Maximum persons capacity

Manufacturer’s recommended maximum load, including the mass of the outboard engine(s) but excluding the mass of the contents of fixed fuel and water tanks when full

Max. + + = 620 kg

CE mark and notified body’s identification number (if applicable)

CEXXXX

Example: Builder’s Plate with minimum information for craft powered by outboard engines

3. Propulsion Engine Requirements

▪A unique engine serial number;

▪CE marking.

Every engine must be clearly and durably marked with the following information:

Every propulsion engine installed in or on watercraft must meet the applicable essential safety and environmental requirements as laid down in Directive 2013/53/EU. Any person who carries out a major modification to a propulsion engine must ensure that the modified engine is in conformity with the Directive.

▪Engine manufacturer’s name,

registered trade name or registered trade mark, as well as contact address and, if applicable, the name and contact address of the person adapting the engine. This is not necessarily the address where the manufacturer is actually established. This address can for example be that of the authorised representative or of the customer services;

To ensure safe handling characteristics, a watercraft should not be fitted with a propulsion engine that is more powerful than the maximum power for which the watercraft is designed and constructed. All tiller-controlled

▪Engine type, engine family, if

applicable;

outboard propulsion engines must have an emergency stopping device fitted.

of a Member State. In Ireland, unique codes of the manufacturer are assigned by the Marine Survey Office of the Department of Transport;

Appendix

4. Importer’s Plate

The plate must indicate the importer’s name, registered trade name or registered trade mark, as well as contact address, preferably in the cockpit or near the main steering position, but not on the Watercraft Builder’s Plate.

12345 Unique Serial Number assigned by the manufacturer;

D Month of Manufacture (A= January, B= February, etc.);

16 Year of Manufacture (2016);

5. Product Identification

14 Model year (2014).

In the case of a propulsion engine, a unique engine serial number must be permanently marked on the engine. In the case of a watercraft, a Watercraft Identification Number (WIN) must be marked in two positions:

6. Owner’s Manual

Every product must have an Owner’s Manual. This must be in a language easily understood by the end-user, which in Ireland is Irish or English. It contains the instructions and information essential to the safe use of the product, drawing particular attention to the set-up, maintenance, regular operation of the product, prevention of risks and risk management. It should also contain all the instructions and manuals for any equipment fitted. For propulsion engines, the maximum rated engine power must be declared in the Owner’s Manual.

▪watercraft exterior: top of

transom, starboard side, and

▪watercraft interior: in a position

that is not visible.

The Watercraft Identification Number is unique to each craft. It is a code that identifies the manufacturer, country of manufacture and date of construction, as follows:

IE ABC 12345 D 16 14

IE Country code of the manufacturer, i.e. where the craft was built;

ABC Unique Code of the

Manufacturer - assigned by the national authority

7. Declaration

Please note that this advice is designed to provide basic guidance. It is not a complete authoritative statement of the law.

Each individual product must be accompanied by an EU Declaration of Conformity or, in the case of a partly completed watercraft, by a Declaration by the manufacturer or the importer of the partly completed watercraft. This is a legal document signed by the manufacturer, or his or her authorised representative, stating that the craft meets all the requirements. This is an important document, particularly if the craft is to be used or taken into other Member States, as enforcement officials can ask to see it.

For more information contact:

Marine Survey Office Irish Maritime Administration Department of Transport Leeson Lane Dublin 2 D02 TR60

Telephone: + 353 (0)1 678 3400 Email: mso@transport.gov.ie

Directive 2013/53/EU does not apply to certain watercraft – see Article 2.2 of the Directive, Regulation 3(2) of S.I. No. 65 of 2017, as amended, and section 1.2.9 of this Code.

Appendix 8

Appendix

Passage Planning Template

Vessel				Date
Route				Distance/Time
Weather Forecast
Tides	HW	LW	Spring / Neap		Draft

Use approved GMDSS communications systems. A mobile phone should not be relied on as the primary method of maritime communication.

Figure from page 254

Traffic Report Message logged with nearest Irish Coast Guard station:

Safety Equipment Checklist completed by:

Number of Crew On Board				Crew briefed on passage
Fuel Checked		Fresh Water				Food/Equipment

Charts and publications to be used for passage Insert the chart numbers and the relevant pages of the sailing directions and/ or Almanac here:
Confirm route is marked on charts and agrees with this passage plan	Y	N

Any rocks, shallow areas, strong currents or other dangers on the route

Contingency plans and safe places of refuge on the proposed route Note: Check tides and access for any alternative ports and bays. Ensure chart is on board.

Name and contact information of person/organisation ashore informed of the voyage details including estimated time of arrival or return.
Name and signature of person responsible for this passage plan:	I confirm that I have checked this plan and am satisfied that it is safe for the voyage to proceed:

The following table is used to give an indication of the proposed track the vessel will travel and should include the expected compass heading on each leg and the length of the leg. Positions can be in Latitude and Longitude or bearing and distance from a known mark or place. The remarks/description section should be used to give some information or advice on the waypoint or leg, i.e.: “should be able to see lighthouse”, “look for leading lights”, “stay well clear of cardinal mark”, etc.

W/P No	Waypoint Name	Position	Remarks/ Description	Heading	Distance (NM)
				°
				°
				°
				°
				°
				°
				°
Total Distance

Appendix 9

Appendix

List of Course Providers

(see Appendix 10 for full contact details)

Chapter 2: Sail and Motor Boats – Coastal Operation	▪ Irish Sailing ▪ Diving Ireland
Chapter 3: Sail and Motor Boats – Inland Waterways	▪ Irish Sailing ▪ Inland Waterways Association of Ireland ▪ Diving Ireland
Chapter 4: Sailing Dinghies	▪ Irish Sailing
Chapter 5: Personal Watercraft – Jet Skis and High Speed Power Boats	▪ Irish Sailing ▪ Powerboat Association of Ireland
Chapter 6: Windsurfing, Foiling and Kitesurfing	▪ Irish Windsurfing Association ▪ Irish Surfing
Chapter 7: Canoeing/Kayaking and Stand- Up Paddle Boarding	▪ Canoeing Ireland ▪ Irish Surfing
Chapter 8: Rowing Boats	▪ Rowing Ireland ▪ Irish Coastal Rowing Federation
Chapter 9: International Certificate for Operators of Pleasure Craft	▪ Irish Sailing
Chapter 11: Emergency Procedures	▪ Contact the Marine Survey Office

Appendix 10

Contact Details

10.1 Irish Maritime Administration contacts:

Website: www.gov.ie/transport

Maritime Safety Policy Division Irish Maritime Administration Department of Transport Leeson Lane Dublin 2 D02 TR60

Mercantile Marine Office (Dublin) Irish Maritime Administration Department of Transport Leeson Lane Dublin 2 D02 TR60

Telephone: +353 (0)1 670 3434 Email: marineleisuresafety@transport.gov.ie

Telephone: +353 (0)1 678 3480 Email: mmo@transport.gov.ie

Marine Survey Office (Ballyshannon) Department of Transport Town Council Building Abbeyview Ballyshannon Co. Donegal F94 C44W

Irish Coast Guard HQ Irish Maritime Administration Department of Transport Leeson Lane Dublin 2 D02 TR60

Email: admin@irishcoastguard.ie

Telephone: +353 (0)71 982 2400 Email: mso@transport.gov.ie

Marine Survey Office (Dublin) Irish Maritime Administration Department of Transport Leeson Lane Dublin 2 D02 TR60 Telephone: +353 (0)1 678 3400 Email: mso@transport.gov.ie

Marine Survey Office (Cork) Department of Transport Centre Park House Centre Park Road Cork T12 RKON

Telephone: +353 (0)21 496 8992 Email: mso@transport.gov.ie

10.2 Contact Details for other organisations:

Commissioners of Irish Lights (Irish Lights) Harbour Road Dun Laoghaire Co. Dublin A96 H500

Appendix

Bord Iascaigh Mhara Crofton Road Dun Laoghaire Co. Dublin A96 E5A0

Telephone: +353 (0)1 271 5400 Email: info@irishlights.ie Website: www.irishlights.ie

Telephone: +353 (0)1 214 4100 Email: info@bim.ie Website: www.bim.ie

Diving Ireland 78a Patrick Street Dun Laoghaire Co. Dublin A96 HY45

Canoeing Ireland Irish Sport HQ Sport Ireland Campus Blanchardstown Dublin 15 D15 DY62

Telephone: +353 (0)1 284 4601 Email: info@diving.ie Website: www.diving.ie

Telephone: +353 (0)1 625 1105 Email: info@canoe.ie Website: www.canoe.ie

Inland Waterways Association of Ireland (IWAI) 2 Kylemore Park Taylor’s Hill Galway H91 T22T

Commission for Communications Regulation (ComReg) 1 Dockland Central Guild Street Dublin 1 D01 E4XO

Telephone: +353 (0)91 589 333 Lo-Call: 1890 924 991 Email: info@iwai.ie Website: www.iwai.ie

Telephone: Consumer: +353 (0)1 804 9668 Industry: +353 (0)1 804 9707 Email: consumerline@comreg.ie licensing@comreg.ie Website: www.comreg.ie

Irish Coastal Rowing Federation

Email: secretary@coastalrowing.ie Website: www.coastalrowing.ie

Irish Sailing Association (Irish Sailing) 3 Park Road Dun Laoghaire Co. Dublin A96 K3C3

Marine Casualty Investigation Board Leeson Lane Dublin 2 D02 TR60

Telephone: +353 (0)1 678 3485 +353 (0)1 678 3486 Fax: +353 (0)1 678 3493 Email: info@mcib.ie Website: www.mcib.ie

Telephone: +353 (0)1 280 0239 Email: info@sailing.ie Website: www.sailing.ie

Irish Sea Kayaking Association

Met Éireann Headquarters 65/67 Glasnevin Hill Dublin 9 D09 Y921

Email: iskacommittee@gmail.com Website: www.iska.ie

Telephone: +353 (0)1 806 4200 Email: met.eireann@met.ie Website: www.met.ie https://www.met.ie/forecasts/ marine-inland-lakes

Irish Surfing Unit 2 Enterprise Centre Main Street Easkey Co. Sligo F26 W8HE

General Forecasting Division (Met Éireann) Telephone: +353 (0)1 806 4255 Email: forecasts@met.ie Note: Provision of forecasts is subject to a fee

Telephone: +353 (0)96 49 428 Email: info@irishsurfing.ie Website: www.irishsurfing.ie

Irish Waterski and Wakeboard Federation

Powerboat Association of Northern Ireland 16 Aghalee Road Ballinderry Lower Lisburn BT28 2JN Northern Ireland Email: contact@powerboatni.org Website: www.powerboatni.org

Email: info@irishwwf.ie Website: www.irishwwf.ie

Irish Windsurfing Association

Email: secretary@windsurfing.ie Website: www.windsurfing.ie

Rowing Ireland National Rowing Centre Farran Wood Ovens Co. Cork P31 K704

Water Safety Ireland The Long Walk Galway H91 F602

Appendix

Telephone: +353 (0)91 564 400 Fax: +353 (0)91 564 700 Email: info@watersafety.ie Website: www.watersafety.ie

Telephone: +353 (0)21 743 4044 Fax: +353 (0)21 743 4045 Email: info@rowingireland.ie Website: www.rowingireland.ie

Waterways Ireland The Inspector of Navigation Waterways Ireland The Docks Athlone Co. Westmeath N37 RW26

Royal National Lifeboat Institution (RNLI) Airside Swords Co. Dublin K67 WA24

Telephone: +353 (0)90 649 4232 Email: info@waterwaysireland.org Website: www.waterwaysireland.org

Telephone: +353 (0)1 895 1800 Fax: +353 (0)1 890 0458 Email: RST_Ireland@rnli.org.uk Website: www.rnli.org

Scouting Ireland (Head Office) Scouting Ireland Larch Hill Dublin 16 D16 P023

Telephone: +353 (0)1 495 6300 Fax: +353 (0)1 495 6301 Email: questions@scouts.ie Website: www.scouts.ie

10.3 Fishery Bodies

IFI Dublin 3044 Lake Drive Citywest Business Campus Dublin D24 CK66

Inland Fisheries Ireland (HQ) 3044 Lake Drive Citywest Business Campus Dublin 24 D24 CK66

Telephone: +353 (0)1 884 2693 Email: dublin@fisheriesireland.ie

Telephone: +353 (0)1 884 2600 Email: info@fisheriesireland.ie

IFI Galway Teach Breac Earl’s Island Galway H91 E2A2

IFI Ballina Ardnaree House Abbey Street Ballina Co Mayo F26 K029

Telephone: +353 (0)91 563 118 Email: galway@fisheriesireland.ie

Telephone: +353 (0)96 22 788 Email: ballina@fisheriesireland.ie

IFI Limerick Ashbourne Business Park Dock Road Limerick V94 NPE0

IFI Ballyshannon Station Road Ballyshannon Co. Donegal F94 WV76

Telephone: +353 (0)61 300 238 Email: limerick@fisheriesireland.ie

Telephone: +353 (0)71 985 1435 Email: Ballyshannon@fisheriesireland.ie

IFI Macroom Sunnyside House Macroom Co Cork P12 X602

IFI Clonmel Anglesea Street Clonmel Co. Tipperary E91 RD25

Telephone: +353 (0)26 41222 Email: macroom@fisheriesireland.ie

Telephone: +353 (0)52 618 0055 Email: clonmel@fisheriesireland.ie

Appendix 11

Appendix

Glossary of Terms

AHC	Ampere Hour Capacity
AIS	Automatic Identification System
Class XII Boats	Recreational craft greater than 13.7 m in length.
COLREGS	The International Regulations for Preventing Collisions at Sea, as amended.
ComReg	Commission for Communications Regulation
COSPAS/SARSAT	A satellite system to provide distress and alert information to Search and Rescue services.
CQR	Pronounce “secure” - a plough anchor.
DSC	Digital Selective Calling (part of GMDSS).
DoT	Department of Transport
EPIRB	Emergency Position Indicating Radio Beacon.
GMDSS	Global Maritime Distress and Safety System.
GMDSS Sea Area A1	An area within the radiotelephone coverage of at least one VHF coast radio station in which continuous DSC alerting is available (approx. 30 nautical miles from a coast station).
GMDSS Sea Area A2	An area, excluding Sea Area A1, within the radiotelephone coverage of at least one MF coast radio station in which continuous DSC alerting is available (approximately 150 nautical miles from a coast station).
GMDSS Sea Area A3	An area, excluding sea areas A1 and A2, within the coverage of an INMARSAT geo-stationary satellite in which continuous alerting is available (approximately 70°N to 70°S).
GPS	Global Positioning System – U.S. satellite navigation system.
HF	High Frequency
HRU	Hydrostatic Release Unit

IALA	International Association of Marine Aids to Navigation and Lighthouse Authorities.
IMA	Irish Maritime Administration
IMD	Irish Maritime Directorate
IMO	International Maritime Organization – this is based in London and is the UN specialised maritime agency. It is responsible for maritime safety and prevention of pollution of the marine environment. It provides a forum for international co-operation on such issues as the regulation of international shipping and navigation efficiency.
INMARSAT	Satellite communications.
Irish waters	Includes the territorial seas, the waters on the landward side of the territorial seas, and the estuaries, rivers, lakes and other inland waters (whether or not artificially created or modified) of the State.
kHz	kilohertz (A unit of measurement of radio waves equal to 1000 hertz)
LOA	Length overall of vessel.
LSA	Life Saving Appliances
Marine Notice	Information, advisory or guidance notices issued by the IMA.
MARPOL	International Convention for the Prevention of Pollution from Ships 1973, as amended.
MED	Marine Equipment Directive (Wheel mark)
MF	Medium Frequency
MHz	Megahertz (one million hertz)
MMSI	Maritime Mobile Service Identity
MOB	Man Overboard
MSO	Marine Survey Office – a division of the IMA and DoT.
NAVTEX	Marine Safety Information service, via dedicated telex receiver.
NRT	Net Registered Tonnes

Partially Smooth Waters	Areas of water specified as “partially smooth” in a Marine Notice.
PFD	Personal Flotation Device
PLB	Personal Locator Beacon
Pleasure Craft	See recreational craft.
PWC	Personal Watercraft (jet skis)
RCD	Recreational Craft and Personal Watercraft Directive
Recreational Craft	Vessels used for leisure or sport purposes.
RIB	Rigid Inflatable Boat
RMSS	Recognized Mobile Satellite Service – a service that operates through a satellite system and is recognised by the IMO for use in the GMDSS.
RNLI	Royal National Lifeboat Institution
SAR	Search and Rescue services incorporating clif,f sea and air rescue.
SART	Search and Rescue Radar Transponder
S.I.	Statutory Instrument (Secondary Legislation)
Smooth Waters	Areas of water specified as “smooth” in a Marine Notci e.
SOLAS	IMO International Convention for the Safety of Life at Sea 1974, as amended. This Convention was one of the first international treaties of its kind. It was first formed and adopted in 1914 as a reaction to the Titanic disaster in 1912.
Statutory Requirements	Irish legislation comprising of Acts and Statutory Instruments and incorporating national law, European Union Regulations and Directives, and obligations under various international maritime conventions.
SUP	Stand-Up Paddle Board
To Sea	All sea areas not defined as “smooth” or “partially smooth” water in a Marine Notice.
UCM	Unique Code of the Manufacturer
VHF	Very High Frequency
VTS	Vessel Traffic Service

Appendix

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Notes

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Figure from page 268