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Appendices
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1 Appendix 1
The International While the complete rulebook forms a Regulations for Preventing large and detailed publication, there Collisions at Sea are a number of condensed versions (COLREGs) available specifically tailored for the Appendices recreational boat user. Recreational ■ Collision avoidance rules craft operators should familiarise ■ Navigation lights themselves with some of the rules ■ Sound signals and regulations so there will be no ■ Distress signals hesitation on their part, when a ■ Life Saving signals possible risk of collision arises.
■ As a general rule, power gives The International Regulations for way to sail. But sailors must be Preventing Collisions at Sea, reasonable – don’t expect large, COLREGs, govern the interaction of less manoeuvrable vessels under vessels on the water, and apply to power to give way. all recreational craft at sea and on ■ All small craft should give large waters navigable by sea-going vessels a wide berth. vessels. The Regulations also apply ■ In narrow channels, keep to the to sections of our inland waterways. right (starboard). If plenty of distance separates two passing The Regulations govern the boats, there is no need to following: deliberately alter course to pass to ■ Response of vessel in any the right of the other boat. condition of visibility. ■ In a head-on approach to another ■ Response of vessels in sight of boat, always alter course to the one another. right (starboard) and never to the ■ Conduct of vessels in restricted left (port). visibility. ■ When two boats are crossing, the ■ Light and shapes to be carried by boat on your right (starboard) has various craft. the right of way – you should keep ■ Sound and light signals between clear, by either altering course or craft. slowing down, to pass astern of ■ Positioning of lights and shapes the other vessel. on board. ■ If you have the right of way, be ■ Frequencies of sound signals. predictable – keep your course ■ Distress signals. and speed consistent. 130 Appendices_fn_Layout 1 17/10/2017 17:05 Page 131
1 ■ Don’t push your luck by forcing fairway shall keep as near to the Appendices your ‘right of way’. You should do outer limit of the channel or whatever is necessary to avoid a fairway which lies on her collision. starboard side as is safe and ■ In crowded areas such as practicable; approaches to jetties, marinas ■ a vessel of less than 20 metres and moorings, be aware of other in length or a sailing vessel shall vessels manoeuvring as very not impede the passage of a often their movements can be vessel which can safely navigate unpredictable. only within a narrow channel or ■ Maintain a proper lookout at all fairway; times and in all directions. Craft ■ a vessel engaged in fishing shall under sail should regularly check not impede the passage of any the area “below” or to lee of them other vessel navigating within a where visibility is obstructed by narrow channel or fairway; the vessels sails. ■ a vessel shall not cross a narrow ■ Craft should at all times proceed channel or fairway if such at a safe speed, considering crossing impedes the passage of weather conditions, traffic a vessel that can safely navigate density, visibility, depth of only within such channel or available water and the craft’s fairway; manoeuvring qualities. ■ in a narrow channel or fairway when overtaking can take place Collision Prevention only if the vessel to be overtaken A number of the collision has to take action to permit safe prevention rules are included passing, the vessel intending to below. overtake shall indicate her intention by sounding the Narrow channels – Rule 9 appropriate signal prescribed in Rule 9 sets out requirements in the Rules; relation to the navigation of narrow ■ a vessel nearing a bend or an channels. This is particularly area of a narrow channel or important in river estuaries and fairway where other vessels may narrow buoyed channels that are be obscured by an intervening frequented by both large obstruction shall navigate with commercial vessels and particular alertness and caution recreational craft. Among the and shall sound the appropriate requirements are the following: prescribed signal; ■ a vessel proceeding along the ■ a vessel shall avoid anchoring in course of a narrow channel or a narrow channel. 131 Appendices_fn_Layout 1 17/10/2017 17:05 Page 132
1 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:
Appendices 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.
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1 Head-on Situations – Rule 14 Rules 16 and 17 concern actions Appendices (a) When two power-driven by give-way and stand-on vessels are meeting on vessels respectively. In summary, reciprocal or nearly reciprocal the give-way vessel shall take early courses and at risk of collision, and substantial action to keep well each shall alter its course to clear; the stand-on vessel shall starboard and pass on the port keep its course and speed but may side of the other. take action to avoid collision if the (b) Such a situation shall be give way vessel is not acting deemed to exist when a vessel correctly. 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. (c) When a vessel is in any doubt as to whether such a situation exists, it shall assume that it Navigation Lights does exist and act accordingly. Navigation lights must be displayed on boats operating between sunset Note: For sailing vessels, see Rule and sunrise and must also be used 12. 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.
Rule 20 of the Collision Crossing Situations – Rule 15 Regulations requires that lights When two power-driven vessels are prescribed shall, if carried, be crossing and at risk of collision, the exhibited from sunset to sunrise vessel that has the other on its and from sunrise to sunset in starboard side shall keep out of the restricted visibility, and may be way and shall, if circumstances exhibited in all other circumstances permit, avoid crossing ahead of the when it is deemed necessary. other vessel.
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1 Rule 21 provides definitions of different lights.
Rule 22 provides for lights to be visible at minimum ranges on a dark night with a clear atmosphere. These are summarised in the Appendices following Table.
Table – Visibility of Vessel Lights Minimum light visibility (nm) for vessel length (m) (White, red, yellow, green).
50 m and Between 12 m Less than 12 m greater and 50 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.
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1 Light Combinations Appendices 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 carry the second A. A sailing vessel under way shall light, but is not obliged to do so. exhibit sidelights and a stern Vessels underway shall carry light. 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 B. Sailing vessels may, in addition, background lights, this carry an all-round red light configuration can sometimes above a green light. lead to confusion).
E. Power-driven vessels of less than 12 metres in length may, in C. A sailing vessel of less than 20 lieu of lights as in A above, carry metres in length may combine an all-round white light and sidelights and stern lights in a sidelights; the latter may be tricolour masthead light (but not combined in one lantern. with vertical lights as in B above). 135 Appendices_fn_Layout 1 17/10/2017 17:05 Page 136
1
F. A vessel at anchor shall carry H. A vessel not under command Appendices one all-round white light in the shall exhibit two all-round red fore part of the vessel and a lights and two balls or similar second light at or near the stern shapes in a vertical line and, if and at a lower level than the making way through the water, forward light, except that a sidelights and/or stern light. 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.
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, G. A vessel aground shall show masthead lights and a stern light two all-round red lights in a shall also be shown. vertical line and three balls in a vertical line in addition to anchor lights.
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1 Appendices
J. A vessel trawling for fish shall L. A vessel, when towing, shall exhibit two all-round lights in a exhibit two masthead lights in a vertical line, the upper being vertical line (three if the tow green, the lower white and in exceeds 200 m), sidelights, a addition, when making way stern light and a towing light in a through the water, side lights vertical line above the stern and a stern light. light.
Rule 28 A vessel constrained by draught may exhibit three vertical all-round 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.
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1 Sound Signals ‘I am altering my course to Sound signals may be used to starboard.’ indicate a vessel’s position or (Single short blast) movement at night or in restricted visibility by day. You may never need to use sound signals but you ‘I am altering my course to port.’ should be able to recognise their (Two short blasts) Appendices meanings. There are a number of definitions that operators should be familiar with as follows: ‘I am operating astern propulsion.’ (Three short blasts) Whistle – Any sound signalling appliance capable of making ‘short’ or ‘prolonged’ blasts. ‘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 Short blast – a sound blast of blast). about 1 second duration. ‘I intend to overtake you on your Prolonged blast – a sound blast port side.’ of 4 to 6 seconds duration.
Manoeuvring and warning (Two prolonged and two short signals – Rule 34 blasts) Craft that are within sight of each other may signal their manoeuvring Response of vessel about to be intentions by the following sound overtaken indicating its agreement. signals (Whistle signals may also be supplemented by light signals using the same code): (One prolonged, one short, one prolonged and one short blast).
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1 Table: Sound signals for vessels in restricted visibility, day and night – Appendices Rule 35
Category of vessel Interval Signal
Power-driven under way, Not more than making way 2 minutes Power-driven under way, Not more than stopped and making no way 2 minutes through water Not more than Not under command 2 minutes Restricted manoeuvring, Not more than constrained by draught 2 minutes Sailing vessel (not using Not more than power) 2 minutes Not more than Vessel engaged in fishing 2 minutes Vessel towing or pushing Not more than another vessel 2 minutes Not more than Vessel towing – if manned 2 minutes Pilot vessel on duty – gives appropriate signals as above and may sound an identity signal H, i.e. 4 short blasts 5 seconds at Vessel at anchor (under intervals of not 100 m length) bell 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
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1 Table: Sound signals for vessels in restricted visibility, day and night – Rule 35 – continued
Category of vessel Interval Signal
Vessel at anchor may give warning to approaching
Appendices 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
When vessels are in sight of each Signals to Attract Attention – other and there is some doubt as to Rule 36 the intentions or actions of the If necessary to attract the attention other, or there is some doubt as to of another vessel, any vessel may whether sufficient action is being make light or sound signals that taken to avoid collision, the vessel cannot be mistaken for any signal in doubt should indicate by giving at authorised elsewhere in the least 5 short and rapid blasts on the Collision Regulations, or may direct whistle. This may be the beam of its searchlight in the supplemented by a light signal of at direction of the danger, in such a least five short and rapid flashes. 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 A vessel nearing a blind bend in a any aid to navigation. For the channel or fairway shall sound one purpose of this Rule, the use of prolonged blast. A vessel on the high intensity intermittent or other side of the bend answers with revolving lights, such as strobe a similar prolonged blast. lights, shall be avoided. Note: In the context of Rule 36, 140 Appendices_fn_Layout 1 17/10/2017 17:05 Page 141
1 acceptance of the use of a white ■ The International Code Signal of Appendices hand-held flare is implied. Distress indicated by N.C. (November, Charlie). Distress Signals – Rule 37 ■ Radiotelephone alarm signal. Rule 37 refers to distress signals. ■ Signalling by radio telegraphy or The following are internationally by any other method consisting recognised signals to indicate of the group SOS (●●● . . . ●●●) distress and the need for in the Morse Code. assistance: ■ A signal consisting of a square flag having above or below it a ■ Red Rocket Parachute or hand- ball or anything resembling a held flare. ball. ■ Signals sent by radio telephony ■ A gun or other explosive signal consisting of the spoken word fired at intervals of about a MAYDAY said 3 times. minute. ■ The continuous sounding of any ■ Rockets or shells, throwing red fog signalling apparatus. stars fired one at a time at short ■ Signals transmitted by a distress intervals. beacon (an Emergency Position ■ Flames on a vessel – e.g. from a Indicating Radio Beacon – burning tar or oil barrel. EPIRB). ■ Approved signals transmitted by ■ Orange coloured smoke signal. radio communication systems, ■ Slowly and repeatedly raising including survival craft radar and lowering outstretched arms transponders. to each side. ■ A ship-to-shore distress alert Attention is drawn to the relevant transmitted by the ship’s sections of the International Code INMARSAT or other mobile of Signals, the International satellite service provider ship Aeronautical and Maritime Search earth station. and Rescue Manual, Volume III and ■ Signals transmitted by SART. the following signals: ■ A distress alert by means of selective calling (DSC) (a) a piece of orange-coloured transmitted on: canvas with either a black (i) VHF Channel 70, or square and circle or other (ii) MF/HF on the frequencies appropriate symbol (for 2187.5 kHz, 8414.5 kHz, identification from the air); 4207.5 kHz, 6312 kHz, 12577 kHz or 16804.5 kHz. (b) a dye marker.
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1 Appendices
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2 Appendix 2 Appendices
Guidance notes on (i) a suitable charging facility Radiocommunications on board the vessel which is capable of maintaining Category A Craft – Ocean the battery fully charged at voyages all times or The following radiocommunications (ii) a spare fully charged equipment should be installed on battery, which can be easily Category A craft when it is affixed to the unit in the operating in GMDSS Sea Area A1 event of an emergency and (approx. 30 nm from a coast radio stored in the watertight station): container on board; (e) One type-approved Search and (a) A fixed type approved VHF Rescue Transponder (SART), installation capable of: which should be installed in a (i) Transmitting Digital readily accessible location; Selective Calling (DSC) on (f) A NAVTEX receiver; Channel 70 and, (g) In addition to the equipment (ii) Transmitting radiotelephony required for Sea Area A1 on at least Channels 16, 13 above, the following equipment and 6; should be fitted on the craft (b) A VHF Digital Selective Calling when it is operating in Sea Area (DSC) watch-keeping receiver A2 (approx. 150 nm from a on Channel 70 which may be coast radio station): integrated with the VHF DSC (i) A MF radiotelephone unit in (a) above; installation capable of (c) A type-approved transmitting DSC on 2187.5 Satellite EPIRB, which kHz, must be: (ii) A MF watchkeeping (i) readily accessible receiver capable of (ii) installed in a float- receiving DSC on 2187.5 free location, and kHz, which may be (iii) capable of manual integrated with the unit in (i) and automatic above operation; or (d) One hand-held type-approved (iii) An INMARSAT ship earth waterproof VHF unit should be station that is capable of carried with either: transmitting and receiving 143 Appendices_fn_Layout 1 17/10/2017 17:05 Page 144
2 telephony or telex, e.g. (i) readily accessible, Satcom C, Satcom M or (ii) installed in a float-free Mini-M (see specification location and/or below); (iii) capable of manual and (h) Craft operating in Sea Area A3 automatic operation; should install an INMARSAT (d) One hand-held type-approved ship earth station capable of waterproof VHF unit should be Appendices transmitting and receiving carried with either – telephony or telex, in addition (i) a suitable charging facility to the equipment specified for on board the vessel, which Sea Areas A1 and A2 above; is capable of maintaining (i) A position fixing system capable the battery fully charged at of providing continuously all times updated positional data to the or DSC and Satcom equipment, (ii) a spare fully charged e.g. GPS. battery, which can be easily affixed to the unit in the Category B Craft – Offshore event of an emergency and The following radiocommunications stored in the watertight equipment should be installed on container on board; Category B craft when it is (e) One type approved Search and operating in GMDSS Sea Area A1 Rescue Transponder (SART), (approx. 30 nm from a coast radio which should be installed in a station): readily accessible location; (f) A NAVTEX receiver; (a) A fixed type approved VHF (g) In addition to the equipment installation capable of – required for Sea Area A1, the (i) transmitting Digital following equipment should also Selective Calling (DSC) on be fitted on the craft when it is Channel 70, and operating in Sea Area A2 (ii) transmitting radiotelephony (approx. 150 nm from a coast on at least Channels 16, 13 radio station): and 6; (i) a MF radiotelephone (b) A VHF Digital Selective Calling installation capable of (DSC) watch-keeping receiver transmitting DSC on 2187.5 on Channel 70 which may be kHz integrated with the VHF DSC and unit in (a) above; (ii) a MF watch keeping (c) A type approved Satellite receiver capable of EPIRB, which must be – receiving DSC on 2187.5 144 Appendices_fn_Layout 1 17/10/2017 17:05 Page 145
2 kHz, which may be (b) A VHF Digital Selective Calling Appendices integrated with the unit in (i) (DSC) watch-keeping receiver above, on Channel 70 which may be or integrated with the VHF DSC (iii) an INMARSAT ship earth unit in (a) above; station that is capable of (c) A type-approved Satellite transmitting and receiving EPIRB or PLB, which must be telephony or telex, e.g. similar to that used for Satcom C, Satcom M or Category B Craft – Offshore; Mini-M (see specification (d) One hand-held type-approved below); waterproof VHF unit should be (h) Craft operating in Sea Area A3 carried with either: should install an INMARSAT (i) a suitable charging facility ship earth station, which is on board the vessel which capable of transmitting and is capable of maintaining receiving telephony or telex, in the battery fully charged at addition to the equipment all times, specified for Sea Areas A1 and or A2 above; (ii) a spare fully charged (i) A position fixing system capable battery, which can be easily of providing continuously affixed to the unit in the updated positional data to the event of an emergency, DSC and Satcom equipment, and stored in the watertight e.g. GPS. container on board.
Category C Craft – Inshore Category D Craft – Sheltered The following radiocommunications Waters equipment should be installed on A fixed or portable type approved Category C craft when it is operating VHF unit capable of transmitting in GMDSS Sea Area A1 (approx. 30 radiotelephony on at least nm from a coast radio station): Channels 16, 13 and 6 should be (a) A fixed type-approved VHF installed on Category D craft. installation capable of – (i) transmitting Digital Selective Calculation of VHF Range Calling (DSC) on Channel VHF range is generally regarded as 70 line of sight. The key factors in and determining VHF range are: (ii) transmitting radiotelephony (a) Height of antennas, on at least Channels 16, 13, (b) Power output, and 6; (c) Propagation conditions. 145 Appendices_fn_Layout 1 17/10/2017 17:05 Page 146
2 Approximate VHF range (A) can be the radio equipment on board. calculated from the following formula: The capacity (AHC) of the battery should be sufficient to A = 2.25(√ H + √ h) operate all the H = height of the coast radio station radiocommunications equipment VHF receiving antennae. for a period of at least 6 hours. h = height of the base of the boat's (c) The boat's service battery may Appendices VHF transmitting antennae above be used to meet the the water. requirements in (b) above provided that: Example 1: If "H" is 50 metres and (i) it has sufficient capacity to "h" is 4 metres, the operate all the range will be radiocommunications approximately 20 equipment for a period of at nautical miles. least 6 hours, and Example 2: If "H" is 100 metres and (ii) it is installed in the upper "h" is 4 metres, the part of the boat. range will be (d) Only approved marine-type deep approximately 27 cycle batteries should be nautical miles. installed. Example 3: Boat to boat with 4 (e) A suitable method of indicating metre antennas will be the radio battery voltage is approximately 9 recommended. nautical miles. (f) Radio equipment must never be connected directly to the battery. When hand-held VHF A suitable distribution board, with radiotelephones are being used, the correct breakers and fuses range will be reduced to should be installed. approximately one quarter of the (g) A suitable method of charging above figures. When using low the radio battery must be power, i.e. 1 watt, the range will be provided and the battery should further reduced. be maintained fully charged at all times. Power Supplies (Batteries) (a) The radiocommunications Installation and Location of Radio equipment should not be Batteries connected to the boat's starting (a) Radio batteries should be batteries. located in the upper part of the (b) A separate battery should be boat and as close to the radio installed to provide power for all equipment as possible. 146 Appendices_fn_Layout 1 17/10/2017 17:05 Page 147
2 (b) Where an outside battery box is The EPIRB or PLB must be Appendices used to store the radio batteries, programmed as follows: it should be properly ventilated, corrosion proof and protected 250 + Radio Call Sign against the ingress of seawater. (c) All battery units should be It is absolutely essential that the securely braced so that the EPIRB registration card be movement of the boat will not completed and forwarded dislocate them. immediately to the EPIRB (d) All battery boxes should be Registration Centre at the address properly ventilated. shown on the form. (e) Battery boxes should not be located in the accommodation The details on the registration card or navigation areas of the boat. will then become immediately available to the rescue services in Ship Radio Licence the event of an emergency. In accordance with the Wireless Telegraphy Act 1926, all vessels on Radio Operator Qualification which radiocommunications Radio operators should be certified equipment of any type is installed, to operate the radio equipment including hand-held VHFs and fitted on their craft. The minimum EPIRBs, must have a Radio radio operator qualifications Licence on board. required are as follows:
The application form for a Radio Craft Category A, B and C – Licence may be obtained from the Radio Operator’s Short Range MMO (see Appendix 10 for contact Certificate (SRC) or Long Range details). Certificate (LRC) as appropriate.
When the Radio Licence application Craft D – Radio Operator’s Short has been approved, a Radio Call Range Certificate (SRC) Module 1. Sign and Maritime Mobile Service Identity (MMSI) number will be Radio equipment specifications issued to the applicant with the All radiocommunications equipment licence. The MMSI number must installed on yachts must meet the be programmed into the DSC technical and legislative standards equipment by the installation as set out in the Radio Equipment engineer. (RED) and Electromagnetic Compatibility (EMC) EU Directives.
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2 Equipment must have the CE mark Note: Radiocommunications to show compliance with the equipment manufactured in the Directives and must also meet the US, which does not meet these specifications set out in the Table standards, will not be accepted below. and will not be licensed in Ireland. Equipment manufactured to the Appendices higher Marine Equipment Directive standards is also acceptable.
Item Standard
Hand-held waterproof VHF (non-GMDSS) EN 301 178
VHF Class "D" DSC equipment EN 301 025
VHF only EN 300 162
MF/HF Class "E" DSC equipment DEN/ERM-RP01-054
406 MHz EPIRB and PLB EN 300 066
INMARSAT Satcom C ETS 300 460
Satcom M or Mini-M DEN/ERM RP01-34
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3 Appendix 3 Appendices
Buoyage There are six types of marks under the IALA System A: Coastal Water Schemes 1. Lateral. 2. Cardinal. Buoyage Types 3. Isolated Danger. Buoyage used in Irish Coastal 4. Special. Waters is International Association 5. Safe Water. of Marine Aids to Navigation and 6. Emergency Wreck Marking. Lighthouse Authorities (IALA) Region A. Under this system, 1. Lateral Marks boats proceeding up a marked or These are used to indicate the port buoyed channel from sea must (left) and the starboard (right) sides always have their starboard side to of the channels when travelling in the green buoys. the Direction of Buoyage, that is into port from seaward. Direction of Buoyage 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.
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 Colour: Red be passed on the vessels Shape (buoys): Cylindrical (can), starboard (right) side. pillar or spar Topmark (if any): Single red cylinder (can)
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3 Lights: red when fitted may have Lights: green when fitted, may any rhythm other than composite have any rhythm other than group-flashing (2+1) used on composite group-flashing (2+1) modified lateral marks indicating a used on modified lateral marks preferred channel. Examples are: indicating a preferred channel. Examples are: Appendices
Starboard-hand marks are coloured green and the basic When marks are numbered, the shape is conical (and topmark odd numbers will lie on the when fitted). If lit, the light will be starboard side and the even green on any rhythm. This mark numbers will lie on the port, when would be on the starboard side of a travelling in the Direction of vessel when travelling in the Buoyage. They are numbered from Direction of Buoyage. Examples seaward. are: 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 Colour: Green attention to a feature in a channel. Shape (buoys): Conical (cone), pillar or spar To understand the meaning of a Topmark (if any): Single green cone particular cardinal mark, the point upwards 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.
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3 Appendices
The shape of a cardinal mark is not North Cardinal Mark significant but, in the case of a This has two cones pointing up. If buoy, it will be a pillar or spar. The lit, a north marker exhibits a most important daylight feature of continuous quick or very quick the cardinal mark is the black flashing white light. double cone topmark and the four different arrangements that indicate Pass on the northern side of this the relevant direction from the mark. mark. East Cardinal Mark Black and yellow horizontal bands This has two cones pointing away are used to colour the cardinal from each other. When lit, an east marks. If lit, the mark will exhibit a mark exhibits a white light flashing white light of Quick Flash (= about in groups of three (3) quick or very 1 per second) or Very Quick Flash quick flashes. (= about 2 per second) characteristic. The rhythm of the Pass on the eastern side of this light will indicate the particular mark. quadrant of the mark. 151 Appendices_fn_Layout 1 17/10/2017 17:05 Page 152
3 South Cardinal Mark double sphere, vertically disposed, This has two cones pointing down. black topmark. If lit, the light will be When lit, a south mark exhibits a white showing a group of two white light flashing in groups of six flashes. (6) quick or very quick flashes followed by a long flash. The association of two flashes = two spheres, may assist the Appendices Pass on the southern side of this memory with this one. mark. Isolated Danger Marks are not West Cardinal Mark always positioned centrally over a This has two cones point to point. danger and it is therefore advisable When lit, a west mark exhibits a not to pass too close. white light flashing in groups of nine (9) quick or very quick flashes. 4. Special Marks These are used to indicate a Pass on the western side of this special area or feature, the nature mark. of which may be found by consulting a chart or sailing 3. Isolated Danger Marks directions.
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.
These are on, or moored above, an isolated danger of limited extent that has navigable water all around it. The colours are red and black horizontal stripes and the mark is, when practicable, fitted with a
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3 Appendices
5. Safe Water Marks vertical strips. The topmark, which These are used to indicate that is fitted when practicable to pillar there is navigable water all around and spar buoys, is spherical and the mark. These marks can be red. If lit, an isophase occulting or used as a centre line, mid-channel single long flashing white light is or landfall buoy. The shape of the exhibited. buoy is spherical, pillar or spar and is coloured with red and white Operators of vessels are cautioned that large commercial vessels may pass close by these marks.
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3 6. Emergency Wreck Light: Yellow/Blue alternating – Marking Buoy one second of blue light and one ‘New Dangers’ should be second of yellow light with 0.5 sec. appropriately marked using Lateral, of darkness between. Cardinal, Isolated Danger marks or by using the Emergency Wreck The Emergency Wreck Marking Marking Buoy. If the relevant Aid to Buoy may be fitted with a RACON Appendices Navigation Authority considers the Morse Code “D” and/or an AIS. risk to navigation to be especially high, at least one of the marks Inland Waterways Schemes should be duplicated. Masters using inland waterways should exercise caution and refer to Colour: Blue/Yellow vertical charts and navigation guides stripes, coloured in equal number regularly to avoid confusion. and dimensions Details of the principal marking (minimum of 4 stripes and schemes used on the Shannon, maximum of 8 stripes). Erne and Lough Corrib waterways are provided below. Topmark: Standing or upright yellow cross. Information in relation to buoyage on other inland waterway systems Shape: Pillar or Spar. should be obtained in advance of commencing any voyage from the relevant responsible authority.
Shannon Navigation Waterways Ireland has responsibility for the management, maintenance, restoration and development of a number of inland navigable waterways including the Shannon. 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.
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3 Red marks are kept to your left into bays and harbours. Green Appendices (port) going upstream and into bays topmarks are always square or and harbours. Red topmarks are rectangular. Perches and beacons always round. Fixed (as opposed to often have a white arrow indicating floating) marks often have a white the safe-side. Marks (see Figure 1) arrow indicating the safe-side. can consist of: Green marks are kept to your right (starboard) going upstream and
(a) Vertical stakes or perches with circular red or square/rectangular green topmarks. The stake itself may or may not be painted the and same colour as the topmark. Stakes can be near the bank, in (b) the reed margin, on a visible obstruction or out in the water- body. In some areas a topmark is fitted to the top of a cairn of stones.
(c) Large floating cagebuoys with circular red and or (d) square/rectangular green topmarks and often a large letter or number which can be related to the navigation charts. Buoy body painted same colour as topmark. (e) Small cone-shaped floating buoys with circular red or square/rectangular green topmarks. Buoy body painted same and colour as the topmark. (f)
(g) Red or green painted floating cans or drums with a topmark. and (h)
(i) Red circles or green squares/rectangles painted on the piers of and a bridge to indicate the navigation arch or arches. (Showing “safe-side” arrows). (j)
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3
(a) (b)
(d)
Appendices (c)
(e) (f)
(g) (h) Upstream & into bays and harbours
(i) (j)
Figure 1 - Shannon Navigation Marks
Note: You must remain aware of this situation but follow the basic the direction of travel relative to the rules keeping red marks to your left direction of the buoyage system going upstream or green marks to (up/downstream, into/out of your right. See Figure 2. harbours and bays) to avoid confusion at “middle ground” situations and refer to your Upstream navigation guide. Such situations occur (mainly on the larger lakes) Sailing course where there are safe channels either side of an obstruction and
one or more pairs of red and green Sailing course 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
Figure 2 - Middle Ground Marking
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3 of the semi-circle are painted – the Appendices red half of each face denotes the hazardous side of the mark and white denotes the safe side.
In some areas on the large lakes, white painted stone cairns are used to help with position location.
Marks (see Figure 3) can consist of:
(i) Marks with the horizontal edge at the bottom are left (port) hand marks going upstream. (ii) Marks with the horizontal edge at the top are right (starboard) hand marks Warning: Marks can become going upstream. discoloured and misshapen over (iii) Middle grounds are time by a combination of weather, denoted by red diamond collision damage, bird droppings, shaped marks. Do not weed growth, etc., thereby pass between pairs of disguising their appearance. It can middle ground marks. be quite hard to see the small markers, and to distinguish colours, when visibility is poor because of Many of the Erne system marks are cloud, darkness, rain or the sun in numbered and the numbers can be the wrong direction. referenced to the navigation guide.
Erne Navigation On the Erne navigation the marking system consists mainly of stakes with red and white painted topmarks. The topmarks are semi- circular in shape and mounted so Upstream into bays & harbours that the flat edge of the semicircle (i) (ii) (iii) is horizontal, either at the top of the mark or at the bottom. Both faces Figure 3 - Erne System Marks 157 Appendices_fn_Layout 1 17/10/2017 17:06 Page 158
3 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. Appendices From this point east to the Erne, the waterway uses the Erne marking scheme.
Corrib Navigation The navigation system on Lough Corrib follows the IALA Region A system:
■ RED – a cylindrical (can) shaped mark to port, ■ GREEN – conical (cone) shaped mark to starboard.
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4 Appendix 4 Appendices
Anchoring, Stability and Danforth 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 fishing, swimming or an Commonly used, it has two pivoting overnight stay. flukes that dig into the bottom. The ■ As an emergency action, to Danforth can be made of either prevent running aground in bad steel or high-strength aluminium. It weather or as a result of engine offers good holding in mud or sand, failure. but has a tendency to pull out of a bottom covered with weeds or The object is to secure the boat to grass because it often only lies on the bottom in such a manner that it the top of such vegetation. It will will not pull free in any anticipated hook into rocks, but may be difficult weather conditions. Anchoring is a to get free; it may also bend or safe, simple and speedy operation break when so hooked. It has the provided a number of basic advantage of stowing flat on deck. guidelines are followed. The equipment needed for anchoring Plough Anchor consists essentially of an anchor and rode, which may be either line or chain, with shackles to join the various segments.
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:
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4 Folding Anchor Appendices
The Plough anchor is very effective because it has sufficient weight to Generally suitable only for the enable its fluke to dig into a variety smallest of craft and deployment in of bottoms, but is awkward to stow moderate conditions. It has the on deck. It is popular with sailors advantage of folding closed when and powerboaters whose craft have stored, rather like an umbrella, and bow pulpits with rollers. On larger is easily stowed on board. craft, it can be deployed and recovered remotely from the The Fortress cockpit when combined with an electric windlass. There are a number of different manufacturers of Ploughs, in addition to the original CQR model.
The Bruce
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 This anchor is much like the greater holding power in mud Plough, but has a fixed stock rather because they can be adjusted from than one that pivots. their standard 32° to a broad 45°
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4 fluke angle. While this type of The Anchor Rode Appendices anchor performs well in clay, sand Connecting the anchor to the and mud bottoms, if the bottom vessel is the anchor rode, which does not allow for digging in, such may be either a chain or synthetic as hard or rocky, or weedy, then the rope. Ensure the anchor rode is flukes cannot bury and the anchor correctly connected to the vessel in will not set. the first instance with the appropriate shackle. An advantage The Delta 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 have an anchor windlass to raise it. Furthermore, the weight of a sufficient length of chain may be a problem in the bow The Delta anchor is a fixed shank of a small craft, especially one with plough, essentially a development a sharp entry and limited buoyancy of the CQR model. It has a superior forward. holding power to the CQR. This type of anchor is heavier and Line is favoured by many for bulkier than the Danforth model. It anchoring because its elasticity is considered effective as a general absorbs the shock load when purpose anchor for sand, thick anchoring in moderate to heavy mud, weedy bottoms and swells. Three-stranded twisted sometimes rocky areas. However it nylon is preferred over double-braid holds poorly in soft mud and the line because it stretches more. If Delta is found wanting on very hard you use line for your rode, a length compact sand, grass, weed and of chain several metres long should kelp. The Delta is large, fairly heavy be inserted just above the anchor and usually stowed in a ball roller. to counteract against any chafing on rocks or coral. The weight of this The number and type of anchors chain also keeps the lower end of for a particular craft should be the rode down against the bottom, largely determined by the size and thereby making the pull on the intended cruising area of the anchor more horizontal. A swivel vessel. connection should be used between anchor and chain to assist 161 Appendices_fn_Layout 1 17/10/2017 17:06 Page 162
4 in the proper setting and stowing of a good practice if possible. the anchor. Approaching the Anchorage Anchoring Procedures and Ensure all anchoring equipment is Techniques ready for deployment prior to making an approach. If there are Selecting an Anchorage other boats in the anchorage you Appendices Unless it is an emergency, the first have selected, look for a place step in anchoring is deciding where where you will have adequate to lower your anchor. Do not anchor swinging room. Estimate the in a channel or the approaches to a swinging circles of the other channel. Refer to local charts and anchored boats – note how the sailing instructions as a source of other boats are lying to any wind suitable anchoring locations. and current. Reduce speed and enter the anchorage on the same Prevailing winds, bottom depth, heading as boats already bottom composition, tidal rises and anchored, slowing even more as the existence of other craft in the you approach your chosen spot. anchorage should all be considered in coming to a decision as to where Setting the Anchor to deploy an anchor. When you have reached just beyond where you want to anchor, Shelter from the wind is important check all headway and start a very because calmer water will put less slow backward movement – then, strain on the ground tackle. and only then, deploy your anchor. Consider any anticipated changes Continue to move astern slowly, as in wind direction and velocity. The you pay out the necessary length of composition of the bottom will affect rode. The proper length is the type of anchor you will use, determined by the desired scope – assuming that you have a choice. the ratio of the length of the rode in Ideally, the water should be deep use to the distance to the bottom of enough so you will not have to the water. Note that this is not just worry about sitting on the bottom at the depth of the water – it is the low tide. However, deeper water is value plus the height of the bow not always better. The deeper the above the surface. The depth of the water, the longer the rode must be, water used in calculating scope is and so the greater your swinging the greatest depth that will occur circle will be. Anchoring in water while anchored, that is, the depth at that, at its lowest, will be two or high tide. For calm conditions, a three times the draft of your boat, is scope of five is generally 162 Appendices_fn_Layout 1 17/10/2017 17:06 Page 163
4 satisfactory when using a line rode; windlass or by hand as it becomes Appendices when using chain, a scope of three slack. Once the boat is positioned works well. For expected bad directly above, the anchor will weather, increase these values to break out of the bottom and can be as much as ten and seven recovered on board. respectively. 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 It is helpful if the anchor line or stowed so as to avoid the risk of chain is marked at regular intervals. injury. When the proper length of rode has ■ Always ensure an anchor line is been let out, it should be removed deployed over the forward end of from the anchor windlass (if one a boat using a suitable stemhead has been used) and the line made roller or fairlead. This is fast to a Samson post, anchor bitts essential to keep a craft’s head or a cleat. When the rode is fully to the prevailing conditions. extended, apply a burst of reverse ■ Do not anchor by the stern. power to make sure that the anchor Anchoring a small boat by the is holding. stern may result in swamping and capsize. The transom area Take a series of bearings on offers less freeboard than the shoreside marks for use as a bow and greater resistance to reference as to your boat’s position tide/weather. In a current, the and check them on a frequent basis force of the water can pull the to ensure your craft has not stern under. The boat is also dragged her anchor. vulnerable to swamping by wave action. In addition, the weight of Getting Underway a motor, fuel tank or other gear in When you are ready to leave your the stern increases the risk. anchorage, go forward slowly, ■ Anchor rodes should be secured taking in the anchor rode by to a suitably strengthened cleat, 163 Appendices_fn_Layout 1 17/10/2017 17:06 Page 164
4 Samson post or windlass, requires consideration. Both should positioned as far forward in the be as low in the boat as practical. It boat as possible. Anchor lines is an absolute necessity to make should not be led aft within a sure that neither can suddenly shift boat, e.g. to Thwarts or seats, as from one side of the boat to the to do so may result in the craft other. broaching into prevailing weather Appendices /tide conditions and being Recreational craft designs built swamped. under the Recreational Craft ■ When recovering an anchor on Directive will have been assessed small boats, take care to ensure against an ISO stability and the line is neatly and correctly buoyancy standard. The essential stowed as it is brought on board. requirements dictate that a boat Do not allow it to foul items such must have appropriate buoyancy, as oarlocks, which may cause stability and freeboard for the the boat to broach in the event of design category it is intended for. load coming on the anchor rode. The Builder’s Plate mounted on the transom will include the boats Stability maximum recommended load, A boat may be subject to heeling indicated by the maximum number forces from a number of sources, of persons and/or equipment. It is from which it must have the ability essential that craft are not to right itself or suffer a capsize. overloaded.
Typical forces include: While a boat floats at its mooring, ■ Forces generated by wind there are two basic forces at work – ■ Forces created by waves ■ gravity, a naturally downward ■ Excessive offset load, e.g. force that is trying to pull the boat crowding of persons to one side toward the centre of the earth ■ Reduction of original stability due and to modifications (extra weight ■ buoyancy, which effectively added high up in the structure) moves a boat upward to the point ■ Excessive water in bilges equal to the weight of the amount creating a free surface effect of water the boat is pushing out ■ Flooding damage. of the way.
The ability of any boat to right itself Looking at a cross-section of a is called stability. It should be boat's hull, sitting level in the water, evident that stowing gear and you can imagine two theoretical installing equipment on a boat points. 164 Appendices_fn_Layout 1 17/10/2017 17:06 Page 165
4 The Centre of Gravity (CG) will time the boat begins to heel (list) Appendices be in the very centre of the entire because the amount and shape of hull space. The force of gravity the boat under water changes. can be considered to act through this point. The distance between the Centre of Gravity and the Centre of Buoyancy The other point, the Centre of is called the Righting arm. The Buoyancy (CB), will be in the weight of the boat is pushing down centre of the underwater portion at the CG and the weight of the of your boat, and it is through this water is pushing up at the CB. This that the upwardly acting buoyancy situation creates a rotating force or force acts. motion that is called the righting moment. When the CG and the CB are vertically aligned, the boat is level. As long as the upward force of When a boat is properly designed buoyancy is able to return the boat and constructed, with gear stowed to an upright position, the situation correctly, the CG should always is called a positive righting moment stay in the same place. The CB, (Fig 2). In this situation CG is however, will change position any always within CB.
FIG. 1
FIG. 2
FIG. 3
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4 If for any reason, however, the Boat Handling Hazards Centre of Gravity should shift outside of the Centre of Buoyancy, Overloading it creates a negative righting This will reduce a boat’s freeboard moment and the boat is going to and affect its handling abilities. capsize (Fig 3). Commonly it can result in capsize and sinking on smaller craft. Appendices Negative righting moments occur due to the Centre of Gravity (CG) of Offset Loading a boat being raised above its Where the load is poorly distributed design point as a result of – to one side it will result in reduced ■ Overloading, stability in one direction of heel, ■ Due to structural modifications making the boat vulnerable to for which the craft was never swamping due to reduced designed, e.g. addition of freeboard, and generally suffering wheelhouse, seating on top of from permanent list. Such a craft existing wheelhouses, taller rigs, will have its handling characteristics in mast furling, radar sets, etc., adversely affected. ■ Excess water in bilges or flooding (Alters position of CG). Poor Trim This will result in a boat sitting Besides careful stowing, boat either too far down in the water at handling may affect a boat’s the bow or stern depending on stability, e.g. never run parallel to where the weight is positioned. If large waves in a boat that is too far forward, water will be taken overloaded or too small for the over the bow and steering will be situation. As the waves cause the affected. If aft, there is the risk of boat to roll from one side to the swamping over the stern and other, the positions of the CG and handling will be affected. the CB are constantly changing. Even a relatively small change Weight too high during the rolling, such as gear This will reduce stability and make shifting or a passenger moving to the boat unstable. Always the low side, will create a negative distribute weight as low as righting moment. Always think twice possible. about any modification to your boat that raises its Centre of Gravity, Swamping and seek professional advice The rapid filling of a boat with water before commencing. as a result of poor loading and/or wave action. 166 Appendices_fn_Layout 1 17/10/2017 17:06 Page 167
5 Appendix 5 Appendices Personal Flotation Lifejackets provide face up in-water Devices/Lifejackets, support to the user regardless of Jacklines and Safety physical conditions. Buoyancy aids Harnesses require the user to make swimming and other postural movements to Types of personal flotation position the user with the face out devices (PFD/Lifejackets) of the water.
The term personal flotation device The following Table lists the (PFD) is an all-encompassing term, different types of PFD/lifejackets which covers all forms of lifejackets with suggested guidance on and buoyancy aids intended to help selection and where they should be keep a person afloat in the water. used. The Table is for guidance These range from “CE” marked only. Persons must assess the risks lifejackets through to “CE” marked appropriate to their area of buoyancy aids. operation and select personal flotation devices accordingly.
Type and Markings Suggested Uses International Standard: Lifejackets for seagoing ships. Intended IMO SOLAS/EU Marine primarily for use on seagoing ships under IMO Equipment Directive (International Maritime Organisation) 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 For offshore use and by people who are using Standard: items of significant weight and thus require I.S. EN ISO 12402-2:2006 additional buoyancy. Also of value to those who are using clothing which traps air and Old Standard: which will adversely affect the self-righting EN 399 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.
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5
Type and Markings Suggested Uses European Harmonised For swimmers and non-swimmers of any age. Standard: For general offshore and rough weather use. I.S. EN ISO 12402-3:2006 Turns most unconscious wearers face up in water. However, performance may be Old Standard: affected if the user is wearing heavy and/or
Appendices EN 396 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 For swimmers of any age. For use in relatively Standard: sheltered/calm waters and intended for those I.S. EN ISO 12402-4:2006 who may have to wait for rescue. Will not turn unconscious wearers face up in water Old Standard: (particularly when wearing heavy clothing). EN 395 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 Only for good swimmers and for use near to a Standard: bank or shore where help is close at hand. I.S. EN ISO 12402-5:2006 Requires active participation of the user. Will not hold the face of an unconscious wearer Old Standard: clear of the water and does not have sufficient EN 393 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.
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5 Appendices Type and Markings Suggested Uses Special purpose These are special purpose devices for specific lifejackets and buoyancy needs that go beyond the requirements of the aids – performance levels average user and those that rely on the skill, 50-275 knowledge, special training and participation of the user. This should be stated clearly in European Harmonised the information supplied by the manufacturer Standard: of these items. For use when fire-fighting. I.S. EN ISO 12402-6:2006 They are also for use with personal watercraft (jet skis), waterskiing or similar towed uses and are also used for white water rafting.
Note It is essential that pleasure and Irish Standard (I.S.) refers to recreational craft owners select National Standards which are used PFDs that are suitable for the to ensure uniformity and minimum particular circumstances in standards for products and services which they will be used. in Ireland. Only Irish manufacturers will have this prefix. Other European manufacturers will use Before purchasing a their own country prefix instead of PFD/Lifejacket ensure: I.S. 1. The device is sufficient to give a person using it a positive EuroNorm (EN) refers to buoyancy in waters which are European-wide standards that are likely to be encountered. Users used for ensuring the uniformity should be aware that certain and minimum standards for PFDs may not perform as well in products and services. extreme climate conditions, even if they are fully approved International Organisation for PFDs. Standardisation (ISO) refers to 2. PFDs may also be affected by International Standards that are other conditions of use, such as used to ensure uniformity and chemical exposure and welding, minimum standards for products and may require additional and services at an international protection, e.g. a protective level. layer, to meet the specific requirements of use. If the user intends taking a PFD into such 169 Appendices_fn_Layout 1 17/10/2017 17:06 Page 170
5 conditions, the user must be Notes for selection of satisfied that the PFD will not be PFD/Lifejackets adversely affected. The selection of a PFD/lifejacket is 3. The device is appropriate to the a complex issue and it is body weight and chest girth of dependent on many factors such the person who is to wear it. as: 4. The device has on it the CE ■ the area of operation for the Appendices conformity marking consisting of vessel the initials “CE” taking the form ■ sea state of the specimen given in Annex ■ weather conditions IV of Council Directive ■ seasonal variations 89/686/EEC of 21 December ■ night and day time operation 1989 (as amended by Council ■ ease of use Directive 93/68/EEC of 22 July ■ type and buoyancy of clothing 1993 and Council Directive worn 96/58/EC of the European ■ proximity to rescue services. Parliament and the Council of 3 September 1996). This Appendix attempts to deal with these issues and to highlight Please Note: Some inflatable concerns and issues that should be PFDs come provided with crotch considered in selecting a straps and others are sold with PFD/lifejacket. the crotch strap as an optional extra. To maximise the Inflatable PFD/lifejackets such as lifesaving potential of inflatable those complying with I.S. EN ISO PFDs, it is recommended that a 12402-3:2006 (EN 396) and I.S. EN crotch strap (or leg straps) ISO 12402-2:2006 (EN 399) are should always be worn, over the lightweight and less restrictive and top of all clothing. For further can be worn comfortably in both details see Marine Notice Nos. 45 warm and cold weather. They can of 2012, 39 of 2013, 48 of 2015, also be fitted with automatic 10 of 2016 and 27 of 2016. inflation devices and may turn the wearer face upwards in the water, Marine Notices are available on the depending on the clothing worn. Department of Transport, Tourism and Sport website www.dttas.ie or It must be recognised that clothing from the Irish Maritime traps air, which may result in a Administration, Department of person not floating as would be Transport, Tourism and Sport, expected. Clothing absorbs water, Leeson Lane, Dublin 2, D02 TR60. making a person heavier to 170 Appendices_fn_Layout 1 17/10/2017 17:06 Page 171
5 support. The person may need to Guidance for correct use of Appendices use a PFD with a higher PFD/Lifejackets performance standard to ensure 1. Inflatable personal flotation that they self-right face up and their devices must be worn over all mouth and nose are kept clothing and not underneath. sufficiently clear of the water. This is to ensure that there is sufficient space for the device to If the wearer is at risk of entering inflate and that the wearer’s the water in a disabled or breathing is not restricted. unconscious condition, then the 2. PFD/lifejackets should be worn lifejacket should be fitted with both in the correct position on the manual and automatic activation to torso as per the manufacturer’s ensure that the lifejacket will inflate instructions to prevent them automatically. from riding up above the wearer’s shoulders. Hold-down Consideration should also be given devices such as crotch straps or to fitting personal flotation devices thigh straps can greatly assist in with lights. A lifejacket light can aid keeping the PFD in the correct location and reduce the recovery or position. Where supplied, thigh rescue time in bad visibility, day or straps should be correctly fitted night. These lights should comply and adjusted. with the EuroNorm standard EN 3. Every user should read the ISO 12402-8:2006 (EN 394). 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.
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5 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 Appendices dry vertically to ensure that all moisture drains away from the 5. As a minimum, checks should bobbin. Covers are available include: which reduce the problem of - Harness straps/stitching accidental inflation. inspected and checked for 8. Where PFDs are required to be damage/wear carried on board a craft, it is - External lining inspected for recommended that they are wear/damage stored in a readily accessible - All buckles checked/adjusted position which may save time in as required an emergency situation. - All zips, buckles, fasteners, webbing straps and lights (if PFD/lifejackets are available for fitted) are functioning babies. 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 - 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. 172 Appendices_fn_Layout 1 17/10/2017 17:06 Page 173
5 Please Note: synthetic fibres. The weakness Appendices Wearers must be aware of the they have is that they degrade legal requirements in relation to with ultra violet light and the wearing of PFDs and the weathering, and have been penalties arising from non- known to fail when a load is compliance. For further details placed upon them. see Chapter 1 and Marine Notice ■ They should be tested each No. 10 of 2016. season. If in doubt, cut them in half and have them replaced with Jacklines and Safety new ones, which are relatively Harnesses inexpensive.
Lifelines/Jackstays 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.
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 polypropylene or blended 173 Appendices_fn_Layout 1 17/10/2017 17:06 Page 174
6 Appendix 6 Weather, Sea States and more, and it is issued at all times Tides of the year. The small craft warning covers the large internal lakes as Forecasts and Warnings well as coastal areas. A gale warning is issued for Force 8 or
Appendices Met Éireann regularly forecasts for small boats operating in coastal more and supersedes the small waters, including essential craft warning. information on the expected wind direction and strength, the state of Weather forecasts should always the sea and swell, visibility, and be checked prior to departure and changes expected during the can be obtained from the following forecast period. Forecasts are sources: issued in the early morning for the Primary Weather Sources: remainder of the day until midnight, ■ National Radio – shipping at about midday for the rest of the forecasts are broadcast on day and the following day, and in national radio stations. In the late afternoon for that night and addition, a service for inland the following day. Check well ahead waters is also broadcast for the of your planned trip – you can get major waterways. RTE Radio 1 an idea of the changes in the broadcasts three times daily at weather pattern from the forecasts approximately 6:02am, 12:53pm issued 24 hours or longer before and at 11:55pm. you leave shore. Strong wind ■ Local radio stations will warnings are issued whenever broadcast forecasts for local winds of 25 knots or more are waters and inland lakes. Dublin expected. The direction and and Galway local stations strength of the wind, sea and swell broadcast winds for the information and an indication of respective bays. expected developments are also ■ National Television Channels – given. Gale or storm warnings are Met Éireann provides weather issued when the wind is expected bulletins on RTE 1 and RTE 2. to reach Beaufort Scale Force 8 (34 ■ Telephone and fax – Met Éireann knots). offers a charge service for detailed sea area forecasts. Small Craft Warnings ■ Internet – Met Éireann web page The small craft warning is issued – www.met.ie. for expected winds of Force 6 or ■ M.met.ie is a cross platform site 174 Appendices_fn_Layout 1 17/10/2017 17:06 Page 175
6 designed to work on web noticeboards, as will yacht clubs Appendices enabled mobile phones. during sailing events. ■ Coast Guard Radio – generally ■ Marine Institute Weather Buoys. announced on VHF Channel 16 ■ Navtex receivers on board and broadcast on Channel 26. provide a printed forecast in The Sea Area Forecast (SAF) is addition to navigation broadcast on the named channel information. at three hour intervals beginning ■ Meteoalarm provides extreme 01:03 followed by 04:03, 07:03, weather alerts for Ireland and the 10:03, 13:03, 16:03, 19:03 and rest of Europe 22:03. Gale warnings are also (www.meteoalarm.eu). The preceded by an announcement system uses colour coding to on Channel 16 and usually indicate the severity of the broadcast on receipt, and expected hazard. An explanation repeated at the next one of the of the warnings categories and following times: 00:33, 06:33, thresholds can be found at 12:33 and 18:33. www.met.ie/nationalwarnings. ■ A number of websites are Secondary Weather Sources: available that specialise in giving ■ Teletext/Aertel p. 162, 163, information on marine weather. including any small craft Some examples are given below: warnings issued. http://passageweather.com/ ■ Harbour Offices and Marinas will https://www.windguru.cz/ post a copy of the current local http://magicseaweed.com/ sea area forecast on
Beaufort Force 0 Wind speed (knots): Under 1 Wind description: Calm Sea state: Sea is mirrorlike.
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6 Beaufort Force 1 Wind speed (knots): 1-3 Wind description: Light Airs Sea state: Ripples with appearance of scales, no foam crests. Appendices
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.
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6 Beaufort Force 5 Appendices 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 form breaking waves begin to be blown in streaks.
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.
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6 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 Appendices 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 they result in water movements understanding of tides and how (tidal streams). This movement they affect sea states is important. can be significant inshore such as Some knowledge of tides is on estuaries and near headlands. desirable before going afloat on the Tide levels/streams are important sea. for many recreational activities including swimming, sailing, fishing, The tide is basically the rise and fall boat berthing, anchoring and of the sea level; is caused by the passage planning. Notable combined effects of the forces hazards from tides include tide rips exerted by the Moon and the Sun and races, inadvertent grounding and can have a marked effect on and stray navigation. Tidal level maritime-related activities. On Irish predictions and information can be coastal waters, tides are semi- obtained from various nautical diurnal (two high and low waters Almanacs, newspapers, websites each day). Tides can also and phone apps. influence marine activities in that
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6
Marine Weather Services Sea Area Map Appendices
This map shows areas covered by miles (56 km) southwest of Met Éireann marine forecasts. Mizen Head. Note the white dashed line M4 : 54.9982°N 09.992154°W represents the furthest coverage • Off the Donegal coast: limit for the Sea Area Forecast. Approximately 45 nautical miles (83 km) west northwest Marine Institute Weather of Rossan Point. Buoys M5 : 51.6900°N 06.7040°W The Marine Institute has 5 weather • Off the south Wexford coast: buoys around the Irish coast which Approximately 30 nautical aim to provide improved weather miles (56 km) south of Hook forecasts and safety at sea around Head. Ireland. M6 : 53.07482°N 15.88135°W • Deep Atlantic: Approximately Buoy Positions 210 nautical miles (389 km) M2 : 53.4800°N 05.4250°W west southwest of Slyne • Irish Sea: Approximately 20 Head. nautical miles (37 km) east of The buoy network provides vital Howth Head. data for weather forecasts, shipping M3 : 51.2166°N 10.5500°W bulletins, gale and swell warnings • Off the Cork coast: as well as data for general public Approximately 30 nautical information and research. 179 Appendices_fn_Layout 1 17/10/2017 17:06 Page 180
7 Appendix 7 Directive on Recreational 2013/53/EU was transposed into Craft and Personal Irish law through the European Watercraft – Advice on Union (Recreational Craft and buying a Recreational Craft Personal Watercraft) Regulations 2017 (S.I. No. 65 of 2017), as Appendices Since June 1998 all recreational amended by the European Union craft new to the European (Recreational Craft and Personal Economic Area1 (EEA) were Watercraft) (Procedures for required to comply with the Watercraft Identification) Recreational Craft Directive, Regulations 2017 (S.I. No. 217 of 2017). Directive 94/25/EC, as amended. The Directive was implemented in The Directive is beneficial to Ireland by the European consumers as it requires craft to Communities (Recreational Craft) meet essential safety, health, Regulations 1998 (S.I. No. 40 of environmental protection and 1998), as amended in 2004 by the consumer protection requirements. European Communities Directive 2013/53/EU lays down (Recreational Craft) (Amendment) requirements for the design and Regulations 2004 (S.I. No. 422 of construction, exhaust emissions 2004). and noise emissions of recreational craft, personal watercraft, Directive 2013/53/EU on components and propulsion recreational craft and personal engines installed in or on watercraft repealed Directive watercraft. 94/25/EC on recreational craft from 18 January 2016. However, Watercraft products within the Directive 94/25/EC, as amended by scope of Directive 2013/53/EU Directive 2003/44/EC, continues to (and Regulation 3(1) of S.I. apply to recreational craft, personal No. 65 of 2017), as amended: watercraft, components or ■ Recreational craft of hull length propulsion engines placed on the from 2.5 metres to 24 metres; EU market for the first time before ■ Personal watercraft of less than 18 January 2017. Directive 4 metres in hull length;
1 The EEA consists of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden and the United Kingdom. 180 Appendices_fn_Layout 1 17/10/2017 17:06 Page 181
7 ■ Partly completed watercraft, Appendices being a partly completed Anyone considering recreational craft or personal purchasing a watercraft watercraft; product should check for the ■ Components, when placed following: separately on the Union market (e.g. ignition-protected 1. in the case of a watercraft, equipment for inboard and stern that it is affixed with a drive petrol engines and petrol Watercraft Builder’s Plate tank spaces; starting-gear and that it has sufficient protection devices for outboard structure, stability and engines; steering wheels, buoyancy in accordance steering mechanisms and cable with its design category; assemblies; fuel tanks intended 2. that it is affixed with the CE for fixed installations and fuel marking; hoses; prefabricated hatches, and port lights); 3. in the case of a propulsion ■ Propulsion engines installed or engine, that it is marked specifically intended for with a Propulsion Engine installation in or on watercraft, or Identification and complies subject to major engine with other essential modification; requirements of the ■ Watercraft subject to major craft Directive, e.g. installation conversion. requirements; 4. in the case of an imported A boat owner who has bought a product, that it is labelled new boat or a used boat in a third with the importers contact country and returns the boat by details; whatever means to the EEA territory, and places that boat into 5. that it is identified by a type, service for the first time in the EEA, batch or serial number or will be subject to the requirements a Watercraft Identification of the Directive. Importers of Number (WIN); watercraft from third countries that 6. that it is accompanied by an place products on the EU market Owner’s Manual(s); and are obliged to mark the product with their name and address. 7. that it is accompanied by a Declaration.
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7 1 and 2: Watercraft A Watercraft Builder’s Plate should Builder’s Plate, CE Mark not be affixed to a partly completed and Design Category watercraft. In the case of post- Each watercraft must carry a construction assessment, the permanently affixed plate, contact details of the notified body preferably in the cockpit or near the that has carried out the conformity main steering position, containing assessment are included on the Appendices the following information: Builder’s Plate, in place of those of the manufacturer, and the words ■ Manufacturer’s name, registered ‘post-construction assessment’ are trade name or registered trade also included. mark, as well as contact address; ■ CE marking; All watercraft, designated ■ Watercraft design category components and propulsion (summarised in section 1.2.8 of engines are subject to CE marking, this Code): indicating that a product complies • A, B, C and/or D for with the relevant EU legislation. In recreational craft; the case of a watercraft, CE • C and/or D for personal marking must be affixed on the watercraft; Watercraft Builder’s Plate (mounted ■ Manufacturer’s maximum separately from the Watercraft recommended load; Identification Number). In the case ■ The number of persons of any other product, such as a recommended by the propulsion engine, the CE mark manufacturer for which the shall be affixed to the product, but watercraft was designed; in the case of a component where ■ Additional information depending that is not possible or warranted on on the type of watercraft: account of the size of the • If a recreational craft is component, it shall be affixed to the designed to be fitted with packaging and to the outboard propulsion engine(s), accompanying documentation. the maximum engine(s) power (kW); Each watercraft must have • If an inflatable recreational craft, sufficient structure, stability and the recommended working buoyancy in accordance with its pressure (Bar or psi); design category. The four • If a sail kit is provided with a watercraft design categories are recreational craft, the maximum summarized in section 1.2.8 of this sail area (m2 or ft2 ). Code.
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7 Appendices
Manufacturer’s name, registered trade ABC Boatyard name or registered trade mark
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 Max. + + = 620 kg contents of fixed fuel and water tanks when full
CE mark and notified body’s identification CEXXXX number (if applicable)
Example: Builder’s Plate with minimum information for craft powered by outboard engines.
3. Propulsion Engine ■ Engine type, engine family, if Requirements applicable; Every engine must be clearly and ■ A unique engine serial number; durably marked with the following ■ CE marking. information: ■ Engine manufacturer’s name, Every propulsion engine installed in registered trade name or or on watercraft must meet the registered trade mark, as well as applicable essential safety and contact address and, if environmental requirements as laid applicable, the name and contact down in Directive 2013/53/EU. Any address of the person adapting person who carries out a major the engine. This is not modification to a propulsion engine necessarily the address where must ensure that the modified the manufacturer is actually engine is in conformity with the established. This address can for Directive. example be that of the authorised representative or of To ensure safe handling the customer services; characteristics, a watercraft should 183 Appendices_fn_Layout 1 17/10/2017 17:06 Page 184
7 not be fitted with a propulsion IE Country code of the engine that is more powerful than manufacturer, i.e. where the maximum power for which the the craft was built; watercraft is designed and ABC Unique Code of the constructed. All tiller-controlled Manufacturer – assigned outboard propulsion engines must by the national authority of have an emergency stopping a Member State. In Ireland, Appendices device fitted. unique codes of the manufacturer are assigned 4. Importer’s Plate by the Marine Survey The plate must indicate the Office of the Department of importer’s name, registered trade Transport, Tourism and name or registered trade mark, as Sport; well as contact address, preferably 12345 Unique Serial Number in the cockpit or near the main assigned by the steering position, but not on the manufacturer; Watercraft Builder’s Plate. D Month of Manufacture (A = January, B = February, 5. Product Identification etc.); In the case of a propulsion engine, 16 Year of Manufacture a unique engine serial number (2016); must be permanently marked on 14 Model year (2014). the engine. In the case of a watercraft, a Watercraft 6. Owner’s Manual Identification Number (WIN) must Every product must have an be marked in two positions: Owner’s Manual. This must be in a language easily understood by the ■ watercraft exterior: top of end-user, which in Ireland is Irish or transom, starboard side, and English. It contains the instructions ■ watercraft interior: in a position and information essential to the that is not visible. safe use of the product, drawing particular attention to the set-up, The Watercraft Identification maintenance, regular operation of Number is unique to each craft. It is the product, prevention of risks and a code that identifies the risk management. It should also manufacturer, country of contain all the instructions and manufacture and date of manuals for any equipment fitted. construction, as follows: For propulsion engines, the IE ABC 12345 D 16 14 maximum rated engine power must be declared in the Owner’s Manual. 184 Appendices_fn_Layout 1 17/10/2017 17:06 Page 185
7 7. Declaration For more information contact: Appendices Each individual product must be accompanied by an EU Declaration Marine Survey Office of Conformity or, in the case of a Irish Maritime Administration partly completed watercraft, by a Department of Transport, Tourism Declaration by the manufacturer or and Sport the importer of the partly completed Leeson Lane watercraft. This is a legal document Dublin 2 signed by the manufacturer, or his D02 TR60 or her authorised representative, stating that the craft meets all the Telephone: + 353 (0)1 678 3400 requirements. This is an important Fax: + 353 (0)1 678 3409 document, particularly if the craft is Email: [email protected] to be used or taken into other Member States, as enforcement officials can ask to see it.
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 1.2.8 of this Code.
Please note that this advice is designed to provide basic guidance. It is not a complete authoritative statement of the law.
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8 Appendix 8 Passage Planning Template
Vessel Date
Appendices 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.
VHF Channels
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
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8 Appendices 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 I confirm that I have checked responsible for this passage this plan and am satisfied that it plan: 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 Waypoint Remarks/ Distance Position Heading No Name Description (NM) ° ° ° ° ° ° °
Total Distance
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9 Appendix 9 List of Course Providers (see Appendix 10 for full contact details)
Chapter 2: • Irish Sailing Association
Appendices Sail and Motor Boats – Coastal • Comhairle Fo-Thuinn (Irish Operation Underwater Council)
• Irish Sailing Association Chapter 3: • Inland Waterways Association of Sail and Motor Boats – Inland Ireland Waterways • Comhairle Fo-Thuinn (Irish Underwater Council)
Chapter 4: • Irish Sailing Association Sailing Dinghies
Chapter 5: Personal Watercraft – Jet Skis and • Irish Sailing Association High Speed Power Boats
Chapter 6: • Irish Windsurfing Association Windsurfing and Stand-Up Paddle • Irish Surfing Association Boards
Chapter 7: • Canoeing Ireland Canoeing/Kayaking
Chapter 8: • Rowing Ireland Rowing Boats • Irish Coastal Rowing Federation
Chapter 9: International Certificate for • Irish Sailing Association Operators of Pleasure Craft
Chapter 11: • Contact the Marine Survey Office Emergency Procedures
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10 Appendix 10 Appendices Contact Details 10.1 Irish Maritime Administration contacts Website: www.dttas.ie Maritime Safety Policy Division Mercantile Marine Office (Dublin) Irish Maritime Administration Irish Maritime Administration Department of Transport, Tourism Department of Transport, Tourism and Sport and Sport Leeson Lane Leeson Lane Dublin 2 Dublin 2 D02 TR60 D02 TR60 Telephone: +353 (0)1 678 3434 Telephone: +353 (0)1 678 3480 Fax: +353 (0)1 678 3409 Fax: +353 (0)1 678 3489 Email: Email: [email protected] [email protected] Marine Survey Office Irish Coast Guard HQ (Ballyshannon) Irish Maritime Administration Department of Transport, Tourism Department of Transport, Tourism and Sport and Sport Town Council Building Leeson Lane Abbeyview Dublin 2 Ballyshannon D02 TR60 Co. Donegal F94 C44W Telephone: +353 (0)1 678 3454 Fax: +353 (0)1 678 3459 Telephone: +353 (0)71 982 2400 Email: [email protected] Fax: +353 (0)71 982 2439 Email: [email protected] Marine Survey Office (Dublin) Irish Maritime Administration Marine Survey Office (Cork) Department of Transport, Tourism Department of Transport, Tourism and Sport and Sport Leeson Lane Centre Park House Dublin 2 Centre Park Road D02 TR60 Cork T12 RKON Telephone: +353 (0)1 678 3400 Telephone: +353 (0)21 496 8992 Fax: +353 (0)1 678 3409 Fax: +353 (0)21 496 8617 Email: [email protected] Email: [email protected] 189 Appendices_fn_Layout 1 17/10/2017 17:06 Page 190
10 10.2 Contact Details for Commissioners of Irish Lights other organisations Harbour Road Dun Laoghaire Bord Iascaigh Mhara Co. Dublin P.O. Box No. 12 A96 H500 Crofton Road Telephone: +353 (0)1 271 5400 Dun Laoghaire Appendices Fax: +353 (0)1 271 5566 Co. Dublin Email: [email protected] A96 E5A0 Website: www.irishlights.ie Telephone: +353 (0)1 214 4100 Fax: +353 (0)1 284 1123 Inland Waterways Association of Email: [email protected] Ireland (IWAI) Website: www.bim.ie 2 Kylemore Park Taylor’s Hill Comhairle Fo-Thuinn Galway Irish Underwater Council H91 T22T 78A Patrick Street Telephone: +353 (0)91 589 333 Dun Laoghaire Lo-Call: 1890 924 991 Co. Dublin Email: [email protected] A96 HY45 Website: www.iwai.ie Telephone: +353 (0)1 284 4601 Fax: +353 (0)1 284 4602 Irish Canoe Union/Canoeing Email: [email protected] Ireland Website: www.diving.ie Irish Sport HQ National Sports Campus Commission for Blanchardstown Communications Regulation Dublin 15 (ComReg) D15 DY62 1 Dockland Central Telephone: +353 (0)1 625 1105 Guild Street Fax: +353 (0)1 625 1106 Dublin 1 Email: [email protected] D01 E4X0 Website: www.canoe.ie Telephone: Irish Coastal Rowing Federation Consumer: +353 (0)1 804 9668 Ltd Industry: +353 (0)1 804 9600 Email: [email protected] Email: [email protected] Website: www.coastalrowing.net Website: www.comreg.ie
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10 Appendices Irish Sailing Association Irish Windsurfing Association 3 Park Road Email: [email protected] Dun Laoghaire Website: www.windsurfing.ie Co. Dublin A96 K3C3 Marine Casualty Investigation Telephone: +353 (0)1 280 0239 Board Email: [email protected] Leeson Lane Website: www.sailing.ie Dublin 2 D02 TR60 Irish Sea Kayaking Association Telephone: +353 (0)1 678 3485 Email: [email protected] +353 (0)1 678 3486 Website: www.iska.ie Fax: +353 (0)1 678 3493 Email: [email protected] Irish Surfing Association Website: www.mcib.ie Easkey Surf and Information Centre Met Éireann Headquarters Easkey 65/67 Glasnevin Hill Co. Sligo Dublin 9 F26 CX4K D09 Y921 Telephone: +353 (0)96 49 428 Telephone: +353 (0)1 806 4200 Fax: +353 (0)96 49 428 Fax: +353 (0)1 806 4247 Email: [email protected] Email: [email protected] Website: www.irishsurfing.ie Website: www.met.ie/forecasts/sea-area.asp Irish Water Safety The Long Walk General Forecasting Division Galway (Met Éireann) H91 F602 Telephone: +353 (0)1 806 4255 Telephone: +353 (0)91 564 400 Fax: +353 (0)1 806 4275 Lo-Call: 1890 420 202 (24 Email: [email protected] Hours) Note: Provision of forecasts is Fax: +353 (0)91 564 700 subject to a fee Email: [email protected] Website: www.iws.ie
Irish Waterski and Wakeboard Federation Email: [email protected] Website: www.irishwwf.ie
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10 Rowing Ireland Waterways Ireland National Rowing Centre The Inspector of Navigation Farran Wood Waterways Ireland Ovens The Docks Co. Cork Athlone P31 K704 Co. Westmeath N37 RW26
Appendices Telephone: +353 (0)21 743 4044 Fax: +353 (0)21 743 4045 Telephone: +353 (0)90 649 4232 Email: [email protected] Fax: +353 (0)90 649 4147 Website: www.rowingireland.ie Email: [email protected] Website: www.waterwaysireland.org Royal National Lifeboat Institution (RNLI) Airside Swords Co. Dublin K67 WA24 Telephone: +353 (0)1 895 1800 Fax: +353 (0)1 890 0458 Email: [email protected] 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: [email protected] Website: www.scouts.ie
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10 Appendices 10.3 Fishery Bodies IFI Dublin 3044 Lake Drive Inland Fisheries Ireland (HQ) Citywest Business Campus 3044 Lake Drive Dublin 24 Citywest Business Campus D24 Y265 Dublin 24 Telephone: +353 (0)1 278 7022 D24 Y265 Email: [email protected] Telephone: +353 (0)1 884 2600 Email: [email protected] IFI Galway Teach Breac IFI Ballina Earl’s Island Ardnaree House Galway Abbey Street H91 K6D2 Ballina Telephone: +353 (0)91 563 118 Co. Mayo Email: [email protected] F26 K029 Telephone: +353 (0)96 22 788 IFI Limerick Email: [email protected] Ashbourne Business Park Dock Road IFI Ballyshannon Limerick Station Road V94 NPEO Ballyshannon Telephone: +353 (0)61 300 238 Co. Donegal Email: [email protected] F94 WV76 Telephone: +353 (0)71 985 1435 IFI Macroom Email: Sunnyside House [email protected] Macroom Co. Cork IFI Clonmel P12 X602 Anglesea Street Telephone: +353 (0)26 41 222 Clonmel Email: [email protected] Co. Tipperary E91 RD25 Telephone: +353 (0)52 618 0055 Email: [email protected]
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11 Appendix 11 Glossary of Terms
AHC Ampere Hertz Capacity Appendices 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).
DTTAS Department of Transport, Tourism and Sport
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).
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11 Appendices 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
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.
ISA Irish Sailing Association
IWS Irish Water Safety
LOA Length overall of vessel.
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11 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. It was adopted on 2 Appendices November 1973 at the IMO.
MED Marine Equipment Directive (Wheel mark)
MF Medium Frequency
MMSI Maritime Mobile Service Identity
MOB Man Overboard
MSO Marine Survey Office – a division of the IMA and DTTAS.
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. 196 Appendices_fn_Layout 1 17/10/2017 17:06 Page 197
11 Appendices RIB Rigid Inflatable Boat
RNLI Royal National Lifeboat Institution
SAR Search and Rescue services incorporating cliff, 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 Notice.
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
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