Copyright BMF 2004

Foreword 1. 2. 3. 4. 5. 6. Introduction to the RCD Workshop Manual Summary of the RCD and amendments to the RCD Boat Design Categories Identification and documentation (CIN, MIC, Builder’s Plate, Owner’s Manual) Construction (hull structure, doors, hatches, windows, strong points) Stability, buoyancy and loading (Maximum number of persons, Maximum load, stability and buoyancy, cockpits, bilge pumps, multihull escape) Handling and powering, (Maximum power, visibility and overboard prevention) Engine installations (installation, fuel system, ventilation exposed parts) Electrical systems Gas installations Fire Protection (extinguishers, escape, engine, cooking, liquid fuel) Steering systems and other installations (navigation lights, toilets, seacocks, liferaft) Airborne noise (Sound) assessment Manufacture of marine engines (Exhaust emissions, outboard engines) Manufacture of components (Ignition protection, start in gear, steering gear, fuel tanks, hatches and portlights) Technical File Declaration of Conformity Conformity assessment and Notified Body involvement Part built boats Post Constructional Assessment The CE mark Exemptions and labels

7. 8. 9. 10. 11. 12.

13. 14. 15.

16. 17. 18. 19. 20. 21. 22.

Supporting Documentation

Example Boat Types Definitions/Glossary List of Notified Bodies List of Countries and Dependencies within the EEA Owner’s Manual Information and Examples

Appendix 1 Appendix 2 Appendix 3 Appendix 4 OM Information RS800 Owner’s Manual Swordsman Owner’s Manual

Commission Comments and Directive Combined Notified Bodies Interpretations and Guidelines BMF Boat Builders Guide Text of Directives 94/25/EC and 2003/44/EC

CC Guide 94/25/EC RSG Guidelines BMF BBG 94/25/EC 2003/44/EC

ADCO Model Declaration of Conformity Airborne noise P/D / Froude calculation Stability Calculation Work Sheets

Model DoC P/D Froude

ISO 12217-1 (non-sailing boats >6m length) ISO 12217-2 (sailing boats >6m length) ISO 12217-3 (boats <6m length)

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

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

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

etc. 2. 1353 and Amendment TBA EC Directive 94/25/EC – In force (mandatory since 16 June 1998) Directive 2003/44/EC – In force January 2005 with transitional period for PWCs and emissions. if imported from outside Europe. the manufacturer or. Trading Standards Officers are responsible for enforcing the Directive. RCD amendments apply to recreational craft and PWCs and include sound and engine exhaust emission requirements. 2. Status Responsibility Scope Exemptions Enforcing Authority Penalties Compliance Requirements £5000 and/or 3 months in prison. See Part 22.Part 2 SUMMARY OF THE RCD AND THE AMENDMENTS TO THE RCD Regulations EC Directive 94/25/EC and Directive 2003/44/EC UK Regulations SI 1996 No. Lies with the company/person first putting the product on the European Market i. gondolas.5m to 24m hull length. 2.e.2 & Part 4) have a CE mark to denote compliance (Article 10 & Part 21) on the Builder’s Plate have an Owner's Manual (Annex 1.5 and Info for OM) be provided with a Declaration of Conformity (Annex XV& Part 17) . including partly completed boats and some components. Excludes boats intended solely for racing. craft built for own use and kept for a minimum of 5 years. canoes.1 & Part 4) have a Builder’s Plate (Annex I. The RCD and amendments require that when placed on the EU market for the first time any boat within the scope of the Directive shall comply with the Essential Requirements (Annex I) and: • • • • • • • have Technical Documentation (Annex XIII & Part 16) to show that the boat complies with the Essential Requirements be built in accordance with the manufacturer’s Technical Documentation be marked with a Craft Identification Number (Annex I. Applies to recreational craft from 2. the main importer.

Inflatable boats Part 1:2001 Boats with a motor maximum power rating of 4. as for inflatable boats.g. PWCs Personal watercraft (PWCs) must meet the design and construction requirements of the original directive and the emission requirements of the amending Directive and be CE marked. as appropriate. Contact BMF Technical Department for further information.5 kW to 15 kW inclusive Part 3:2001 Boats with a motor power rating of 15 kW and greater Currently inflatable boat standards only cover craft up to 8 m. as relevant for the component. and CE mark them to show compliance.5 kW Part 2:2001 Boats with a motor power rating of 4.• • • • be assembled using components that are CE marked if listed in Annex II (Part 15) or can be shown to meet the ERs of Annex I comply with sound and gas emission requirements (Part 13 & Part 14) satisfy the conformity assessment procedures (Part 18) comply with any other Directives that apply to them (Article 4. Gas Appliances. is intended to cover nearly all the relevant ERs without the need to refer to other harmonised standards.5) e. (See Part 19). They must meet the Essential Requirements up to the stage of completion when supplied and it must be possible to complete them in such a way that they will meet all the ERs when complete. Electro Magnetic Compatibility. This harmonised standard is in three parts depending on the size and power of the inflatable: BS EN ISO 6185 Small craft . The design and construction requirements are covered in the harmonised standard BS EN ISO 13590 Personal watercraft – Construction and system installation requirements which. Electrical Appliances (AC) Machinery. . Instead of a CE mark they must be sold with a declaration stating that the partly complete boat or kit met the Directive’s requirements up to the stage of completion when supplied. Part 15 provides more information on manufacture of components. However. Inflatable boats Inflatable boats and RIBs are covered by the RCD and must therefore meet the above list of compliance requirements and be CE marked. General Product Safety Part complete boats Part completed boats or kit boats must meet the compliance requirements listed above. Components Manufacturers of components listed in Annex II must ensure that these components meet the compliance requirements listed above. however a part 4 to the standard for ‘Boats greater than 8m overall length’ is proposed. compliance may be demonstrated by complying with one relevant harmonised standard that is intended to support all of the relevant ERs.

buoyancy.3m. and including.3 A. and including. wind force 8 and significant wave heights up to. unlimited wind and wave conditions apply as they reflect that a vessel engaged on a long voyage might incur any conditions and should be designed accordingly.Part 3 BOAT DESIGN CATEGORIES Design category A . and including.‘Offshore’ C .5 m. and including. and including. Most large sailing yachts that are designed for blue water cruising are. 4 Significant wave height (H 1/3. OCEAN: Designed for extended voyages where conditions may exceed wind force 8 (Beaufort scale) and significant wave heights of 4 m and above but excluding abnormal conditions. 2 m may be experienced. and including. but allowance must be made for waves of passing vessels up to a maximum wave height of 0. and including. small lakes.‘Ocean’ B . and including. In practice this still means that a Category A boat should be designed to be able to survive being caught out in gale and storm force winds at sea. 2 up to. designed to be able survive such conditions and therefore Category A may be applicable. and including. and other relevant essential requirements listed in Annex I. B: OFFSHORE: Designed for offshore voyages where conditions up to. For Design Category A. estuaries.5m maximum height. lakes and rivers where conditions up to. which was added to make it clear that some extreme conditions need not be considered.3 m may be experienced. . rivers. C: INSHORE: Designed for voyages in coastal waters. and including. out of necessity. and including. Very few motor cruisers are designed with such conditions in mind and most large offshore motor cruisers are therefore assigned to Category B. 8 up to. D: SHELTERED WATERS: Designed for voyages on sheltered coastal waters. such as a hurricane. 0. with occasional waves of 0. 6 up to. Craft in each Category must be designed and constructed to withstand these parameters in respect of stability. and including.‘Inshore’ D . 4 m may be experienced. metres) exceeding 4 up to. small bays. and canals when conditions up to. 0. and to have good handling characteristics. wind force 6 and significant wave heights up to. 4 up to. The maximum significant wave height is now 0. for example from passing vessels. and vessels largely self-sufficient. large bays. The amended Directive now states that this is ‘excluding abnormal conditions’. wind force 4 and significant wave heights up to.‘Sheltered waters’ Definitions: Wind force (Beaufort scale) exceeding 8 up to. For category D the wording has been changed slightly by the amendments to the Directive.

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

Part 4 IDENTIFICATION AND DOCUMENTATION Craft Identification Number (CIN) ER 2. DIY builders should contact the RYA for a complete Craft Identification Number where “RYA” is used as the MIC. Make up of CIN GB . but the CIN should reference the manufacturer that completes the craft and takes responsibility for it under the RCD. This may be relevant where manufacture of the hull is sub-contracted.model year Harmonised standard: BS EN ISO 10087:1996/A1:2000 Small craft – Hull identification – Coding System (This standard is currently being revised to reflect the change from “Hull Identification” to “Craft Identification” Coding System) It should be noted that this is one of the few cases where the Directive refers specifically to ‘the relevant harmonised standard’ which implies that it is a requirement to use the harmonised standard rather than being optional. . **The Month of Manufacture is not listed but is included in the harmonised standard.1 Each craft shall be marked with an identification number including the following information: . For professional builders in the UK the MIC is held on the BMF database.manufacturer’s code . Changes of detail of the actual identification requirements are not envisaged. It should be noted that the Directive has been amended to refer to ‘craft’ rather than ‘hull’ identification and accordingly BS EN ISO 10087 is being revised to make it clear that the requirement is for an identification number for the entire craft.year of production .country of manufacture . In practice this is limited to meeting a small number of requirements on placement of the number and size of characters used.unique serial number .ABC B7123 G 5 06 Country Code *Manufacturer’s Identification Code Serial Number **Month of Manufacture Year of Manufacture Model Year *Manufacturer’s Identification Code (MIC). not just for the hull.

hull/deck joint or capping.Builder’s plate provides details regarding the plate to ensure that information is always displayed in a standard recognisable format.manufacturer’s maximum recommended load derived from section 3. the Design Category.The CIN is to be made up of characters at least 6mm high and sited in a visible position on the starboard outboard side of the transom.manufacturer’s name . The information shown will always include the boatyard name.number of persons recommended by the manufacturer for which the boat was designed to carry when underway. the maximum number of persons and person symbol. The information shown on the plate will vary depending on the type of boat. if relevant . Harmonised standard: BS EN ISO14945 Small craft .g.CE marking . A duplicate CIN is to be affixed to a non-removable part of the craft in a hidden location.Builder’s plate (to be published 2004) Separate from the CIN. the maximum weight that can be carried and the CE mark.6 excluding the weight of the contents of the fixed tanks when full . if it does/does not have an outboard engine.2. or near the stern within 50mm of transom top. A typical example is shown below: Boatyard Name C Manufacturer’s name Boat design category Maximum persons capacity Maximum recommended load (weight in kg) Max 4 + =600kg Max + CE XXX CE mark and notified body’s identification number. e. The harmonised standard BS EN ISO 14945 Small craft . Builder's Plate ER 2. containing the following information: .boat design category according to section 1 .2 Each craft shall carry a permanently affixed plate mounted separately from the boat hull identification number. To illustrate how this information varies examples of plates are given for each of the example boats in Appendix 1. etc. the boat must display a Builder’s Plate that clearly shows the information required by ER 2. gunwale.

but may be limited to descriptions of specific features and recommended actions to use the boat safely. etc. Throughout this manual references are also made to information that should be in the manual. the required text and symbols may be moulded. such as wiring diagrams. stamped or otherwise indelibly marked on the hull. Even where a standard requires descriptions. The boat builder must fix the Builder’s Plate in a clearly visible location on the boat before it leaves the manufacturer's control.5 Each craft shall be provided with an owner’s manual in the official Community language or languages. If this route is followed the different criteria for each category should be clearly separated on the builders plate. carved. This information does not need to go into detail of all the skills required.g. Individual standards on stability.600kg for this example. The harmonised standard BS EN ISO 10240:1996 Small Craft .6 and 4 as well as the unladen weight of the craft in kilograms. It is possible for a boat to be simultaneously assigned more than one design category with different maximum capacities for each category. Harmonised standard: BS EN ISO 10240:1996 Small Craft . as is the case for most other products on the market today. The word ‘plate’ in this context is taken to include aluminium foil plates and vinyl stickers or markings on the hull surface.e.2. which may be included in another document separate from the Owner’s Manual. gas installations. Symbols used should be as used for the examples.Owner's manual. etc.. It should however contain ‘trouble shooting’ advice e. 3. including for the example boats.The line showing the person. how to sail or moor a boat. It does not however have to include technical servicing information. shows the maximum total weight that can be added to the boat . which includes the weight of the content of all tanks. which may be determined by the Member State in which it is marketed in accordance with the Treaty. The boat must be supplied with an Owner’s Manual that provides basic information on using it safely. An explanation of the weight to be shown on the plate is given for each example boat. but excludes the mass of the contents of any fixed fuel and water tanks when full. e. often contain an annex with more detailed requirements for information to be included in the Owner’s Manual specific to the subject covered. suitcase and outboard symbols followed by a weight. The information in the Owner’s Manual must cover the safe operation of the craft with due consideration for the environment. such as engine starting procedures. Owner's Manual ER 2.Owner's manual summarises the typical contents for an Owner’s Manual and should be read by all boat builders. This manual should draw particular attention to risks of fire and flooding and shall contain the information listed in sections 2.g. The weight shown on the plate may therefore be different from the maximum recommended load used for loading and stability tests or calculations. how to change the engine fuel filter. printed. fuel piping. . i. This weight includes the outboard weight for outboard boats. According to BS EN ISO 14945 characters and/or symbols for the maximum number of people or maximum load shall be not less than 5 mm in height and other letters and numbers shall be not less than 3 mm in height. re-fuelling etc.

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

Special attention shall be paid to the design category according to section 1 and the manufacturer’s maximum recommended load in accordance with section 3.Scantlings is in nine parts. other materials Workshop and construction Design pressures. plywood or strip planking. Scantlings may be quickly obtained from this annex for construction of single-skin GRP. This method was introduced as the scantlings obtained from the graphs for small sailing boats can be very conservative. For motorboats the length and maximum speed of the boat are entered in the graph to get thickness and for sailing boats just the boat length is required. 8 & 9 are at a very early stage of drafting and are not yet suitable for use.Part 5 CONSTRUCTION Hull structure ER 3. mild steel. GRP with bulking material (eg Coremat). Harmonised standard: BS EN ISO 12215 Small craft . (See Annex A in standard). particularly for light sailing boats. scantling determination (under validation) Details of design and construction (under validation) Scantling determination of multihulls (under validation) Rudder stocks and bearings (under validation) Appendages and rig attachments (under validation) The harmonised standard BS EN ISO 12215 Hull construction . . Sandwich construction Steel. For further information and updates Contact BMF Technical Department. equipment on board and full tanks). aluminium. Application and use of standards The latest draft of EN ISO 12215 Part 5. Part 5 and 6 are expected to be published in 2005. This alternative method provides the skin thickness in single-skin GRP for sailing boats from a short equation using the loaded displacement of the boat (weight with all people. GRP sandwich (topsides and deck only). reference laminate. up to 9m length. Parts 7. Two approaches are provided in this simplified annex. as the graphs are based on length only.Scantlings Part 1:2000 Part 2:2002 Part 3:2002 Part 4:2002 Part 5: draft Part 6: draft Part 7: draft Part 8: draft Part 9: draft Materials: Thermosetting resins. wood. allowable stresses. glass fibre reinforcement. The graphs show the required skin thickness in single-skin GRP per millimetre of frame spacing. aluminium alloy.6.1 The choice and combination of materials and its construction shall ensure that the craft is strong enough in all respects. The first is the use of graphs that apply for motor and sailing boats of category C or D up to 12m length. so for a frame spacing of 400mm the thickness coefficient given by the graph must be multiplied by 400 to get the required thickness in GRP. The second method applies only to small sailing boats. includes an annex containing simplified methods for calculating the scantlings of motorboats and sailing boats with a hull length of less than 12m of design categories C and D. some of which are still under development.Hull construction .

ABS. a number of other approaches can be followed to demonstrate compliance with the scantling rules: 1. Similarly the required thickness for the basic GRP laminate may be altered if more woven roving is used or bulking material such as Coremat are added. Details of trials or testing shall be documented. . A series of ‘test to near destruction’ trials could be devised. design category and the maximum recommended load. where the boat is tested with a load exceeding the maximum recommended load and in conditions (wind and sea state) exceeding that of the assigned Design Category. 4. Note: The methods given in Annex A are new drafts and are still under evaluation. can be used to demonstrate the structural adequacy of the hull. This drop test method has been used to assess the structure of RIBs for many years and would probably provide a practical test for determining compliance of a small boat. In some cases empirical knowledge. applicable for boats of single-skin construction. there are not many scantling rules in existence other than ISO 12215-5 that are suitable and therefore assessment of the structure could be carried out by physical trials. typically less than 6m length. the boat is lifted. Comparison of structure with another similar boat with a known acceptable service history.e. drop test). Updates will be given via BMF website. test or calculation must be documented and included in the Technical Documentation for the boat. 20mm strip plank could be used instead of 8mm GRP). fully loaded. 5. If the boat showed no signs of deterioration or damage from such tests this could be used to demonstrate compliance with the structural requirements: these tests and the results must be well documented in the Technical File. To test. For a small boats. This documentation could be partly in the form of a video or photographic record if trials are conducted. comparison.g. DNV and RINA. Although it is hoped that they will prove very helpful in the long term they should be treated with caution until the standard is approved. All calculations must be documented.g. Thickness can also be easily converted to the quantity of glass reinforcement required for a specified resin ratio. the hull skin thickness required for strip-plank wood construction is simply 2. the calculation of strength using a scantling determination method is likely to be the preferred method. This empirical knowledge must be documented. It must survive without visible damage. 2. The rationale supporting the comparison method must be documented. i. Typical classification society rules for small craft include those from Lloyds Register.The thickness obtained for single-skin GRP by the simplified methods can then be converted to the thickness required for other materials by using simple conversion factors. Trials and/or testing (e. 3.5 times the thickness obtained for single skin GRP (e. and dropped from a prescribed height. Where the harmonised standard is not adopted. established service history without problems. Construction calculation(s) from other published methods for determining small craft scantlings or from engineering principals. possibly backed up by some trials. including details of any trials. Whatever method is used to demonstrate compliance with the structural requirements the justification. For example. ISO 12215-5 includes a ‘drop test’ method of demonstrating compliance. For most boats over approximately 6m length. The structural requirements of the hull may be assessed by other acceptable scantling determination methods that are applicable to the boat type.

Strength and tightness requirements Strength requirements for doors. then the boat builder need only ensure that this hatch has been CE marked for RCD compliance by its manufacturer (as a component covered by Annex 2) and is fitted as required by its manufacturer. Information on this should be provided by the hatch manufacturer. Doors. and would normally refer to BS EN ISO 12216 to ensure compliance of its strength and other requirements. portlights. The hatch manufacturer would have the responsibility for ensuring that this component has adequate strength and watertight integrity if fitted correctly. The appliance is not be CE marked: it will be covered within the CE marking of the boat. such as a door or window. windows and hatches ER 3. Windows. Note that as the requirements for appliances vary according to Design Category. type of boat and position. The thickness of window plating also varies depending on the plating material and type of edge connection used to secure the plate to the boat. even if the manufacture of the item is sub-contracted. If a commercially available appliance. This would include the construction plans and all material and construction details for a large boat but could be limited to a laminating schedule. Subject to these considerations the minimum thickness for plates may be either calculated or found from tables in the standard. doors and hatch covers shall withstand the water pressure likely to be encountered in their specific position. deadlights and doors . as well as point loads applied by the weight of persons moving on deck. with material quantities and possibly a photographic record of the construction for a small boat. is also covered by the standard. Windows in superstructure should be water tight to degree 3 .4. deck(s) and superstructure shall not impair the structural integrity of the craft or its weather tight integrity when closed. portlights. windows. If a boat builder makes a custom appliance for the boat. such as a standard production hatch. as applicable to the position of the appliance and intended use of the boat (Design Category). deadlights and doors . hatches.Separate from the requirement to document how the boat demonstrates compliance with the essential requirements. then the boat builder has the responsibility for compliance of the item with ESR 3.Except Category D. portlights. Harmonised standard: BS EN ISO 12216:2002 Small Craft – Windows. The following summarises some of the requirements of the standard: • • • • There shall be no sliding appliances on the hull Flexibly connected plates (car windscreen types) may be used only on the superstructure for Category C and D. hatches and other opening appliances are covered by the harmonised standard BS EN ISO 12216:2002 Windows. the Design Category and the type of boat – power or sailing. The requirement to ensure watertight integrity when closed. a record of the construction specification and method must be included in the Technical Documentation. hatches. When using BS EN ISO 12216 the boat builder should note that the standard’s requirements vary depending on the location of the appliance on the boat. is to be fitted. the boat builder must ascertain that the CE marked hatch is suitable for use on the boat in its intended position.4 Openings in hull.Strength and tightness requirements. if applicable. All glass shall be temperature or chemically reinforced or laminated . In such cases the boat builder would normally be expected to refer to BS EN ISO 12216 for the strength and watertightness requirements.

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

Any Any Any Any Any Sail Sail Motor Mot Mot Mot Mot Mot Sail Mot or or or or or or Any A B C,D Any A, B C, D A B A B C D Any Any

Any Any Any Any Any Any Any Front Fron Side Side Any Any Any Any t 70 70 50 28 28 18 12 12 9 9 6 6 6 12 6

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

Thickness of semi-fixed plates for calculation specification T 9 (TG and P = 9 kPa)
A mm 250 300 350 400 450 In this 500 Area 550 t = tmin 600 = 4,0 4,1 4,2 4,1 4,3 4,4

Values of b (lesser dimension) mm
10 150 200 250 300 350 400 450 500 550 600 650 700 750 800 900 1 1 1 0 000 100 200

4 mm 650 see Table 5
700 750 800 900 1 000 1 100 1 200 1 300 1 400 1 500 1 600 1 800 2 000 4,0 4,0 4,0 4,1 4,1 4,1 4,1 4,1 4,1 4,1 4,0 4,1 4,2 4,3 4,4 4,4 4,5 4,5 4,5 4,5 4,6 4,6 4,6

4,3 4,4 4,5 4,6 4,7 4,8 4,9 4,9 4,9 5,0 5,0 5,0 5,0

4,4 4,6 4,7 4,9 5,1 5,2 5,2 5,3 5,3 5,4 5,4 5,4 5,4

4,5 4,7 4,9 5,1 5,3 5,5 5,6 5,6 5,7 5,7 5,8 5,8 5,9

4,6 4,8 5,0 5,3 5,6 5,7 5,9 6,0 6,0 6,1 6,1 6,2 6,2

4,6 4,9 5,1 5,5 5,7 6,0 6,1 6,2 6,3 6,4 6,5 6,6 6,6 4,9 5,1 5,6 5,9 6,1 6,3 6,5 6,6 6,7 6,8 6,9 7,0 5,2 5,6 6,0 6,3 6,5 6,7 6,9 7,0 7,1 7,2 7,3 5,7 6,1 6,5 6,8 7,0 7,2 7,4 7,5 7,7 7,9 6,1 6,6 6,9 7,2 7,5 7,7 7,9 8,2 8,4 6,6 7,0 7,3 7,6 7,9 8,1 8,5 8,8 6,9 7,3 7,7 8,0 8,3 8,7 9,0

Circular flat plate

Values of d in millimetres
10 150 200 250 300 350 400 450 500 550 600 650 700 750 800 900 1 1 1 0 000 100 200 t = tmin 4,0 4,2 4,5 4,7 5,2 5,6 6,0 6,3

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

Thickness of semi-fixed plates for calculation specification T 6 (TG and P = 6 kPa) Rectangular flat plate
A mm 250 300 350 400 450 500 550 600 650 700 750 800 900 1 000 1 100 1 200 1 300 1 400 1 500 1 600 1 800 2 000 Values of b (lesser dimension) mm 1 1 10 150 200 250 300 350 400 450 500 550 600 650 700 750 800 900 1 000 100 200 0

In this Area t = tmin = 4 mm see Table 5 4,0 4,2 4,5 4,7 4,9 5,0 5,1 5,2 5,2 5,3 5,4 5,4 4,0 4,2 4,5 4,8 5,0 5,2 5,3 5,4 5,5 5,5 5,6 5,7

4,0 4,1 4,2 4,0 4,2 4,3 4,6 4,6 4,1 4,3 4,5 4,9 5,0 5,0 4,2 4,5 4,7 5,1 5,3 5,4 5,3 4,0 4,3 4,5 4,8 5,3 5,5 5,7 5,7 5,7 4,0 4,3 4,6 4,9 5,5 5,7 5,9 6,0 6,0 4,0 4,4 4,6 4,9 5,6 5,9 6,1 6,2 6,3 4,1 4,4 4,7 5,0 5,7 6,0 6,3 6,5 6,5 4,1 4,4 4,7 5,0 5,8 6,2 6,5 6,7 6,8 4,1 4,4 4,8 5,1 5,9 6,3 6,7 6,9 7,1 4,1 4,4 4,8 5,1 6,0 6,4 6,8 7,1 7,4 Circular flat plate Values of d in millimetres 10 150 200 250 300 350 400 450 500 550 600 650 700 750 800 900 1 1 1 0 000 100 200 t = tmin 4,2 4,6 4,9 5,2

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

might typically be met by eye or ring on the bow for the painter or towing line.Strong points provides details for the location. mooring or towing Craft over 6 m LH . Harmonised standard: BS EN ISO 15084:2003 Small craft . mooring and towing loads. mooring and towing Strong points All boats must have one or more attachment point strong enough to take the loads of least one additional mooring point both port and starboard. where: P = f ⋅ ( 4.3 ⋅ LC − 5. For small boats and dinghies the requirement for only one point. The position and number of points specified by BS EN ISO 15084 can be summarised as follows: • • • • Craft under 6 m LH .Anchoring.Anchoring. 0. The harmonised standard BS EN ISO 15084 Anchoring. .0 ⋅ LC − 3.0 for Categories A and B.3) kN forward least one additional mooring point both forward and aft Craft over 18 m LH . number and strength of such strong least one point forward for anchoring. mooring and towing . mooring or being towed. The standard requires that each strong point shall be designed and constructed so that it can take a horizontal load of P without failure of the strong point or the surrounding structure to which it is attached.8) kN aft points.9 for Category C or 0. mooring and towing points ER least one additional mooring point aft Craft over 12 m LH . where f = 1. taking into account their design category and their characteristics shall be fitted with one or more strong points or other means capable of safely accepting anchoring.4) kN forward points. for mooring P3 = f ⋅ ( 3. for anchoring and being towed 1 P2 = f ⋅ ( 3. positioned forward.5 ⋅ LC − 4. Strength requirements are also set by BS EN ISO 15084.75 Category D L + LWL and LC is the calculation length to be taken as LC = H 2 BS EN ISO 15084 adds that the breaking strength of a strong point for any application need not be higher than that required to withstand a load representing the mass of the boat in the fully loaded ready for use condition mLDC.9 All craft.

For cases where a seat is not provided it defines ‘seating area’ as clear cockpit sole space of area 750 mm by 500 mm for each person. together with an explanation of its significance and the safety implications of exceeding it.number of persons recommended by the manufacturer for which the boat was designed to carry when underway. the amount of practical seating space available or the maximum weight that can be safely carried.2) and buoyancy and flotation (section 3. and defined in more detail in the harmonised standard BS EN ISO 14946 Small craft Maximum load capacity. The harmonised standard BS EN ISO 14946 Maximum Load capacity defines a ‘seat’ as any surface where a person may sit with minimum dimensions of 400 mm width by 750 mm length.5 this number must also be stated in the Owner’s Manual. water.2 requires that the manufacturer’s maximum recommended number of persons that the boat is designed to carry when underway is shown on the Builders Plate. depth of the seat plus clear space for legs in front of the seat. For small boats and dinghies the deck area beside the cockpit may be considered as the seats. that can be safely added to the empty boat without it being overloaded.6.5 kg) .3). BS EN ISO 14946 states that the maximum load shall include the weight of the following: a) the number of persons at 75 kg each (for adults . and recommends that the width be 500 mm. BUOYANCY and LOADING Maximum number of persons From ER 2. The maximum number of persons may be limited by either or both. ER 2. miscellaneous equipment and people (in kilograms)) for which the boat was designed shall be determined according to the design category (section 1). The items to be included in this maximum recommended load are listed in ER 3. The maximum recommended number of persons must not exceed the number of seats/seating spaces available when measured according to these definitions. i. However for larger boats the sensible limit on the number of persons is likely to be far less than the number from a calculation based on the available area. stability and freeboard (section 3.Small craft . It is the manufacturer’s responsibility to recommend the maximum load weight based on experience and any relevant design considerations. both of which need to be applied.e. This maximum recommended number of persons is also an important piece of information to be incorporated in the stability and buoyancy calculations. the Builder’s Plate shall include the .2. This recommended figure is required to be verified by the stability and buoyancy tests of BS EN ISO 12217 and should be included in the Owner’s Manual. Harmonised standard: BS EN ISO 14946 . as quoted above.Part 6 STABILITY. Maximum recommended load ER 3.where children are carried as part of the crew a child’s mass shall be taken as 37. which shall include the weight of all items and persons (see above).Maximum load capacity The manufacturer must recommend a maximum weight of load.6 The manufacturer’s maximum recommended load (fuel. and according to ER 2. provisions.

The important consideration to remember when assessing the boat weight and maximum load weight is that the following must always apply: Loaded Displacement Mass (mLDC) = Light Craft Mass + Maximum Total Load (mMTL) where the Light Craft Mass is as defined in BS EN ISO 8666 and the Maximum Total Load (mMTL) is the manufacturer’s maximum recommended load as defined above. this is the weight of the empty boat plus the weight of an outboard of the maximum recommended size. fuel) of permanently installed tanks filled to the maximum capacity. dry provisions.Stability and buoyancy . All habitable multihull craft shall be so designed as to have sufficient buoyancy to remain afloat in the inverted position. the empty boat is defined as the boat in the light craft condition as defined in BS EN ISO 8666.2 The craft shall have sufficient stability and freeboard considering its design category according to section 1 and the manufacturer’s recommended load according to section 3. Boats of less than six meters in length that are susceptible to swamping when used in their design category shall be provided with appropriate means of flotation in the swamped condition. as appropriate for the type of boat.6. c) stores and cargo (if any). f) a liferaft or dinghy when intended to be carried. but not less than 10 kg. For safety reasons to avoid this being mistaken as weight allowance for luggage and other carry-on gear.1.assessment and categorisation sets requirements relating to the minimum freeboard. but it is included in the weight shown on the Builder’s plate.6. Accordingly the outboard weight is not included in the maximum load. example weights are provided for the sample boats. fuel) in portable tanks filled to the maximum capacity. The maximum load weight calculated in this way is the Maximum Total Load (mMTL) to be used in the stability and buoyancy calculations. stability and buoyancy. e) consumable liquids (fresh water. Stability. A breakdown of this maximum load should be included in the Owner’s Manual and for larger boats information regarding the vertical distribution of load may also be important. For outboard powered boats. When considering the maximum load that can be added to the empty boat. which is the sum of these two weights. In the examples. . and the manufacturer’s maximum recommended load according to section 3. d) consumable liquids (fresh water. consumable liquids and miscellaneous equipment not included in the light craft mass or in clause b above. Freeboard and Buoyancy ER 3.b) basic equipment of (LH – 2. The harmonised standard: BS EN ISO 12217 Small craft . the weight of all liquids in fixed fuel and water tanks is excluded from the weight shown on the Builder’s plate. The weight given in the Owner’s Manual for the maximum load and used for calculations might be different from the weight stated on the Builder’s Plate. is the weight of the boat in the fully loaded condition which is to be considered in the stability tests and calculations.5)2. The Loaded Displacement Mass (mLDC).3 The craft shall be constructed to ensure that it has buoyancy characteristics appropriate to its design category according to section 1. ER 3.

one option for Design Category B (Offshore) boats with any form of deck and various options for Design Category C (Inshore) and D (Sheltered water) boats. Offset Load Test This test demonstrates sufficient stability for the boat at loaded displacement mass against offset loading by the crew. although the companionway is always considered open however watertight it may be. These options mean that a vessel without a full watertight deck. Downflooding Angle This requirement is to show that there is sufficient margin of heel angle before significant quantities of water can enter the boat. If the craft does not meet these values given in the tables a more detailed calculation provided in Annex A (Full method for required downflooding height) may be used to demonstrate compliance with the standard. BS EN ISO 12217-1 gives tables with the required limits for the downflooding height which depend on the Design Category and length of the craft.Inflatable boats. Part 3:2002 Boats of hull length less than 6m. Engine exhausts. practical testing or computer simulation may provide an alternative method. see the section on BS EN ISO 12217-2) for the craft in the minimum operating condition unless the ratio of the Loaded Displacement/Minimum Operating Condition >1. A simply method of calculating this is provided in BS EN ISO 12217-1. quick draining cockpits and small deck recesses. For inflatable boats and RIBs up to 8m LH assessments should be carried out using BS EN ISO 6185 Small craft . quick draining cockpits and small deck recesses can never be assigned with a Design Category A and will only ever be assigned Category B if it is able to float with a required level of reserve buoyancy when fully swamped. Part 2:2002 Sailing boats of hull length greater than or equal to 6m. Downflooding Height Measurement & Assessment All options address the risk of downflooding which is the risk of water entering non-draining parts of a boat. The size and position of openings in the hull and their height.2 of the standard. Annex B (Method for offset-load test) gives the procedure for conducting the test with the maximum allowable heel angle that may be obtained which is a function of length given in Clause 6. It offers one option for the assessment for Design Category A (Ocean) and B (Offshore) boats built with full watertight deck.Part 1:2002 Non-sailing boats of hull length greater than or equal to 6m. or in an open boat. if this method does not show compliance with the requirements.15 in which case the curve . RIBs over 8m should use BS EN ISO 12217-1 for the stability assessment. the gunwale height above the water level must be greater than a given limit. The criteria for assessment for each option is detailed in the BS EN ISO 12217-1 and depending on the type of craft and design category requires the assessment of the some of the criteria detailed below. Resistance to Waves & Wind (Categories A & B only) These calculations require a righting moment curve (for a more detailed explanation of these. BS EN ISO 12217-1. The full procedure is detailed in the standard and involves measuring the height of openings above the loaded waterline with the boat at the Loaded Displacement Mass (mLDC). discharges connected to watertight systems (bilge outlet for example) and openings that are provided with a watertight means of closure are not considered. Annex C (Methods for calculating downflooding angle) and similarly to the downflooding height. BS EN ISO 12217 Part 1: Non-sailing boats of hull length greater than or equal to 6m This part of the stability standard covers “the stability and buoyancy of non-sailing boats of hull length greater or equal to 6 m”.

The assessment requirements for each option is detailed in BS EN ISO 12217-2 and depending on the type of craft the assessment looks at different criteria. These are detailed in Annex E (Method for level floatation test) and Annex F (Floatation material and elements). The purpose of the test or calculation is to show that the actual angle of heel is less than the assumed maximum. and various options for Design Category C (Inshore) and D (Sheltered water) boats. . This lever is known as GZ and that’s why the stability curve is often called a GZ curve. Floatation Requirements Depending on the assessment schedule used from Table 2 of BS EN ISO 12217-1 a floatation test may be required for open boats to demonstrate adequate swamped buoyancy and stability. the CB will move to one side and a righting lever is generated. when a boat heels (through the action of wind or waves). Like Part 1 it offers an option for the assessment for Design Category A (Ocean) and B (Offshore) boats built with full watertight deck. The main criteria. whereas the CG will remain in the same place (assuming no bilge water). The lever is the horizontal distance between the boat’s centre of gravity (CG) and a vertical line through its centre of buoyancy (CB).15 when the calculation should be calculated in both conditions. is the AVS (Angle of Vanishing Stability) related to it’s mass and STIX calculation which requires a righting lever curve. BS EN ISO 12217 Part 2: Sailing boats of hull length greater than or equal to 6m Part 2 of the standard covers “the stability and buoyancy of sailing boats of hull length greater or equal to 6 m”. quick draining cockpits and small deck recesses. As the boat continues to heel the lever will increase to a maximum and then start diminishing until the CB is once again on the same vertical line as the CG. the CG will be in the same vertical line as the CB (usually the centreline) and so there is no righting lever i. Heel due to Wind Action (Category C and D) This is only a requirement for boats where the windage profile is greater than LHBH.for the loaded displacement shall also be assessed. GZ=Zero. When upright. But.e. the maximum moment required for the calculation is the maximum offset load moment. which can be used for assessment for any design categories. The standard gives limits for the maximum heel angle resulting from the application of a wind heeling moment. A righting lever curve is generated by plotting a stationary (static) boat’s righting lever against its angle of heel. Like the resistance to wind and waves calculation these calculations should be carried out for the craft in the minimum operating condition unless the ratio of the Loaded Displacement/Minimum Operating Condition >1. If performed by practical test. Righting moment curves are normally produced by the designer or a naval architect from the lines plan with an inclining experiment on the completed boat and addresses the forces likely to be applied and the energies dissipated when a boat is rolling in beam waves and wind.

Additionally when this option is used Category C boats must have an AVS greater than 90º and Category D boats an AVS greater than 75º. the boat will continue to 180 degrees of heel until the CG and CB are once again on the same vertical line and the boat is stable although now upside down. Stability Index (STIX) (Mandatory for Category A & B. This point is called the Angle of Vanishing Stability (AVS). Category B boat limits are a minimum mass of 1. If this was not available then a STIX can still be calculated but the result would reflect the lack of righting moment data and the result tend to the cautious end of the STIX scale. The angle of vanishing stability (i. the angle at which the righting moment is zero) must be greater than a function based on displacement and a minimum value. optional for C & D) STIX works by taking a base size factor which is adjusted by 7 modifying factors. for a given boat is diagrammatically the same as it’s GZ.0 tonnes and an AVS greater than (130 – (2 x mass)) but always equal to or greater than 100º.5 tonnes and an AVS greater than (130 – (5 x mass)) but always equal to or greater than 95º. the minimum limit for that factor would be used. Angle of Vanishing Stability (AVS) (Mandatory for Category A & B. rather than just the GZ lever. ISO 12217 Required Mass & AVS . the GZ lever multiplied by the boat mass.tonnes 15 Category B 10 5 0 80 90 100 110 120 130 140 150 AVS . If data for one or more of the modifying factors is not available when calculating a STIX. For example four of the modifying factors require righting moment data. The only difference is that the vertical axis is a moment i. optional for C & D) For yachts one of the most easily seen and meaningful aspects of a GZ curve is the AVS. The ‘norm’ value for each modifying factor is 1 and each has absolute maximum and minimum limits. the boat will tend to invert if its heel angle continues to increase. Once heeled past its AVS the GZ will become negative and an inverting lever rather than righting lever.Cat A & B 20 Category A Mass .degrees Diagrammatically this means an RCD Category A boat needs to be to the right of and above the blue line of the above chart and an RCD Category B boat to the right and above the red line. A righting moment curve as required for the assessment in BS EN ISO 12217-1. Unless affected by some outside force.e.e. The diagram above shows a GZ curve for a typical monohull ballasted sailing yacht.At this point the righting lever is again zero but unlike when upright. Category A boat limits are a minimum mass of 3. .

STIX Factors 1 2 3 Dynamic Stability Factor Inversion Recovery Factor Knockdown Recovery Factor Displacement Length Factor Beam Displacement Factor This factor represents the inherent righting energy to be overcome before a stability incident occurs. Knockdown Recovery Test (Category C & D only) As an alternative to the STIX calculation this is a simple test shows that a boat with crew. similarly to the downflooding height if this method does not show compliance with the requirements practical testing or computer simulation may provide an alternative method. This factor represents the ability to recover unaided after an inversion. The boat may downflood while being hauled over but it must recover to a position where it can still support the maximum load and be bailed out. Downflooding Angle This requirement is to show that there is sufficient margin of heel angle before significant quantities of water can enter the boat. The full procedure for measurement is detailed in the standard and involves measuring the height of openings above the loaded waterline with the boat at the Loaded Displacement Mass (mLDC). This factor accounts for the increased venerability to capsize in beam seas of boats with appreciable topside flare. this factor represents the risk of downflooding due to a gust of wind heeling an unreefed boat. will recover from a knockdown with sufficient speed to minimise the risk of swamping and sinking. BS EN ISO 12217-2 gives tables with the required downflooding heights depending on the Design Category and length of the craft. Engine exhausts. discharges connected to watertight systems (bilge outlet for example) and openings that are provided with a watertight means of closure are not considered. This factor accounts for the favourable effect of heavier displacement on a given length increasing the resistance to capsize. Equals 1. 4 5 6 Wind Moment Factor 7 Downflooding Factor Downflooding Height Measurement & Assessment Most options address the risk of downflooding which is the risk of water entering non-draining parts of a boat. The size and position of openings in the hull and their height. The masthead is hauled down so that it touches the water before being released.0 for boats with downflooding angle greater than 90 degrees. the gunwale height above the water level must be greater than given limits. . and increased beam in relation to displacement. The companionway is always to be considered open however watertight it may be. it the craft does not meet these requirements using the more detailed calculations provided in Annex A (Full method for required downflooding height) may demonstrate compliance with the standard. A simply method of calculating this is provided in Annex B (Methods for calculating downflooding angle). or in an open boat. This factor represents the risk of downflooding in a knockdown. For all other boats. This factor represents the ability of a boat to spill water out of the sails and hence recover after being knocked down.

2 193 600/(L/B)2 72 600/(L/B)2 not applicable For catamarans: L/B = LH/BCB. The minimum weight of the crew required to right the boat is recorded in the Owner’s Manual. This test is conducted by heeling the boat over to 45° or the point where the boat starts to fill with water by a line from the mast attached to a load cell and performing a simple calculation based on the result. the boat is treated as a monohull and assessed as above.2 ≤ L/B ≤ 3. This multihull size factor is equal to . This section requires either a) capsize recovery test of type used for smaller boats being assessed for Category C or D. Buoyancy when Inverted The volume of the fabric of the boat must be shown to support the maximum load when inverted and/or flooded in addition to 15% margin. or. Capsize Recovery Test (Category C & D only) The capsize-recovery test is designed to show that an inverted sailing boat.2 40 000 15 000 not applicable if L/B > 3.75mmoc √(LHBCB) The limits for this factor are given in the table below: Required multihull size factor Design category A B C and D NOTE Required multihull size factor if L/B < 2.inherent buoyancy to demonstrate that it will float even if capsized. Breaking Waves (Category A & B only) This calculation that assigns design category on the basis of the length to breadth (BCB) ratio and displacement to give a multihull size factor.Wind Stiffness Test (Category C & D only) Another alternative to the STIX calculation is too demonstrate by a test that. with full fore and aft sails hoisted.2 313 600/(6 − L/B)2 117 600/(6 − L/B)2 not applicable . .downflooding heights (as above for monohulls) . if 2. it does not start flooding. Sailing Multihulls Sailing multihulls are also assessed using BS EN ISO 12217-2 (although only catamarans and trimarans are specified). because such boats generally capsize at very modest heel angles and then invert with little chance of re-righting b) assessment of the boat’s . in all other cases Clause 7 of the standard applies. For trimarans: L/B = 2LH/BCB. This is usually demonstrated by calculation using BS EN ISO 12217-2 Annex D (Method for calculating reserve of buoyancy after collision or flooding) and no allowance can be given for trapped bubbles of air (apart from dedicated air tanks and watertight compartments). can be returned to the upright by the action of one or more crew members and that it will subsequently float with it’s full crew complement aboard. when a sailing boat is heeled to a steady wind speed appropriate to the category.1. Where the hull length (LH) is greater than 5 times the beam between the centres of buoyancy of the against being inverted by breaking waves.

for catamarans. or main hull. the wind strengths at which sails should be reduced. will lift out of the water. that is when water starts entering non-draining parts of a boat. In determining whether a boat is non-sailing or sailing the standard provides a formula that relates the sail area to displacement. If the freeboard is high enough. but this is not expected for users of small motor dinghies. Non-sailing boats With small powerboats (and other non-sailing boats) the risk of downflooding. If this is not the case then the boat is required to be fitted with flotation elements sufficient for it to pass either a flotation or capsize recovery test and to float in an appropriate attitude after the test. . the effects of gusts and the wind speeds at which a windward hull. for trimarans. precautions to be taken when altering course from a following to a beam wind In addition to the above the displaying on the boat of warning symbols and/or notices of the type shown below to draw attention to the risk of capsize Warning symbols ! Warning Risk of capsize Warning symbols for catamaran Read owner’s manual ! Warning Risk of capsize Warning symbols for trimaran Read owner’s manual BS EN ISO 12217 Part 3: Boats of hull length less than 6m (Non-sailing or sailing) Within this part of the stability standard sailing and non-sailing boats are considered separately.Since sailing multihull boats may capsize. Dinghy sailors know that a capsize is always a possibility and prepare accordingly. This decision is based on the premise that most users perceive a non-sailing boat to be more stable that a sailing boat. particularly in breaking seas. then that is sufficient. stability hazards including the risk of roll or pitch capsize. information on the following subjects should be included in the owner’s manual in addition to the other requirements. and the heel angle reached when all the people crowd to one side are measured in the same way as for larger boats.

The density of standard materials.8m also must be capable of being pumped or bailed dry from the swamped condition with one person on board. three alternative types of assessment: • • • The capsize-recovery test The knockdown recovery test The wind stiffness test Capsize Recovery Test As it’s name suggest. a more detailed explanation is given in BS EN ISO 12217-3. consisting of two parts. Level Flotation This requires a swamp test. can be returned to the upright by the action of one or more crew members and that it will subsequently float with it’s full crew complement aboard. (These terms are detailed in clauses 3.1. Level Flotation and Basic Flotation. The stability test shows the boat will not capsize when a weight is suspended in turn over the gunwale in each of four places. Additionally an open boat over 4. .5 and 3. Sailing boats With small open sailing boats. The buoyancy measurement demonstrates that the boat floats reasonably level with at least two thirds of the periphery above the surface when swamped and will support a minimum weight which is based on but not equal to the actual crew weight. Basic Flotation (LH over 4. buoyancy when swamped and stability when swamped. This simply requires a demonstration that the boat has a margin of more buoyancy than the weight of the fully laden (excepting crew) boat. Boats under 4. with full fore and aft sails hoisted. the likelihood of swamping is greater than with non-sailing boats.1. the downflooding height requirements are more onerous than they would have been under level flotation. a practical test is advisable. If the basic flotation route is followed. For this reason. if the weight is known the volume can be calculated. Flotation There are two methods. When conducting these swamping tests it is worth remembering that at the end of the test you will need to bail a significant amount of water from the boat so it is advisable to have a pump or bucket available.Downflooding Height and Offset Load Tests These are carried out in a similar way as for Part 1 of the standard detailed in the explanation of BS EN ISO 12217-1 with an additional test for outboard boats when starting.6 of BS EN ISO 12217-3). due the action of the wind in their sails.8m with sufficient freeboard may meet the requirements for Category D without floatation elements. A different approach is taken giving.8m only) This does not impose a swamp test although if the buoyancy provided is marginal or the exact weight of the boat and its fittings are not known. The minimum weight of the crew required to right the boat is recorded in the Owner’s Manual. fittings and engines is tabled in the standard and therefore. the capsize-recovery test is designed to show that an inverted sailing boat. particularly in gusts. to apply the method used to assess powerboats is judged by the standard to be inappropriate. Flotation need not be addressed if the boat has quick draining cockpits in accordance with BS EN ISO 11812 or if it is fully or partially decked.

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

ventilation fittings.5 All craft shall be designed so as to minimise the risk of sinking.Small craft . Particular attention should be paid where appropriate to: .cockpits and wells. Other requirements also apply relating to the degree of watertightness. Particular attention should be paid where appropriate to: .075 m Category D – 0. such that a stability hazard may be avoided. The expression ‘quick-draining’ has been introduced to distinguish a cockpit that drains very quickly. Bilge Pumping System and Bailing ER 3.cockpits and wells. To qualify as a quick-draining cockpit limits are given for the minimum drain sizes. from a cockpit that is ‘self-draining’ in the sense that all water that it traps will eventually drain away. and may therefore not require bilge pumps. Boats with only sealed volumes of hull and self-draining cockpits or recesses are considered to remove water by other means.Watertight and quick draining cockpits The harmonised standard BS EN ISO 11812 Watertight and quick draining cockpits used to demonstrate that a cockpit is either quick-draining or watertight is applicable only when applied in conjunction in conjunction with BS EN ISO 12217.10 m Category C – 0. It is important to note that the standard specifies that its requirements do not cover pumps intended for damage control or damage control systems. . with size restrictions for these recesses.Small craft . the height of the bottom of the cockpit and sills between the cockpit and boat interior.removal of water by pumps or other means Harmonised standard: BS EN ISO 11812 Small craft .Cockpits and Flooding ER 3. out of the boat. based on the capacity of the cockpit.05 m Exceptions to this cockpit bottom height requirement are made for recesses for steering wheels and cockpits lockers. For a quick-draining cockpit the minimum height of the bottom of the cockpit above the loaded displacement waterline is specified as: Category A – 0. but does refer to ‘removal of water by pumps or other means’ in order to minimise the risk of sinking. which should be self-draining or have other means of keeping water out of the boat interior. but not necessarily quickly.15 m Category B – 0.5 All craft shall be designed so as to minimise the risk of sinking. For boats where bilge pumps are appropriate harmonised standard BS EN ISO 15083 .Bilge pumping systems provides requirements for bilge pumps and pump systems.removal of water by pumps or other means Harmonised standard: BS EN ISO 15083 .Bilge pumping systems The Directive does not specifically require bilge pumps. . size of boat and design category. which should be self-draining or have other means of keeping water out of the boat interior .ventilation fittings . .

to be chosen by boat builder and specified in Owner’s manual Exposed steering position Fully decked boats Design category A. C. If a bucket or hand-held pump is to be carried this must be specified in the manual. These volumes per minute shall be achieved when the pump is subjected to a back pressure of 10kPa For manual bilge pumps. The standard requires that these bilge pumps must be fitted in an accessible position where they can be easily operated in addition to additional installation requirements.5 m or more) 1 manual or mechanical or electrical pump 1 manual or mechanical or electrical pump 1 manual or mechanical or electrical pump 1 manual or mechanical or electrical pump 1 manual pump.The requirements of BS EN IS0 15083 for the bilge pump system are summarised in the following table: Summary of bilge pump requirements Boat Characteristics Boat Type Open or partially decked boats Design categories A.g. bucket. together with its operation instructions and basic servicing requirements.Electrically operated bilge pumps provides requirements for manufacture of electric bilge pumps and installation of electric pumps. The harmonised standard BS EN 28849 (ISO 8849:1990) – Small craft . for boats with LH greater than 6m and less than 12m for boats with LH equal to or greater than 12m. B. mechanical or electric pump (water head 1. portable manual bilge pump or fixed bilge pump. . B. e. the capacity shall be rated for 45 strokes per minute. C Enclosed steering Position Fully decked boats Design category D LH greater than 6 m LH less than or equal to 6 m 1 manual pump (water head less than 1. D Type of Pump Bilge Pump Requirements or Means of Bailing Bailing method.5 m) Primary pump 1 manual. In the Owner’s Manual a description must be given of the type and position of each pump. for alternative see Owner’s manual Secondary pump Primary pump Secondary pump Primary pump Primary pump The capacity of each bilge pump required must not be less than: 10 l/min 15 l/min 30 l/min for boats with LH equal to or less than 6m.

hatches.Windows.8 All habitable multihull craft over 12 metres long shall be provided with viable means of escape in the event of inversion. BS EN ISO 12216:2002 – Small Craft .Escape and Escape from Inverted Multihulls ER 3.Fire protection. Each habitable area of a multihull sailing craft shall have access to an escape hatch capable of being used in the capsized position. . Relevant parts of standards: Applicable parts of BS EN ISO 9094-1(up to and including 15m) or BS EN ISO 9094-2(over 15m) – Small Craft . See Section 11 on Fire Protection for information on fire escape hatches and doors. deadlights and doors Strength and tightness requirements. All habitable craft shall be provided with viable means of escape in the event of fire. portlights.

It does not apply to sailing boats when sailing as they are not under engine power. Harmonised standard: BS EN ISO 11592:2001 Small Craft – Determination of maximum propulsion power .Marine propulsion . Accordingly it would be wrong to conclude that handling characteristics in general can be ignored if this ER does not specifically apply. For motor boats of less than 8m length. Also. the harmonised standard BS EN ISO 11592 Determination of maximum propulsion power applies.Power measurements and declarations The handling characteristics of a boat are required to be satisfactory when operating with the maximum recommended engine power. and not to slow craft under power. However. A record of any trials conducted should be kept in the technical documentation for the boat and any important information on handling or advice included in the Owner’s Manual. because the problem of operating in rough seas is linked to stability. This power must have been measured by the engine manufacturer in accordance with the harmonised standard BS EN ISO 8665 Small Craft . There are no standards covering handling of craft above 8m length at the moment. The main requirement of BS EN ISO 11592 is a high-speed avoidance test. to establish that the craft can make a controlled turn sufficiently quickly to avoid an obstruction or possible collision. but work has started on drafts for new standards on handling of motorboats above 8m LH in both flat water and rough conditions. unsatisfactory handling characteristics in rough sea conditions (for offshore boats) could increase the vulnerability of the craft and potentially lead to a stability incident. The latter work may be incorporated into the harmonised stability standard at the next revision. in Clause 1 of Annex 1 there is the general statement that all boats shall have good handling characteristics with consideration to their Design Category. For all recreational marine engines. the maximum rated engine power shall be declared in the owner's manual in accordance with the harmonised standard. BS EN ISO 8665:1995/A1:2000 Marine propulsion engines and systems . normally by conducting trials over a range of conditions to establish the limits of the boat.for craft less than 8 m length of hull. fast boats and it is therefore important that the boat builder establishes that all aspects of handling are satisfactory. VISIBILITY AND OVERBOARD PREVENTION Handling under power and maximum power ER 4. this ER is generally considered to relate only to high speed handling characteristics of powered craft when operated at or near to maximum speed. The maximum recommended engine power must also be recorded in the owner’s manual.0 The manufacturer shall ensure that the handling characteristics of the craft are satisfactory with the most powerful engine for which the boat is designed and constructed.Part 7 HANDLING & POWERING. This is a useful test. The power to quote is the power rating provided by the engine manufacturer for the most powerful engine that may be fitted. As the requirement refers to the handling characteristics with the most powerful engine. but it does not cover all aspects of handling of small. The choice of the maximum power to recommend must be made by the boat builder based on their knowledge and experience with the boat.

then a warning must be added to the Owner’s Manual to alert the owner to this fact. under normal conditions of use (speed and load). good all-round visibility. field of vision for a range of eye positions from the helm area under normal operating conditions. the main steering position shall give the operator. or partially obstructed. The standard is fairly straightforward. The harmonised standard BS EN ISO 11591 Engine-driven small craft . If forward vision is temporarily impaired by the high angle of bow-up trim reached just before getting on to the plane.Field of vision from helm position applies. or under certain load conditions.Field of vision from helm position This requirement is also specifically for motor boats operating under power and does not apply for sailing boats. It sets the requirements for visibility by specifying the minimum arc of horizontal vision and extent of vertical vision from the main operating position. Harmonised standard: BS EN ISO 11591:2000 Small Craft .0 above).engines and systems .Power measurements and declarations. The intention of the requirements of the standard is to ensure that there will be good all round visibility for the driver at all times. . show the required extent of vertical vision and arc of horizontal vision from the main operating position. This is another example of where the Directive has specifically referred to the harmonised standard (second sentence of ER 4.Engine-driven small craft . BS EN ISO 11591 requires a number of advice notes such as this to be added to the Owner’s Manual. which implies that use of this standard is compulsory for the engine manufacture. Visibility from the main steering position ER 2. The illustrations below. taken from BS EN ISO 11591.4 For motor boats. setting requirements for unobstructed.


in knots. to take into account the diverse range of boat types and to avoid type forming. . or for seating/lying areas. craft shall be designed to minimise the risks of falling overboard and to facilitate reboarding. a cross signifies that the corresponding safety device is required.Protection from falling overboard and means of reboarding ER 2. to limit the risk of being thrown overboard in case of sharp turns.3 Depending on the design category. Harmonised standard: BS EN ISO 15085 Small craft – Man overboard prevention and recovery The boat must be designed to reduce the risk of falling overboard and have a means to enable a person to re-board from the water. there are three options (2. a surrounding rigid support with a height of not less than 80 mm above the seat. Detailed requirements for each type of safety device is given in the standard. For each design category. A ‘high speed boat’ is defined as a motor boat having a maximum speed. This support could be in the form of handholds. 3 and 4) available for a motor boat. quick acceleration or movement on the sea. greater than 10 LH . e. strength of lifelines. The requirements of BS EN ISO 15085 are intended to offer a variety of solutions for reducing the risk of falling overboard. The requirements of the available options are summarised in the tables below for non-sailing and sailing craft. Requirements for non-sailing boats For design category B. the body support required is intended to provide a means of support for each of the occupants when the boat is underway. For high speed boats. minimum dimensions of foot-stops.g.

g. where the ‘working deck’ is defined as: ‘areas defined by the boat builder for people to stand or walk on during normal operation of the boat and to perform the following actions • • • boat steering and operation sail handling and trimming access to the accommodation/engine compartment’ The working deck is normally composed of rigid parts of the boat. but may also consist of flexible parts. your weight will affect the trim of the boat . For motor and sailing boats the slip resistant surface is required on all working deck. etc. areas having an inclination of more than 25° to the horizontal in a longitudinal direction. flying bridges. the following options are available: for design category B there are two options (2 and 3) and for design category C. Statements must be made in the Owner’s Manual to draw attention to the risks of falling overboard. or more than 30° in a transverse direction. and 5). the foredeck only being used for access to the strong points. e. superstructures. such as decks. there are three options (2.3. Unless specifically stated by the boat builder.4.Requirements for sailing boats For sailing boats. are not considered to be part of the working deck. On many motor boats the working is limited to the cockpit. • • Use seats provided – do not stand when the boat is underway Take care when boarding and getting off. such as trampolines and nets. coach-roofs.

g. except on dinghies. ladder. note that the top surface of the lowest step of the reboarding ladder must be at least 300 mm below waterline when the boat is empty.• • Tread only on the cockpit sole – do not tread on seats Always wear a life jacket A means of reboarding. e. . must be provided. steps on hull. The means of reboarding provided and the method of deployment and recommended use must be described in the Owner’s Manual. If this means is a ladder.

The Directive also requires that all boats with outboard engines shall have a device to prevent starting the engine in gear. sound insulation foam material. noise or vibrations in the living quarters. however this has not been taken as a requirement that the engine compartment should be built only from fire proof material. These requirements relate only to the installation of an inboard engine by the boat builder. Engine parts and accessories that require frequent inspection and/or servicing shall be readily accessible. There are no installation requirements specified for outboard engines. moving parts. fumes. e. The boat builder should check with the outboard engine manufacturer that this is the case for any outboard to be fitted. The requirement for serviceable parts to be readily accessible should be noted: the definition of ‘readily accessible’ is ‘being reached without the use of tools’. must be ‘non– combustible’. As the requirements are generally self-explanatory no harmonised standard is envisaged to support them. forward movement when the driver dismounts deliberately or falls overboard. but the boat builder still has the responsibility to ensure that when an outboard engine is supplied with the boat it has been fitted safely in accordance with the engine manufacturers recommendations. circular. including main engines and auxiliary engines. PWCs shall be designed either with an automatic engine cut-off or with an automatic device to provide reduced speed.All inboard mounted engines shall be placed within an enclosure separated from living quarters and installed so as to minimise the risk of fires or spread of fires as well as hazards from toxic fumes. It is clear that this housing or compartment should provide some resistance to the spread of a possible fire from the engine. It should be noted that these requirements also apply to installation of any inboard mounted engine. It is required that any insulation material used in the engine compartment. heat. The main requirement for installation of an inboard engines is that the engine should be enclosed in a housing to protect the adjacent areas of the boat from the engine’s heat.1 Inboard engine . There has been some debate about the level of fire-resistance to qualify as ‘non-combustible’ and accordingly the following interpretation was issued: “Materials are considered as noncombustible if the oxygen index is at least 21 when measured in accordance with ISO 4589 or ASTM D 2863. unless the engine thrust is less than 500N. The insulating materials inside engine spaces shall be non-combustible. In addition it has been agreed that insulating material shall present a non-fuel absorbent surface to the engine.g.Part 8 ENGINE INSTALLATION AND FUEL SYSTEM Engine installation ER 5.1. etc. .” The boat builder should check with the material manufacturer that any foam or other insulating material used in the engine compartment meets this level.

Diesel fuel may be kept in tanks that are integral with the hull. e. All tank spaces shall be ventilated. and any other electrical components in the engine/fuel compartment. are ignition protected. lines and hoses shall be secured and separated or protected from any source of significant heat.2. are outside the scope of the Directive.g. Fuel hose used in the system must be fire resistant if used in the engine compartment and Where fuel hose is used the standard requires that only fire-resistant hose to BS EN ISO 7840 may be used in the engine compartment. the engines used should comply with BS EN ISO 16147 Inboard diesel engines – Engine-mounted fuel and electrical components to ensure that the fuel components fitted on the engine by the engine manufacturer are safe.fuel and electrical system components (the engine manufacture should provide this confirmation) and for other parts. For diesel engine installations. and accordingly the harmonised standard does not cover portable tank systems. Petrol and diesel fuel tanks may be made in accordance with the ISO DIS 21487 Small craft – Permanently installed petrol and diesel fuel tanks . To ensure that these components are ignition protected the boat builder should use a petrol engine that complies with BS EN ISO 15584 Inboard petrol engines .2 Fuel tanks . Harmonised standard: BS EN ISO 10088:2001 Small craft . The material the tanks are made of and their method of construction shall be according to their capacity and the type of fuel.2. The clearance between a petrol tank and any dry exhaust components must be greater than 250 mm. ER 5. Petrol shall be kept in tanks which do not form part of the hull and are: (a) insulated from the engine compartment and from all other source of ignition. The engine manufacture should provide confirmation that the engine complies with this standard.Permanently installed fuel systems and fixed fuel tanks The requirements for installation of a fuel system on a boat with fixed fuel tanks are given in the harmonised standard BS EN ISO 10088 Permanently installed fuel systems and fixed fuel tanks. (b) separated from living quarters. Such hose should be stamped to indicate compliance.Fuel system and fuel tanks ER 5. It has been agreed that portable fuel tank systems with tanks not exceeding 27 litres.Fuel tanks. including their hoses. storage. venting and fuel supply arrangements and installations shall be designed and installed so as to minimise the risk of fire and explosion. blower fan or electric bilge pump. unless an equivalent thermal barrier is provided. use only components that have been CE marked in accordance with Annex II 1.1 The filling. The requirement for petrol fuel tanks to be ‘insulated from the engine and all other sources of ignition’ is deemed to be complied with if a) the clearance between the petrol tank and the engine is greater than 100 mm and b) all electrical parts on the engine which could create a spark.

Small craft -Ventilation of compartments containing petrol engines and/or petrol fuel tank For other installations the engine manufacturer’s recommendations should be followed. BS EN ISO 11105:1997. . exposed moving or hot parts of the engine that could cause personal injury shall be effectively shielded.Small craft -Ventilation of compartments containing petrol engines and/or petrol fuel tanks. Due consideration should be given for heat dissipation from the engine space as well as the air requirements for the engine. Purpose-designed specific ventilation systems for petrol engine and fuel tank spaces. Ventilation . The ventilation should not allow the ingress of water and these openings may be considered in establishing the down flooding height and may have to be taken into account when checking stability and buoyancy assessment. (excluding PWCs) are described in the harmonised standard BS EN ISO 11105:1997.1. An engine box or under cockpit floor space would be deemed to be a cover. There is no standard applicable to this requirement. It should also be noted that fire extinguishing systems may not be effective unless air intakes can be closed in the event of a fire.The engine compartment shall be ventilated.3 Unless the engine is protected by a cover or its own enclosure.2.Ventilation of engine and fuel tank compartments ER 5. The principle being that if you can ‘walk into’ an engine compartment then exposed moving or hot parts should be protected. The dangerous ingress of water into the engine compartment through all inlets must be prevented.1. Exposed parts ER 5.

Batteries should be in a ventilated compartment and properly restrained against movement. Harmonised standards: BS EN ISO 10133:2000 Small craft . which might be emitted from batteries. Attention shall be paid to the provision of overload and short-circuit protection of all circuits.Electrical systems shall be designed and installed so as to ensure proper operation of the craft under normal conditions of use and shall be such as to minimise risk of fire and electric shock. .Electrical Equipment – Extra-low-voltage dc installations BS EN ISO 13297:2000 Small craft . In the UK guidance is provided by the British Marine Electronics Association Code of Practice that contains both harmonised standards BS EN ISO 10133 and BS EN ISO 13297 together with many notes and definitions with special sections on inverters and shore supply connections. Batteries shall be firmly secured and protected from ingress of water.3 . For low voltage (less than 250volt) ac systems earth-leakage protection should be provided in the main supply circuit. Ventilation shall be provided to prevent the accumulation of gases. Contact BMF Technical Department for further details.Part 9 ELECTRICAL SYSTEM Electrical system ER 5. supplied from batteries. Separation of conductors from any dc system is required. except engine starting circuits. The general requirements for extra low voltage dc systems is to use flexible cables properly supported and with appropriate over current protection.Electrical Equipment – ac installations EN 60092-507:2000 Electrical installations in ships – Part 507: Pleasure craft (This standard is applicable only to craft with three-phase electrical system) Electrical equipment for use on 50 – 1000volts ac is subject to the ‘Low Voltage Directive 93/68/EEC’ and will be separately CE marked.

. Materials and components shall be suitable for the specific gas used to withstand the stresses and exposures found in the marine environment. accessible only from the outside and ventilated to the outside so that any escaping gas drains overboard.Part 10 GAS INSTALLATION ER 5. Code of Practice 18 is available from LPGAssociation or Contact BMF Technical Department for further information. and each appliance must be controlled by a separate closing device. but not suitable for use in a marine environment. yachts and other craft. Not specifically mentioned in the Essential Requirements but LPG powered craft may use LPGA Code of Practice 18:2003 Recommendations for the safe use of LPG as a propulsion fuel for boats. Harmonised standard: BS EN ISO 10239:2000 Small craft . Adequate ventilation must be provided to prevent hazards from leaks and products of combustion. For example. Particular attention should be paid to the design of the system including ventilation requirements. Although private recreational craft do not come within scope of the Gas (Installation and Use) Regulations (GSIUR) 1998. Any permanent gas system shall be tested after installation.5 Gas systems for domestic use shall be of the vapour-withdrawal type and shall be designed and installed so as to avoid leaks and the risk of explosion and be capable of being tested for leaks.e cookers. Gas lockers need to be vapour tight to the craft interior and have an overboard drain. installers of gas systems are still required to be ‘competent’ to carry out any work on a gas installation. Each gasconsuming appliance must be supplied by a separate branch of the distribution system.Liquefied petroleum gas (LPG) system A semi-fixed system based on a portable device is considered as permanently installed All equipment supplied must also be suitable for use in a recreational craft. For more information contact BMF Technical Department. a properly CE marked gas appliance may be satisfactory in a house or caravan. All craft with a permanently installed gas system shall be fitted with an enclosure to contain all gas cylinders. Room sealed appliances are necessary except for attended appliances i. Each appliance shall be equipped with a flame failure device effective on all burners. The enclosure shall be separated from the living quarters.

Craft shall be supplied with fire-fighting equipment appropriate to the fire hazard. Minimum capacity 8A/68B. oil and fuel overflows.6. one portable fire extinguisher located within one metre of the cockpit/helm position. portable fire extinguishers shall be readily accessible and one shall be so positioned that it can easily be reached from the main steering position of the craft. General requirements relating to fire protection.Fire Protection. Minimum clear opening of 450 mm diameter or 380 mm smallest dimension if not circular. Some of the requirements of the standard can be summarised as follows:A) Fire protection Physical barrier or air gap between petrol tanks and engines. Escape routes and exits to be not more than 5 m distance. Petrol engine enclosures shall be protected by a fire extinguishing system that avoids the need to open the enclosure in the event of fire. one covering boats (excluding PWCs) up to 15m length overall and the other covering boats of length greater than 15m. uncovered oil and fuel pipes and avoiding electrical wiring above hot areas of machines. .6. ER 5. Special attention shall be paid to the surroundings of open flame devices. Engine spaces shall be ventilated and if insulation installed it must be fire retardant.2 Fire-fighting equipment . Electrical.1 The type of equipment installed and the layout of the craft shall take account of the risk and spread of fire. ER 3. Not passing over cookers and if separated by a solid partition not leading past a cooker or engine space. or the position and capacity of fire-fighting equipment appropriate to the fire hazard shall be indicated. Harmonised standards: BS EN ISO 9094-1:2003 Small Craft – Fire Protection Part 1: Craft with a hull length of up to and including 15 metres BS EN ISO 9094-2:2002 Small Craft – Fire protection Part 2: Craft with hull length over 15 metres. Above 25 kw but below 10m hull length. Craft shall not be put into service until the appropriate fire-fighting equipment is in place. fuel and LPG systems should be installed to the appropriate harmonised standards. The standard is in two parts. Where fitted.8 Escape (second paragraph) – All habitable craft shall be provided with a viable means of escape in the event of fire. B) Fire fighting systems for engine/fuel tank spaces Open boat and portable fuel tank – petrol outboard single tank <25kw no requirement. Materials near cooking appliances to be fireproof and/or restricted in their positioning. fire-fighting equipment and escape in the event of fire are provided in the harmonised standard BS EN ISO 9094 Small Craft .Part 11 FIRE PROTECTION ER 5. hot areas or engines and auxiliary machines.

Petrol inboard engine – fixed system. . type and capacity of portable fire extinguishers and the extinguishing media may also be subject to national regulations. Craft meet the Essential Requirements with the position and capacity of fire extinguisher(s) indicated.7m (45’) come under the Merchant Shipping (Fire Protection: Small Ships) Regulations and awareness of these requirements and exemptions should be sought.Open boat with petrol outboard with more than one tank per engine or installed tanks in an enclosed space – fixed or portable system to flood fuel space. The number. but may not be put into service and operation until they are in place. Craft over 13. Other local conditions such as the Boat Safety Scheme for inland waterway craft may apply. Diesel engine below cockpit or inside boat – fixed system or portable with fire port. Diesel engine in open launch – portable extinguisher and fire port in engine casing.

Craft with permanently installed holding tanks shall be fitted with a standard discharge connection to enable pipes of reception facilities to be connected with the craft discharge pipeline. Emergency steering is deemed to be for manual control of the rudder. Navigation lights fitted must comply with the 1972 COLREGS or CEVNI regulations as required to the satisfaction of the appropriate authority of the state whose flag the vessel is entitled to fly.2 Emergency arrangements . In addition.4. ER 5. Navigation lights ER 5.Geared link systems The standards are recommendations for construction and testing of systems and are for use mainly by steering gear manufacturers.Steering gear-wire rope and pulley systems BS EN 28848:1993/A1:2000 (ISO 8848) Small craft .1 Steering systems shall be designed.max. they shall comply with the 1972 COLREGS or CEVNI regulations. The standards listed. Discharge prevention and toilet installations ER 5. fuel.Sailboat and single-engined inboard powered motor boats with remote-controlled rudder steering systems shall be provided with emergency means of steering the craft at reduced speed. 40 kW BS EN ISO 13929:2001 Small craft .4. or (b) provision to fit holding tanks. as appropriate.7 Where navigation lights are fitted.Remote steering systems BS EN ISO 10592:1994/A1:2000 Small craft . are not included on the CDRom: they can be obtained from BSI or BMF Technical Department. Craft fitted with toilets shall have either: (a) holding tanks. any through-the-hull pipes for human waste shall be fitted with valves. Harmonised standards: BS EN 28847:1989/A1:2000 (ISO 8847) Small craft . Guidance on this is available in various documents and a harmonised standard may be produced. .Steering gear .PART 12 STEERING SYSTEM AND OTHER INSTALLATIONS Steering system ER 5.Steering gear .8 Craft shall be constructed so as to prevent the accidental discharge of pollutants (oil. with exception of BS EN 28847.Hydraulic steering BS EN 29775:1993/A1:2000 (ISO 9775:1990) Small craft . which are capable of being sealed shut. constructed and installed in order to allow the transmission of steering loads under foreseeable operating conditions. etc) overboard.

. set requirements for the manufacture of seacocks from metal or plastic.Through hull fittings designed to allow water passage into the hull or out of the hull.Harmonised standard: BS EN ISO 8099:2000 Small craft .Toilet retention systems Note that “sealed shut” means that the valve cannot be opened to discharge overboard without breaking a seal or unlocking a mechanical device. Hose ends shall be secured to fittings with double clamps if the through hull fitting is below the waterline or within 300 mm of the waterline for sailing boats or 150mm for motorboats.Waste water retention and treatment . Seacocks and through-hull fittings ER 3. They also include some requirements for the installation of seacocks that are relevant to boat builders. If necessary the hull shall be reinforced to prevent local lost of strength. Harmonised standard: BS EN ISO 9093 Small Craft . • • The owners manual must include information on the position of seacocks. Standard discharge connection to be fitted is shown in BS EN ISO 8099. In sandwich boats the core material shall be replaced by a solid core in way of the fitting (or changed to single-skin). The position of seacocks must be such that they are readily accessible Seacocks must be securely fastened to permit easy operation without damage to the hull structure or seacocks or loss of watertight integrity.6. the operating instructions (unless self-evident and/or marked on the seacock itself) and include a note recommending that seacocks are kept closed when not needed for operation to minimise risk of flooding.Seacocks and through-hull fittings Part 1:1997 Metallic Part 2:2002 Non-Metallic The harmonised seacock standards. shall be fitted with shutoff means which shall be readily accessible. BS EN ISO 9093 Part 1 and Part 2. shall be corrosion resistant and the combination selected to avoid galvanic action. such as screws. Provision to fit holding tanks means that craft should be capable of the installation of a permanent holding tank.4 Openings in hull (last paragraph) . A summary of some of these installation requirements is given in the notes below: • • Materials for fittings and fastenings. below the waterline corresponding to the manufacturer’s maximum recommended load according to section 3.

Contact BMF Technical Department for further information. There are standards for liferafts including ISO standards: the ISO 9650 series covers offshore and coastal liferafts.7 All craft of categories A and B. Craft over 13. Note that the words stowage point(s) have been interpreted to mean any space or surface in or on the craft.Liferaft stowage ER 3. This (these) stowage point(s) shall be readily accessible at all times.7 metres (45’) come under the Merchant Shipping (LSA: Small Ships) Regulations and awareness of these requirements and exemptions should be sought. . and craft of categories C and D longer than six metres shall be provided with one or more stowage points for liferaft (s) large enough to hold the number of persons the boat was designed to carry as recommended by the manufacturer. The boat builder is only required to provide a suitable point or space for the liferaft: the actual equipment and fittings may be provided by others.

This test is relatively straightforward to conduct when the wind and wave conditions are favourable. personal watercraft and outboard engines and stern drive engines with integral exhaust shall be designed. without integral exhaust. Noise emission levels Recreational craft with inboard or stern drive engines without integral exhaust. personal watercraft and outboard engines and stern drive engines with integral exhaust shall comply with the following essential requirements for noise emissions.and multiple-engine units of all engine types an allowance of 3 dB may be applied. recreational craft with inboard engine configuration or stern drive engine configuration.8 m/s2 Fn = V ( g . “Froude number” shall be calculated by dividing the maximum boat speed V (m/s) by the square root of the waterline length LWL (m) multiplied by gravitational constant. but does require the use of specialist sound measuring equipment. constructed and assembled so that noise emissions measured in accordance with tests defined in the harmonised standard BS EN ISO 14509 Small craft – Measurement of airborne sound emitted by powered recreational craft shall not exceed the limit values in the following table: Single Engine Power in kW PN ≤ 10 10 < PN ≤ 40 PN > 40 Maximum Sound Pressure Level LpASmax in dB 67 72 75 where PN = rated engine power in kW at rated speed and LpASmax = maximum sound pressure level in dB.1 and a Power Displacement ratio of ≤ 40 and where the engine and exhaust system are installed in accordance with the engine manufacturer's specifications.LWL ) . Typically the sound measurement would be conducted by a Notified Body or sub-contracted specialists that are acceptable to the Notified body. For twin. As an alternative to sound measurement tests. shall be deemed to comply with these noise requirements if they have a Froude number of ≤ 1.Part 13 AIRBORNE NOISE (SOUND) ASSESSMENT Essential requirements for airborne noise emissions Recreational craft with inboard or stern drive engines without integral exhaust. g = 9.

A Section 2. recreational craft with inboard or stern drive engine configurations without integral exhaust. shall include information necessary to maintain the craft and exhaust system in a condition that. and for which all appropriate key design parameters and sound level measurements have been included subsequently in the published list of certified reference boats. ISO 14509-2. For outboard engines. when measured in accordance with BS EN ISO 14509.B. insofar as is practicable. . will ensure compliance with the specified noise limit values when in normal use. that insofar as is practicable. the Owner's Manual required under Annex I. Owner’s Manual For recreational craft with inboard engine or stern drive engines with or without integral exhaust and personal watercraft. shall be deemed to comply with these noise requirements if their key design parameters are the same as or compatible with those of a certified reference boat to tolerances specified in the harmonised standard. the Owner's Manual required under Annex I. “Certified reference boat” shall mean a specific combination of hull/inboard engine or stern drive engine without integral exhaust that has been found to comply with the noise emission requirements. will ensure compliance with the specified noise limit values when in normal use.5.“Power Displacement ratio” shall be calculated by dividing the engine power P (kW) by the boat's displacement D (t) = P/D As a further alternative to sound measurement tests.4 shall provide instructions necessary to maintain the outboard engine in a condition.

engine type. a unique engine identification number. These marks must be located so as to be readily visible to the average person after the engine has been assembled with all the components necessary for engine operation. B and n are constants in accordance with the table.8 Where A.0 150.0 6.0 600. . CE marking. engine family. Engine identification Each engine shall be clearly marked with the following information: • • • • engine manufacturer's trademark or trade-name. and the labels/plates cannot be removed without destroying or defacing them.0 150.0 0 0 1.5 2. constructed and assembled so that when correctly installed and in normal use. they must be attached in such a manner that the fixing is durable for the normal life of the engine.0 Not applicable Not applicable 1. Exhaust emission requirements Propulsion engines shall be designed. For engines above 130 kW either E3 (IMO) or E5 (recreational marine) duty cycles may be used.0 B 100.0 600. emissions shall not exceed the limit values obtained from the following table: Type Carbon Monoxide CO = A + B/PN g/kWh n Hydrocarbons HC = A + B/P g/kWh Nitrogen oxides NOx g/kWh Particulates PT g/kWh A Two-stroke spark ignition Four-stroke spark ignition Compression ignition B n 1.0 n 0.0 1. These marks must be secured to an engine part necessary for normal engine operation and not normally requiring replacement during the engine life. PN is the rated engine power in kW and the exhaust emissions are measured in accordance with the harmonised standard BS EN ISO 8178-1:1996 Contact BMF Technical Department for details.0 0. If labels or plates are used.0 5.75 10.0 50. These marks must be durable for the normal life of the engine and must be clearly legible and indelible.Part 14 MANUFACTURE OF MARINE ENGINES Essential requirements for exhaust emissions from propulsion engines Propulsion engines shall comply with the following essential requirements for exhaust emissions.0 0.0 A 30. if required under Article 10 (see Notes below).5 9.75 15. if applicable.

CE marking is required on outboard engines and stern drive engines with integral exhaust. Inboard engine installation. Tables 1 and 2). This manual shall: (a) provide instructions for the installation and maintenance needed to assure the proper functioning of the engine to meet the requirements for Durability. For details of this standard contact BMF Technical Department. which may be determined by the Member State in which the engine is to be marketed. This information shall be obtained by the engine manufacturer by use of prior endurance testing. and by calculation of component fatigue so that the necessary maintenance instructions may be prepared by the manufacturer and issued with all new engines when first placed on the market. (b) specify the power of the engine when measured in accordance with the harmonised standard BS EN ISO 8665. and for those engines fuelled with Liquefied Petroleum Gas as specified in Directive 98/77/EC. Contact BMF Technical Department for details of these directives. Handling Characteristics. Conforming document(s) shall be supplied by the manufacturer/supplier of the engine. Fuel system and Electrical system. (c) outboard engines: 350 hours or 10 years. particularly those covering Owner’s Manual. Durability The manufacturer of the engine shall supply engine installation and maintenance instructions. but are referred to in the Essential Requirements of the Recreational Craft Directive. whichever occurs first. based on normal operating cycles. (b) personal watercraft engines: 350 hours or 5 years. whichever occurs first.The reference fuels to be used for the emissions test for engines fuelled with petrol and diesel shall be as specified in Directive 98/69/EC (Annex IX. Notes: Inboard and sterndrive engines are not subject to the Machinery Directive. whichever occurs first. . Owner’s Manual Each engine shall be provided with an Owner's Manual in the Community language or languages. which if applied should mean that the engine in normal use will continue to comply with the above limits throughout the normal life of the engine and under normal conditions of use. The normal life of the engine is considered to mean: (a) inboard or stern drive engines with or without integral exhaust: 480 hours or 10 years.

Relevant standard: BS EN ISO 11547:1995/A1:2000 Small craft – Start-in-gear protection Outboard engines will conform to the exhaust and sound emission requirements and be CE marked accordingly.1. . except: (a) when the engine produces less than 500 Newtons (N) of static thrust. (b) when the engine has a throttle limiting device to limit thrust to 500 N at the time of starting the engine.4 All boats with outboard engines shall have a device to prevent starting the engine in gear.Outboard engines ER 5.

Any variation to such must be made with the manufacturer's written agreement unless the responsible person is satisfied that the installation is in accordance with the ERs and is prepared to accept full responsibility. Accordingly any electrical items manufactured for use on these engines. However. The certification requirements imply third party intervention. which has to take place before the component is placed on the market. Such components are not CE marked: this is covered under the CE marking of the craft. the conformity assessment may be made by the craft builder with an Annex IIIb declaration. and CE mark them to show compliance. Other electrical items that are intended to be used in petrol engine compartments or petrol fuel tank compartments. Relevant harmonised standards for these components are: BS EN 28846:1993/A1:2000 (ISO 8846:1990) Small craft . alternators.Electrically operated bilge pumps . Manufacturers of components listed in Annex II for placing on the market for incorporation in a recreational craft must ensure that these components meet the compliance requirements listed above. as relevant for the component. Note: where standards listed below are not highlighted. and listed in Annex II: "-whereas the essential requirements constitute the criteria by which recreational craft. such as electric blower fans or electric bilge pumps. partly completed craft and their components when separate and when installed must comply". they are not available on the CDRom. Installation of components by the boat builder must be in accordance with the component manufacturer’s The following components are subject to Annex II of Directive 94/25/EC (and 2003/44/EC when in force): Ignition protected equipment for inboard and stern drive engines. Any electrical equipment on a petrol inboard or sterndrive engine must be ignition protected. must be ignition protected and sold as components in accordance with this Annex.Part 15 MANUFACTURE OF COMPONENTS Certain components are specifically mentioned in the Directive.Protection against ignition of surrounding flammable gases BS EN ISO 9097:1994/A1:2000 Small Craft .g. CE marking for Directive 94/25/EC and 2003/44/EC is only permitted for components listed in Annex II. They are available on request to BSI or for BMF members via technical@britishmarine. in the case of all components below (with the exception of ignition protected equipment) made specifically by or for the craft builder.Electric fans BS EN ISO 8849:1993/A1:2000 (ISO 8849:1990) Small craft .Electrical devices . etc. must also be treated as a component in accordance with this annex and comply with the relevant parts of the Directive.

Fire resistant fuel hoses BS EN ISO 8469:1995/A1:2000 Small craft . When such devices are sold separately from the outboard engines they must be treated as components according to this annex. The harmonised standard for such devices is BS EN ISO 11547:1995/A1:2000 Small craft Start-in-gear protection. The harmonised standard BS EN ISO 10088:2001 Small craft .Non-fire resistant fuel hoses. Steering wheels. The term portlight is understood to refer to any prefabricated window for use in the hull. it does not apply to portable fuel tanks. steering mechanisms and cable assemblies Steering wheels and steering gear systems that are sold for use on recreational craft must be treated as components in accordance with this annex. requires start-in-gear protection devices for outboard engines. portlights. .wire rope and pulley systems BS EN 28848:1993/A1:2000 (ISO 8848:1990) Small craft . This applies to fuel tanks that are designed to be permanently fitted in recreational craft.Windows.Rack and pinion steering Fuel tanks and fuel hoses Fuel tanks and fuel hose sold for use on recreational craft must be treated as components according to this annex.Strength and tightness requirements apply.Steering gear . Prefabricated hatches and portlights Prefabricated hatches and portlights sold to be fitted on recreational craft must be treated as components in accordance with this annex.Remote steering systems for outboard motors of 15 kW to 40 kW power BS EN ISO 10592:1994/A1:2000 Small craft .4.Hydraulic steering gear BS EN ISO 13929:2001 Small craft . Fuel hose requirements are in the harmonised standards:BS EN ISO 7840:1995/A1:2000 Small craft . The requirements of the harmonised standard BS EN ISO 12216:2002 Small craft .Start-in-gear protection devices for outboard engines ER 5. i.1. quoted above.e. deadlights and doors . The harmonised standards applicable for different types of system are:BS EN 28847:1989/A1:2000 (ISO 8847) Small craft .Remote steering system BS EN 29775:1993/A1:2000 (ISO 9775:1990) Small craft . hatches.Permanently installed fuel systems and fixed fuel tanks includes design and construction requirements for fuel tanks.

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

or references to the specifications in relation to which conformity is declared where appropriate. A suggested layout for a Declaration of Conformity prepared by the ADCO group of Member States’ market surveillance bodies is shown below. A template of this document is provided in supporting documentation. The Declaration must be draw up in the language applicable to the EEA State in which it is marketed. . the name and address of the notified body identification of the person empowered to sign on behalf of the manufacturer or his authorised representative established within the community. reference to the EC type-examination certificate issued by a notified body where appropriate.Part 17 DECLARATION OF CONFORMITY Annex XV requires that a written Declaration of Conformity to the provisions of the Directive must be prepared by the manufacturer and a signed copy included in the Owner’s Manual supplied with each boat sold. The Directive requires that this Declaration shall include : • • • • • • name and address of the manufacturer or his authorised representative established in the Community description of the recreational craft or of the component references to the relevant harmonised standards used.

..............................................................................:_____________ Type of hull*........................................................DECLARATION OF CONFORMITY RECREATIONAL CRAFT Directive 94/25/EC Name of the manufacturer: __________________________________________________________________ Address: __________________________________________________________________________________ Postcode: ________________________ City: ___________________________________________________ Country: (code) __________ (printed) ____________________________________________________________ Conformity assessment module(s) used (check): A Aa B+C B+D B+F G H IF THE DECLARATION IS MADE BY AN AUTHORISED REPRESENTATIVE ESTABLISHED IN THE EEA Name of the authorised representative: ________________________________________________________ Address: __________________________________________________________________________________ Postcode: ________________________ City: ___________________________________________________ Country: (code) __________ (printed) ____________________________________________________________ IF THE INTERVENTION OF A NOTIFIED BODY IS REQUIRED Name: __________________________________________________ Identification number: ______________ Address: __________________________________________________________________________________ Postcode: ________________________ City: ___________________________________________________ Country: (code) __________ (printed) ____________________________________________________________ If EC-type examination certificate is issued (number and date yy/mm/dd) ___________________............... :_____________ /_____________ Draught (m) ...............................................................................................................................:_____________ Construction material* ......................................... ___ / ___ / ___ DESCRIPTION OF THE CRAFT Hull identification number (HIN): - Brand name of the craft: ___________________________________________________________________________________________ Type or number: _________________________________________________________________________________________________ Design category ............................:_____________ * See codes on opposite side) I declare at my own and sole responsibility that the craft mentioned above complies with all applicable essential safety requirements in the way mentioned overleaf (and is in conformity with the type for which the above mentioned EC-type examination certificate has been issued)* * include text between brackets only if such certificate has been issued)............................................................................................................................................................:_____________ Propulsion*...................................................................................................................... Name: ___________________________________________Signature and title: ______________________________________________ (identification of the person empowered to sign on behalf (or an equivalent marking) of the manufacturer or his authorised representative) Date (yy/mm/dd): ___ / ___ / ___ .................................................................................................................................................................................................................:_____________ Length and beam of hull (m) .......................................................................................................................................................................................................:_____________ Type of engine* ........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................:_____________ Deck* ..........................:_____________ Type of craft* ..........................................................................:_____________ Maximum recommended engine power(kW) ................................

2) Buoyancy and floatation (3.4) Fuel system (5.7) Discharge prevention (5.3) Outboard engine starting (5.1) Fire-fighting equipment (5.1) Stability and freeboard (3.2) Exposed parts (5.5) Manufacturer’s maximum recommended load (3.4) Owner’s manual (2. mooring and towing (3.4) Flooding (3.8) Anchoring.2) Electrical systems (5.4) General – steering system ( Liferaft stowage (3.4. steel alloys 04 wood 05 other (specify): _______________________________ Propulsion: 01 sails 02 petrol engine 03 diesel engine 04 electrical motor 05 oars 06 other (specify): _______________________________ Type of engine: 01 outboard 02 inboard 03 z or sterndrive 04 other (specify): _______________________________ Deck 01 02 03 decked partly decked open Harmonised standards used (reference to relevant articles in Annex I of Directive 94/25/EC) General requirements (2) Hull Identification Number – HIN (2.4. aluminium alloys 02 plastic.5) Integrity and structural requirements (3) Structure (3.1.2) Gas systems (5.7) Escape (3.6) General – fire protection (5. fiber reinforced plastic 03 steel.1) Emergency arrangements (5.1.1) Builder’s Plate (2.3) Steering systems (5.3) Visibility from the main steering position (2.2) Navigation lights (5. deck and superstructure (3.9) Handling characteristics (4) Engines and engine spaces (5.6.1) Inboard engine (5.1) Fuel tanks (5.2.5) Fire protection (5.2) Protection from falling overboard and means of reboarding (2.1.8) See the technical file ESSENTIAL SAFETY REQUIREMENTS Other-standards used Other normative documents used .2) General – fuel system (5.3) Openings in hull.Type of craft 01 sailboat 02 inflatable 03 other (specify): _______________________________ Type of hull: 01 monohull 02 multihull 03 other (specify): _______________________________ Construction material: 01 aluminium.1) Ventilation (5.

which should be used as tabulated below. higher. the manufacturer or his authorised representative established in the Community is responsible for ensuring that the appropriate conformity assessment procedures. B and C For boats 12m to 24m hull length. For boats 2. Note: Boats built to Design Category D may be certified under only Module A until 1 January 2005 Design Category A.5m to 24m hull length Boat built using standards* Personal Water Craft Boat built using standards* or full Notified Body involvement Engines built to meet Essential Requirements & maximum Emission limits. C D For boats 2. and/or putting it into service.5m to 12m hull length. The assessment procedures applicable to a particular boat depend on a) the boat’s intended Design Category b) the boat’s length These criteria alone determine the appropriate conformity assessment. also known as the “Modular Choice”. The table gives the minimum acceptable modules to be applied. module if desired. A. B and C Design & Construction Modular Choice Aa (or B+C or B+D. A manufacturer may use an alternative.Part 18 COMFORMITY ASSESSMENT PROCEDURES Before placing a boat or part completed boat on the market. IB & SD ( Including PWC Engines) . Full notified Body involvement Engine Exhaust Emissions Outboard. or B+E or B+F or G or H) B+C (or B+D or B+E or B+F or G or H) A (or Aa or B+C or B+D or B+E or B+F or G or H) A (or Aa or B+C or B+D or B+E or B+F or G or H) A or Aa or B+C or B+D or B+E or B+F or G or H B+C or B+D or B+E or B+F or G or H Minimum Method for Compliance Boat built using standards* with Verification of Stability and Buoyancy by Notified Body Boat built using Standards* with Full Notified Body involvement Boat built using standards* with Harmonised Standards used for Stability and Buoyancy assessment For boats 2. have been applied to the boat.5m to 12m hull length using Harmonised Standards for Stability and Buoyancy.

Start-in –gear protection devices. Engine Manufacturer to Test A or Aa or G or H Aa or G or H B+C or B+D or B+F or G or H Component manufacturer with full Notified Body involvement *The use of harmonised standards will give a presumption of conformity. Prefabricated hatches and portlights.This is entirely a self-assessment module with no involvement with a Notified Body.Internal Production Control plus Tests . which is another selfassessment module. or any other 3rd party. For craft with inboard engines or stern drive engines without integral exhaust. . Module B .Noise Emissions For craft with inboard engines or stern drive engines without integral exhaust. Steering wheels. however this does not preclude the use of other standards that may be appropriate.Stability and buoyancy data or tests have to be verified by a Notified Body. Module Aa . May use Froude Number and P/D ratio for displacement craft or Reference boat data base.A “type-approval” procedure . mechanisms and cable assemblies. Aa or G or H Boat Manufacturer to Test with Notified Body involvement. but all other criteria are still self-assessed. Fuel tanks intended for fixed installations. subsequent craft of the same class or family may use Module C. For craft with Outboard or stern drive engines with integral exhaust and PWC’s Components as Annex II Ignition protection equipment. Module Descriptions The conformity assessment procedures according to the required module must take place prior to placing on the market. Summary of the characteristics of modules Module A -Internal Production Control .When one boat of a class or family has been approved under Module B. Module C .the Responsible Person submits a completed boat and its Technical Documentation for approval with a Notified Body.Conformity To Type .EC Type-Examination .

It is always worthwhile discussing what tests and verifications will be required by the Notified Body for your assessment as early in the design and build process as possible. . Upon satisfactory completion of the assessment the Notified Body will issue an Examination Report for the craft which should be reference on the manufacturer’s Declaration of Conformity.this is the equivalent of ISO 9002 .Product Verification . This documentation may comprise of test reports. calculations. similar to Module D. or other controls will them be performed on one or several boats representing the production of the manufacturer.Unit Verification . but with additional emphasis on quality assurance of design. which are identified in the technical documentation. However a proportion of the cost of assessment will relate to the travel for the evaluator so this may be another consideration to the choice of Notified Body.the quality assurance procedure itself needs to be approved by a Notified Body.rsg. Module G . openings in the cockpit and windows. There is no requirement to use a Notified Body based in the Country of build. calculations or other supplied information. so it is worthwhile contacting a number of Notified Bodies to compare the costs and procedures. Tests.inspection by a Notified Body either of every product or of homogeneous lots.Suitable for custom craft over 12m .Module D .Full Quality Assurance . as appropriate. Module H .Notified Body examines the individual product. this will allow both the Notified Body and yourself to plans the assessments schedule and agree on the stages of construction that inspections will be required before that stage of the build has been reached.2) and buoyancy and flotation (3. Notified Body Involvement A full list of the Notified Bodies can be found in the support material and on the RSG (Recreational Craft Sectoral Group Website (www. Module E – Product Quality Assurance – for final product inspection and testing under the surveillance of a notified body.3) as well as with cockpit drainage. Module F .the equivalent of ISO 9001. For a Module Aa Assessment The Notified Body will review any technical documentation established by the manufacturer which deals with stability and freeboard (3.Production Quality Assurance .be).

) Installations Final inspection and trials When conformity evidence to the Directive has been verified. welding.For a Module B Assessment The Notified body will: Examine the technical documentation established by the manufacturer covering all objectives stated by the essential safety requirements of the Directive. surveys shall be carried out during selected phases of the project. Test specimens may support the verification Witness or verify tests deemed necessary. conditions for its validity and the necessary data for identification of the approved type. etc. for example composite construction which is highly dependant on the production procedures. The certificate contains the manufacturer’s name and address. In general this involves visiting the workshop and witnessing the different steps of the construction of the craft (from hull construction till the final manufacturer’s tests). . representative of the production with the examined technical documentation. The following minimum survey activities must be performed (when applicable by random checks) with regard to: Construction If necessary for the assessment of the structure. Check the compliance of a specimen. and include the examination of construction processes in particular. Verification of dimensions and position of structural members and enforcements Visual inspection of construction details Perform spot check of the specimen’s construction process. (laminating. or endorse the corresponding test reports. gluing. an EC type-examination certificate is issued by the Notified Body. conclusions of the examination.

The shell/part boat or sail away builder will keep a Technical File appropriate to the stage of construction at which the craft was supplied. a statement that the partly completed craft is intended to be completed by others and that it complies with the essential requirements that apply at this stage of construction.Part 19 PART BUILT BOATS For part built boats including ‘sail-aways’ where all the constructional requirements of the Directive cannot be complied with. The Annex IIIa Declaration requirements for part built craft are as follows: • • • • name and address of the builder. of the person responsible for placing on the market. the name and address of the representative of the builder established in the Community or. the responsibility being that of the person taking the final responsibility for completion of the craft. . a Declaration of Conformity in line with Annex IIIa of the Directive is required to be given to the purchaser. a description of the partly completed craft. The official CIN number is not put on at this stage. if appropriate. Part boats are not defined in the Directive but the Commission definition is that a partly completed boat does not meet all the essential requirements of the Directive related to the design and construction of the craft and is destined to be completed by another party who will be regarded as the manufacturer. It is not a requirement to pass this on to the purchaser but may be useful to maintain good customer relations.

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

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

where such a third party has been involved with the control of production. which shall not be less than 5 mm. the proportions given in the above graduated drawing must be respected. . The various elements of the CE marking must have about the same vertical dimension.Part 21 THE CE MARK Annex IV of the Directive is the CE mark. The CE mark is followed by the identification number of the Notified Body. The CE mark is usually incorporated in the Builder’s plate. If the marking is reduced or enlarged. The mark must be reproduced in accordance with the following form.

c) sailing surfboards.Part 22 EXEMPTIONS AND LABELS The following are excluded from the Directive: a) craft intended solely for racing. oil or gas. b) canoes. g) craft or engines built for own use. e) original. historical craft designed before 1950. gondolas & pedalos. d) surfboards including powered surfboards. The exemption for ‘Racing Boats’ and ‘Historical craft’ requires them to be labelled as such. and individual replicas of. k) hydrofoils. coke. provided they are not subsequently placed on the Community market. built predominantly with the original materials. RACING CRAFT ABC Boatyard This craft is intended solely for racing and is outside the scope of the EU Directive 94/25/EC for the Construction of Recreational Craft HISTORICAL CRAFT ABC Boatyard Sunbeam class Historical . A builders. kayaks. f) experimental craft. fuelled by coal. which are based on a pre1950 design and fitted in craft referred to in e) or g). label or plate as follows would satisfy this requirement. provided they are not subsequently placed on the Community market during a period of 5 years. h) craft intended for commercial purposes i) j) submersibles. air cushion vehicles. wood. l) steam powered craft. m) original and individual replicas of historical propulsion engines. including rowing racing boats and labelled as such by the manufacturer.

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