Chapter 11 - Requirements for Sailing Vessels

11.1 General

(1) Sailing vessels as defined in Chapter 2 shall comply with the provisions of this Chapter of the Code in full.

11.2 Application

(1) As per Chapter 2, a sailing vessel is a vessel designed to carry sail, whether as a sole means of propulsion or as a supplementary means.

11.3 Operating Restrictions

(1) The vessel’s “Statement of Operational Limitations” shall give the maximum wind speed or ‘Derived Heel Angle’ and reference the vessel’s ‘Sailing Operations Manual’

(2) Any applicable rig limitations shall also be listed on the statement.

11.4 Water Freeing Arrangements

(1) Where the solid bulwark height does not exceed 150 millimetres, specific freeing ports, as defined section 2.13, are not required.

11.5 Intact Stability

(1) “the 'down-flooding angle' is the angle of heel causing immersion of the lower edge of openings having an aggregate area, in square meters, greater than:-

= where Δ = vessels displacement in tonnes”

(2) Vessels shall comply with the appropriate parts of chapter 4 regarding intact stability in full.

(3) Current Chapter 4 requirements are to be assessed without accounting for the added windage of the sails. Vessels with lifting keels, shall meet the requirements of Chapter 4 in the most onerous condition.

(4) Asymmetric ballasting is not permitted whilst sailing

11.6 Intact Stability Monohulls

(1) Curves of statical stability (GZ curves) for at least the Loaded Departure with 100% consumables and the Loaded Arrival with 10% consumables shall be produced.

(2) The GZ curves required by (1) shall have a positive range of not less than 90º, where the ‘Sail Area Displacement Ratio’ is greater than 10 calculated as follows:

= Sail Area Displacement Ratio

∇ = Vessel displacement in metres cubed (m³)

A_sails = is the area of the full upwind sail plan, including sail overlaps in square meters (m)²

(3) For vessels where the ‘Sail Area Displacement Ratio’ is less than 10 calculated as per (2), Where a range of less than 90º exists, the wind speed required to capsize shall be calculated to be more than 38 knots as follows:

The heel angle resulting from a steady wind heeling moment corresponds to the intersection of the righting and heeling arm curves, so the heeling arm at the point of

capsize is defined where the heeling arm curve is tangential to the GZ curve.

The heeling arm curve is defined by the formula:

HA_Ɵ = HA₀(cosƟ)^1.3

Where

• HA_Ɵ = Heeling arm at any given angle Ɵ

• HA₀ = Heeling arm at 0° where heeling arm curve is tangential to the GZ curve

V is calculated by the formula:

Where

• V = Apparent wind speed in knots

• v = Apparent wind speed in metres per second (m/s)

• ρ = Density of Air (assumed to be 1.22) 

• Δ = Vessel displacement in kilograms (kg)

• A_sails = is the area of the full upwind sail plan, including sail overlaps in square meters (m²)

• h_sails = is the height of the centroid of the sail plan above half the draft in meters (m)

• C_sails = is the maximum sail heeling force coefficient, assumed to be 1.75 (unless proven otherwise)

• A_hull = is the profile area of the hull and superstructure in square meters (m²)

• h_hull = is the height of the centroid of the hull and superstructure area above half the draft in meters (m)

• C_hull = is the hull heeling force coefficient, assumed to be 1.0 (unless proven otherwise)

(4) In addition to the requirements of (2) or (3), the angle of steady heel shall be greater than 15 degrees (see figure). The angle of steady heel is obtained from the intersection of a "derived wind heeling lever" curve with the GZ curve required by (1).

• In the figure:-

• 'dwhl' = the "derived wind heeling lever" at any angle θ°

  • = 0.15 x WLO x Cos¹³θ

• where

Noting That:

• WLO= is the magnitude of the actual wind heeling lever at 0º which would cause the vessel to heel to the 'down flooding angle' θ_f or 60º whichever is least.

• GZ_f = is the lever of the vessel's GZ at the down flooding angle (θ_f) or 60º whichever is least.

• θ_d = is the angle at which the 'derived wind heeling' curve intersects the GZ curve. (If θ_d is less than 15º the vessel will be considered as having insufficient stability for the purpose of the Code).

• θ_f = the 'down-flooding angle' is the angle of heel causing immersion of the lower edge of openings having an aggregate area, in square meters, greater than:-

• = where Δ = vessels displacement in tonnes

All regularly used openings for access and for ventilation shall be considered when determining the downflooding angle. No opening regardless of size which may lead to progressive flooding shall be immersed at an angle of heel of less than 40°. Air pipes to tanks can, however, be disregarded.

If, as a result of immersion of openings in a superstructure, a vessel cannot meet the required standard, those superstructure openings may be ignored and the openings in the weather deck used instead to determine θ_f. In such cases the GZ curve shall be derived without the benefit of the buoyancy of the superstructure.

It might be noted that provided the vessel complies with the requirements of (1) to (4) and is sailed with an angle of heel which is no greater than the’ derived angle of heel', it shall be capable of withstanding a wind gust equal to 1.4 times the actual wind velocity (i.e. twice the actual wind pressure) without immersing the’ down-flooding openings', or heeling to an angle greater than 60°.

11.7 Damage Stability

(1) The maximum assumed wind force (M_wind) acting in a damage situation as per Section 4.8(6), shall be calculated so that the ‘projected lateral area above the waterline’ (A), includes all running/standing rigging sail controls and spars.

(2) The projected lateral area in Section 4.29(10)(c) is to include all running/standing rigging sail controls and spars.

(3) Where applicable, the requirements of Chapter 4 Part VII hall be met whilst under a moment due to wind pressure as calculated by Section 4.29(10)(c).

(4) In order to eliminate the wind heeling moment from the sails in case of damage, 11.18(1) shall be complied with.

11.8 Equipment Numeral

(1) When calculating the equipment numeral, sailing vessels shall take into account the additional windage effect of the masts and rigging.

(2) Typically, for square rigged sailing vessels, experience based guidance on approximate increase in anchor mass and cable strength required is:

• (a) for vessels up to 50 meters in length, typically 50% above the requirements for a typical motor vessel having the same total longitudinal profile area of hull and superstructure as the square rigged sailing vessel under consideration; and

• (b) for vessels 100 meters in length and over, typically 30% above the requirements for a typical motor vessel having the same total longitudinal profile area of hull and superstructure as the square rigged sailing vessel under consideration.

• (c) for a square rigged sailing vessel of between 50 and 100 metres in length the increase shall be obtained by linear interpolation.

11.9 Machinery and Electrical Installations

(1) Lighting supplied by the emergency source of electrical power shall be provided for illuminating the rigging, sails and sail controls including and dropping/furling in an emergency. The lighting shall be such that the night vision of the watchkeepers is not impaired, and is to be arranged so that it cannot be mistaken for navigation light by another ship. Care shall also be given to preventing glare and stray reflections.

(2) Main engines shall have a minimum power to ensure that the vessel has a minimum speed of 6 knots while heading into Beaufort Force 8 weather and corresponding sea conditions.

(3) The sail handling facilities shall be equipped to allow a controlled emergency release of the sheets from both locally and from the bridge which shall be supplied by stored power. Sail controls shall have a local secondary means of control in the event of failure.

(4) A control system is to be provided so that the setting and trimming of sails may be carried out from the bridge, and is to be such that, once established, the desired setting and trimming may be automatically maintained. The control system is to provide adequate speed of response to automatically neutralize the sail system in the event of wind conditions which may damage the sail system and endanger the ship.

(5) Lowering or furling of any combination of the sails shall be operational from a source of power other than the main source of power. These controls shall be operational at the down flooding angle or 60º whichever is least.

(6) The Emergency Generator, fire pump and bilge pumps shall operate at 22.5 degrees or greater depending on the vessels specific operating conditions.

(7) Vessels shall have lightning strike protection^footnote.

(8) Watertight Doors shall be able to operate at the maximum steady heel angles.

11.10 Fire Protection, Detection and Extinction

(1) Within the interior of the vessel, the mast shall be either insulated directly to A-60 class requirements or contained within a space dedicated to the protection of the mast only, and insulated as follows:

• (a) ‘A-30’ when adjacent to category (1),(2),(3),(4) & (10) spaces as per 6.7(10)(b)(vi);and

• (b) ‘A-60’ when adjacent to cat. (5),(6),(7),(9) spaces as per 6.7(10)(b)(vi).

The space and those adjacent shall be fitted with a fully addressable fire detection system and a fixed fire fighting system complying with the relevant provision of the Fire Safety Systems Code.

(2) Standing and running rigging shall not be located or terminated in Category (11), (9), (7), (6) or (5) spaces. Where this is not possible, the rigging shall be locally protected to A-60 Class.

(3) When applying 6.3(23) for the application of the requirements to furniture on open deck, all sails and rigging equipment shall be considered in the same way as lifesaving appliances.

11.11 Life-Saving Appliances and Arrangements

(1) Life-saving appliances shall not be stowed in any position during normal operating conditions where, if required to be used or float free, rigging, the running rigging, spars or any other structure or equipment would cause an obstruction to its use.

(2) The requirements of Section 7.4(a) shall be achievable under any combinations of sails within the Sailing Operations Manual.

(3) Equipment shall be provided for the cutting and clearing of the rigging if dismasted.

11.12 Emergency Procedures, Training and Drills

(1) Sail Reduction drills shall be conducted in accordance with the vessel’s ‘Sailing Operations Manual’. These drills shall be conducted weekly or within the first 24 hours of the ship leaving a port where one has not been conducted within the last 7 days.

11.13 Safety of Navigation

(1) Subject to any special provisions given in the national legislation every ship to which this Code applies shall comply with the applicable requirements of Chapter V of SOLAS.

(2) Special consideration shall be given to ‘Bridge Visibility’ on sailing vessels in compliance with the Code specifically with regard to the placement of dedicated lookouts which shall:

• (a) have the sole duty, while the ship is underway, of maintaining a lookout,

• (b) be positioned outside the passenger spaces, and

• (c) be instructed by the master to keep a continuous lookout, and in particular over any or all (as the case may be) of the areas which are obstructed from the navigating position which the helmsman cannot see.

• (d) the dedicated lookout may be in the wheelhouse, but if positioned outside the wheelhouse and remote they shall be provided with a means voice communication to the helmsman.

(3) Every sailing vessel shall carry a masthead anemometer, and an inclinometer, both of which shall be readable from the helms position.

(4) Where the GMDSS radio aerial is located in the mast or rigging, an emergency aerial shall be carried so that in the event of a dismasting, the equipment can be rendered serviceable.

11.14 Sailing Operations Manual

(1) ‘Sailing Operations Manual’ shall be approved by the Administration and used to indicate the various applicable sail combinations in relation to maximum wind speed & direction. This data shall be supported by results from appropriate testing and/or sea trials.

(2) The sailing operations manual shall include the following:

• (a) General design parameters, environment data and limited operating conditions.

• (b) Sail combination and reefing schedules with their corresponding, or in the case of a multihull, the values of maximum advised mean apparent wind speed, for the reference of the watchkeeper.

• (c) Curves of maximum steady heel angle to prevent down flooding in squalls

• (d) Operational plans shall outline the sailing manoeuvres and numbers of trained crew required to conduct them (this will be considered in the requirements for minimum safe manning) including full particulars and plans of automatic operating systems

• (e) The Stability book and Sailing Operations Manual shall contain the following statement for the Master:

11.15 Health and Safety

(1) Consideration will need to be given to the function of doors at adverse angles of heel while not making them dangerous to passengers at adverse heel angles.

(2) Crew and passengers shall be able to move about the vessel safely at angles up to the ‘Derived Heeling Angle’.

(3) Consideration shall be given to the protection of persons on board from running rigging, sheets and spars, and in particular the possible flogging of sails and sheets.

(4) Escape routes, muster stations and embarkation stations shall be protected from running rigging, sheets and spars.

11.16 Manning Certification

(1) In assessing the appropriate level of manning for a passenger yacht the following factors are among those which shall be taken into account:

• (a) Sail control/handling systems onboard (captive winch systems etc)

• (b) Sail areas & numbers of sails & masts

• (c) Type of rig (traditional square rigger, modern sloop etc)

• (d) Skilled crew requirements for maneuvering as per the ‘Sailing Operations Manual’

• (e) Obstructed views from the bridge caused by masts and sails (see 11.13(2)

(2) All deck officers shall have RYA/MCA Yachtmaster Ocean Certificate of Competence for sailing vessel.

(3) A sufficient number of Sail Coordinators may be required by the Administration to be carried dependent on the items in Section (1). Although the ultimate responsibility for the vessel is always with the Master, the on watch Sail Coordinator role is the designated person who’s only responsibility is for the number and combination of sails to be set for the prevailing and forecast conditions, staying within the statement of operational limitation related to the sailing and the rig, adhering to the curves of maximum steady heel angle to prevent down flooding in squalls and providing constant reference to the ‘Sailing Operations Manual’ and Stability Book. Sail Coordinators shall hold as a minimum an RYA/MCA Yachtmaster Ocean Certificate of Competence for sailing vessel.

11.17 Masts and Spars and Standing Rigging

(1) Dimensions and construction materials of masts and spars and dimensions of standing rigging including connection to chain plates shall be in accordance with the requirements or recommendations of a Recognised Organisation or a recognised national or international standard.

(2) The associated structure for masts and spars (including chainplates, fittings, decks and floors) shall be constructed to effectively carry and transmit the forces involved.

(3) Running rigging, blocks, shackles, rigging screws, cleats and associated fittings shall be Type approved and sized as per the Recognised Organisation’s satisfaction.

(4) Sails controls (sheets, Halyards), blocks & attachments shall be Type Approved and sized as per the Recognised Organisation’s satisfaction

(5) Compliance with (1) to (3) & 4 shall be confirmed by a design review and approval by one of the Classification Societies (e.g. Rig Design Certificate) which is assigned with the review of the rig.

(6) The Maintenance Manual provided by the mast manufacturer shall be reviewed and approved by the Recognised Organisation which is assigned to review the rig design.

(7) A physical survey on the rig stepping procedure and the rig behaviour during sea trials is to be carried out by or on behalf of the Recognised Organisation that is involved with the classification of the vessel’s hull.

(8) Annual surveys on the vessel shall include reviewing records and history of rig Maintenance.

(9) Rig manuals (Rig Behavior Report and Rig Maintenance Manual) to monitor the condition of the rig in accordance with a Maintenance Manual and a planned maintenance schedule. The schedule shall include, in particular, regular monitoring of all the gear associated with safe work aloft and on the bowsprit.

11.18 Sails

(1) In order to eliminate the wind heeling moment in case of damage, all the sails for any given sail combination (as per the vessel’s Sailing Operations Manual) shall be able to be dropped/stowed or furled within 10 minutes under the conditions described in Section 11.9(5).

(2) Adequate means of reefing or shortening sail shall be provided.

11.19 Additional Equivalence Considerations

(1) None