sailboat class symbols

Category : Sail emblems

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I have been a recreational sailor for many years, with a particular interest in small sailing craft; therefore much of the content of my 'blog' will be related to this subject.

Sunday, August 17, 2014

Sail insignias for identifying classes of yachts and dinghies.

2 comments:

A strange looking craft indeed, I can't imagine it would perform too well other than as a motor sailor?

Paul, On a different topic: thanks for your input to Gavin at 'In the Boatshed' pointing to a YouTube video showing Smack Racing at West Mersea this year - a super clip that captures the action. Here is the actual YouTube link: https://www.youtube.com/watch?v=z3bkqQFqP-Q#t=173 Cheers, Bill.

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Class Notations on Yachts – Classification Guide

9 December 2016

INTRODUCTION TO YACHTS CLASSES

Classification.

Rules are developed to establish standards for the structural strength of the large yacht’s hull and its appendages, and the suitability of the propulsion and steering systems, power generation and those other features and auxiliary systems which have been built into the ship to assist in its operation, and even pollution protection systems. A yacht may be maintained in class provided that, in the opinion of the Society concerned, it remains in compliance with the relevant Rules, as ascertained by a periodic or non-periodic survey(s). Today a vessel either meets the relevant Class Society’s Rules or it does not. As a consequence, it is either “in” or “out” of “Class”.

In summary, Class Notations on Yachts will tell you a lot about the building quality and condition of each vessel and its components on an annual basis, according to the excellence of its construction and its adjudged continuing soundness. A yacht that has been designed and built to the appropriate Rules of a Society may apply for a Certificate of Class from that Society or for a periodical survey (generally required every 5 years) meant for the Renewal of Class Certificate . Class Societies have often developed two separate sets of Rules for Commercial and Private Yachts . They can be applied to New Construction as well as Existing Yachts .

Classification Societies

Classification Societies play a fundamental role in today’s marine industry. A Society will act on behalf of ship-owners and builders to ensure high build quality and the safety of a ship’s main structural parts . Classification also provides a point of reference with regard to those who were involved in the supply chain including builders, charterers and insurers.

As an independent, self-regulating, externally audited, body, a Classification Society has no commercial interests related to ship design, shipbuilding, ship ownership, ship operation, ship management, ship maintenance or repairs, insurance, or chartering.

The process begins with the design and construction phases, focussing on the implementation and manufacture of key components as well as technical specifications. The standards which must be adhered to are dictated by the regulations of the chosen society and are published as rules, evolving continuously to incorporate new technologies and client requests via the advice of highly competent engineers and architects.

All Classification Societies waive liability for future faults as a surveyor can only record a vessel’s quality at the time of inspection; it is then the responsibility of the yacht owner to maintain the vessel and inform the society in the event of damage or structural alteration. Although the surveys are thorough, they do not cover all aspects of a ship’s build and operating service. This can include crew qualifications, navigational aids and manoeuvrability.

Classification Societies are often simply referred to as “Class Societies” or just “Class”. There are currently 13 members of the International Association of Classification Societies (IACS) , each with a unique set of rules, classification layouts and notations. Five of the biggest Classification Societies are listed below, along with their identifying signature, to denote a ship constructed under special survey in compliance with the Society’s rules, suitable for unrestricted sea-going service:

The marks following the Society’s standard signature are not interchangeable between organizations, meaning each letter or number will represent a different characteristic for each society. Each mark can be broken down to highlight a yacht’s capabilities, equipment or restrictions.

Each of the Classification Societies has developed a series of notations that may be granted to a vessel to indicate that it is in compliance with some additional voluntary criteria that may be either specific to that vessel type or that are in excess of the standard classification requirements.

The Classification of a yacht does not absolve the Interested Party from compliance with any requirements issued by Administrations and any other applicable international and national regulations for the safety of life at sea and protection of the marine environment such as SOLAS, ILLC, MARPOL, ILO or IMO.

Smaller vessels are categorized differently, adhering to different requirements and statutory regulations. With a heavier focus on passenger numbers and distance of operation from shore, the Maritime and Coastguard Agency (MCA) outlines guidance for UK vessels (up to 24 meters in length) which are used for charter or commercial use.

As RINA is today the most reputed Classification Society in the Mediterranean and a leader in the yachting certification business, developing and offering services of ships classification, certification, verification of conformity, inspection, and testing, we will hereby provide you with a summary of their more common Class Notations on Yachts , this will be helpful to identify these most peculiar symbols :

CLASS NOTATIONS – RINA

Main class symbol.

The main class symbol C is assigned to ships built in accordance with the requirements of the Rules or other rules recognized as equivalent and maintained in a condition considered satisfactory by the Society. The period of class (or interval between class renewal surveys) assigned to a ship is a maximum of 5 years.

Except for special cases, a class is assigned to a ship only when the hull, propulsion and auxiliary machinery installations, and equipment providing essential services have all been reviewed in relation to the requirements of RINA’s Rules.

With the 5 year class period is to be understood as being the highest class granted by the Society.

Construction Marks

The construction mark identifies the procedure under which the yacht and its main equipment or arrangements have been surveyed for the initial assignment of the Class.

Construction marks defined below are assigned separately to the hull of the yacht and its appendages, to the machinery installation.

The construction mark is placed before the symbol HULL for the hull, before the symbol MACH for the machinery installations, and before the additional Class Notation granted, when such a notation is eligible for a construction mark.

When the same construction mark is assigned to both hull and machinery, the construction mark is assigned globally to the ship without indication HULL and MACH after the main class symbol.

Hull Construction Mark (HULL)

• Construction mark ✠ is assigned to the hull when it has been surveyed by RINA during its construction in compliance with the new building procedure.
• Construction mark ✠ is assigned to the hull when it was built under the survey of another Society.
• Construction mark ● is assigned to the hull in all cases other than those listed above.

Machinery Construction Mark (MACH)

• The construction mark ✠ is assigned when the propelling and auxiliary machinery has been designed, constructed, certified, installed and tested in accordance with RINA Rules.
• The construction mark ✠ is assigned when the propelling and auxiliary machinery has been designed, constructed and certified in accordance with the rules of another society and installed and tested under the survey of RINA.
• Construction mark ● is assigned in all cases other than those listed above.

Navigation and Operating Notations

The navigation notation UNRESTRICTED NAVIGATION is assigned to a ship intended to operate in any area and any period of the year.

Restricted operating area notations are optional and will be marked accordingly like, for example, on a specified operating area or operation service within “x” miles from shore.

Additional Class Notations

An additional Class Notation expresses the classification of additional equipment or specific arrangement, which has been requested by the Interested Party. The assignment of such an additional Class Notation is subject to the compliance with additional rule requirements.

Some additional Class Notations, due to the importance of relevant equipment or arrangements, are assigned a construction mark. This is indicated in the definition of the relevant additional Class Notations. Class Notations which may be assigned to a ship are listed according to the category to which they belong:

Automated Machinery Systems (AUT)

AUT notations are relevant to automated machinery systems installed onboard ships.

Automated machinery systems (AUT – UMS (Y))

The additional Class Notation AUT-UMS (Y) may be assigned to yachts that are fitted with automated installations enabling machinery spaces to remain periodically unattended in all sailing conditions including manoeuvring.

Integrated Ship Systems (SYS)

SYS notations are relevant to the operation of integrated systems regarding navigation, machinery, communication and specific cargo, as applicable.

Centralised Navigation Equipment (SYS-NEQ)

The additional Class Notation SYS-NEQ is assigned to yachts which are fitted with a centralized navigation control system so laid out and arranged that it enables normal navigation and manoeuvring operation of the ship by two persons in cooperation.

Centralised Navigation Equipment (SYS-NEQ-1)

The additional Class Notation SYS-NEQ-1 is assigned when, in addition to the above, the installation is so arranged that the navigation and manoeuvring of the yacht can be operated under normal conditions by one person, for a periodical one-man watch. This notation includes specific requirements for the prevention of accidents caused by the operator’s unfitness.

Integrated Bridge System (SYS-IBS)

The additional Class Notation SYS-IBS is assigned to yachts which are fitted with an integrated bridge system which allows simplified and centralized bridge operation of all main functions of navigation manoeuvring and communication, as well as monitoring from the bridge of other functions related to specific cargoes and pollution; for passenger ships, heating, ventilation and air conditioning are also included in the monitored functions

Communication System (SYS-COM)

The additional Class Notation SYS-COM is assigned to yachts which are fitted with a local area network including the alarm, monitoring and control systems and computers used for management operations and external communication devices for reporting ashore navigation, maintenance and operational information.

Damage Stability (DMS)

The additional Class Notation DMS may be assigned to yachts complying with the damage stability requirements.

STAR Notation

General STAR is a System of Trace and Analysis of Records integrating rational analysis with data and records from ship-in-service concerning planned inspection and ship maintenance.

The additional Class Notation STAR-HULL is assigned to ships on which an Inspection and Maintenance Plan (IMP) for the hull is implemented.

The notation may be completed by the suffix NB when a structural tridimensional analysis has been performed for the hull structures, at the new building stage. The suffix NB is removed when the ship enters the STAR-HULL survey program through the implementation of the Inspection and Maintenance Plan (IMP).

The additional Class Notation STAR-MACH is assigned to yachts on which an Inspection and Maintenance Plan (IMP) for the machinery is implemented. This plan is based on a risk analysis review of the installation.

STAR Notation (STAR)

When yachts are granted both STAR-HULL and STAR-MACH, the two separate notations are superseded by the cumulative additional Class Notation STAR.

Crew Accommodation and Recreational Facilities (MLCDESIGN)

According to the Maritime Labour Convention 2006 Notation:

The additional Class Notation MLCDESIGN is assigned to yachts having crew accommodation and recreational facilities complying with the Maritime Labour Convention 2006 (MLC).

GREEN PLUS Notation (Eco-Friendly Yachts)

Issued in 2008 and updated yearly, the GREEN PLUS additional Class Notation has been revised in 2012 to cover new issues for seagoing ships and ships operated at a fixed location. The additional Class Notation GREEN PLUS is assigned to Eco-Friendly yachts compliant with the Society’s environmental protection framework of airborne gases, spillage/leakage of substances, oil, sewage, greywater, garbage disposal and noise mitigation systems to prevent pollution.

Safety Class Notation EFP (Bureau Veritas)

The following additional Class Notations are assigned to yachts complying with the requirements of this Section:

• EFP-A : for yachts having Enhanced Fire Safety Protection in accommodation spaces,
• EFP-M : for yachts having Enhanced Fire Safety Protection in machinery spaces,
• EFP-C : for yachts having Enhanced Fire Safety Protection in cargo areas,
• EFP-AMC : for yachts complying with all the requirements of this Section.

For more information on Class Notations on Yachts – Classification of Yachts , please feel free to contact Allied Yachting .

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Understanding the Nautical Flags, Sailing Flags, & the Nautical Alphabet

Just as the marine electronics and lights on a boat help you communicate with your fellow cruisers, nautical flags and sailing flags are a language of sorts, too. They help alert others to maneuvers you’re making, for example, or an emergency. In certain combinations, they warn of bad weather. It all depends upon which flag—or flags—you see.

Here’s how to make sense of the nautical flag alphabet. This way, you understand the situation at hand when you’re next out on the water.

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6 Tips for Identifying Nautical Flags

1. pay attention to the flag’s shape..

Most nautical flags are squares. Additionally, you’ll find some resembling triangles but with flat tips—a.k.a. pendants. These two shapes are the most common.

2. Learn the nautical flag alphabet.

Conveniently, for every letter of the alphabet, there’s an equivalent square nautical flag. Well, more accurately, each flag represents international code words like Alpha, Bravo, Charlie, etc., which correspond to alphabetical letters. The full list and their meanings:

• A – Alpha – diver down; keep clear
• B – Bravo – carrying dangerous cargo
• C – Charlie – affirmative (yes)
• D – Delta – keep clear, I am maneuvering with difficulty
• E – Echo – altering course to starboard
• F – Foxtrot – I am disabled, communicate with me
• G – Golf – I want a pilot
• H – Hotel – a pilot is onboard
• I – India – I am altering my course to port
• J – Juliet – vessel on fire, keep clear
• K – Kilo – I want to communicate with you
• L – Lima – stop your vessel instantly, I have something important to communicate
• M – Mike – my vessel is stopped and making no way through the water
• N – November – negative (no)
• O – Oscar – man overboard
• P – Papa – about to sail (when flown in port; at sea, fishing vessels use it to mean their nets are caught on an obstruction)
• Q – Quebec – I request free pratique (clearance to enter port due to no disease onboard)
• R – Romeo – reverse course
• S – Sierra – engines are going astern
• T – Tango – keep clear, I am engaged in trawling (if a fishing vessel; if a naval ship is flying this flag, it means do not pass ahead)
• U – Uniform – you are heading into danger
• V – Victor – I require assistance
• W – Whiskey – I require medical assistance
• X – X-ray – stop your intention
• Y – Yankee – I am dragging anchor
• Z – Zulu – I require a tug

3. Remember that the numbers on nautical flags have meanings, too.

When it comes to numbers, boaters use pendants. Ten different pendants represent the numbers zero through nine. A combination of flags denotes the numbers 10 and up.

4. Consider the color of the flag.

Nautical flags only use five colors:

Not coincidentally, each of these stands out against the sky, easily seen through binoculars or with the naked eye. You might see a solid-color flag or one with a combination of colors. For example, two red pendants means there’s a small-craft advisory.

5. Tally the total.

Boats can fly up to seven flags in a row to convey certain messages.

• Solo flags are the previously mentioned international code words (Alpha for diver down, for instance).
• Two nautical flags flown together typically indicate distress or a maneuvering problem. A good example: Oscar and Whiskey flown together mean someone fell overboard and needs medical assistance.
• Three-flag signals can mean the points of the compass, among other things. Four-flag signals are ship names, while five are time and position. Six-flag signals indicate latitude and longitude, while seven mean longitude with more than 100 degrees.

6. Keep in mind that special languages exist.

Sometimes, the nautical flag alphabet is unique to certain situations. Regattas assign different meanings to a few flags, so that racers understand what’s happening. NATO and even the U.S. Navy do, too, with only their personnel knowing the meanings.

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A journalist with more than 30 years’ experience, Diane M. Byrne is the owner of MegayachtNews.com, a daily website educating American superyacht owners, buyers, and their circles of influence about the leading builders, designers, cruising destinations, and more. She founded the website in 2007 as the first, and still the only, American-focused online media outlet exclusively covering this market. It features all-original content, for real stories of real interest.

Diane is additionally one of the most-sought-after journalists for expert editorial coverage and commentary about not only superyachts, but also general boating and yachting. Her byline appears in Boatsetter.com, DiscoverBoating.com, and the magazines Luxury Guide, Ocean, Yachting, and Yachts International.

Additionally, Diane is the Chair of the U.S. Superyacht Association, having been on the Board of Directors since 2015. Outside of yachting, she’s a trustee of Sempre Avanti, a non-profit resource supporting Italian and Italian-American individuals, businesses, and organizations in the United States and Italy.

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Racing Signals: Sailing Flag Meanings

Last Updated by

Gabriel Hannon

August 30, 2022

Where other competitions have umpires and referees right next to the players, sailing race committees have to rely on flags to communicate with sailors.

In this article, we are going to explain the meanings of all the flags used at regattas to communicate with sailors. The flags can give information about starting procedures, course information, and on-the-water judging, so a basic understanding is a crucial part of general seamanship.

While nautical flags all have defined meanings in a historical context, they have very specific meanings in the context of racing competition. For instance, in the general nautical world, the Z-flag means that you are in distress and are in need of a tow or relief from a tug boat. At a regatta, the race committee may fly the Z-flag to indicate an additional penalty for any boat that has crossed the line early. Moreover, even though there are certain flags that have well-defined roles, race committees may stipulate additional meanings or introduce new flags via an announcement in the sailing instructions for the event, so we will cover some of these more common changes as well. We will break down the meanings into the various categories of usage.

A secret that I have learned over many years of regattas at every level from proverbial ‘beer-can’ races to national championships is that, as well as both you and the race committee can recite the racing flag rules on land, someone is always going to make a mistake or misunderstand these symbols. That is why I will be going through the official flag meanings and rules from the Racing Rules of Sailing for 2021-2024 to clarify any questions that you might have when the race committee flies a flag that hasn’t been seen since we used Clipper Ships to cross the oceans. Hopefully this article will help break down all the most common signals so that when your friend turns to you and asks ‘is that the flag that tells us it's time to go in,’ you’ll be able to help out!

Table of contents

‍ Flags at the Start

The start of a race is often the most confusing part of a regatta and is where the most flags must be used. We will be going over the rules for the flags at a basic 5-minute start. These can be modified for 3-minute dinghy starts, 5-minute match race starts, 6-minute Olympic starts, or 10-minute big boat starts, but the same logic applies.

A few flags are crucial to set everything up on the starting line prior to the starting sequence.

To begin, the race committee must have an Orange Flag visibly displayed, as this demarks the exact location on the boat from which the line is called. If there is a pin boat, they will often fly an Orange Flag as well, but if it is just a buoy, then the buoy serves as the other end of the line.

Next, the RC will additionally fly the L Flag if they are ready for competitors to check-in at the beginning of the race day. This helps them confirm that everyone is sailing under the correct sail number, which is often a logistical nightmare. They will blow one horn when raising this flag. If this flag is raised at any point later in the day, it is meant to tell competitors to come by the committee boat again.

Finally, the AP Flag is a general purpose postponement flag. The race committee may raise this on land to indicate that the harbor start has been delayed or on the water to indicate that there will be a delay in the starts. While there are other flags that are used for abandonment situations, particularly the N Flag, the AP is commonly used in informal situations. Two sounds accompany the raising of the AP, and it can be said that competitors are ‘under AP’ until it is dropped, along with one sound. If it is dropped on land, competitors may immediately launch. If it is dropped on the water, the next start may begin in as little as one minute.

The final note with the AP Flag is that the race committee may indicate the end of racing for the day by flying ‘AP over A.’ Again, the AP could technically be replaced with the blue and white checkerboarded N Flag, but the two serve very similar purposes at most levels.

Starting Flags

Once the race committee is set up and everyone is ready to go sailing, the next task is to get the right fleets to the starting line for their start. At the warning signal, one loud horn that indicates that the 5-minute countdown to the start has begun, the race committee will raise some type of Class Flag that indicates which type of boat will be starting. Above we have the different class flags for the different competition rigs for the ILCA-Dinghy, formerly known as the Laser, which would be raised to indicate which rig is starting.

This is a convention even if there is only one class on the water. Sometimes this is replaced with raising the Orange Flag itself, or some other flag as laid out in the sailing instructions. Often classes have been assigned a numeral pennant, of which 1-4 are displayed above, in place of the highly specific Class Flags. Still, some flag of this nature goes up at 5-minutes and remains up until go, at which point it is dropped.

At 4-minutes, the RC will sound another horn, known as the preparatory signal, and raise some combination of the above flags.

The P Flag is always required to go up, and it is simply the ‘Prep Flag,’ which signals to the racers that they need to get serious about the race. Once the P Flag is raised, all the right-of-way rules that apply during the start switch on and racers, particularly in team and match racing, are allowed to begin tactically engaging with each other (though in team racing this would happen at minute 2 of the 3-minute start). Moreover, racers can talk with their coaches until the prep signal, and race committees may alter the course up until this moment. Afterwards, all coaching is banned and all course changes on the current leg are not allowed. This belies the fact that a 5-minute starting sequence is actually a 4-minute sequence with a warning signal at 5-minutes, but that is a purely semantic detail.

Depending on how rowdy the competitors are, the race committee may raise any combination of the I, Z, U, or Black Flags. Each of these flags deals with boats that start ‘on-course side’ (OCS), essentially a false start for sailing. If any of these flags is raised, a boat is not allowed to be anywhere within the triangle formed by the starting line and the first mark of the course after the 1-minute signal during the start. These flags essentially help the RC ensure that they can get off a clean start and ensure that they can identify any boats that are OCS at go. When they are flown, the following penalties are added beyond requiring a boat to clear itself by dipping back under the line:

• I Flag: Conventionally referred to as the ‘one-minute rule,’ this requires that any boat over the line after a minute also has to sail around an end of the line in order to start the race fairly. This punishes a boat for being over by potentially making it a little harder to clear themselves if they are over on a large line.
• Z Flag: Often flown in combination with the I Flag, this flag adds that any boat that is OCS will get a 20% penalty on top of their score in that race, regardless of whether they clear themselves or not. This further hurts any boat that is ‘pushing the line’ by ensuring that even if they manage to clear themselves and come back, they will still see an impact on their scoreline that is equivalent to immediately being passed by 20% of the fleet.
• U Flag: Now we’re getting into harsh territory. When the RC is really trying to brush the fleet back off the plate, this flag immediately disqualifies a boat that is over after a minute with no course for redress. If these boats are identified, they tend to be told to stop sailing the race by a notice board at the top mark.
• Black Flag: The black flag serves a very similar purpose to the U Flag, except it is a step harsher. It disqualifies you after a minute and even prevents you from sailing in a restart of the race or a race abandoned halfway through.

The I Flag is by far the most common flag, and is often effective at keeping boats from being over. The U Flag rule was introduced in 2013 as an option and formally codified in the Racing Rules in 2017 and is massively more popular than the Black Flag, which is considered overly punitive. In particular, when many sailors are over in a Black Flag start, such that the RC cannot determine who was over, they are forced to make unfair decisions that carry over to the restart, so the U is now almost universally used in its place. Additionally, as the U has become more popular, people tend to shy away from the Z flag, which is considered cumbersome for scorers and confusing to sailors.

In general, while these flags are supposed to be raised in conjunction with the P Flag, often the RC will only raise the most punitive of the flags, as any of them can essentially be considered as a prep flag.

As the starting sequence continues, any prep flag(s) raised must be lowered at the 1-minute signal. The class flag is then lowered at go, leading to the next category of flags: Recall Flags

Recall Flags

After the pain of raising and lowering all those start flags, the RC then has three possible jobs. If the start is clean, they shout ‘All Clear!’ and can then relax until they have to start another race or record finishes for the race in progress. Unfortunately, this is often not the case, as they likely will need to ‘recall’ certain competitors for being ‘OCS,’ i.e. false starting. They have two choices here.

If only a few, easily-identifiable boats have started early, the RC will raise the X Flag along with a single sound in what is referred to as an individual recall. This indicates to the boats on the course that there are some competitors who are currently OCS and must clear themselves. If the I Flag had been flown for the start, competitors have to round an end; if not, they can just dip back behind the starting line and restart from there.

While the X is suitable on its own to inform a boat that it has been called over, it is an oft practiced courtesy for the RC to hail an OCS boat’s sail number over a megaphone, a radio, or other transmission device. The X Flag is dropped when all OCS boats have cleared themselves or after 4 minutes from go, whichever comes first.

If more boats than can be easily identified are called over, the RC can blow two horns and fly the First Substitute Flag, indicating a general recall. In this case, the race is fully reset and the committee will initiate another entire starting sequence for that fleet. After a general recall, the RC will often, but not always employ the next level of penalty flag for the restart in an attempt to get the race off cleanly.

Sometimes, as in college sailing or as stipulated by other sailing instructions, any general recall immediately implies the I Flag for the next sequence if it had not been flown previously. As such, the RC does not necessarily have to fly the I if it is unavailable. Still, such stipulations are almost always written out explicitly for a given event and are often accompanied by a verbal announcement as a courtesy.

Still, outside some usages of the AP or N Flags to abandon or delay starts already in sequence, these are all the flags that deal with general housekeeping and the starting sequence.

While Underway

While the starting flags are by far the most complicated of the flag rules, there are still other flags to keep track of while racing. The first among these are...

Course Change Flags

Although course changes are relatively rare, race committees often pull them out when conditions change substantially during races or if there has been a problem with one of the marks.

When wind or time constraints require, the race committee may send an official to any mark of the course that no boat has yet rounded and have it raise the S Flag along with two sounds. This indicates that the fleet shall finish at that mark, cutting off the race earlier than written in the sailing instructions.

In the case of any other change to the course, such as a minor adjustment to the angle or distance of an upcoming leg, a race committee boat will go to the preceding mark and raise the C Flag along with repeated sounds.

This is sometimes accompanied by a Red Square or a Green Triangle to indicate that the mark has been moved to port or starboard respectively. Although during less formal events, you can change the positions of any marks so long as there are no competitors currently sailing on that leg of the course, it is considered poor form if at all possible to inform competitors, particularly in longer races. Sailors make decisions based on the position of the marks, and if this has been changed without them noticing, that can drastically affect the outcomes of strategic decisions, so in large competitions the C Flag is a must.

If, meanwhile, something odd has happened to a mark of the course, any official boat may fly the M Flag with repeated signals. This serves to inform the competitors that they have become a replacement for the missing mark. This is relatively uncommon, but anchors do occasionally snap on marks, so it is always good to have a support boat with the M if possible.

Finally, as mentioned before, if conditions have deteriorated to the point that a race is considered no longer possible, due to lack of wind, fear of foul weather, or some form of interference -- I’ve seen it happen because cruise ships wanted to pass through a dinghy course, and you don’t say no to them -- the race committee may abandon the race using the N Flag. Still, this flag is relatively rare as you will often see the AP in its place for convenience, as they are functionally similar.

Miscellaneous Flags

While we have covered the bulk of the flags necessary for racing at any level, there are a few more flags from across different disciplines and classes that are worth mentioning, if only to let you in on these quirky parts of the racing world! This starts with what one could reasonably call…

The Cheating Flag

Calling the O Flag the cheating flag is certainly a bit of a misnomer. The O Flag does, however, suspend Rule 42 of the Racing Rules of Sailing. Rule 42 is particularly notorious, as it bans pumping, rocking, ooching, sculling, and excessive maneuvering, all of which are methods to make your boat go substantially faster. While Rule 42 is worth an article in and of itself, the larger point is that it is meant to keep anyone from gaining an unfair advantage over their competitors.

Certain competitive classes, however, including the Olympic class 470s and Finns and many of the new foiling fleets, allow competitors to ignore Rule 42 in certain conditions, typically in heavy breezes that are referred to as ‘planing’ conditions. There are differences across the classes, but whenever it is allowed and the RC flies the O Flag, Rule 42 is switched off and competitors can ooch, pump, rock, and tack their boats all around the racecourse. This allows for a much more physical style of sailing and is a rule that many different classes and sectors of sailing are beginning to consider.

If conditions no longer meet the threshold for that class’s rules regarding suspension of Rule 42, an official boat will raise the R Flag at some point during the race. They can only do so at a mark of the course so that it is fair to all the competitors throughout the fleet. This is relatively rare, and is normally done between races, but is still a key part of the O Flag rule.

Judge and Umpire Flags

On the topic of Rule 42, there are certain fouls in sailing that can be actively enforced on the water by judges or umpires, depending on the context.

Rule 42 is enforced by judges with a Yellow Flag, which they will point at an offending boat along with a sound signal and a direct sail number hail. That boat may clear themselves from their first Yellow Flag by taking their two-turn penalty, but, unless otherwise noted in the sailing instructions, any subsequent violation can entail disqualification.

Finally, certain levels of modern match and team racing, with the addition of high-performance racing like SailGP, have full on-the-water umpires who actively follow the racing to make calls on fouls and other plays. While this is not the spot to go through the intricacies of team and match race calls, the basic gist is as follows.

In any interaction, any boat involved in the race may call in the umpires if they believe that their opponent has fouled them. If the opponent clears themselves quickly, essentially admitting fault, the umpires will not get involved. If no boats clear themselves, the umpire has to make a call on whether there has been a foul. If they determine that the maneuvers were clean, they will make one sound and fly a Green Flag, thus exonerating all boats in the interaction. If they determine there was a foul, they will fly a Red Flag with a singular sound and hail the offending boat.

Beyond that, if a boat is found to have broken a rule not related to an interaction, the umpires may come in and fly the Red Flag without being directly invited into the situation. Further, if a boat is found to be in violation of sportsmanship or refuses to take a penalty as assessed by an umpire, the umpire may fly a Black Flag, disqualifying them from the race.

While there are differences at each event and in each discipline, these general guidelines are followed in most umpired races, with specific flags used at various events, generally depending on availability.

With that, we have made it from land, through the start, a few general recalls, all the way to umpire flags! I hope this has helped you get a grasp of the various flags used across sailing. While this has not scratched the specifics of the various alterations made for kiteboards and windsurfers, nor some of the annoyances of protest flags and more, we have gone through the bulk of regularly used race committee and umpire signals.

The ‘Wear Your Life Jacket!’ Flag

Finally, we have a safety flag. At big boat regattas, the race committee may, if it chooses, fly the Y Flag at any point prior to a start to inform competitors that they must wear personal floatation devices, which is not always strictly necessary.

The Most Important Flag

While I wish I could tell you that everyone uses their flags properly and accompanies them with the proper timing and sound signals, that is far from the truth. Everyone’s flag set is slightly incomplete or out of date, and invariably there is going to be a miscommunication somewhere, where the race committee forgets to put the I Flag up but really should have; I’ve certainly done that a time or two. Still, there’s nothing quite like being on the water, so, despite the endless mutual griping between racers and their race committees, hopefully everyone comes back to shore flying the ‘Happy Flag.’

Happy sailing!

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I have been sailing since I was 7 years old. Since then I've been a US sailing certified instructor for over 8 years, raced at every level of one-design and college sailing in fleet, team, and match racing, and love sharing my knowledge of sailing with others!

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• Sample Articles
• Nautical Chart Symbols Every Sailing . . .

Nautical Chart Symbols Every Sailing Skipper Needs to Know!

You look at your nautical chart and see sharks teeth just inside the beach line? What do these mean and how can your best use them to advantage in your chart navigation? Unlock the mystery of land profile chart symbol secrets to boost your skipper-skills sky-high!

Choose an anchorage, land a dinghy onto a beach, or make a passage through a coral reef or chain of islands. All of these require a keen sense of land profile identification. Use these illustrations and descriptions to help you make the best sailing navigation choices when approaching land...

The underlined numbers in parentheses tell you how much rock you will see above the water at the charted depth datum. On this chart, depths are shown at low tide. This illustration shows rocks that will poke up 2 feet ( 2 ) or 1 foot ( 1 ) above the water at low tide.

Look at the small smooth circles inside the yellow circle. These are islets--or small islands. Because they are drawn with smooth lines (not squiggly), this indicates that they are visible at all stages of the tide.

The number in parentheses tells you how much of the islet you will be able to see above the water at the charted height datum. On this chart, heights are shown at high tide. Thus, the islets in the illustration will poke up 6 feet (6) above the water at high tide.

~~~~~~~~~~~~~~~~~~~~

Now you know chart navigation land profile secrets that will keep you and your sailing crew safe and sound. With this nautical knowledge, you can enjoy worry and stress-free sailboat cruising--wherever in the world you choose to cruise.

Captain John served as a navigator, ship driver, search and rescue skipper, and navigation and boat-handling instructor in the US Coast Guard. He later directed the seamanship and chart navigation departments at the Chapman School of Seamanship in Florida. He is the author of Seamanship Secrets and has written for Blue Water Sailing and Good Old Boat magazine.

• Do You Know These Aids to Navigation Chart Symbols?
• How to Use Orientation Course Lines for Safer Sailing Navigation
• Can You Identify Any Aid to Navigation--In Silhouette?

17 Sailboat Types Explained: How To Recognize Them

Ever wondered what type of sailboat you're looking at? Identifying sailboats isn't hard, you just have to know what to look for. In this article, I'll help you.

Every time I'm around a large number of sailboats, I look around in awe (especially with the bigger ones). I recognize some, but with most of them, I'll have to ask the owner. When they answer, I try to hide my ignorance. The words don't make any sense!

So here's a complete list with pictures of the most common sailboat types today. For each of them, I'll explain exactly where the name comes from, and how you can recognize it easily.

So here's my list of popular sailboat types, explained:

Bermuda sloop, sailing hydrofoil, dutch barge, chinese junk, square-rigged tall ship, in conclusion, how to recognize any sailboat.

Before we get started, I wanted to quickly explain what you should look for when you try to identify a sailboat.

The type of sailboat is always determined by one of these four things:

• The type of hull
• The type of keel
• The number of masts
• And the type of sails and rig

The hull is the boat's body. There are basically three hull types: monohull, catamaran, and trimaran. Simply said: do I see one hull, two hulls (catamaran) or three hulls (trimaran)? Most sailboats are monohulls.

Next, there is the keel type. The keel is the underwater part of the hull. Mostly, you won't be able to see that, because it's underwater. So we'll leave that for now.

The sail plan

The last factor is the number of masts and the sail plan. The sail plan, simply put, is the number of sails, the type of sails, and how the sails are mounted to the masts (also called rigging ).

Sailboat are mostly named after the sail plan, but occasionally, a sail type is thrown in there as well.

So now we know what to pay attention to, let's go and check out some sailboats!

Dinghies are the smallest and most simple sailboats around.

They are your typical training sailboats. Small boats with an open hull, with just one mast and one sail. Perfect for learning the ways of the wind.

On average, they are between 6 and 20 ft long. Mostly sailed single-handed (solo). There's no special rigging, just the mainsail. The mainsail is commonly a Bermuda (triangular) mainsail. Dinghies have a simple rudder stick and no special equipment or rigging.

Dinghies are great for learning how to sail. The smaller the boat, the better you feel the impact of your trim and actions.

How to recognize a sailing dinghy:

• short (8ft)
• one Bermuda sail
• open hull design
• rudder stick

Common places to spot them: lakes, near docks

If you'd ask a kid to draw a sailboat, she'll most probably draw this one. The Bermuda Sloop is the most popular and most common sailboat type today. You'll definitely recognize this one.

How to recognize a Bermuda Sloop:

• triangular mainsail (called a Bermuda sail)
• a foresail (also called the jib)
• fore-and-aft rigged
• medium-sized (12 - 50 ft)

Fore-and-aft rigged just means "from front to back". This type of rigging helps to sail upwind.

Any sailboat with one mast and two sails could still be a sloop. Even if the sails are another shape or rigged in another way. For example, here's a gaff-rigged sloop (more on the gaff rig later):

If you want to learn all about sail rigs, check out my full Guide to Understanding Sail Rig Types here. It has good infographics and explains it in more detail

The Bermuda sloop has a lot of advantages over other sailboat types (which is why it's so popular):

• the Bermuda rig is very maneuverable and pretty fast in almost all conditions
• it's really versatile
• you can sail it by yourself without any problems
• it's a simple setup

Common places to spot a sloop: everywhere. Smaller sloops are more common for inland waters, rivers, and lakes. Medium-sized and large sloops are very popular cruising boats.

Cutters have one mast but three or more sails. Most cutters are Bermuda rigged, which means they look a lot like sloops.

How to recognize a cutter:

• looks like a sloop
• two or more headsails instead of one
• commonly one mast
• sometimes an extra mast with mainsail

Cutters have more sail area, which makes them faster, but also harder to sail single-handed. There's also more strain on the mast and rigging.

Common places to spot a cutter: everywhere. Cutters are very popular for cruising.

They mostly have a Bermuda rig, which means triangular sails. But there are also gaff cutters and naval cutters, and some have two masts.

Here's an example of a two-masted naval cutter with an extra gaff mainsail and top gaff:

The Hydrofoil is a pretty new sailboat design. It's a racing sailboat with thin wing foils under the hull. These lift up the hull, out of the water, reducing the displacement to nearly zero. The foils create downforce and keep it from lifting off entirely.

This makes the hydrofoil extremely fast and also impressive.

The hydrofoil refers to the keel type. There are both monohull and multihull hydrofoils.

How to recognize a hydrofoil:

• it flies above the waterline and has small fins

Common places to spot a hydrofoil: at racing events

Famous catamaran: La Vagabonde from Sailing La Vagabonde

A catamaran is a type of cruising and racing multihull sailboat with two hulls. The hulls are always the same size.

Most catamarans have a standard Bermuda rig. The catamaran refers to the hull, so it can have any number of masts, sails, sail types and rig type.

How to recognize a catamaran:

• any boat with two hulls is called a catamaran

Common places to spot catamarans: coastal waters, The Caribbean, shallow reefs

The advantages of a catamaran: Catamarans heel less than monohulls and are more buoyant. Because of the double hull, they don't need as deep a keel to be stable. They have a smaller displacement, making them faster. They also have a very shallow draft. That's why catamarans are so popular in the Caribbean, where there's lots of shallow water.

Catamarans are nearly impossible to capsize:

"Compared with a monohull, a cruising catamaran sailboat has a high initial resistance to heeling and capsize—a fifty-footer requires four times the force to initiate a capsize than an equivalent monohull." Source: Wikipedia

How to recognize a trimaran:

• any boat with three hulls is called a trimaran

Trimarans have three hulls, so it's a multi-hull design. It's mostly a regular monohull with two smaller hulls or floaters on the sides. Some trimarans can be trailered by winching in the auxiliary hulls, like this:

This makes them very suitable for long-term cruising, but also for regular docking. This is great for crowded areas and small berths, like in the Mediterranean. It sure is more cost-effective than the catamaran (but you also don't have the extra storage and living space!).

Common places to spot Trimarans: mostly popular for long-term cruising, you'll find the trimaran in coastal areas.

Gaffer refers to gaff-rigged, which is the way the sails are rigged. A gaff rig is a rectangular sail with a top pole, or 'spar', which attaches it to the mast. This pole is called the 'gaff'. To hoist the mainsail, you hoist this top spar with a separate halyard. Most gaffers carry additional gaff topsails as well.

Gaff rigs are a bit less versatile than sloops. Because of the gaff, they can have a larger sail area. So they will perform better with downwind points of sail. Upwind, however, they handle less well.

How to recognize a gaffer:

• sail is rectangular
• mainsail has a top pole (or spar)

Since a gaffer refers to the rig type, and not the mast configuration or keel type, all sailboats with this kind of rigging can be called 'gaffers'.

Common places to spot a gaffer: Gaffers are popular inland sailboats. It's a more traditional rig, being used recreationally.

Schooners used to be extremely popular before sloops took over. Schooners are easy to sail but slower than sloops. They handle better than sloops in all comfortable (cruising) points of sail, except for upwind.

How to recognize a schooner:

• mostly two masts
• smaller mast in front
• taller mast in the back
• fore-and-aft rigged sails
• gaff-rigged mainsails (spar on top of the sail)

Common places to spot a schooner: coastal marinas, bays

How to recognize a ketch:

• medium-sized (30 ft and up)
• smaller mast in back
• taller mast in front
• both masts have a mainsail

The ketch refers to the sail plan (mast configuration and type of rig). Ketches actually handle really well. The back mast (mizzenmast) powers the hull, giving the skipper more control. Because of the extra mainsail, the ketch has shorter masts. This means less stress on masts and rigging, and less heel.

Common places to spot a ketch: larger marinas, coastal regions

How to recognize a yawl:

• main mast in front
• much smaller mast in the back
• back mast doesn't carry a mainsail

The aft mast is called a mizzenmast. Most ketches are gaff-rigged, so they have a spar at the top of the sail. They sometimes carry gaff topsails. They are harder to sail than sloops.

The yawl refers to the sail plan (mast configuration and type of rig).

Common places to spot a yawl: they are not as popular as sloops, and most yawls are vintage sailboat models. You'll find most being used as daysailers on lakes and in bays.

Dutch Barges are very traditional cargo ships for inland waters. My hometown is literally littered with a very well-known type of barge, the Skutsje. This is a Frisian design with leeboards.

Skutsjes don't have a keel but use leeboards for stability instead, which are the 'swords' or boards on the side of the hull.

How to recognize a Dutch Barge:

• most barges have one or two masts
• large, wooden masts
• leeboards (wooden wings on the side of the hull)
• mostly gaff-rigged sails (pole on top of the sail, attached to mast)
• a ducktail transom

The clipper is one of the latest sailboat designs before steam-powered vessels took over. The cutter has a large cargo area for transporting cargo. But they also needed to be fast to compete with steam vessels. It's a large, yet surprisingly fast sailboat model, and is known for its good handling.

This made them good for trade, especially transporting valuable goods like tea or spices.

How to recognize a Clipper:

• mostly three masts
• square-rigged sails
• narrow but long, steel hull

Common places to spot a clipper: inland waters, used as houseboats, but coastal waters as well. There are a lot of clippers on the Frisian Lakes and Waddenzee in The Netherlands (where I live).

This particular junk is Satu, from the Chesapeake Bay Area.

The Chinese Junk is an ancient type of sailboat. Junks were used to sail to Indonesia and India from the start of the Middle Ages onward (500 AD). The word junk supposedly comes from the Chinese word 'jung', meaning 'floating house'.

How to recognize a Chinese junk:

• medium-sized (30 - 50 ft)
• large, flat sails with full-length battens
• stern (back of the hull) opens up in a high deck
• mostly two masts (sometimes one)
• with two mainsails, sails are traditionally maroon
• lug-rigged sails

The junk has a large sail area. The full-length battens make sure the sails stay flat. It's one of the flattest sails around, which makes it good for downwind courses. This also comes at a cost: the junk doesn't sail as well upwind.

The cat rig is a sail plan with most commonly just one mast and one sail, the mainsail.

Most sailing dinghies are cats, but there are also larger boats with this type of sail plan. The picture above is a great example.

How to recognize a cat rig:

• smaller boats
• mostly one mast
• one sail per mast
• no standing rigging

Cat-rigged refers to the rigging, not the mast configuration or sail type. So you can have cats with a Bermuda sail (called a Bermuda Cat) or gaff-rigged sail (called a Gaff Cat), and so on. There are also Cat Ketches and Cat Schooners, for example. These have two masts.

The important thing to know is: cats have one sail per mast and no standing rigging .

Most typical place to spot Cats: lakes and inland waters

Famous brig: HMS Beagle (Charles Darwin's ship)

A brig was a very popular type of small warship of the U.S. navy during the 19th century. They were used in the American Revolution and other wars with the United Kingdom. They carry 10-18 guns and are relatively fast and maneuverable. They required less crew than a square-rigged ship.

How to recognize a brig:

• square-rigged foremast
• mainmast square-rigged or square-rigged and gaff-rigged

How to recognize a tall ship:

• three or four masts
• square sails with a pole across the top
• multiple square sails on each mast
• a lot of lines and rigging

Square-rigged ships, or tall ships, are what we think of when we think of pirate ships. Now, most pirate ships weren't actually tall ships, but they come from around the same period. They used to be built from wood, but more modern tall ships are nearly always steel.

Tall ships have three or four masts and square sails which are square-rigged. That means they are attached to the masts with yards.

We have the tall ship races every four years, where dozens of tall ships meet and race just offshore.

Most common place to spot Tall Ships: Museums, special events, open ocean

This is a bonus type since it is not very common anymore. As far as I know, there's only one left.

The Trabaccolo is a small cargo ship used in the Adriatic Sea. It has lug sails. A lug rig is a rectangular sail, but on a long pole or yard that runs fore-and-aft. It was a popular Venetian sailboat used for trade.

The name comes from the Italian word trabacca , which means tent, referring to the sails.

How to recognize a Trabaccolo:

• wide and short hull
• sails look like a tent

Most common place to spot Trabaccolo's: the Marine Museum of Cesenatico has a fully restored Trabaccolo.

So, there you have it. Now you know what to look for, and how to recognize the most common sailboat types easily. Next time you encounter a magnificent sailboat, you'll know what it's called - or where to find out quickly.

I loved this article. I had no idea there were so many kinds of sailboats.

i have a large sailing boat about 28ft. that im having a difficult time identifying. it was my fathers & unfortunately hes passed away now. any helpful information would be appreciated.

Jorge Eusali Castro Archbold

I find a saleboat boat but i can find the módem…os registré out off bru’x, and the saleboat name is TADCOZ, can you tell me who to go about this matter in getting info.thank con voz your time…

Leave a comment

You may also like, guide to understanding sail rig types (with pictures).

There are a lot of different sail rig types and it can be difficult to remember what's what. So I've come up with a system. Let me explain it in this article.

The Ultimate Guide to Sail Types and Rigs (with Pictures)

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3.3.2  A list of class notations (hull) for which a craft may be eligible is given in Pt 1, Ch 2, 3.4 High speed craft and light displacement craft notations .

3.4 High speed craft and light displacement craft notations

3.4.1  HSC - High speed craft notation. This class notation will be assigned to high speed craft as defined in Pt 1, Ch 2, 2.2 Definitions 2.2.8 .

3.4.2  LDC - Light displacement craft notation. This class notation will be assigned to light displacement craft as defined in Pt 1, Ch 2, 2.2 Definitions 2.2.11 .

3.5 Service area restriction notations

3.5.1  All craft classed under the Rules will be assigned a service area restriction notation G followed by a number e.g G1 , or Zone followed by a number, e.g. Zone 1 . Craft classed under the Rules for service groups G1 to G5 and Zone 1 to Zone 3 are not suitable for unrestricted service except as noted in the service area restriction notation, see Pt 1, Ch 2, 3.5 Service area restriction notations 3.5.5 .

3.5.2  Service area restriction notations, given in Pt 1, Ch 2, 3.5 Service area restriction notations 3.5.5 , are expressed in terms of range to refuge in nautical miles as defined in Pt 1, Ch 2, 2.2 Definitions 2.2.23 .

3.5.3  Where craft are required to satisfy limitations in respect of the maximum duration of time to a place of refuge from any point during the voyage, this time is to be determined by dividing the range to refuge by the permitted operational speed of the craft (when fully laden) in the prevailing conditions as imposed by the operational envelope.

3.5.4  For craft that are designed in accordance with an operational envelope:

• these craft are to be operated at reduced speeds and are to seek calmer waters or refuge when the weather conditions deteriorate or are predicted to deteriorate in order that the craft is not exposed to a significant wave height and speed combination which exceeds the limits of the operational envelope.

For craft that are not assigned an operational envelope:

• these craft are to be operated at reduced speeds and are to seek calmer waters or refuge when the weather conditions deteriorate or are predicted to deteriorate.

All craft are to be aware of the weather forecast for the proposed and current areas of operation and area of refuge.

3.5.5  The following inland, coastal and seagoing service area restriction notations describe the service area restriction for which a craft has been approved and constructed.

• Zone 3 covers craft intended for operation in inland waters where the maximum recorded significant wave height based on long-term significant wave height statistics excluding the highest five per cent of the recorded significant wave heights does not exceed 0,5 m. The geographical limits of the intended service are to be identified by the Builder and agreed with LR. Craft in this group are not considered as ‘seagoing’ and are not eligible for the assignment of the character figure 100 .
• Zone 2 covers craft intended for operation in inland waters and estuaries where the maximum recorded significant wave height based on long-term significant wave height statistics excluding the highest five per cent of the recorded significant wave heights does not exceed 1,0 m. The geographical limits of the intended service are to be identified by the Builder and agreed with LR. Craft in this group are not considered as ‘seagoing’ and are not eligible for the assignment of the character figure 100 .
• Zone 1 covers craft intended for operation in inland waters and estuaries where the maximum recorded significant wave height based on long-term significant wave height statistics excluding the highest five per cent of the recorded significant wave heights does not exceed 1,6 m. The geographical limits of the intended service are to be identified by the Builder and agreed with LR. Craft in this group are not considered as ‘seagoing’ and are not eligible for the assignment of the character figure 100 .

G1 Service Group 1 covers craft intended for service in sheltered waters adjacent to sandbanks, estuaries, reefs, breakwaters or other coastal features and in similarly sheltered waters between islands in reasonable weather where the range to refuge is, in general, five nautical miles or less. The geographical limits of the intended service are to be identified by the Builder and agreed with LR. Craft in this group are not eligible for the assignment of the character figure 100 .

G2 Service Group 2 covers craft intended for service in reasonable weather, in waters where the range to refuge is 20 nautical miles or less. This group will usually cover craft intended for service in coastal waters, for which geographical limits are to be identified by the Builder and agreed with LR.

G2A Service Group 2A covers craft intended for service in reasonable weather in waters where the range to refuge is 60 nautical miles or less. The geographical limits of the intended service are to be reported to LR. Craft in this group are eligible for assignment of the service type notation SRY .

G3 Service Group 3 covers craft intended for service in waters where the range to refuge is 150 nautical miles or less. The geographical limits of the intended service are to be reported to LR.

G4 Service Group 4 covers craft intended for service in waters where the range to refuge is 250 nautical miles or less. The geographical limits of the intended service are to be reported to LR.

G5 Service Group 5 covers craft intended for service in waters where the range to refuge is 350 nautical miles or less. The geographical limits of the intended service are to be reported to LR.

G6 Service Group 6 covers yachts and steel patrol craft having unrestricted service.

Non-seagoing craft are craft that are not eligible for the character figure 100 . Seagoing craft are craft eligible for the character figure 100 .

The above zone definitions, i.e. Zone 1 , Zone 2 and Zone 3 , are considered to be consistent with the EC resolution ECE/TRANS/SC.3/172/Rev.1 zone definitions.

3.5.6  Consideration may be given to requests for an increase in the permissible range to refuge subject to:

The specific geographic limits and the period over which the extended service is to be operated being defined.

Satisfactory statistical data in respect of wave height being provided to demonstrate that the craft will be suitable for the extended service.

Equipment consistent with that required for the extended service being provided onboard during the period of operation.

Any maximum duration of voyage limitations imposed by Pt 1, Ch 2, 3.5 Service area restriction notations 3.5.3 not being exceeded during the extended service.

3.6 Service type notations

3.6.1  The service type notation will be recorded in the appropriate Register Book indicating the primary purpose for which the craft has been designed and constructed.

3.6.2  A list of service type notations for which craft may be eligible is given below:

3.7 Craft type notations

3.7.1  The craft type notation will be recorded in the appropriate Register Book indicating the type of hull form and mode of operation for which the craft has been designed and constructed.

3.7.2  A list of craft type notations for which craft may be eligible is given below:

3.7.3  Where craft indicated in Pt 1, Ch 2, 3.7 Craft type notations 3.7.2 are foil assisted the letters (FA) may be appended to the Craft Type Notation.

3.8 Other hull notations

3.8.1  Ice Class. A class notation for navigation in first-year ice conditions will be specially considered.

3.8.2  *IWS. This notation (In-Water Survey) may be assigned to a craft where the applicable requirements of LR's Rules and Regulations are complied with. ( See Pt 1, Ch 3, 4.3 In-Water Surveys and Pt 1, Ch 4, 3.3 In-Water Surveys , see also Pt 3, Ch 3, 2.37 In-water Survey requirements ).

3.8.3  Special features notation. A notation indicating that the craft incorporates special features which significantly affect the design, e.g. movable decks.

3.8.4  Helicopter Landing Area. Assigned where a helicopter landing area is provided in compliance with Pt 6, Ch 5, 6 Helicopter landing areas (Steel), or Pt 7, Ch 5, 6 Helicopter landing areas (Aluminium), or Pt 8, Ch 5, 5 Helicopter landing areas (Composites).

3.8.5  LI. This notation will be assigned where an approved loading instrument has been installed as a classification requirement.

3.8.6  SRY . This notation will be assigned to Short-Range Yachts with service area restriction G2A and designed and built in accordance with the Red Ensign Group Yacht Code Part A requirements for Short-Range Yachts or an alternative National Code acceptable to LR.

3.8.7  ShipRight ACS (B). The ShipRight Anti-Corrosion System notation ShipRight ACS (B) will be assigned when protective coating system of water ballast tanks has been applied in accordance with the ShipRight Procedure Anti-Corrosion System Notation .

3.8.8  LA . This mandatory notation is assigned where one or more lifting appliances are considered to be an essential feature of the vessel, e.g. cranes on crane barges, lifting arrangements for diving on diving support vessels.

3.8.10  RIGGING . The RIGGING notation will be assigned where a new craft is fitted with a rig used for propulsion by wind force which is in accordance with the Rules. See Pt 3, Ch 7 Wind Propulsion Systems .

3.8.11  RIGGING* . Upon request, the RIGGING* notation will be assigned where an existing craft is fitted with a rig used for propulsion by wind force which is in accordance with the Rules. See Pt 3, Ch 7 Wind Propulsion Systems

3.9 Class notations (machinery)

3.9.1  The following class notations are associated with machinery construction and arrangements, and may be assigned as considered appropriate by the Committee:

3.9.2  The following class notations are associated with the machinery control and automation, and may be assigned as considered appropriate by the Classification Committee:

3.9.3  The following class notation is associated with vessels capable of being operated unmanned, and may be assigned as considered appropriate by the Classification Committee:

3.9.4  Machinery class notations will not be assigned to craft the hulls of which are not classed or intended to be classed with LR.

3.9.6  The following class notations are associated with hybrid electrical power systems and may be assigned as considered appropriate by the Classification Committee:

Hybrid Power Assigned to ships with an electrical power system utilising a combination of two or more different types of power source or utilising stored electrical energy to satisfy the ship’s main power demand. The system and its component parts are in accordance with the existing applicable requirements of the Rules and the requirements of Pt 16, Ch 2, 23 Hybrid electrical power systems .

Hybrid Power (+) Assigned to ships meeting the requirements for Hybrid Power and the additional optional requirements for Hybrid Power (+) specified within Pt 16, Ch 2, 23 Hybrid electrical power systems . The additional optional requirements aim to provide for enhanced performance of the electrical power system achieved through the consideration of system simulation, system integration and the dependability of the hybrid electrical power system during normal or reasonably foreseeable abnormal operation.

3.10 Application notes

3.10.1  Propelling and essential auxiliary machinery includes machinery, equipment and systems installed for the craft/yacht to be under conditions as encountered in the defined sea area and that are necessary for the following:

Maintaining the watertight and weathertight integrity of the hull and spaces within the hull.

The safety of the craft/yacht, machinery and personnel on board.

The functioning and dependability of propulsion, steering and electrical systems.

The operation and functioning of control engineering systems for the monitoring and safety of propulsion, steering and electrical power systems.

The operation and functioning of emergency machinery and equipment.

For a craft: The craft is intended for the carriage of cargo (not passengers), is less than 500 gross tonnage or is of 500 gross tonnage or greater and is not required to comply with international conventions applicable to a craft with unrestricted service.

For a yacht with:

A gross tonnage of less than 500, and is not required to comply with international conventions.

A gross tonnage of 500 or more and is not required to comply with international conventions applicable to a yacht with unrestricted service.

A gross tonnage of 500 or more and its acceptance of manufacturer’s certificate as described above are specifically agreed by the administration of the country in which the yacht is registered.

Propulsion power is provided by oil engines or gas turbines which have been type approved to LR requirements for marine application.

Electrical power is provided by generators driven by oil engines or gas turbines which have been type approved to LR requirements for marine application.

The design and manufacturing standards for all machinery and associated systems are the applicable LR Rules.

The machinery and equipment is manufactured under a recognised quality control system.

Propellers, propulsion shafting and multiple input/output gearboxes are not included within the scope of propulsion arrangements for acceptance of a manufacturer's certificate.

3.10.3  Manufacturer's certificate for assignment of the MCH notation. Acceptance of the manufacturer's certificate for propelling and essential auxiliary machinery is subject to the following:

For a yacht: The yacht is less than 500 gross tonnage or is of 500 gross tonnage or more and is not required to comply with international conventions applicable to a yacht with unrestricted service.

The power of any engine or gas turbine is less than 2,250 kW and the cylinder bore of any diesel engine is not greater than 300 mm.

The design and manufacturing standards for machinery and associated systems are the applicable LR Rules or other marine standards acceptable to LR.

3.11 Class notations (Environmental Protection)

3.11.1  The following class notations are associated with the design and operation of a Special Service Craft and may be assigned as considered appropriate by the Classification Committee, on application from the Owners:

3.12 Descriptive notes

3.12.1  In addition to any class notations, an appropriate descriptive note may be entered in column 6 of the appropriate Register Book indicating the type of craft in greater detail than is contained in the class notation, and/or providing additional information about the craft's design and construction. This descriptive note is not a LR classification notation and is provided solely for the information of users of the Register Book .

3.12.2  Screwshaft Condition Monitoring.

• This ShipRight descriptive note will be assigned where an Owner adopts the requirements for monitoring of selected Thrusters and/or Podded Propulsors. The descriptive note will indicate that equipment and procedures are in place to determine the physical and operational condition of that equipment. Further information is provided in the LR document ShipRight Procedure Machinery Planned Maintenance and Condition Monitoring . Note: Not applicable where a single thruster, or podded propulsor, is solely responsible for the propulsion and/or steering of the vessel.

3.12.4  STV . Where a sailing vessel is used for the offshore training of cadets or trainee seamen, a sailing training vessel STV descriptive note may be entered in column 6 of the Register Book .

3.12.5  ESW . Where a low wash catamaran is capable of demonstrating low wash wake characteristics, an environmentally sensitive wake ESW descriptive note may be entered in column 6 of the Register book . The descriptive note will be assigned where specified wave wake requirements of a local authority are complied with. The descriptive note is to be appended in brackets with the name of the local authority and/or the specified service route, e.g. ESW(Port of London Authority) .

3.12.6  IHM . This ShipRight descriptive note (Inventory of Hazardous Materials) will be assigned when the requirements in accordance with the relevant ShipRight procedures have been complied with.

3.12.7  HCD1() This ShipRight descriptive note (Human-Centred Design Level 1) will be assigned when the development and operation of specified ship system(s) has been carried out in accordance with the process for ‘Level 1 – Reactive’ detailed in the ShipRight Procedure for Human-centred Design . The names of the systems which meet the requirements will be listed as a suffix to the character, e.g. HCD1 (mooring area, ECDIS).

3.12.8  READY(). When satisfactory preparation has been made at the time of completion and delivery or refit of the vessel for a structure, a system or equipment which is subject to classification then this descriptive note, showing the associated classification characters within brackets will, at the Owner’s request, be entered in the Register Book preceded by the word READY , e.g. READY(RIGGING) .

If the asset is READY() for multiple notations the descriptive note will appear as READY(notation 1, notation 2) .

Satisfactory preparation includes but is not limited to:

• Clear and comprehensive definition of the intended structure, system or equipment in line with classification requirements.
• The interface boundary delimiting the physical and operational boundary is clearly defined and sets out the components that are omitted during construction.
• A list of interface requirements even though these are not typically part of the requirements for classification. These are to be accompanied by technical solutions or reference to design features that show how each of the interface requirements is met. The interface location and requirements are to be jointly developed by the Client and LR.
• Interface requirements may be quantitative or qualitative. Suitable safety criteria are to be defined.
• The design of the asset fully incorporates the intended structure, system or equipment. This is to be verified during appraisal.
• As far as practicable, the fitting of the omitted structure, system or equipment is not to depend on the removal of other structures, systems or equipment but should only depend on the addition of the omitted structure, system or equipment.

Each of the design documents which are required for classification is assessed as if the structure, system or component is fitted. If details of the system are unknown at the time of application for the descriptive note, design constraints may, on occasion, be confirmed by an Approval in Principle (AiP). This course of action will be captured in the descriptive note in the following manner: READY(NOTATION(A)) where A indicates the AiP.

Additional interface documents are assessed with particular attention to the practicality and feasibility of the boundary definition.

Construction is carried out as per appraised plans omitting the structure, system or equipment set out by the interface boundary.

The READY() descriptive note is awarded based on the documented verification of the above requirements. Appraisal and Survey by LR will be carried out as far as practicable for the interface arrangements and, if applicable, the partially installed system.

Notations are included in the list of those eligible for the READY() descriptive note at the discretion of LR.

Bainbridge Sail&Cover

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Sailing classification

Australia’s Colin Harrison, Jonathan Harris and Russell Boaden.

This is a brief overview of the sport and is in no way legally binding. In all cases the sport specific classification rules will take precedence. Should this page be out of date please contact [email protected] .

Eligible impairment types:

Impaired muscle power

Impaired passive range of movement

Limb deficiency

Visual Impairment

Short Stature

Sport classes:

The sport classes are different for the different competition formats in sailing. The sailors either compete on their own or in crews of two or three.

The sailors are classified with a sport class from 1 to 7, with 7 indicating the least severe and 1 indicating the most severe eligible impairment. The following are the benchmark profiles of athletes in each sports class

Sport class 1

Athletes in sport class 1 may have complete Quadriplegia, a double through shoulder amputation or an equivalent activity limitation in sailing caused by the other eligible impairment types

Sport class 2

Athletes in sport class 2 may have a double above elbow amputation, single above elbow amputation and single below elbow amputation or an equivalent activity limitation in sailing caused by the other eligible impairment types.

Sport class 3

Athletes in sport class 3 may have a single above knee amputation and single above elbow amputation, double below elbow amputation or an equivalent activity limitation in sailing caused by the other eligible impairment types. These athletes may also have a visual impairment equivalent to B1 as described in section 4 above.

Sport class 4

Athletes in sport class 4 may have a single through shoulder amputation, double above knee amputation, double below knee amputation without prostheses, single above knee and single below knee amputation without prostheses or an equivalent activity limitation in sailing caused by the other eligible impairment types.

Sport class 5

Athletes in sport class 5 may have a single above elbow amputation, single above knee amputation and single below knee amputation with prostheses or an equivalent activity limitation in sailing caused by the other eligible impairment types. These athletes may also have a visual impairment equivalent to B2 with a higher visual acuity than athletes competing in the Sport Class 3 and/ or a visual field of less than 5 degrees radius.

Sport class 6

Athletes in sport class 6 may have a double below knee amputation with prostheses, single below elbow amputation or have an equivalent activity limitation in sailing caused by the other eligible impairment types.

Sport class 7

Athletes in sport class 7 may have a single above knee amputation, single below knee amputation without prosthesis (excluding Symes amputation or equivalent), short stature or an equivalent activity limitation in sailing caused by the other eligible impairment types. These athletes may also have a visual impairment equivalent to B3; they are the least severe visual impairment eligible for Paralympic sport. They have the highest visual acuity and/or a visual field of less than 20 degrees radius.

Three-person keelboat

To make sure that no crew has an advantage or disadvantage in competition due to impairment, each crew is only allowed a maximum of 14 points.

Two-person keelboat

One sailor has to be allocated the sport class “TPA” and the other one has to be allocated the sport class “TPB.” One of the crew members must be female.

The sport class TPA includes athletes with more severe impairments, which are equivalent to a sport class 1 or 2. Athletes with complete tetraplegia or a double above-the-elbow amputation could, for example, compete in the TPA sport class.

The sport class TPB means that an athlete only has to meet the minimum impairment criteria for sailing. Therefore, athletes of all seven sport classes could compete in the TPB sport class, including athletes with visual impairment.

Single-person keelboat

To sail on the single-person keelboat athletes only have to pass the minimum impairment criteria.

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