90th UIM General Assembly Budva, Montenegro Council vote - 20th October 2017

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1 CIRCUIT

2 90th UIM General Assembly Council vote - 20th October 2017 Rules proposals for discipline - Recapitulation chart for Commissions/Committees meetings Page n Proposal n Rule n Subject Entered by Commission Advice Event Sanction Requirements & Fee Cominsport Legal Advice : Draft is not advisable amongst other due to legal reasons. Draft is not clear with regard to the applicable rules and the license requirements. If national rules shall apply we will have the situation that a driver with a national license from country A will compete under rules of country B. Until now and for the reasons explained below national racing is conducted under national rules and participation requires a national license whereas international racing is conducted under international (UIM) rules and participation requires an international (super-) license. Any deviation from these requirements is not advisable not at least due to possible liability issues. Can the subject NA be certain that the driver is qualified and which is the subject NA? Is it the NA of the driver or the organizing NA? The first NA is not familiar with the foreign rules and racing conditions and the latter NA is not familiar with the drivers capabilities. Depending on how the rule is interpreted drivers can go international without the approval of their NA Other meetings Estonia UIM Commissionner (1) Cominsport Put on hold for further studay during the G.A week UIM Commissionner (2) Cominsport UIM Commissionner (3) Comintech Commissionner functions (1) Cominsport Commissionner functions (2) Comintech Commissionner functions (3) Cominsport Hydro GP Cominsport Results Cominsport Registration Norway Cominsport Superlicence endorsment (1) Cominsport Superlicence endorsment (2) Cominsport Information in advance programme Spain Cominsport Information in advance programme Cominsport Entries - Ratification Germany Cominsport Ratification Cominsport Immersion training Cominsafe Life Jacket Cominsport Protecting helmet Safety Cockpit Frontal Head Restaint Cominsafe Safety boats Cominsafe Insurance Norway Cominsport Insurance Sweden Cominsport Clothing protection Cominsafe Numbers Cominsport Race Control Cominsport Posting of the Results Cominsport Judgement Cominsport Legal Advice : No objection Appeals Procedure Cominsport Legal Advice : No legal implication Yellow/Red/Blue cards Cominsport Legal Advice : Maybe it is better to replace any by all? No objection against the limitation of the ban on two years from the legal point of view Measurement certificate Estonia Cominsafe - Cominsport - Safety Cockpit Inspection at race Comintech Disqualifiations, Protests & Appeals Comintech Reinforced Cockpit Cominsport Shoulder harness Cominsport Air Supply Cominsafe Racing Inboards - Classes Safety Cockpit Racing Inboards - Hull Safety Cockpit

3 Racing Inboards - Hull Germany Cominsafe - Cominsport - Safety Cockpit Racing Outboards - Classes Cominsport Sport Outboards - Classes Cominsport Low emission engines Cominsport Hull Airbag Cominsport Machinery - Gear Comintech Modifications - Low Emission engines Comintech Monohull Outboards - Classes Cominsport Monohull Outboards - Hull Norway Cominsafe - Cominsport Monohull Outboards - Dimensions Cominsport Modifications - Low emission engines (GT) Comintech P750 - Safety Equipment Cominsafe River marathon - FHR Cominsafe River marathon - Air Systems Cominsafe River marathon - Seat belt system Cominsafe Jetsprint racing - Safety harness Cominsafe 81 55A Jetsprint racing - Safety harness (FHR) Cominsafe 82 55B Jetsprint racing - NRD & Safety harness Cominsport Jetsprint racing - Clothing Cominsport Jetsprint racing - FHR & Helmets Cominsafe 88 57A Jetsprint racing - Helmets Cominsport Inboard racing - Air sytsem Cominsafe Inboard racing - Air sytsem Cominsafe Inboard racing - Air sytsem Cominsafe Inboard racing - Capsule training Cominsafe Inboard racing - Seat Belts Cominsafe Formula Future Rules Italy Formula Future Boats, Engines & Equipment Formula Future Penalties Formula Future Solar Racing rules Cominsport Environmental Working group : Points 4.5 and explicitly and uniquely allow a private entity (ie. the Foundation Young Solar Fiensland) to be designer. This indication restricts the opportunities of development of the categories New Outside Assistance - Radio Estonia Cominsport F1-8 Equipment - Post Race scrutineering Formula F Safety - Point mounting system Cominsafe F Safety - Immersion training (FHR) Cominsafe F Safety - Helmets Cominsafe F Safety - Seats Cominsafe F Safety - Helmet & Neck restraint device Safety Cockpit F2-1.5 Organisation Formulae F2-2.4 Race Format Formulae F Start Formulae F Race course Formulae F SST 200 Engine Model Cominsport F Superlicences Formulae F Penalties Formulae F Safety - Helmet & Neck restraint device Safety Cockpit F Safety - FHR Cominsafe F Safety - Point mounting system Cominsafe F Safety - Seats Cominsafe F2-16 Insurance Formulae F2-17 Financial Conditions Norway Formulae Committee F1 & F2 Code of Pratice for Medical & Safety Formulae F500-2 Race format Cominsport F500-7 Safety - Seats Cominsafe F500 & F4 Code of Pratice for Medical & Safety UK Cominsport F Safety - Seats Cominsafe F4-2 Race format - Qualifying Cominsport F4-2 Race format - Timing at qualification Cominsport F4-2 Race format - Prize Giving Ceremony Cominsport F4-10 Superlicences Cominsport F4-11 Penalty cards Cominsport F4-14 Financial Conditions Cominsport

4 1 COMMISSION & COMINSPORT Event Sanction Requirements and fees EVENT SANCTION REQUIREMENTS AND FEES All international powerboating events must be sanctioned by the UIM and by the National Authority. An International Sanction is a written authorization which permits an organizing body to conduct an international event under the rules of the UIM. These events may include national racing classes open to international drivers, when so stated in the advance program. In these cases, UIM rules apply to the event but not to the technical rules of the national classes. Written approval by the UIM of the registration of an international event on the UIM annual calendar, subject to payment of a fee determined annually by the General Assembly, constitutes the granting of an International UIM Sanction for that event EVENT SANCTION REQUIREMENTS AND FEES All international powerboating events must be sanctioned by the UIM and by the National Authority. An International Sanction is a written authorization which permits an organizing body to conduct an international event under the rules of the UIM. These events may include national racing classes open to international drivers, when so stated in the advance program. In these cases, UIM rules apply to the event but not to the technical rules of the national classes. Written approval by the UIM of the registration of an international event on the UIM annual calendar, subject to payment of a fee determined annually by the General Assembly, constitutes the granting of an International UIM Sanction for that event. National Authorities who may have a national event in which only two (maybe one?) international competitor(s) wish to compete, or when a single international driver arrives to enter the event on-site, may inform the UIM Offices and be exempt from the I.O. Calendar and fee. The subject NA must be certain that the driver is qualified to compete in the event. To accommodate instances where a single entry at a national event does not justify the calendar requirements and fee. This will not undermine the I.O. Calendar process because the number of entries does not constitute an international racing event. 4/171

5 Commission Advice LEGAL ADVISOR: Draft is not advisable amongst other due to legal reasons. Draft is not clear with regard to the applicable rules and the license requirements. If national rules shall apply we will have the situation that a driver with a national license from country A will compete under rules of country B. Until now and for the reasons explained below national racing is conducted under national rules and participation requires a national license whereas international racing is conducted under international (UIM) rules and participation requires an international (super-) license. Any deviation from these requirements is not advisable not at least due to possible liability issues. Can the subject NA be certain that the driver is qualified and which is the subject NA? Is it the NA of the driver or the organizing NA? The first NA is not familiar with the foreign rules and racing conditions and the latter NA is not familiar with the drivers capabilities. Depending on how the rule is interpreted drivers can go international without the approval of their NA. 5/171

6 2 NATIONAL AUTHORITY ESTONIA Other meetings 77 No Support Required OTHER MEETINGS No UIM national authority in the same continent shall have an international race on its calendar of the same class, as a UIM World or Continental Championship on the same date, based upon dates sanctioned at the UIM General Assembly. To protect titled meetings, the UIM Council may refuse to sanction these meetings. Such refusal is only notified at the specific request of the National Authority lodging a protest. The calendar of national or local events is not to be submitted to the UIM. The interested National Authorities take responsibility for their own calendar OTHER MEETINGS No UIM national authority in the same continent shall have an international or national race on its calendar of the same class, as a UIM World or Continental Championship on the same date, based upon dates sanctioned at the UIM General Assembly. To protect titled meetings, the UIM Council may refuse to sanction these meetings. Such refusal is only notified at the specific request of the National Authority lodging a protest. The calendar of national or local events is not to be submitted to the UIM. The interested National Authorities take responsibility for their own calendar. At the same time when GT-30 WC race was held in Torun Poland, were national races in Great Britain and in Norway. In WC was not attending any pilots from these countries. This change gives to pilots opportunity to come and not to lose position at the national league. COMINSPORT Commission advice 6/171

7 3 COMMISSION & COMINSPORT Commissioners UIM COMMISSIONER GENERAL The presence of a UIM Commissioner is required at any UIM World or Continental Championship Titled events. Put on hold until further study during the General Assembly meetings week. Implementation date: 1 st January /171

8 4 COMMISSION & COMINSPORT UIM Commissioner GENERAL Some Titles, including Formula 1, require the presence of two Commissioners, one of whom may be a Technical Commissioner. For classes using Low Emission engines [excluding F.F.] a UIM Technical Commissioner is required for World Championships to oversee and assist the technical inspections. The UIM Technical Commissioner is chosen by UIM from the Technical Commissioner s List. [nominated by National Authorities.] The function of Commissioner must be fulfilled most carefully. National Authorities are requested to send to the UIM Secretariat a list of candidate Commissioners with the following data: - Name, address, telephone, telefax and/or - Languages spoken - Languages read and understood - At what times the candidate is at disposal - Knowledge in sports and technical matters GENERAL Some Titles, including Formula 1, require the presence of two UIM Commissioners, one of whom must be a technical Commissioner. For classes using Low Emission engines, [example: GT15/GT30/F4] (excluding F.F.) a UIM Technical Commissioner is required for World Championships to oversee and assist the technical inspections. A separate UIM Technical Commissioner is chosen by UIM from the Technical Commissioner s List. [nominated annually by National Authorities.] The function of any UIM Commissioner must be fulfilled most carefully.. National Authorities are requested must send to the UIM Secretariat a list of candidate Commissioners with the following data: - Name, address, telephone, telefax and [mobile if possible] . - Languages: Spoken English. Yes/No. - Languages read and understood. - At what times the candidate is generally available. Knowledge in Sports and/or Technical matters. Preference (if both.) 8/171

9 Cominsport decided to have an additional Technical Commissioner at UIM events where there are UIM Titles in Classes using Low Emission engines. This rule will now be added to Continental Titles. So that Organisers can be financially prepared, first date is 1 st January Wording updated. Not applicable to F1.. Implementation date: 1 st January /171

10 5 COMMISSION COMINTECH Rule article Nomination of Commissioners GENERAL For classes using Low Emission engines (excluding FF) a UIM Technical Commissioner is required for World Championships to oversee and assist the technical inspections. The UIM Technical Commissioner is chosen by UIM from the Technical Commissioner s List (nominated by National Authorities). The function of Commissioner must be fulfilled most carefully. As soon as UIM gets the Commissioner s agreement, the Secretary General of the UIM will send a letter to the National Authority informing them that the Commissioner has been designated for the events referred in the letter. Special consideration can be given to a National Authority that is distant from any other UIM National Authority and therefore substantial travel costs may be involved to obtain a suitable Commissioner. If a local qualified, impartial UIM International Officer that is known by Cominsport and generally works within a different code of the sport to that being adjudicated, such person may be appointed UIM Commissioner to an event within their country. The UIM Commissioner sent to the competitions must come from a Nation near to the organising one and not from different continents. National Authorities are requested to send yearly to the UIM Secretariat a list of candidate Commissioners with the following data: GENERAL For classes using Low Emission engines (excluding FF) a UIM Technical Commissioner is required for World and Continental Championships to oversee and assist the technical inspections. The UIM Technical Commissioner is chosen nominated by UIM CominTech from the Technical Commissioner s List (nominated by National Authorities). The function of Commissioners must be fulfilled most carefully. As soon as UIM gets the Commissioner s agreement, the Secretary General of the UIM will send a letter to the National Authority informing them that the Commissioner has been designated for the events referred in the letter. Special consideration can be given to a National Authority that is distant from any other UIM National Authority and therefore substantial travel costs may be involved to obtain a suitable Commissioner. If a local qualified, impartial UIM International Officer that is known by Cominsport/Comintech and generally works within a different code of the sport to that being adjudicated, such person may be appointed UIM Sport/Technical Commissioner to an event within their country. The UIM Sport/Technical Commissioner sent to the competitions must come from a Nation near to the organising one and not from different continents. National Authorities are requested to send yearly to the UIM Secretariat a list of candidate Sports and Technical Commissioners with the following data: Clarification of who nominates Sport and Technical Commissioners. 10/171

11 6 COMMISSION & COMINSPORT Commissioner s functions FUNCTIONS The U.I.M. Commissioner - assists the local organiser and more particularly the Officer of the Day; - is a voting member of the international jury; - when there are two Commissioners - only one can vote; - approves last minute amendments to the advance-programme; - ensure that the course is in accordance with the water registration; - takes part in important decision-making during the race with the Officer of the Day, the Deputy O.O.D. and the 2nd Commissioner, if any; - takes part in urgent decision-making with the Officer of the Day and the organising promoter, in matters related to the overall organisation. - is entitled to take action with the O.O.D. and race organising committee if safety conditions are not met. In some cases, he will even be entitled to request that the event be suspended if safety conditions are not improved. If the race is suspended, the UIM ceases to be responsible for any further race/heats and if it is a UIM titled event, then the results will be null and void. Further action may be taken against the relevant National Authority. The legality of the fuel is solely under the judgement of the UIM Commissioner, based on all tests made available to him. GUIDELINES for UIM Commissioners The U.I.M commissioner - must always be aware that he is the sole representative of UIM. - On the day prior to the first race/practise day, a meeting shall be held between the UIM Commissioner and the race orga nisers/officials, and the promoter (if any) to review all aspects of the race organisation. Time for the meeting will be at 18.00, unless otherwise agreed. - should also ask for: * programme * list of jury members and National Authority delegates * list of entries with names and nationalities. - must meet the O.O.D. and Jury Chairman. - must assist the O.O.D. to resolve all race problems. - must be present at any driver s meeting. - must check and approve the race course to comply with UIM and the advance regulations. This must be completed with the O.O.D. and/or Safety Officer and any official Drivers Representative. 11/171

12 - During the meeting, must keep close contact with O.O.D. and be satisfied that everything is being done correctly according to UIM rules. - must ensure a Jury meeting is held promptly and any penalty is imposed according to UIM rules. - In case of an accident, must keep all the information on the progress or otherwise of the injured persons and must send completed UIM accident report form to UIM as soon as possible. - After completion of the races, the UIM Commissioner must receive a copy of all classifications and documents to be transferred to UIM. - The UIM Commissioner has the right, at any time during an event, together with the race technical inspector(s) to carry out any technical checks they consider necessary. - He should be present at the Technical Inspection of the winning boat. - The UIM Commissioner must survey the weighing of the boats (if applicable), or receive the relevant data. - The UIM Commissioner reserves the right to order the exchange of any relevant ECU/CDI unit with another if supplied by the UIM (see rule ). - must be present at the prize giving. - shall present any UIM Medals to the winners unless a higher ranking UIM official is in attendance at the event FUNCTIONS The U.I.M Commissioner - must always be aware that he/she is the sole representative of UIM. - During the meeting, must keep close contact with OOD and be satisfied that everything is being done correctly according to UIM rules. - On the day prior to the first race/practise day, a meeting shall be held between the UIM Commissioner and the race organisers/officials, and the promoter (if any) to review all aspects of the race organisation. Time for the meeting will be at 18.00, unless otherwise agreed. - should also ask for: * programme * list of jury members and National Authority delegates * list of entries with names and nationalities. - must meet the OOD and Jury Chairman. - must be present at any driver s meeting. The U.I.M Sports Commissioner - assists the local organiser and more particularly the Officer of the Day (OOD); - must assist the O.O.D. to resolve all race problems. - is a voting member of the international jury; - must ensure a Jury meeting is held promptly and any penalty is imposed according to UIM rules. - when there are two Sports Commissioners - only one can vote; - approves last minute amendments to the advance-programme; - ensure that the course is in accordance with the water registration; - must check and approve the race course to comply with UIM water registration and the advance regulations. This must be completed with the OOD and/or Safety Officer and any official Drivers Representative. 12/171

13 - takes part in important decision-making during the race with the OOD, the DOOD and the 2nd Commissioner, if any; - takes part in urgent decision-making with the OOD and the organising promoter, in matters related to the overall organisation. - is entitled to take action with the OOD and race organising committee if safety conditions are not met. In some cases, he will even be entitled to request that the event be suspended if safety conditions are not improved. If the race is suspended, the UIM ceases to be responsible for any further race/heats and if it is a UIM titled event, then the results will be null and void. Further action may be taken against the relevant National Authority. GUIDELINES for UIM Commissioners The U.I.M commissioner - In case of an accident, must keep all the information on the progress or otherwise of the injured persons and must send completed UIM accident report form to UIM as soon as possible. - After completion of the races, the UIM Commissioner must receive a copy of all classifications and documents to be transferred to UIM. - must be present at the prize giving. - shall present any UIM Medals to the winners unless a higher ranking UIM official is in attendance at the event. The UIM Technical Commissioner In case there is no UIM Technical Commissioner at the race, these tasks are taken by UIM Sports Commissioner - The UIM Commissioner has the right, at any time during an event, together with the race technical inspector(s) to carry out any technical checks they consider necessary. - He should be present at the Technical Inspection of the winning boat. - The UIM Commissioner must survey the weighing of the boats (if applicable), or receive the relevant data. - The UIM Commissioner reserves the right to order the exchange of any relevant ECU/CDI unit with another if supplied by the UIM (see rule ). - The legality of the fuel is solely under the judgement of the UIM Commissioner, based on all tests made available to him. To clarify tasks of UIM Sports Commissioner and UIM Technical Commissioner. 13/171

14 7 COMMISSION COMINTECH Commissioner functions UIM COMMISSIONER FUNCTIONS The U.I.M. Commissioner - assists the local organiser and more particularly the Officer of the Day; - is a voting member of the international jury; - when there are two Commissioners - only one can vote; - approves last minute amendments to the advance-programme; - ensure that the course is in accordance with the water registration; - takes part in important decision-making during the race with the Officer of the Day, the Deputy O.O.D. and the 2nd Commissioner, if any; - takes part in urgent decision-making with the Officer of the Day and the organising promoter, in matters related to the overall organisation. - is entitled to take action with the O.O.D. and race organising committee if safety conditions are not met. In some cases, he will even be entitled to request that the event be suspended if safety conditions are not improved. If the race is suspended, the UIM ceases to be responsible for any further race/heats and if it is a UIM titled event, then the results will be null and void. Further action may be taken against the relevant National Authority. The legality of the fuel is solely under the judgement of the UIM Commissioner, based on all tests made available to him. GUIDELINES for UIM Commissioners The U.I.M commissioner - must always be aware that he is the sole representative of UIM. - On the day prior to the first race/practise day, a meeting shall be held between the UIM Commissioner and the race organisers/officials, and the promoter (if any) to review all aspects of the race organisation. Time for the meeting will be at 18.00, unless otherwise agreed. - should also ask for: * programme * list of jury members and National Authority delegates * list of entries with names and nationalities. - must meet the O.O.D. and Jury Chairman. - must assist the O.O.D. to resolve all race problems. - must be present at any driver s meeting. - must check and approve the race course to comply with UIM and the advance regulations. This must be completed with the O.O.D. and/or Safety Officer and any official Drivers Representative. - During the meeting, must keep close contact with O.O.D. and be satisfied that everything is being done correctly according to UIM rules. - must ensure a Jury meeting is held promptly and any penalty is imposed according to UIM rules. - In case of an accident, must keep all the information on the progress or otherwise of the injured persons and must send completed UIM accident report form to UIM as soon as possible. - After completion of the races, the UIM Commissioner must receive a copy of all classifications and documents to be transferred to UIM. - The UIM Commissioner has the right, at any time during an event, together with the race technical 14/171

15 inspector(s) to carry out any technical checks they consider necessary. - He should be present at the Technical Inspection of the winning boat. - The UIM Commissioner must survey the weighing of the boats (if applicable), or receive the relevant data. - The UIM Commissioner reserves the right to order the exchange of any relevant ECU/CDI unit with another if supplied by the UIM (see rule ). - must be present at the prize giving. - shall present any UIM Medals to the winners unless a higher ranking UIM official is in attendance at the event. The U.I.M. Sport Commissioner - assists the local organiser and more particularly the Officer of the Day; - is a voting member of the international jury; - when there are two Commissioners - only one can vote; - approves last minute amendments to the advance-programme; - ensure that the course is in accordance with the water registration; - takes part in important decision-making during the race with the Officer of the Day, the Deputy O.O.D. and the 2nd Commissioner, if any; - takes part in urgent decision-making with the Officer of the Day and the organising promoter, in matters related to the overall organisation. - is entitled to take action with the O.O.D. and race organising committee if safety conditions are not met. In some cases, he will even be entitled to request that the event be suspended if safety conditions are not improved. If the race is suspended, the UIM ceases to be responsible for any further race/heats and if it is a UIM titled event, then the results will be null and void. Further action may be taken against the relevant National Authority. The legality of the fuel is solely under the judgement of the UIM Commissioner, based on all tests made available to him. GUIDELINES for UIM Sport Commissioners The U.I.M Sport commissioner - must always be aware that he is the sole representative of UIM. - On the day prior to the first race/practise day, a meeting shall be held between the UIM Commissioners and the race organisers/officials, and the promoter (if any) to review all aspects of the race organisation. Time for the meeting will be at 18.00, unless otherwise agreed. - should also ask for: * programme * list of jury members and National Authority delegates * list of entries with names and nationalities. - must meet the O.O.D. and Jury Chairman. - must assist the O.O.D. to resolve all race problems. - must be present at any driver s meeting. - must check and approve the race course to comply with UIM and the advance regulations. This must be completed with the O.O.D. and/or Safety Officer and any official Drivers Representative. - During the meeting, must keep close contact with O.O.D. and be satisfied that everything is being done correctly according to UIM rules. - must ensure a Jury meeting is held promptly and any penalty is imposed according to UIM rules. - In case of an accident, must keep all the information on the progress or otherwise of the injured persons and must send completed UIM accident report form to UIM as soon as possible. - After completion of the races, the UIM Commissioner must receive a copy of all classifications and documents to be transferred to UIM. - The UIM Sport Commissioner has the right, at any time during an event, together with the UIM Technical Commissioner and race technical inspector(s) to carry out any technical checks they consider necessary. - He should be present at the Technical Inspection of the winning boat. - The UIM Commissioner must survey the weighing of the boats (if applicable), or receive the relevant data. - The UIM Commissioner reserves the right to order the exchange of any relevant ECU/CDI unit with another if supplied by the UIM (see rule ). - must be present at the prize giving. - shall present any UIM Medals to the winners unless a higher ranking UIM official is in attendance at the event. 15/171

16 The U.I.M. Technical Commissioner - assists the local organizer and more particularly the technical Officer; - ensure that the pre and post inspection of boats is in accordance with the rules - takes part in checking log books and measurement certificates - assists in making incident reports and notes in log books. GUIDELINES for UIM Technical Commissioners - He should be present at the pre-race Safety and Technical Inspection of all boat and report the results to the OOD and UIM sports commissioner. - He should be present at the Technical Inspection of the winning boat and report the results to the OOD and UIM sports commissioner. - The UIM Commissioner must survey the weighing of the boats (if applicable), or receive the relevant data. - The UIM Commissioner reserves the right to order the exchange of any relevant ECU/CDI unit with another if supplied by the UIM (see rule ). Clarify the tasks for the UIM technical commissioner 16/171

17 8 COMMISSION & COMINSPORT Commissioner functions FUNCTIONS GUIDELINES for UIM Commissioners The U.I.M commissioner - must always be aware that he is the sole representative of UIM. - On the day prior to the first race/practise day, a meeting shall be held between the UIM Commissioner and the race orga nisers/officials, and the promoter (if any) to review all aspects of the race organisation. Time for the meeting will be at 18.00, unless otherwise agreed. - should also ask for: * programme * list of jury members and National Authority delegates * list of entries with names and nationalities. - must meet the O.O.D. and Jury Chairman. - must assist the O.O.D. to resolve all race problems. - must be present at any driver s meeting. - must check and approve the race course to comply with UIM and the advance regulations. This must be completed with the O.O.D. and/or Safety Officer and any official Drivers Representative. - During the meeting, must keep close contact with O.O.D. and be satisfied that everything is being done correctly according to UIM rules. - must ensure a Jury meeting is held promptly and any penalty is imposed according to UIM rules. - In case of an accident, must keep all the information on the progress or otherwise of the injured persons and must send completed UIM accident report form to UIM as soon as possible. - After completion of the races, the UIM Commissioner must receive a copy of all classifications and documents to be transferred to UIM. - The UIM Commissioner has the right, at any time during an event, together with the race technical inspector(s) to carry out any technical checks they consider necessary. - He should be present at the Technical Inspection of the winning boat. - The UIM Commissioner must survey the weighing of the boats (if applicable), or receive the relevant data. - The UIM Commissioner reserves the right to order the exchange of any relevant ECU/CDI unit with another if supplied by the UIM (see rule ). - must be present at the prize giving. - shall present any UIM Medals to the winners unless a higher ranking UIM official is in attendance at the event. 17/171

18 FUNCTIONS GUIDELINES for UIM Commissioners The U.I.M commissioner - must always be aware that he is the sole representative of UIM. - On the day prior to the first race/practise day, a meeting shall be held between the UIM Commissioner and the race orga nisers/officials, and the promoter (if any) to review all aspects of the race organisation. Time for the meeting will be at 18.00, unless otherwise agreed. - should also ask for: * programme * list of jury members and National Authority delegates * list of entries with names and nationalities. - must meet the O.O.D. and Jury Chairman. - must assist the O.O.D. to resolve all race problems. - must be present at any driver s meeting. - must check and approve the race course to comply with UIM and the advance regulations. This must be completed with the O.O.D. and/or Safety Officer and any official Drivers Representative. - During the meeting, must keep close contact with O.O.D. and be satisfied that everything is being done correctly according to UIM rules. - must ensure a Jury meeting is held promptly and any penalty is imposed according to UIM rules. - The Sports Commissioner always takes responsibility on any relevant vote, especially on the Jury, but always in consultation with the Technical Commissioner. - In case of an accident, must keep all the information on the progress or otherwise of the injured persons and must send completed UIM accident report form to UIM as soon as possible. - After completion of the races, the UIM Commissioner must receive a copy of all classifications and documents to be transferred to UIM. - The UIM Commissioner has the right, at any time during an event, together with the race technical inspector(s) to carry out any technical checks they consider necessary. - He should be present at the Technical Inspection of the winning boat. - The UIM Commissioner must survey the weighing of the boats (if applicable), or receive the relevant data. - The UIM Commissioner reserves the right to order the exchange of any relevant ECU/CDI unit with another if supplied by the UIM (see rule ). - must be present at the prize giving. - shall present any UIM Medals to the winners unless a higher ranking UIM official is in attendance at the event. Maybe Vahur s more comprehensive but more changes /Tidy up!!. 18/171

19 9 COMMISSION & COMINSPORT Hydro GP HYDRO GP World Championships are a series for classes F125 and F250. These classes will be included only in Hydro GP events as follows: -Formula 125 All races = 3 heats. All points to count. Up to 4 race series Hydro GPs -Formula 250 All races = 3 heats. All points to count. Up to 4 race series Hydro GPs Hydro GP events with classes must include a round of W.C. F125 and W.C. F250 together with a round of the W.C. F500 series. All under the relevant UIM rules. National Authorities application to organize Hydro GP has absolute priority over any other application within these classes. If the full allocation of Hydro GP s is not allocated, then the remaining rounds of the three classes may be allocated by the UIM, as separate events, to N.A s applying when Cominsport requests to do so. Any re-allocation can only be done a minimum of 6 months after the Hydro GP original allocation deadline. Any Hydro GP event must be scheduled over a maximum of two days. At least one heat of each HGP class must be run on the first day, if conditions permit. Any practice/training outside these two defined days must be totally unofficial and discounted in any official way. Only one other UIM Titled class may be included in the Hydro GP program HYDRO GP Hydro GP events must include a round of World Championship of F-125, F-250 and F-500, all under the relevant UIM rules. All three classes have 3 heats in all rounds, all points to count. Up to 4 Hydro GP events are available in the one calendar year. For general classification of the F-125 and F-250 Championships F-500 rule for classification is used. Every third year series for F-125 and F-250 is included to Hydro GP as European Championship and World Championship for these classes is raced as single event with four heats, three best heats to count. World Championships are a series for classes F125 and F250. These classes will be included only in Hydro GP events as follows: -Formula 125 All races = 3 heats. All points to count. Up to 4 race series Hydro GPs -Formula 250 All races = 3 heats. All points to count. Up to 4 race series Hydro GPs Hydro GP events with classes must include a round of W.C. F125 and W.C. F250 together with a round of the W.C. F500 series. All under the relevant UIM rules. National Authorities application to organize Hydro GP has absolute priority over any other application within these classes. If the full allocation of Hydro GP s is not allocated, then the remaining rounds of the three classes may be allocated by the UIM, as separate events, to NA s applying when Cominsport requests to do so. Any re-allocation can only be done a minimum of 6 months after the Hydro GP original allocation deadline. 19/171

20 Any Hydro GP event must be scheduled over a maximum of two days. At least one heat of each HGP Hydro GP class must be run on the first day, if conditions permit. Any practice/training outside these two defined days must be totally unofficial and discounted in any official way. Only one other UIM Titled class may be included in the Hydro GP program. New version of was adopted at UIM GA 2016 (13C) with implementation date Here is new wording for this rule. Additionally is proposed to have World Championship for F-125 and F-250 as one event race every third year. This is needed to give chance for drivers from other continents to race at one event championships or organize one event championships for these classes in other continents. By this proposal next single event World Championship for F-125 and F-250 can be allocated for /171

21 10 COMMISSION & COMINSPORT Results RESULTS RESULTS In the results are to be used the following abbreviations: DNS did not start the boat, those not left start position after start, or do not come to the start position, DNF did not finished boat, those did not take checkered flag, DSQ disqualified boat, those results cancelled, RET retired boat, those was retired from the race course by the decision of OOD, FP first passage boat, those did its first passage via start-finish line after start, NFP no first passage - boat, those left start position but didn t had first passage via start-finish line To make the results more standard. 21/171

22 11 NATIONAL AUTHORITY NORWAY Registration 89 No Support Required REGISTRATION The National Authority establishes each year a list of participants to whom international licences have been delivered and this must be sent to the UIM Secretariat before the end of April. The list must include: the name and surname, the address and e.mail, the class(es) for International Licence only and the Appendix 3 Anti-Doping consent form of UIM Anti-Doping Rules duly signed per acceptance. These lists may be sent to other National Authorities. International license numbers are sent to the UIM annually by the National Authority. Any person wishing to obtain an International licence must apply to the National Authority through his club or organization. The International License is granted as decided by the National Authority on the C.V submitted with the application. The C.V must show evidence of previous experience especially in the class (classes.) requested. The digital version of the currently valid UIM rulebook must be made available by the National Authority to the licencees together with the international licence. Any National Authority has the right to deliver International licences to: - its nationals, providing they have the right experience. - nationals of another country affiliated to the UIM only with the written agreement and evidence of acceptable experience, of the National Authority of that nation. With the approval of the UIM a National Authority may also deliver International licences to persons belonging to a country which is not yet affiliated to the UIM, provided those issuing this International license have evidence of acceptable experience. Drivers are only permitted to hold one International licence issued by one National Authority. A National Authority may refuse to give an International licence and the UIM may refuse to accept a licence. Notification of this is sent to all affiliated clubs and to the UIM REGISTRATION The National Authority establishes each year a list of participants to whom international licences have been delivered and this must be sent to the UIM Secretariat before the end of April. 22/171

23 The list must include: the name and surname, the address and e.mail, the class(es) for International Licence only and the Appendix 3 Anti-Doping consent form of UIM Anti-Doping Rules duly signed per acceptance. These lists may be sent to other National Authorities. International license numbers are sent to the UIM annually by the National Authority. Any person wishing to obtain an International licence must apply to the National Authority through his club or organization. The International License is granted as decided by the National Authority on the C.V submitted with the application. The C.V must show evidence of previous experience especially in the class (classes.) requested. The digital version of the currently valid UIM rulebook must be made available by the National Authority to the licencees together with the international licence. Any National Authority has the right to deliver International licences to: - its nationals, providing they have the right experience. - nationals of another country affiliated to the UIM only with the written agreement and evidence of acceptable experience, of the National Authority of that nation. With the approval of the UIM a National Authority may also deliver International licences to persons belonging to a country which is not yet affiliated to the UIM, provided those issuing this International license have evidence of acceptable experience. Drivers are only permitted to hold one International licence issued by one National Authority. A National Authority may refuse to give an International licence and the UIM may refuse to accept a licence. Notification of this is sent to all affiliated clubs and to the UIM. UIM may, upon application, approve that NA within specially defined zones apply for ordinary international events where participants may participate with a national license. It is required that NA within this restricted area submit a list of drivers allowed to participate in such competitions each year and that these drivers meet the same requirements as are required to resolve international license. NA shall, for each individual driver, give a written start permit to accompany the registration to each individual for such an event. Many organizers struggle to fill up their competitions with drivers. The list of ordinary international events could have been much longer. But the demand that all drivers must have international license stops many from application to an event. This is very often because of the costs for an international license. If UIM with strict control allow these areas to have participants without international license to participate under the conditions given in the proposal, the UIM will have more races in their calendar and higher income. NA s within these defined Zones will have full control over who they allow to participate internationally. The organizing clubs will have possibility for better economy in their events. Young drivers will have bigger chance for later on become international licensed driver COMINSPORT Commission advice 23/171

24 12 COMMISSION & COMINSPORT Super-license endorsement SUPER-LICENCE ENDORSEMENT FOR WORLD FORMULA SERIES RACING Before being granted a superlicence for the first time, drivers must have taken part during the last two years in 6 circuit races for class S catamarans equipped with an engine of a capacity higher than 750 cc, or in three races for class O boat with an engine of a capacity 500 cc or higher. Updates rules see blue pages SUPER-LICENCE ENDORSEMENT FOR WORLD FORMULA SERIES RACING Before being granted a superlicence for the first time, drivers must have taken part during the last two years in 6 circuit races for class S catamarans equipped with an engine of a capacity higher than 750 cc, or in three races for class O boat with an engine of a capacity 500 cc or higher. Updates rules see blue pages fulfill superlicence requirements of relevant class. See rules from blue pages. Now superlicence requirements for F1 and F2 are different than in current general rules /171

25 13 COMMISSION COMINSPORT Super-Licence Endorsement RACING LICENCES SUPER-LICENCE ENDORSEMENT FOR WORLD FORMULA SERIES RACING [...] In the World Series F500, F-4 and all Continental Championship Formula Series, there is no superlicence but National Authorities will have to send to UIM before the end of February the list of drivers racing in these categories and formulas, with their addresses. 109 RACING LICENCES SUPER-LICENCE ENDORSEMENT FOR WORLD FORMULA SERIES RACING [...] In the World Series F500, F-4 and all Continental Championship Formula Series, there is no superlicence but National Authorities will have to send to UIM before the end of February the list of drivers racing in these categories and formulas, with their addresses. This is not for F4 World series and continental championship. 25/171

26 Advance Programme NATIONAL AUTHORITY SPAIN No Support Required 202 ADVANCE-PROGRAMME INFORMATION IN ADVANCE PROGRAMME The above advance-programme must be written in the language of the organising country and in English and must contain the following information: 202 ADVANCE-PROGRAMME INFORMATION IN ADVANCE PROGRAMME The above advance-programme must be written in the language of the organising country and in English and must contain the following information, written in the same order point by point: Some organizers write the programs without following this order which makes it difficult to verify if the regulation is fulfilled. Difficult for the pilots and difficult for the Secretariat of the UIM. Commission advice COMINSPORT 26/171

27 15 COMMISSION & COMINSPORT Advance Program language ADVANCE PROGRAMME INFORMATION IN ADVANCE PROGRAMME The above advance-programme must be written in the language of the organising country and in English and must contain the following information: 202 ADVANCE PROGRAMME INFORMATION IN ADVANCE PROGRAMME The above advance programme must be written in english and in the language of the organising country if necessary. In case of conflict between two versions of languages, English version prevails. the language of the organising country and in English and. Advance Programme must contain the following information: Up to now there was demand to have Advance Program in the two different languages and was not clear which version is more important. 27/171

28 16 NATIONAL AUTHORITY GERMANY Entries - Ratification 95 No Support Required ENTRIES Ratification The National Authorities must ratify in writing any entry for drivers wishing to race abroad. Direct correspondence between the organising committee and foreign drivers is permitted but no entry is to be accepted unless authorized in writing by the driver s National Authority. The Organising Committee will keep blank entry forms at the disposal of the drivers. An entry is not valid unless it reaches the organising committee within the time prescribed in the advance programme ENTRIES Ratification The National Authorities must ratify in writing any entry for drivers wishing to race abroad. Entries have to be sent to the organizer, no later than 28 days, before the event. Failure to meet this deadline will result losing any travel money. Direct correspondence between the organizing committee and foreign drivers is permitted but no entry is to be accepted unless authorized in writing by the driver s National Authority. An entry is not valid unless it reaches the organizing committee within the time, also a late entry fee is possible prescribed in the advance program.. For the organizer, program planning, starter list, time keeping and safety. COMINSPORT Commission advice For the 28/171

29 17 COMMISSION & COMINSPORT Ratification ENTRIES RATIFICATION The National Authorities must ratify in writing any entry for drivers wishing to race abroad. Direct correspondence between the organising committee and foreign drivers is permitted but no entry is to be accepted unless authorized in writing by the driver s National Authority. The Organising Committee will keep blank entry forms at the disposal of the drivers. An entry is not valid unless it reaches the organising committee within the time prescribed in the advance programme. 203 ENTRIES RATIFICATION The National Authorities must ratify in writing any entry for drivers wishing to race abroad. Direct correspondence between the organising committee and foreign drivers is permitted but no entry is to be accepted unless authorized in writing by the driver s National Authority. The Organising Committee will keep blank entry forms at the disposal of the drivers. An entry is not valid unless it reaches the organising committee within the time prescribed in the advance programme. In case of World Championship and Continental Championship race entries can be done at the race office at times of registration defined in the race Advance Program. However in this case driver with late entry is not getting travel and prize money. Additionally late entry driver can t keep its boat race number as per rule Current version of gives to race organizer right to refuse late entry. 29/171

30 18 COMMISSION & COMINSAFE Immersion Training SAFETY RULES IMMERSION TRAINING Competitors taking part in a race and using a reinforced cockpit as defined in rule 509, must have a certificate of underwater training. This is given by a National Authority and includes an immersion training in a simulated reinforced cockpit. All tests must include demonstrating the drivers ability to use the air supply successfully under water in simulated accident conditions. The immersion training is only valid for 14 months. If the class being raced demands a Neck restraint device (NRD) then the immersion test certificate must show a successful immersion test wearing a similar approved NRD. A model for the certificate and instructions of how to perform immersion training are available at the UIM Secretariat. 205 SAFETY RULES IMMERSION TRAINING Competitors taking part in a race and using a reinforced cockpit as defined in rule 509, must have a certificate of underwater training. This is given by a National Authority and includes an immersion training in a simulated reinforced cockpit. All tests must include demonstrating the drivers ability to use the air supply successfully under water in simulated accident conditions. The immersion training is only valid for 14 months. If the class being raced demands a Neck restraint device (NRD) then the immersion test certificate must show a successful immersion test wearing a similar approved NRD. Before racing in a craft with restraint systems, all crew must have passed in the last fourteen months, an immersion training in a restraint system to ensure that they can exit a reinforced cockpit crew compartment successfully. Prior to taking the Immersion training, all crews must have a valid scuba certificate or have received suitable training. This alternative training should be approved by the National Authority. It is mandatory to wear a Frontal Head Restraint device during Cockpit Evacuation / Immersion Training. Selfremoval of an FHR forms a part of the Immersion test training. An immersion Certificate to certify the passed training, showing the expiry date, must be delivered by experts recognised by a National Authority. A model for the certificate and instructions of how to perform immersion training are available at the UIM Secretariat. 30/171

31 It is important that FHR s should be made mandatory in Immersion Training so that those wearing them know how to extract themselves. It is also important for there to a common standard across Offshore & s. need to ensure that competitors have some sort of diving qualification so that they understand how to use their Air Supply. This is already required in Offshore and by some National Authorities. Self-removal of an FHR should form part of the Immersion test training. 31/171

32 19 COMMISSION & COMINSPORT Life Jacket SAFETY RULES LIFE JACKET Each person aboard a race boat must wear an efficient life jacket during the race and practice conforming with the following rules. The efficiency of a life jacket is the sole responsibility of the wearer who must be assured that it conforms with the UIM rules and carries indelible conformation of this. Life jackets must be in conformity with following rule: Buoyancy: a life jacket must have a minimum of 7.5kg. solid buoyancy for a person weighing up to 60kg and 9 kg solid buoyancy for those over 60kg. (closed cells foam only.) The disposition of the solid buoyancy must be such as to ensure that an unconscious person shall float face up in the water. 205 SAFETY RULES LIFE JACKET Each person aboard a race boat must wear an efficient life jacket during the race and practice conforming with the following rules. The efficiency of a life jacket is the sole responsibility of the wearer who must be assured that it conforms with the UIM rules and carries indelible conformation of this. Life jackets must be in conformity with following rule: Buoyancy: a life jacket must have a minimum of 7.5kg. solid buoyancy for a person weighing up to 60kg and 9 kg solid buoyancy for those over 60kg. (closed cells foam only.) The disposition of the solid buoyancy must be such as to ensure that an unconscious person shall float face up in the water. This part of this important Rule cannot always be met. Impossible to approve by scrutineers. Impossible for Manufactures to get UIM Authority with these words included. More emphasis on The efficiency of a life jacket is the SOLE responsibility of the wearer. This rule applies to ALL life jackets in every UIM sanctioned race [non cockpit classes.) WE MUST address this problem from a practical attitude. 32/171

33 20 COMMISSION & SAFETY COCKPIT CIRCUIT Protecting Helmet PROTECTING HELMET (except Formula Future) Restrained drivers must wear a helmet employing a head and neck support/restraint device that satisfies SFI 38.1 or FIA PROTECTING HELMET (except Formula Future) Restrained drivers must wear a helmet employing a low profile style head and neck support/restraint device that satisfies SFI 38.1 or FIA The low profile head and neck restraint makes it easier for the rescue team to extract the driver in the case of an accident. While the head and neck restraint has been mandatory up to now it has only been recommended to use the low profile head and neck restraint over the high backed version. However, our experience this year shows that it could help extraction in the case of an accident. It is certainly less expensive than modifying the cockpits to make extraction easier! 33/171

34 21 COMMISSION & COMINSAFE Frontal Head Restraints 103/ Restrained drivers must wear a helmet employing a head and neck support/restraint device that satisfies SFI 38.1 or FIA Restrained drivers must wear a helmet employing a head and neck support/restraint device that satisfies SFI 38.1 or FIA Frontal Head Restraint (FHR) It is mandatory for all restrained competitors to wear a Frontal Head Restraint(FHR) system that complies with SFI38.1 or FIA 8858 standards. Quick release fixing posts that disconnect the device via a tab pull system for FHR s are mandatory. It is the responsibility of the wearer to ensure that the FHR device that they are using is suitable for the application that they will be wearing it for and consideration of use should be given to FHR devices that are : easy to release, have a low upright section at the back of the head. It is also mandatory to wear your FHR device during your Cockpit Evacuation / Immersion Training. Self-removal of an FHR before attempting to exit a cockpit forms a part of the Immersion test training. Head & Neck Restraints are referred to as Frontal Head Restraints (FHR) in Motorsport and we should be adopting the same language. FHR needs its own rule and explanation for competitors. There also needs to be explanation and advice on what the wearers should be looking for when purchasing an FHR. There has been some worrying choices made already and this needs addressing. It needs to also mention mandatory use of FHR s in immersion Training and ensure that competitors are trained to remove their device before trying to exit a cockpit. 34/171

35 22 COMMISSION & COMINSAFE Safety Boats SAFETY BOATS 1) The crew of a safety boat should be as follows: one driver, two divers, one doctor or a paramedic who has to be on board at least one boat 2) The safety-boat must be in contact by radio with the Officer of the day or the person designated by him 3) The safety-boat crew will lift the victims of an accident from the water keeping them in a horizontal position as much as possible, using a rigid stretcher 4) It is recommended that one person capable of providing basic life support administration be on board the boat 5) When competitors use safety harnesses, the divers must know how to deal with these systems TOWING BOATS There must be at least four boats for towing damaged boats on circuits up to metres. Each of these boats must cover 1/4 of the circuit, the space to be controlled being in any case limited to an area within a 500 meter radius. The towing boat crew will consist of two people. The towing boat must contain the following equipment: - one signal flag, one fire extinguisher of a high capacity homologated for fuel fire, ropes and a boat hook. Towing boats can only come into action once the race has been completed or stopped FIRST AID STATION A first aid station with qualified medical must be located within the racing area. Located in the racing area there must be : At least one ambulance and one mobile resuscitation unit with a paramedic, or a qualified doctor who s trained and experienced in advanced life support SAFETY BOATS 1) The crew of a safety boat should be as follows: one driver, two divers, one doctor or a paramedic who has to be on board at least one boat 2) The safety-boat must be in contact by radio with the Officer of the day or the person designated by him 3) The safety-boat crew will lift the victims of an accident from the water keeping them in a horizontal position as much as possible, using a rigid stretcher 4) It is recommended that one person capable of providing basic life support administration be on board the boat 5) When competitors use safety harnesses, the divers must know how to deal with these systems. 35/171

36 SAFETY BOATS a) A sufficient number of safety boats must be on station and in position during all official on-water activity at an event. b) There should be a minimum of one Doctor or Paramedic who is experienced in handling trauma (PHTLS Pre-Hospital Trauma Life Support concept or equal) present on at least one of the safety boats. The doctor or Paramedic cannot be counted as a Diver or any other member of required boat crew. Alternatively where appropriate a Doctor or Paramedic can be stationed in a different position to allow them to be transported to a casualty via other means of transport i.e. Air Ambulance. c) Each safety boat must have the following crew on-board as a minimum: 1 X Boat Driver & 2 X Divers who are equipped to enter the water immediately when required to begin a recovery procedure of a casualty or boat. At least one member of crew on-board should have basic First Aid training and be capable of providing basic life support assistance to a casualty. d) Radio contact between safety boats & Officials is mandatory. e) At least 2 of the Safety boats situated on a course shall have either a Crane or 2 X Lifting Bags that are capable of supporting a boat to assist in keeping a cockpit above the surface with a competitor inside. Lifting bags are also highly recommended for use to assist in the recovery of a stricken boat. f) All safety boat crews should be familiar with the safety equipment used by competitors and know how to remove equipment from an injured casualty. Particular attention needs to be paid to the ability to remove Frontal Head Restraints (FHR) before attempting to remove a casualty from a cockpit, along with knowledge of Restraint Harness Removal, Helmet Removal and how canopy releases systems or extraction points operate. g) Each safety boat must be capable of taking on-board a casualty on a stretcher with minimal movement / disturbance to the casualty. The crew will recover all casualties onto the safety boat using a rigid stretcher. h) Each Safety boat must be sufficiently powered to reach incidents as soon as possible and should be wellmaintained and fueled. All safety boats should carry the following equipment: 1) A stretcher that is capable of being immersed in the water to recover a casualty. 2) A Minimum of basic First Aid Equipment that must include: large sterile dressings, a Neck Collar and a Resuscitation Mask. 3) Equipment for cutting belts / straps 4) It is highly recommended that an extra breathing air bottle of sufficient capacity is carried on-board to provide air support to the Dive Crew or a Casualty who may need it. Quick connect-valves should be used. 5) 2 X Lifting Bags that are capable to assist in keeping a cockpit above the surface of the water. 6) A fire extinguisher with a minimum capacity of 2ltrs must be carried. 7) A Minimum of 2 x Towing Ropes with Carabiner hooks must be carried on-board. 8) A full set of racing flags should be carried as described in the rules. 9) A minimum of 2 radios to maintain contact with shore / Race Officials. 36/171

37 TOWING BOATS There must be at least four boats for towing damaged boats on circuits up to metres. Each of these boats must cover 1/4 of the circuit, the space to be controlled being in any case limited to an area within a 500 meter radius. The towing boat crew will consist of two people. The towing boat must contain the following equipment: - one signal flag, one fire extinguisher of a high capacity homologated for fuel fire, ropes and a boat hook. Towing boats can only come into action once the race has been completed or stopped PATROL BOATS a) There must be a minimum of 4 Patrol Boats on station to cover circuits up to 2000 meters. Larger Courses should have their patrol boat numbers increased by 1 boat for up to each additional 500 meters. i.e. a of 2500 meters should have 5 Patrol Boats on station. b) Each Patrol boat must be crewed by a minimum on 2 people. c) Each patrol Boat must be sufficiently powered to reach incidents as soon as possible and be well maintained and fueled. d) All Patrol boats should be prepared to tow/recover boats to shore. e) All safety boats should carry the following equipment: 1) Equipment for cutting ropes etc. 2) fire extinguisher with a minimum capacity of 2ltrs must be carried. 3) A Minimum of 2 x Towing Ropes with Carabiner hooks must be carried on-board. 4) A full set of racing flags should be carried as described in the rules. 5) 1 X radio to maintain contact with shore / Race Officials FIRST AID STATION A first aid station with qualified medical must be located within the racing area. Located in the racing area there must be : At least one ambulance and one mobile resuscitation unit with a paramedic, or a qualified doctor who s trained and experienced in advanced life support. A First Aid Station with qualified medical attendants and a suitably equipped Ambulance must be stationed in an appropriate position at an on-shore location. The location must suitable for casualties to be easily transferred from the safety boat to the care of medical professionals. A mobile resuscitation unit must be available as well as all other necessary equipment to provide treatment and deal with serious trauma. At least one fully qualified Doctor or Paramedic must be positioned at the First Aid Station and be prepared to receive casualties. The Doctor or Paramedic in attendance should have training or experience in Advanced Life Support / (PHTLS Pre-Hospital Trauma Life Support concept or equal) It is highly recommended that the First Aid Station is equipped to receive multiple casualties. 37/171

38 Safety provisions for competitors need to be significantly improved and guidance needs to be given to Event Organisers and safety crews on what needs to be provided. There should be no significant differences between Offshore & requirements when it comes to basic standards and we have a duty of care to ensure that we are giving the best guidance possible. Safety crews will be able to provide effective cover for both Offshore & s if the requirements are the same / similar ensuring that everyone gets the same level of cover. Officials will be able to operate more effectively across different disciplines if the basic standards are the same. Rules need to be clearer and easier to follow. There needs to be education and emphasis placed on competitors safety equipment and those providing rescue services should understand the situations and equipment that they are being presented with. Cranes are not always possible to provide but lifting bags are an essential and life-saving piece of equipment. These need to be mandatory. Patrol boats need to be clear on roles and equipment required across both disciplines. First Aid Station requirements need to be standardized across both disciplines. 38/171

39 23 NATIONAL AUTHORITY NORWAY Insurance 104 No Support Required INSURANCE All drivers must be properly insured, either by themselves, with the policy to be produced before the start, or by an insurance covered by the National Authority, the fee being paid by the driver. Only if a driver is not insured by his National Authority or if the coverage of this insurance is insufficient or if the driver cannot show the confirmation of the National Authority an insurance must be bought at the race meeting. The total cost must be stated in the advance-programme. The cost to the driver must not exceed 90 E. In case of buying insurance at the race meeting drivers must receive a copy of the insurance certificate with an English translation and a receipt of paying for insurance. Insurance certificate should define coverage of insurance. Event organizers are responsible of reliability of insurance company. Do not underestimate your responsibility in accidents occurring during official trials before the verification of the boats and the various documents required. Only verification will make it possible for you to be sure that the driver is insured properly INSURANCE All drivers must be properly insured, either by themselves, with the policy to be produced before the start, or by an insurance covered by the National Authority, the fee being paid by the driver. Only if a driver is not insured by his National Authority or if the coverage of this insurance is insufficient or if the driver cannot show the confirmation of the National Authority an insurance must be bought at the race meeting. The total cost must be stated in the advance-programme. The cost to the driver must not exceed 90 E. In case of buying insurance at the race meeting drivers must receive a copy of the insurance certificate with an English translation and a receipt of paying for insurance. Insurance certificate should define coverage of insurance. Event organizers are responsible of reliability of insurance company. The UIM commissioner is responsible for ensuring that the organizer provides drivers who purchase insurance from the organizer receive insurance certificates as mentioned above. Do not underestimate your responsibility in accidents occurring during official trials before the verification of the boats and the various documents required. Only verification will make it possible for you to be sure that the driver is insured properly. Many organizers use this possible income from obligatory insurance of 90 and drivers don t receive any proper document that can give them a proof that this is actually a buy of insurance. Especially is this important when organizers says it obligatory to buy their 90 insurance. As it is now drivers often don t get a proper insurance- 39/171

40 document for their 90. If the organizers sell such insurance, especially when the organizers says this is obligatory, the UIM commissioner should control that proper insurance-document is provided to all that buy or must by such insurance and that this document is an copy of an original insurance-certificate written in english. Commission advice COMINSPORT 40/171

41 24 NATIONAL AUTHORITY SWEDEN Safety Rules - Insurance 104 No Support Required 205 SAFETY RULES INSURANCE All drivers must be properly insured, either by themselves, with the policy to be produced before the start, or by an insurance covered by the National Authority, the fee being paid by the driver. Only if a driver is not insured by his National Authority or if the coverage of this insurance is insufficient or if the driver cannot show the confirmation of the National Authority an insurance must be bought at the race meeting. The total cost must be stated in the advance-programme. The cost to the driver must not exceed 90. In case of buying insurance at the race meeting drivers must receive a copy of the insurance certificate with an English translation and a receipt of paying for insurance. Insurance certificate should define coverage of insurance. Event organizers are responsible of reliability of insurance company. Do not underestimate your responsibility in accidents occurring during official trials before the verification of the boats and the various documents required. Only verification will make it possible for you to be sure that the driver is insured properly. 205 SAFETY RULES INSURANCE All drivers must be properly insured, either by themselves, with the policy to be produced before the start, or by an insurance covered by the National Authority, the fee being paid by the driver. Only if a driver is not insured by his National Authority or if the coverage of this insurance is insufficient or if the driver cannot show the confirmation of the National Authority an insurance must be bought at the race meeting. All organisers must offer the drivers to buy an insurance at the race meeting. The total cost must be stated in the advance-programme. The cost to the driver must not exceed 90. In case of buying insurance at the race meeting drivers must receive a copy of the insurance certificate with an English translation and a receipt of paying for insurance. Insurance certificate should define coverage of insurance. Event organizers are responsible of reliability of insurance company. The UIM commissioner is responsible for ensuring that the organizer provides drivers who purchase insurance from the organizer receive insurance certificates as mentioned above. Do not underestimate your responsibility in accidents occurring during official trials before the verification of the boats and the various documents required. Only verification will make it possible for you to be sure that the driver is insured properly. 41/171

42 Many organizers use this possible income from obligatory insurance of 90 and drivers don t receive any proper document that can give them a proof that this is actually a buy of insurance. Specially is this important when organizers says it obligatory to buy their 90 insurance. As it is now drivers often don t get a proper insurancedocument for their 90. If the organizers sell such insurance, especially when the organizers says this is obligatory, the UIM commissioner should control that proper insurance-document is provided to all that buy or must by such insurance. We, the Swedish NA, got our insurance contract teminated and have had a lot of problems finding a new company that want to offer an liability (third-part insurance) for our drivers. We finally found a last minute solution, but we are not sure that this is long-term ; we might stand without insurance again in a year. We hired an insurance broker four years ago to help us find a new insurance company that could provide a liability insurance for our drivers. The insurance broker have been in contact with approximately 20 companies, both national and international, who all said no or offered us a contract costing us about ten times more than we paid for our old contract. Commission advice COMINSPORT 42/171

43 25 COMMISSION & COMINSAFE Clothing Protection SAFETY RULES CLOTHING PROTECTION It is mandatory that cut resistant clothing with equivalent properties to Kevlar 29 fabric be worn by participants in all boats without reinforced cockpits. All limbs of drivers in reinforced and non-reinforced cockpits must be covered. A one-piece overall suit must be worn in reinforced cockpits. 205 SAFETY RULES CLOTHING PROTECTION It is mandatory that cut resistant clothing with equivalent properties to Kevlar 29 fabric with fabric that satisfies a minimum cut resistant level 3 of ISO 13997:1999 be worn by participants in all boats without reinforced cockpits. All limbs of drivers in reinforced and non-reinforced cockpits must be covered. A one-piece overall suit must be worn in reinforced cockpits. The ISO standard provides cut resistance levels that can be used to more accurately define the capabilities of the fabric. Updating the rule still includes some of the Kevlar fabrics that may satisfy level 3 such as one or two layers of square weave, 5 oz./sq. yd. or equivalent Kevlar , for example. Level 4 cut resistance is achieved by the use of Cut Pro NATURAL made by Norpac and consists of Kevlar with stainless steel threads woven in the material. This material has been and is currently in use in racing cloths for outboard drivers. Tuff-N-Lite has achieved a level 5 rating and is used in clothes worn by outboard drivers. Numerous fabrics are available and in use in boat racing that satisfy level 5. Similar level 5 fabrics, Cut-Tex PRO for example, are used in suits for hockey players, people working round sharp edges, etc. 43/171

44 26 COMMISSION & COMINSPORT Race Numbers NATIONALITY AND RACE NUMBERS NUMBERS Should two drivers of an international competition have the same number: 1) the driver of the inviting nation will change his number following the instructions of the Technical officer. 2) If none of the drivers is from the organising nation, the driver who entered last will change his number following the instructions of the Technical Officer. 206 NATIONALITY AND RACE NUMBERS NUMBERS Should two drivers of an international competition have the same number: 1) The driver of the inviting nation will change his number following the instructions of the Technical officer. 2) If none of the drivers is from the organizing nation, the driver who entered last will change his number following the instructions of the Technical Officer. In case of electronical registration online or using , race organizer must inform driver about need to change of the race number within three calendar days from getting registration form. 44/171

45 27 COMMISSION & COMINSPORT Race Control CIRCUIT RACE CONTROL a) Race control should be situated so that the circuit can be easily seen and controlled; b) The race should be observed by three persons: - the O.O.D.; or his assistant; - one or two Commissioners or one or two members of the Jury; c) The O.O.D.; is the general observer of the race, being in radio or telephone contact with the assistant, the Deputy Officer Of the Day and the rescue team; d) The other two supervisors share the circuit in observation; e) The race can only be stopped by order of the O.O.D.; 302 CIRCUIT RACE CONTROL a) Race control should be situated so that the circuit can be easily seen and controlled; b) The race should be observed by three persons: - the O.O.D.; or his assistant; - one or two Commissioners or one or two members of the Jury; c) The O.O.D.; is the general observer of the race, being in radio or telephone contact with the assistant, the Deputy Officer Of the Day and the rescue team; d) The other two supervisors share the circuit in observation; e) The race can only be stopped by order of the O.O.D.; This is already defined under 311 Race Stopped and Re-Starts (Under 2. The stopping of a race is the sole decision of the O.O.D. and officials specially mandated by the O.O.D.). More logical place and more precise. 45/171

46 28 COMMISSION & COMINSPORT 319 Posting of the Results POSTING OF THE RESULTS The results of each race must be posted at the pits in a clearly visible position, specified during the driver s meeting. Results must be signed by the OOD or by a person delegated by the OOD and has to include time of posting. Reasons (rule number) of given penalties must be defined. Final results must show the nationality of all drivers either by using a three letter abbreviation for the countries worldwide as listed by the IOC or as full names of the nations in English language POSTING OF THE RESULTS The results of each race and heat must be posted at the pits in a clearly visible position, specified during the driver s meeting. The results must be printed or typed. The results must include title, race or heat number, race date and venue. For boats and drivers the results must include position, boat number, first name and surname of driver(s), nationality of driver(s), time (or speed)/laps and points. The nationality of all drivers either by using a three letter abbreviation for the countries worldwide as listed by the IOC or as full names of the nations in English language. Additional information such as sponsor, boat may be mentioned. The official results must be posted on the official notice board within an hour of the end of the races (heats) and at least 30 minutes before next heat or race. Results must be signed by the OOD or by a person delegated by the OOD and has to include time of posting. Reasons (rule number) of given penalties must be defined. Final results must show the nationality of all drivers either by using a three letter abbreviation for the countries worldwide as listed by the IOC or as full names of the nations in English language. In the results are to be used the following abbreviations for boats or drivers which not got result: DNS Did Not Start the boat, those not left start position after start, or do not come to the start position; DNF Did Not Finished the boat, those did not take checkered flag; DNR Did Not Restart, the boat, those took part in the original start but do not took part in restart; DSQ Disqualified the boat, those results cancelled; RET Retired the boat, those was retired from the race course by the decision of OOD; ACC Accident, the boat, those which caused stoppage of the race or heat because of accident RESULTS The results must be printed or typed. The results must include position, name of driver, country, time/laps and points. Additional information such as sponsor, boat may be mentioned The official results must be posted on the official notice board within an hour of the end of the races 46/171

47 Up to now rules for posting of results are spreaded in different rules (108.07, , , ). After adopting this change we need to revise these rules. Delete from : The results must be printed or typed. The results must include position, name of driver, country, time/laps and points. Additional information such as sponsor, boat may be mentioned. Delete /171

48 29 COMMISSION & COMINSPORT Judgement PROTEST PROCEDURES JUDGEMENT Decisions by the Jury shall be reached by simple majority of votes. In case of equal votes, the Chairman s vote will be the casting vote. In the event of a protest, penalties may be agreed, rejected or changed by the Jury. If the protest is upheld by the Jury the fee must be returned to the protester. Any Judgement pronounced by the Jury stays in effect until altered by the Appeal Board. 403 PROTEST PROCEDURES JUDGEMENT Decisions by the Jury shall be reached by simple majority of votes by the members. The Chairman can only vote if there are equal votes in order to break the tie. In the event of a protest, penalties may be agreed, rejected or changed by the Jury. If the protest is upheld by the Jury the fee must be returned to the protester. Ant judgement pronounced by the Jury stays in effect until altered by the Appeal Board. Clarification. We have witnessed some Jury Chairmen wanting TWO votes?? LEGAL ADVISOR: No objection Commission Advice 48/171

49 30 COMMISSION COMINSPORT Appeals Procedure - Costs THE APPELS PROCEDURE [...] COSTS The appeal fee for UIM Superlicence holder is 2000 E. In addition the driver has to pay handling fee 3000 E to the UIM for possible costs of the Appeal Board (meetings, telephone, fax, laboratory, experts or other costs of the appeal procedure). The appeal fee for drivers of all other UIM International classes is 1000 E, and handling fee 1000 E. 405 THE APPELS PROCEDURE [...] COSTS The appeal fee for UIM Superlicence holder is 2000 E. In addition the driver has to pay handling fee 3000 E to the UIM for possible costs of the Appeal Board (meetings, telephone, fax, laboratory, experts or other costs of the appeal procedure). The appeal fee for drivers in F4 and of all other UIM International classes is 1000 E, and handling fee 1000 E. F4 driver should not pay /171

50 31 COMMISSION & COMINSPORT Yellow/Red/Blue Cards YELLOW/RED/BLUE CARDS A driver with a red card shall lose the right to take part in any UIM activities on the water for two months. In addition he is not eligible for the first UIM titled race in any discipline and class subsequent to the receipt of the red card YELLOW/RED/BLUE CARDS A driver with a red card shall lose the right to take part in any each UIM activities on the water for two months. In addition he is not eligible for the first UIM titled race in any discipline and class subsequent to the receipt of the red card for two years. To make the penalties clear for everybody and simplify for the UIM office tracking the penalties. Commission Advice LEGAL ADVISOR: Maybe it is better to replace any by all? No objection against the limitation of the ban on two years from the legal point of view. 50/171

51 32 NATIONAL AUTHORITY ESTONIA 2017 Rulebook 501 Measurement certificate 136 No Support Required 501 MEASUREMENT CERTIFICATE A boat is not allowed to take part in an international race without a measurement certificate, issued by a National Authority, made up in the native language and in English according to the official UIM model. The certificate is valid for one year. It can be renewed without re-measuring, provided the rules for the relevant class have not been changed. 501 MEASUREMENT CERTIFICATE A boat is not allowed to take part in an international race without a measurement certificate, issued by a National Authority, made up in the native language and in English according to the official UIM model. The certificate is valid for one three years. It can be renewed without re-measuring, provided the rules for the relevant class have not been changed. There is no need to do it every year. If boat builder change something then it is owner responsibility to do remeasuring. Otherwise if measures do not match with certificate he will be DQ. COMINSPORT COMINTECH Commission advice 51/171

52 33 COMMISSION COMINTECH Inspections at Race INSPECTIONS INSPECTION AT RACE At any time during an event, the technical inspector, the O.O.D. or the UIM commissioner reserves the right to change a competitors existing ECU/CDI unit with a standard OEM unit as supplied by the UIM. If a competitor refuses this request, they will be immediately disqualified from the event, without right of protest. Technical inspectors have the right to carry out all the checks they consider necessary, even when inspection has taken place before practice, and they have the right to inspect as they think fit INSPECTIONS INSPECTION AT RACE At any time during an event, the technical inspector, the O.O.D. or the UIM Sport/Technical commissioner reserves the right to change a competitors existing ECU/CDI unit with a standard OEM unit as supplied by the UIM. If a competitor refuses this request, they will be immediately disqualified from the event, without right of protest. Technical inspectors have the right to carry out all the checks they consider necessary, even when inspection has taken place before practice, and they have the right to inspect as they think fit. Clarification 52/171

53 34 COMMISSION COMINTECH Legality of fuel FUEL DISQUALIFICATIONS, PROTESTS AND APPEALS 1) Any competitor s fuel when tested, and judged as illegal, from timed trials, heats or races will be disqualified up to that time. 2) The legality of the fuel is to be judged only by the UIM commissioner, or if he is not present at the event, by the technical scrutineer, based on all tests and information available to him at the time. 3) Any further infringement of these fuel rules will lead to immediate disqualification from the event, where the infringement occurred. 508 FUEL DISQUALIFICATIONS, PROTESTS AND APPEALS 1) Any competitor s fuel when tested, and judged as illegal, from timed trials, heats or races will be disqualified up to that time. 2) The legality of the fuel is to be judged only by the UIM Sports/Technical commissioner, or if he is not present at the event, by the technical scrutineer, based on all tests and information available to him at the time. 3) Any further infringement of these fuel rules will lead to immediate disqualification from the event, where the infringement occurred. Task for the technical commissioner if present 53/171

54 35 COMMISSION & COMINSPORT Reinforced Cockpits REINFORCED COCKPITS It is mandatory for boats with shoulder harness straps should be mounted to a metal channel spanning the backboard securely fastened to the sides of the centre section of the boat as shown in For classes where reinforced cockpits are required, boats will have to be provided with reinforced cockpit having the following minimal measures. It is taken into account the need to leave around the body the volume necessary to absorb some slight deformation without remaining trapped into the cockpit. The length between the back rest and the base of the feet must be 126cm or more. The height between the base and the roof of the cockpit for the race boat furnished with closed cockpit and seat shall be such that the minimum helmet clearance od is maintained. The driver shall not be reclined more than 45* from the vertical. The width at the level feet must be 28cm for a cockpit with only two pedals or no pedals. If three pedals are required the minimum width must not be less than 40cm. At hip level the width must be 48cm or more. The vertical internal dimension at foot level must be 33cm or more. The vertical internal height at knee level must be, in order to obtain an easily extraction of the Driver in case of accident, at least 45cm. The length of the opening in the cockpit for boats built after 1 st January 2006 must not be inferior to 65cm, and, minimum width at some point, of 46cm in order not to represent an obstacle to the extraction of the driver. The width at shoulder level, not less than 56cm from the lower point of the cockpit, must be 48cm If a homologated integral canopy structure is used then the canopy must be fitted, closed and latched at all times while engaged in practice or racing. 54/171

55 509 REINFORCED COCKPITS It is mandatory for boats that the shoulder harness straps should be mounted to a metal channel spanning the backboard securely fastened to the sides of the centre section of the boat as shown in For all classes where reinforced cockpits are required, boats will have to be provided with reinforced cockpit having the following minimal measures. mandatory or fitted as an option, boats will have to be provided with reinforced cockpits only built by then current UIM Registered Cockpit Builder and endorsed by the approved cockpit builders official UIM plate, integral with the cockpit. These registered Cockpits are constructed to all the relevant measurements set out on the UIM Website. If a UIM homologated integral canopy structure is used then the canopy must be fitted, closed and latched fastened at all times while engaged in practice or racing. We must address ALL COCKPIT rules. Cockpit design and manufacture are evolving all the time. These measurement relate to the Cockpit Builder. Not the Scrutineer at the Race site. No two drivers are the same size. We now have the most important measurement: 10cm Headclearance. Easily measured on site. OK some work has to be done to make the UIM Web site for UIM Cockpits updated. Probably an ongoing thing with actual experience of current accidents. The Rule Book has to current and useable at the Race sites. 55/171

56 36 COMMISSION & COMINSPORT Shoulder Harness REINFORCED COCKPITS ALTERNATIVE SHOULDER HARNESS ANCHORAGE FOR BOATS WITH CRASH BOXES 56/171

57 509 REINFORCED COCKPITS ALTERNATIVE SHOULDER HARNESS ANCHORAGE FOR BOATS WITH CRASH BOXES Clarification 57/171

58 37 COMMISSION & COMINSAFE Air Supply REINFORCED COCKPITS AIR SUPPLY The driver must have air available as either Spare air or air which is supplied continuously to the driver. The air bottle is to be fully charged prior to the time trials and racing. This air supply bottle may be carried on the driver or securely mounted in the boat. It is the responsibility of the driver to have a fully charged bottle prior to the time trials or race. The regulator shall work in any position. 509 REINFORCED COCKPITS AIR SUPPLY The driver must have air available as either Spare air or air which is supplied continuously to the driver. The air bottle is to be fully charged prior to the time trials and racing. This air supply bottle may be carried on the driver or securely mounted in the boat. It is the responsibility of the driver to have a fully charged bottle prior to the time trials or race. The regulator shall work in any position. It is mandatory in all classes where the competitor or crew are restrained to have a suitable air supply system available to them and each member on-board. All crew members must also have a valid recognised diving qualification. There should be one individual air supply (not oxygen) bottle & air regulator /mouthpiece for each crew member on board. Each air supply bottle should have a minimum capacity of 2ltrs. Spare Air devices or air supply bottles that are less that 2ltrs in capacity cannot be used. Each air supply bottle, regardless of size, shall be designed for the delivery of breathing air. The tank shall be stamped to verify inspection and certification of the tank to meet air delivery standards. The air tank shall be securely mounted to the boat. The air supply bottle must be securely fastened to the boat and switched on during all on-water activity. Each air supply bottle must have a pressure gauge fitted that should be at least 5cm in diameter to allow easy reading during pre-race scrutineering and by crew members on-board. Each air supply bottle must show full in order to pass pre-race scrutineering. 58/171

59 The air supply hose from the tank to the driver mask/ mouthpiece hose connection shall be 3 M to 4.5 M long or of sufficient length to allow the driver to move clear of the farthest side or front of the hull measured from the center of the steering wheel. The air regulators / mouthpiece for each crew member must be easily accessible for each individual on- board. Air regulators / mouthpiece must operate in any position i.e. upside down. Alternatively, a driver s mask may be used and must cover the driver s nose and mouth and be designed to be watertight. The mask must be attached in such a way as to prevent its being dislodged or removed inadvertently. An ambient air valve is required. A quick release pressure sealing coupler shall be used to connect the air supply hose from the tank (first stage regulator) to the driver mask hose (second stage regulator); the driver mask hose length shall be 25 cm (min) to 91 cm (max) to the connection; The mask shall be worn by the driver anytime the boat is under racing or testing conditions. A female coupler fitting shall be attached to the air supply hose from the tank; the male coupler fitting shall be attached to the driver mask/mouthpiece hose. A tee block with two male coupler fittings, attached to the driver mask/mouthpiece hose, is allowed. Parker part number SH1-62 / SH1-63 (or other manufacturer interchange) is the accepted design sealed coupler assembly; stainless steel material is highly recommended, brass is an acceptable alternative. Each crew member in full race attire & race position must physically demonstrate to the scrutineer that they are able to locate and use their Air Supply Equipment. Competitors & crew members are responsible at all times for maintaining their equipment and ensuring that it complies with the rules. 1) A valid diving qualification needs to be a mandatory requirement and part of the requirements for passing an immersion test. There is no point in competitors having an air supply if they do not know how to use it. 2) There needs to be a minimum size bottle specified to ensure that there is a reasonable amount of air available to any crew member on-board. 3) Spare air or any air supply tank under 2ltrs is not sufficient to sustain breathing. If a driver is trapped these smaller bottles cannot sustain a competitor that is potentially injured / panicking and therefore breathing rapidly. (Note: 2 L bottle size air capacity/exertion breathing time will be confirmed during GA meetings) 4) The air supply hose needs to be long enough to supply air to the crew member as they either (a) extracting themselves from a cockpit (b) Being extracted from a cockpit by rescue. 5) Quick release connector valves should be mandatory to ensure a competitor can disconnect or be disconnected from their Air Supply. 6) The quick release connector valve should have an extra valve fitted so that Rescue crews have the option of connecting an extra air supply if needed. 7) Pressure gauges should be mandatory so that scrutineers and competitors can visually check that air supply bottles are full. 8) Air supply bottles should have to show full at pre-race scrutineering. 9) Competitors should have to demonstrate that they can use & locate their air supply equipment whilst in full race attire & in position. This to ensure that they have suitable equipment that can be used. 10) There should be a minimum standard for Air Supply required for both Offshore & and neither should be of a higher standard than the other. It is confusing for competitors and officials to understand what is required and having a common standard will help in improving educations and levels of safety. We have many competitors and officials that cross-over between disciplines. 59/171

60 38 COMMISSION & SAFETY COCKPIT CIRCUIT 516 Racing Inboard - Classes RACING INBOARD - HISTORIC (H.R.) - FORMULA R CLASSES Formula R 1000 cylinder capacity of the motor up to 1000 cc incl. (for old Wartburg engines max capacity is 1020 cc). Minimum weight hull only 200 kg. Minimum weight with driver 280 kg. HR 2000 Cylinder capacity from 1001 cc. to 2000 cc. included. Cockpits are required for the HR 2000 only RACING INBOARD - HISTORIC (H.R.) - FORMULA R CLASSES Formula R 1000 cylinder capacity of the motor up to 1000 cc incl. (for old Wartburg engines max capacity is 1020 cc). Minimum weight hull only 200 kg. After January 1, 2019 minimum weight hull only 250 kg. Minimum weight with driver 280 kg. After January 1, 2019 minimum weight with driver 330 kg. HR 2000 Cylinder capacity from 1001 cc. to 2000 cc. included. Cockpits are required for the HR 2000 only. For class Formula R 1000 (also FR 1000, HR 1000) it is mandatory that boats built after January 1, 2019 must have cockpits complying with the standards of rule 509 (to a level of 3000 newtons), , through Currently some boats in this FR1000 class are already equipped with safety cockpits. Some are using the safety cockpit but not using the restraint system which is a dangerous situation. Current weights of these boats are in the range of kg without driver. The current kilo record for this class is around 181 km/hr which is faster than several classes that already require safety cockpits 60/171

61 39 COMMISSION & SAFETY COCKPIT CIRCUIT HULL RACING INBOARD - HISTORIC (H.R.) - FORMULA R HULL The hull must be of a hydro type (the sponson should not exceed 60% of the total length of the hull). Pickle forks: as per Mirrors are mandatory RACING INBOARD - HISTORIC (H.R.) - FORMULA R HULL The hull must be of a hydro type (the sponson should not exceed 60% of the total length of the hull). Pickle forks: as per Mirrors are mandatory. It is not permitted to drive with a closed hood or lid over the driver s head except for boats with registered cockpits that fully comply with all the 509 Rules. SAFETY: It is almost impossible in the case of an overturning accident, where the driver is wearing a type A life jacket and has a closed hood, to get out. Moreover, an unrestrained driver is likely to be injured from impacts with the hood during the accident. 61/171

62 40 NATIONAL AUTHORITY GERMANY Hull 168 No Support Required HULL The hull must be of a hydro type (the sponson should not exceed 60% of the total length of the hull) Pickle forks as per Mirrors are mandatory HULL The hull must be of a hydro type (the sponson should not exceed 60% of the total length of the hull) Pickle forks: as per Mirrors are mandatory. It is no permitted to drive with closed top, except for boats with registered Reinforced Cockpit, in accordance to rule 509. SAFETY! It is impossible in case of an accident with life jacket A and closed top, to get out. In long term, the exit opening should be at min. 0,65 m acc. Cockpit rules and a removable steering wheel is strongly recommended. Commission advice COMINSAFE / COMINSPORT / SAFETY COCKPIT 62/171

63 41 COMMISSION & COMINSPORT 521 Racing Outboards - Classes CLASSES In order to compete experimentally in O.125 class, four stroke engines will be allowed 100 % (double capacity) greater cylinder capacity. Single cylinder, gasoline fueled, atmospheric induction engines are allowed only CLASSES In order to compete experimentally in O.125 class, four stroke engines will be allowed 100% (double capacity) greater cylinder capacity. Single cylinder, gasoline fueled, atmospheric induction engines are allowed only. Never used. Redundant rule. 63/171

64 42 COMMISSION & COMINSPORT 541 Sports Outboards - Classes SPORT OUTBOARDS CLASSES F4 SL 90 SL hp 90 hp 250 hp 540 SPORT OUTBOARDS CLASSES F4 SL 90 SL 250 up to 60 hp as advertised up to 90 hp as advertised up to 250 hp as advertised Now it is not allowed to use 80 hp or 225 hp engines for example. 64/171

65 43 COMMISSION & COMINSPORT Low Emission Engines CLASSES LOW EMISSION ENGINES In order to compete with parity in S.2000 class, low emission engines complying with 2006 EPA regulations will be allowed 30 % greater cylinder capacity (2600 cc). In addition, the effect of any air compressor used in support of and as part of the fuel injection system, shall be ignored in determining class displacement. In order to compete with parity in S.3000 class, low emission engines complying with 2006 EPA regulations will be allowed 30 % greater cylinder capacity (3900 cc). In addition, the effect of any air compressor used in support of and as part of the fuel injection system, shall be ignored in determining class displacement. For classes F4, SL 90 and SL 250, only UIM homologated engines are allowed and must conform to the 2006 EPA regulations. For F4 class the Mercury is the only UIM homologated engine. 541 CLASSES LOW EMISSION ENGINES In order to compete with parity in S.2000 class, low emission engines complying with 2006 EPA regulations will be allowed 30 % greater cylinder capacity (2600 cc). In addition, the effect of any air compressor used in support of and as part of the fuel injection system, shall be ignored in determining class displacement. In order to compete with parity in S.3000 class, low emission engines complying with 2006 EPA regulations will be allowed 30 % greater cylinder capacity (3900 cc). In addition, the effect of any air compressor used in support of and as part of the fuel injection system, shall be ignored in determining class displacement. For classes F4, SL 90 and SL 250, only UIM homologated engines are allowed and must conform to the 2006 EPA regulations. For F4 class the Mercury is the only UIM homologated engine. The first two paragraphs are redundant and not now applicable. 65/171

66 44 COMMISSION & COMINSPORT Hull Airbag HULL In S2000, S3000, S infinity, SL 250 and endurance 2 + 3, the homologated delayed operation buoyancy airbag is mandatory for all boats with sponsons constructed of composites (foam construction sandwich). 542 HULL In S2000, S3000, S infinity, SL 250 and endurance 2 + 3, the homologated delayed operation buoyancy airbag is mandatory for all boats with sponsons constructed of composites (foam construction sandwich). Airbag has to be replaced by the new one after 5 years from production date. Plastic, used in the airbags, gets fragile after 7-10 years after production, even material is UV-resistant. 66/171

67 45 COMMISSION COMINTECH Gear MACHINERY An efficient gear changing system giving forward, neutral and astern movement is compulsory for motors up to and including 1000 cc capacity. The control handle for reverse gear, ready for use, must be within easy handreach of the driver when he is in the normal driving position. Manoeuvring of the boat astern must be possible by selecting reverse gear. The casing of the underwater unit (gearcase) is free. All internal parts referred to on the homologation file must be maintained. Should the homologation provide for it, the exhaust will be a propeller exhaust. 543 MACHINERY An efficient gear changing system giving forward, neutral and astern movement is compulsory for motors up to and including 1000 cc capacity. The control handle for reverse gear, ready for use, must be within easy handreach of the driver when he is in the normal driving position. Manoeuvring of the boat astern must be possible by selecting reverse gear. The casing of the underwater unit (gearcase) below the anti-cavitation plate is free. All internal parts referred to on the homologation file must be maintained. Should the homologation provide for it, the exhaust will be a propeller exhaust. For safety. Removal of the anti-cavitation plate will increase spray and make the propeller less protected 67/171

68 46 COMMISSION COMINTECH Machinery Low Emission engines MACHINERY MODIFICATIONS NOT PERMITTED ON LOW EMISSION ENGINES 1. Blueprinting of the powerhead is not permitted. To repair a damaged cylinder block, only one half of the total cylinders may be bored to the manufacturer-supplied oversize. The remaining cylinders must remain at OEM size. 2. Alteration or removal of any powerhead components is not permitted. 3. Electrical components and control system performance must remain standard The following rules are NOT applicable to low emission engine: Section: 5, 10, 13, 16, 17 and Section: 3 and 2, last sentence not valid (Only adjustments to meet dimensions in the homologation sheet are allowed). 543 MACHINERY MODIFICATIONS NOT PERMITTED ON LOW EMISSION ENGINES 1. Blueprinting of the powerhead is not permitted. To repair a damaged cylinder block, only one half of the total cylinders may be bored to the manufacturer-supplied oversize. The remaining cylinders must remain at OEM size. 2. Alteration or removal of any powerhead components is not permitted. 3. Electrical components and control system performance must remain standard The following rules are NOT applicable to low emission engine: Section: 5, 10, 12, 13, 16, 17 and Section: 3 and 2, last sentence not valid (Only adjustments to meet dimensions in the homologation sheet are allowed). To fulfil the emission standards for low emission engines it is not allowed to change type or brand of sparkplugs 68/171

69 47 COMMISSION & COMINSPORT Monohull classes MONOHULL OUTBOARDS (T) CLASSES GT15 15 hp as advertised GT30 30 hp as advertised GT60 60 hp as advertised GT90 90 hp as advertised 550 MONOHULL OUTBOARDS (T) CLASSES GT15 up to 15 hp as advertised GT30 up to 30 hp as advertised GT60 up to 60 hp as advertised GT90 up to 90 hp as advertised Now it is not allowed to use 25 hp or 70 hp engines for example. 69/171

70 48 NATIONAL AUTHORITY NORWAY Hull 186 No Support Required HULL Only monohull form is permitted. The boat shall not present in any of its lines any configuration which could contribute to aerodynamic lift. Transverse steps, tunnels, hydrofoils or devices which tend to add to the air pressure under the hull, are prohibited, except that protruding strips substantially parallel to the fore and aft line of the keel are permitted providing that in any channels, etc. so produced the horizontal measurements, of such openings with the boat on an even keel, do not add up to a total of more than 15 cm in any transverse section. Any divergence of such strips from a line parallel to the keel must show a minimum radius of 30 cm. If stopped short of the transom, strips must be tapered off to zero over a minimum length, viewed at 90 to the line of the keel and parallel to the surface of the hull in that area, of 15 cm. A single fixed vertical fin on the underwater body is allowed for directional stability. The maximum length of the fin is 250 mm. Ballasting is allowed inside the hull but liquid ballasting is not permitted to be pumped in from the sea or pumped overboard during race or time trials HULL Only monohull form is permitted. The boat shall not present in any of its lines any configuration which could contribute to aerodynamic lift. In the junior class GT15 only monohull form made out of single-skin material such as fiberglas and epox is permitted. No kevlar or carbon fiber is allowed in hull or deck, except for reinforcement of cockpit area. Transverse steps, tunnels, hydrofoils or devices which tend to add to the air pressure under the hull, are prohibited, except that protruding strips substantially parallel to the fore and aft line of the keel are permitted providing that in any channels, etc. so produced the horizontal measurements, of such openings with the boat on an even keel, do not add up to a total of more than 15 cm in any transverse section. Any divergence of such strips from a line parallel to the keel must show a minimum radius of 30 cm. If stopped short of the transom, strips must be tapered off to zero over a minimum length, viewed at 90 to the line of the keel and parallel to the surface of the hull in that area, of 15 cm. A single fixed vertical fin on the underwater body is allowed for directional stability. The maximum length of the fin is 250 mm. Ballasting is allowed inside the hull but liquid ballasting is not permitted to be pumped in from the sea or pumped overboard during race or time trials. To keep the cost of equipment down. This to avoid unnecessary equipment hysteria that leads to fewer can afford to hold on to powerboating. The rule supplement applies only to GT15 and thus to the younger powerboat athletes which is an important resource for future powerboating. 70/171

71 Commission advice COMINSPORT COMINSAFE 71/171

72 49 COMMISSION & COMINSPORT Monohull Outboards - Minimum Dimensions MONOHULL OUTBOARDS (T) MINIMUM DIMENSIONS Class Weight Length Width Boat depth GT kg 3.50 m 1.35 m 0.40 m 550 MONOHULL OUTBOARDS (T) MINIMUM DIMENSIONS Class Weight Length Width Boat depth GT kg 3.50 m 1.35 m 0.40 m 265 kg Now GT-30 boats are getting unstable. Adding of weight adds more ways to work on stability of the boats or add safety in construction of the boats. 72/171

73 50 COMMISSION COMINTECH Rule article n Monohull Low Emission Engines MONOHULL OUTBOARDS (T) MACHINERY LOW EMISSION ENGINES (GT) MODIFICATION ALLOWED To repair a damaged Cylinder block, GT15 engines may have one cylinder bored to manufacturer-supplied oversize. GT30 may have two cylinders bored to manufacturer-supplied oversize. The remaining cylinders must remain at OEM size. It is allowed to disable/remove the neutral switch and in gear starting protection wire. The trim tab may be altered or removed to accommodate a propeller. The rubber mounts of the engine may be replaced. Power trim may be removed. The use of thrust block to adjust the trim angle is allowed. Spark plug may be replaced with a non-modified standard spark plug with the same thread length. Propeller nut is free. Springs may be added to the throttle lever of the carburetors. The original propeller may be replaced by another in accordance with For GT15 and GT30: Decompression devices fitted to the camshaft to assist in starting of the engine may be removed. The following modifications from are NOT applicable to low emission engine (sections): 1, 5, 9, 10, 11, 12, 13, 15, 16, 17, 20 and 22. From section 3 and from section 2 last two sentences are not valid. 550 MONOHULL OUTBOARDS (T) MACHINERY LOW EMISSION ENGINES (GT) MODIFICATION ALLOWED To repair a damaged Cylinder block, GT15 engines may have one cylinder bored to manufacturer-supplied oversize. GT30 may have two cylinders bored to manufacturer-supplied oversize. The remaining cylinders must remain at OEM size. It is allowed to disable/remove the neutral switch and in gear starting protection wire. The trim tab may be altered or removed to accommodate a propeller. The rubber mounts of the engine may be replaced. Power trim may be removed. The use of thrust block to adjust the trim angle is allowed. 73/171

74 Spark plug may be replaced with a non-modified standard spark plug with the same thread length. Propeller nut is free. Springs may be added to the throttle lever of the carburetors. The original propeller may be replaced by another in accordance with For GT15 and GT30: Decompression devices fitted to the camshaft to assist in starting of the engine may be removed. The following modifications from are NOT applicable to low emission engine (sections): 1, 5, 9, 10, 11, 12, 13, 15, 16, 17, 20 and 22. From section 3 and from section 2 last two sentences are not valid. To fulfil the emission standards for low emission engines it is not allowed to change type or brand of sparkplugs 74/171

75 51 COMMISSION & COMINSAFE Safety Equipment P750 CLASSES SAFETY EQUIPMENT HELMETS: All racing helmets must be open faced or full faced motorbike helmets given to protect the skull base and cover the ears. At least 50% (area) of the helmet must be of fluorescent orange, red, yellow or international orange colour. The helmet colours must be bright enough to be clearly visible in the water. The wearer is entirely responsible for the efficiency of his helmet. The organisers are recommended to repeat this important rule in their advance programme and their race instructions. As per rule LIFEJACKETS: The efficiency of the lifejacket is the sole responsibility of the wearer who must be assured that it conforms to the UIM rules and carries indelible confirmation of this. Buoyancy: A lifejacket must have a minimum of 7.5 kg solid buoyancy for a person weighing up to 60 kgs and 9 kgs of buoyancy for those over 60 kg. As per rule If the lifejacket does not have a built in back support then a back support must be worn underneath. CARRIED SAFETY EQUIPMENT: Safety equipment as specified in each discipline must be carried at all times. Failure to do so will involve penalties as described in the relevant discipline. The boat number must be marked on all safety equipment. EYE PROTECTION: Eye protection is mandatory in the and Surf discipline and advised for Longhauls. This protection can be goggles or helmet visor. CLOTHING: All limbs must be covered at all times including feet. Gloves optional. CLOTHING: All limbs must be covered at all times including feet. Gloves optional. 560 P750 CLASSES SAFETY EQUIPMENT HELMETS: All racing helmets must be open faced or full faced motorbike helmets given to protect the skull base and cover the ears. At least 50% (area) of the helmet must be of fluorescent orange, red, yellow or international orange colour. The helmet colours must be bright enough to be clearly visible in the water. The wearer is entirely responsible for the efficiency of his helmet. The organisers are recommended to repeat this important rule in their advance programme and their race instructions. As per rule LIFEJACKETS: The efficiency of the lifejacket is the sole responsibility of the wearer who must be assured that it conforms to the UIM rules and carries indelible confirmation of this. Buoyancy: A lifejacket must have a minimum of 7.5 kg solid buoyancy for a person weighing up to 60 kgs and 9 kgs of buoyancy for those over 60 kg. As per rule If the lifejacket does not have a built in back support then a back support must be worn underneath. CARRIED SAFETY EQUIPMENT: Safety equipment as specified in each discipline must be carried at all times. Failure to do so will involve penalties as described in the relevant discipline. The boat number must be marked on all safety equipment. 75/171

76 EYE PROTECTION: Eye protection is mandatory in the and Surf discipline and advised for Longhauls. This protection can be goggles or helmet visor. CLOTHING: All limbs must be covered at all times including feet. Gloves optional. CLOTHING: All limbs must be covered at all times including feet as per rule Gloves optional. Add reference to where cut resistant clothing is specified. Consistency with other paragraph referencing in /171

77 52 COMMISSION & COMINSAFE River Marathon - Equipment UIM RULES FOR RIVER MARATHON RACING EQUIPMENT j) The use of helmet to life jacket back or side straps and / or Hans Device are highly recommended UIM RULES FOR RIVER MARATHON RACING EQUIPMENT j) The use of helmet to life jacket back or side straps is highly recommended. Restrained drivers must use a Frontal Head Restraint (FHR) that satisfies SFI 38.1 or FIA 8860 standards. Reduction of injury risk by use of FHR which meets standards. 77/171

78 53 COMMISSION & COMINSAFE River Marathon - Equipment UIM RULES FOR RIVER MARATHON RACING EQUIPMENT p) A full time onboard breathing system is allowed for all Jet Boat Race Classes. If used, the guidelines in Rule AIR SYSTEMS, should be followed UIM RULES FOR RIVER MARATHON RACING EQUIPMENT p) A full time onboard breathing system is allowed for all Jet Boat Race Classes. If used, the guidelines in rules in AIR SYSTEMS, should be followed apply. Guidelines are changed to applied rules. 78/171

79 54 COMMISSION & COMINSAFE River Marathon - Inboard engine boat Classes, Seat Belts UIM RULES FOR RIVER MARATHON RACING INTERNATIONAL RACING CLASSES 2. Inboard Engine Boat Classes Seat Belts: The crew of any racing boat with a roll bar, must be strapped to the seat with four point seat belts system, at all time during the race, the straps should have a minimum width of 50.8 mm (2 ). Two seat belts straps should run over the waist at the height of the hips and the other two straps should run over the shoulders. It is recommended that the wear of the straps should be checked periodically. It is also recommended that an unleashed mechanism be put in so that the seat belts buckles of the driver and the navigator can be released with a simple hand movement. 900 UIM RULES FOR RIVER MARATHON RACING INTERNATIONAL RACING CLASSES 2. Inboard Engine Boat Classes: Seat Belts: The crew of any racing boat with a roll bar, must be strapped to the seat with four point seat belts system a minimum of 6 point seat belts system, at all time during the race, the straps should have a minimum width of 50.8 mm (2 ). It is recommended that the wear of the straps should be checked periodically. It is also recommended that an unleashed mechanism be put in so that the seat belts buckles of the driver and the navigator can be released with a simple hand movement. The 6 and 7 point restraint harnesses have been shown to be much more effective in restraining the body than a four point system. 79/171

80 55 COMMISSION & COMINSAFE Jet Sprint Safety Harness RULES AND CODE OF PRACTISE FOR JETSPRINT RACING 2. BOAT AND SAFETY EQUIPMENT SAFETY HARNESS 1. Must be fitted for both crew and be securely attached to the roll cage or the seat base bearers. They must be a motor sport type approved and a minimum of 50 mm web for lapbelts, 75 mm web for other belts, a 5 attachment point harness is the minimum, a 6 point is recommended both shall have a lever action quick release buckle and be within their use by date as set by the manufacturer. (See roll cage specs) Push lock or twist action buckles are not permitted RULES AND CODE OF PRACTISE FOR JETSPRINT RACING 2. BOAT AND SAFETY EQUIPMENT SAFETY HARNESS 1. Must be fitted for both crew and be securely attached to the roll cage or the seat base bearers. They must be a motor sport type approved and a minimum of 50 mm web for lapbelts, 75 mm web for other all belts, a 5 a 6 point minimum attach point harness and attachment point harness is the minimum, a 6 point is recommended both shall have a lever action quick release buckle and be within their use by date as set by the manufacturer. (See roll cage specs) Push lock or twist action buckles are not permitted. Specify a minimum 50 mm belt width which is more effective restraint for some driver s size. Specify 6 point minimum attachment for harness due to increased restraint effectiveness of 6 and 7 point restraints when compared to 5 point. 80/171

81 55A COMMISSION & COMINSAFE Safety Harness RULES AND CODE OF PRACTISE FOR JETSPRINT RACING 2. BOAT AND SAFETY EQUIPMENT SAFETY HARNESS 8. Head restraints for both driver and navigator are compulsory, these may be either motor sports approved mounted from the shoulders to the helmet or the fixed type from to the seat back head rest protruding out each side of the helmet in a line drawn forward past half the forward length of the helmet when the heat is rested to the back of the seat in the sitting position. Head restraints must have the ability to absorb the side to side impact of the head under racing conditions without being left permanently bent out of shape after normal racing. 901 RULES AND CODE OF PRACTISE FOR JETSPRINT RACING 2. BOAT AND SAFETY EQUIPMENT SAFETY HARNESS 8. Head restraints for both driver and navigator are compulsory, these may be either motor sports approved mounted from the shoulders to the helmet or the fixed type from to the seat back head rest protruding out each side of the helmet in a line drawn forward past half the forward length of the helmet when the heat is rested to the back of the seat in the sitting position. Head restraints must have the ability to absorb the side to side impact of the head under racing conditions without being left permanently bent out of shape after normal racing. A Frontal Head Restraint (FHR) shall be worn by each driver and navigator which complies with SFI 38.1, FIA 8858 standards. Quick release fixing posts that disconnect the device via a tab pull system for FHR s are mandatory. It is the responsibility of the wearer to ensure that the FHR device that they are using is suitable for the application that they will be wearing it for and consideration of use should be given to FHR devices that are easy to release, have a low upright section at the back of the head. The use of a Frontal Head Restraint (FHR) reduces the risk of injury. 81/171

82 55B COMMISSION & COMINSPORT s Jet Sprint Boat and Safety Equipment/Safety Harness and Personal Safety Equipment/Head and Neck Restraints 265 and RULES AND CODE OF PRACTISE FOR JETSPRINT RACING 2. BOAT AND SAFETY EQUIPMENT SAFETY HARNESS 8. Head restraints for both driver and navigator are compulsory, these may be either motor sports approved mounted from the shoulders to the helmet or the fixed type from to the seat back head rest protruding out each side of the helmet in a line drawn forward past half the forward lenght of the helmet when the heat is rested to the back of the seat in the sitting position. Head restraints must have the ability to absorb the side to side impact of the head under racing conditions without being left permanently bent out of shape after normal racing. PERSONAL SAFETY EQUIPMENT 5. All competitors whether they are competing or practicing must wear a correct fitting approved helmet; motor sports type neck brace, arm restraint, enclosed footwear and fire retardant suit. Cotton workman overalls will not be accepted RULES AND CODE OF PRACTISE FOR JETSPRINT RACING 2. BOAT AND SAFETY EQUIPMENT SAFETY HARNESS 8. Head and neck restraints for both driver and navigator are compulsory. these may be either motor sports approved mounted from the shoulders to the helmet or the fixed type from to the seat back head rest protruding out each side of the helmet in a line drawn forward past half the forward lenght of the helmet when the heat is rested to the back of the seat in the sitting position. Neck Brace must be of the type that is tethered to the helmet. No motorcycle neck supports and no modifications at all to the neck restraints are allowed. Seats to be fitted with wings from the seat back head rest protruding out each side of the helmet in a line drawn forward past half the forward lenght of the helmet when the head is rested to the back of the seat in the sitting position. Head restraints must have the ability to absorb the side to side impact of the head under racing conditions without being left permanently bent out of shape after normal racing. PERSONAL SAFETY EQUIPMENT 82/171

83 5. All competitors whether they are competing or practicing must wear a correct fitting approved helmet; motor sports type neck brace, arm restraint, enclosed footwear and fire retardant suit. Cotton workman overalls will not be accepted. 5. All competitors must also wear a Motorsport approved neck brace, arm restraint, race / leather boots, fire retardant socks, balaclava, gloves and fire retardant suit. Cotton workman overalls will not be accepted. Neck Brace must be of the type that is tethered to the helmet. No motorcycle neck supports and no modifications at all to the neck restraints are allowed. Seats to be fitted with wings to retain head within the confines of the seating position. Can be mounted to the roll cage if required. Since the foam donuts in Australia were removed as part of the safety equipment and replaced with motor sports type neck brace, the AFJSA has seen a huge range of neck braces, and this caused grave concerns. In order for motorbike neck braces to fit against our helmets and seats we were witnessing major modifications to these neck braces, including cutting away parts, resulting in loss of structural integrity. It s all very well to assume all motor sports are equal and what works for one, should work for the other, however this is just not the case. When on a motorbike, you are not physically attached or strapped in, and as such the type of accident is going to be very different. In the event of a motorbike accident the rider is thrown from the bike and requires protection from compressive neck injuries. It is also understood that committees have had drivers test out the various neck braces, and reported minimal difference in comfort, however none of these tests included the wide variety of accidents experienced in our sport, which is the sole purpose of the neck restraint to protect ones neck in the event of an accident. The HANS device is shaped like a U, but with the back of that U set behind the nape of the neck and the two arms lying flat along the top of the chest over the pectoral muscles]. The device, in general, is supported by the shoulders. It is only attached to the helmet, and not to the belts, the driver's body, or the seat; the helmet is attached to the device with the help of two anchors on each side, much like the Hutchens device but placed slightly back. In a properly installed 5 to 6-point racing harness, the belts that cross the driver's upper body directly pass over the HANS device on the driver's shoulders and they buckle at the center of the driver's abdomen. Therefore, the HANS device is secured with the body of the driver, not the seat. The purpose of the HANS device is to keep the head from whipping forwards and backwards in a crash, (while also preventing excessive rotational movement, as secondary protection) without otherwise restricting movement of the neck. In other words, it allows the wearer to move their head as normal, but prevents/restricts head movements during a crash that would otherwise exceed the normal articulation range of the skeletal/muscular system and cause severe injury. In any kind of crash, the person's body, which isn't protected, is decelerated by the seatbelt with the head maintaining velocity until it is decelerated by the neck. The HANS device maintains the relative position of the head to the body, in addition to transferring energy to the much stronger chest, torso, shoulder, seatbelts, and seat as the head is decelerated. Based on the type of accidents that occur in Jet Sprint Racing it is essential to have a neck restraint that is tethered to the helmet to prevent hyperextension or hyper flexion neck injuries during crashes. On top of this it is also essential to have protection from lateral forces, which is why the AFJSA proposes that all seats are fitted with side protection wings to contain the head. The AFJSA has run with these rules for a season, and have not experienced any issues or concerns with correctly fitted equipment, and believe it should be a minimum safety requirement for our sport. We believe that there may be concerns with the HANS device due to a misunderstanding of how they are fitted. Please note the HANS device does not attach to the boat, seat or cage in any way. Other than the added safety of being tethered to the helmet, once your harness is unbuckled it is exactly the same as a motorbike neck brace or donut to get out of the boat. We would hate to see this rule not pass due to peoples inexperience or lack of understanding of how the device works. It is compulsory for our Australian members, and for safety it should be a minimum standard requirement for all countries under the UIM. We feel it would be negligent to not mandate this neck restraint (HANS or equivalent, as there are Next Gen ones out now), and align it with the rest of the UIM motorsports. All it will take is an unfortunate accident without the correct neck restraint, and it will create 83/171

84 exceptionally negative publicity. For a small investment of up to $900 per team, we feel this investment should be compulsory and the minimum standard for neck braces at a UIM sanctioned event. Commission advice 84/171

85 56 COMMISSION & COMINSPORT Jet Sprint Personal Safety Equipment RULES AND CODE OF PRACTISE FOR JETSPRINT RACING 2. BOAT AND SAFETY EQUIPMENT PERSONAL SAFETY EQUIPMENT 4. All crew in boats must wear Motor sport approved flame retardant balaclavas and hand protection. Balaclavas with openings from eyebrows to above the chin are acceptable. Balaclavas must not be of the peephole type, the mouth and nose must be easily cleared. The table below outlines the minimum requirement for double layer fire suits or single layer suits worn with fire retardant underwear RULES AND CODE OF PRACTISE FOR JETSPRINT RACING 2. BOAT AND SAFETY EQUIPMENT PERSONAL SAFETY EQUIPMENT 4. All crew in boats must wear Motor sport approved flame retardant balaclavas and hand protection. Balaclavas with openings from eyebrows to above the chin are acceptable. Balaclavas must not be of the peephole type, the mouth and nose must be easily cleared. The table below outlines the minimum requirement for double layer fire suits or single layer suits worn with fire retardant underwear. 85/171

86 4. All competitors, pit crew and any person within the pit area, must wear enclosed footwear at all times during racing. (No thongs, sandals or open footwear at any time during racing). The standard race suits shall be a minimum SFI 3.2A/5 or equivalent (FIA , FIA ). It is recommended that fire retardant underwear be worn regardless of number of suit layers. Rips or tears in the suit must be repaired prior to Competition. Race Boots, fire retardant socks, balaclavas, gloves are to be a minimum SFI3.3 or equivalent (FIA , FIA , FIA-ISO6940). All the above equipment must be properly and securely fitted to crew prior to the boat lining up at the start line and all must be in place when the boat crosses the finish line. None of the above items of safety equipment may be removed at any time during a competition run. No other Item of clothing may be worn over the top of the race suit whilst racing. Penalty: Loss of any item of safety equipment during a run: -D.N.F. Penalty: Incorrect safety equipment: - Start denied After several incidents involving serious burns in Australia, the AFJSA adopted a two layer race suit rule and, to give people an upgrade path, allowed a single layer suit with fire retardant underware to be worn with a specification that over a couse or two years all the single layer suits would be stopped. Therefore this rule is in need of upgrade. The AFJSA have moved towards referencing a minimum race suit rating, rather than a minimum number of layers. This ensures maximum safety, without risk of inconsistencies between manufacturers. Therefore in order to ensure safety of all teams, and to keep the rules aligned for the UIM, we propose that the rules specify that only a standard race suit meeting the above standards are allowed, and those running single suits and fire retardant underware be removed, as this does not meet the minimum rating required, and it is a logistical nightmare to ensure they are consistently being worn, and that risk is not one we wish to take. The fact that fire is one of the major risks of our sport, we feel that there should be no reason to not pass the above rule change. With 15 months notice to teams racing in a World Series event, for the small outlay, for the added protection, we feel this motion should pass unopposed. 86/171