category 1 yacht safety requirements

Picture perfect start. Photo Andrea Francolini/CYCA.

Offshore Safety – Category 1 vs Category 2

With the offshore season coming up soon, it’s time for all people contemplating going offshore to look at their safety equipment and training again. Not only is it a good time to consider existing safety equipment, it is also an opportune time to consider changes to safety regulations and developments in equipment. Each year safety regulations are tweaked to remain current, and to enhance sailor safety as much as possible. These changes and advancements in technology and processes mean the sport of sailing is getting safer each year. In addition, the start of the season is a good time to check that each sailor on a yacht has the necessary (and current) safety training. Not only is that training a necessary requirement for participating in races, it is essential in the case of an emergency. It is trite but true that good, well maintained equipment, and sufficiently trained crew members could save your life.

In this article I look at the differences and similarities between Category 2 (coastal) and Category 1 (offshore) safety regulations and requirements. Those regulations obviously inform any decision as to the suitability of existing equipment, and/or the need to acquire new equipment. The regulations also dictate what training and retraining each crew member requires.

I also highlight some of the tactical safety considerations any sailor should think about when planning their offshore season.

When I first began planning this article I intended to call it “A Step Too Far.” My initial impression was that the regulatory differences between categories of racing meant that moving from Cat 2 to Cat 1 was a complicated and expensive process. However, as I delved into this topic in more detail, I discover that such a shift is actually surprisingly easy.

What do the different categories mean?

Racing in Australia can be broadly divided in to three groups, inshore (Category 3), coastal (Category 2), and offshore (Category 1).

Racing in coastal water means that help and/or shelter is not too far away. There are often many bays and harbours within a few hours’ reach. However, in races such as Cabbage Tree Island (part of the Bluewater Pointscore Series), yachts can still encounter difficult weather. For this reason, no one participating in such a race should take their safety preparations lightly. Recognising both the relative easy “bail out” options, and the possibility of harsh conditions, the Cat 2 regulations require yachts to carry a comprehensive array of equipment. At the same time, the regulations also take into account the fact that help is likely to be close by.

Stepping up from category 2 to category 1

Stepping up from coastal racing to offshore races such as the Sydney Hobart, a greater level of preparation is required. This is so because significant proportions of those races take place a long way from help; yachts participating in these races need a great level of self-sufficiency. Again, the additional requirements of the Cat 1 safety regulations cover the differences between coastal and offshore racing in a comprehensive, yet reasonable, way.

The Yachting Australia special regulations applicable to Cat 1 races also contain additional, albeit minor, requirements for yacht structural integrity and stability from those required for Cat 2 races. Although not covered by this article, sailors should always check they meet those requirements before submitting any application to participate in an offshore race.

As to the additional safety equipment, the additional items required for Cat 1 races are surprisingly few. Essentially, all that is required are an additional torch, a more comprehensive medical kit, and a few more flares.

The more extensive differences relate to crew training. As noted above, the conditions the crew could face could be significantly more dangerous in offshore races than in Cat 2 races. For this reason it makes sense that Yachting Australia requires more of the crew to have greater training when participating in Cat 1 races. Untrained crew members are not only a risk to themselves, they also pose safety risks to their fellow crew members and any rescuers.

To participate in a Cat 1 race in Australia, 50% of the crew of each yacht must have undertaken a Yachting Australia safety and sea survival course. In addition, the boat is required to have two licensed radio operators instead of the one required for Cat 2 races. Finally, two of the crew members must hold a recognised first aid certificate. Again, all these additional requirements make sense in the context of the more dangerous conditions which sailors may face in offshore races as compared to coastal races. In addition, the differences recognise that a stricken yacht may have to be self-sufficient for a longer period of time when participating in a Cat 1 race than it would do in a Cat 2 race. In the event of an emergency, having two radio operators means they can man the radio in shifts, thus prolonging the time they can communicate with other vessels and the shore. Hopefully, enabling the radio operators to have some periods of rest will increase the accuracy of their broadcasts and make them more alert when receiving transmissions.

People matter

The focus on crew training and development in category 1 races reflects the reality that in the case of an emergency at sea more problems arise because of, and more people are harmed by, the actions of their fellow crew members than lack of specialised safety equipment.

If you are deciding to go offshore, keep this in mind when deciding which race to participate in and with whom. If the whole of a yacht’s crew is new to offshore races, they should think carefully whether each crew member, or a substantial number of them, should participate in some races with more experienced crews. As the old adage has it, there is no substitute for experience. In the case of any emergency, the more experience each crew member has, the more likely they are to remember their training and be more seasoned to the conditions. In addition, they may have experienced different approaches to certain situations. This way if a situation arises and one solution does not work, they will be able to rely on that experience to try different methods.

As the skipper of a yacht contemplating an offshore race, such crew decisions are also key. Not only are there issues about who should sail in each event, but the skipper should also think about rostering and who should be on watch at any time. Ideally, the two radio operators should be on opposite watches so one is as fresh as possible when the other is at their most tired.

In addition, the most inexperienced crew member should be on watch with the most experienced crew member. After that decision is made, the skipper should think carefully about other watch pairs: while it is tempting to continue pairing least experienced with most, this may not work if it means two only mildly experienced crew members will be on watch together.

Don’t let the step up from Category 2 to Category 1 be the reason for not participating, in fact if you can get to Cat 2, you are almost there. The bigger considerations are crew selection and training.

Consider your crew carefully and try to undertake the training as a team together, this will help your crew come together and work together.

– Ross Vickers

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Astrolabe Sailing

Sailing, yachts, adventure and sailing around the world, yachting nz cat 1.

If you own a New Zealand registered yacht and are planning on sailing it offshore, you need to comply with the Yachting NZ Category 1 safety regulations.

As NZ is many hundreds of miles from any other countries, these safety regulations mean that boats are seaworthy and equipped with all the gear needed to make an offshore passage, and the crew are competent, and able to make the voyage.

Internationally registered yachts are exempt from this requirement, and they can leave without this inspection.

There is also Category 2 – which after you clear out of the country Category 1 status reverts to Category 2, and there is also Cat 3, 4 and 5 for shorter coastal trips and sailing around the harbour.

The inspection needs to be done while the yacht is out of the water, and once it has been done it lasts for a month – so you need to get the inspection done just before you plan on heading overseas. This means that you need to be pretty well prepared before the inspection to avoid any surprises which could delay intended your departure date. It is worth engaging the services of your inspector early on in the process to seek their advice on any things that could be of concern and to give yourself plenty of time to get prepared for the final inspection.

There are heaps of things that need to be checked, from the structure and stability of the yacht, right down to the equipment held on board. You can download the rules here :

I have noted some of the major points below. There are also some structural standard requirements as well. Modern boats are made to CE ratings . You want category A for ocean going vessels.

Having the original design plans can be handy as can any stability reports.

• Steering – the rudder will be checked for strength, there must be an emergency steering facility, and any alternative steering methods need to be demonstrated by the crew
• Keel – documents and designs of the keel could be requested, the keelbolts should be accessible and able to be inspected and tightened
• Decks – there are lots of structural things that will be checked in regards to the deck.
• Cockpit and Companionway – Washboards should be able to be secured in position with the hatch open or shut, and secured to the yacht with a lanyard to prevent loss overboard. The hatch should have a strong securing lock which is operable from above or below. Cockpits should be self draining – and there are also more structural things that will be checked.
• Hull – the designer plans are useful here and again lots of structural checks will be performed.
• Flood Protection – the hull should be able to be made in to a water tight unit, hatches should be of adequate strength and able to be opened as an emergency exit, there should be bilge pumps in appropriate areas as well as two manually operated pumps which can be operated from outside. The bilge pump handle must have a lanyard. You must also have four sturdy buckets with a lanyard and 9ltrs capacity
• Mast Step & Chain Plates – the mast must be adequately stepped, preferrably spanning several floors, chain plates must be through bolted, the anchor fairlead must be low chafe, there should be a water tight mast collar.
• Masts, Spars, Rigging & Sails – Rigging should be to appropriate specs, shackles should have split pins, yachts with self furling sails shall have a separate means of setting a trysail and storm jib. Masts should have at least two halyards, bulldog clips for emergency repairs or non-stretch rope should be carried. You should have tools able to sever standing rigging from the hull – axe , hacksaw and 10 blades, hammer & drift, bolt cutters ,  Bosuns chair . Storm sails should be orange – one trysail and a separate trysail track with a spare main halyard. One storm jib and a heavy weather jib. A reef in the main of at least 50%, and a sail repair kit .
• Accommodation – ability to exit due to a fire in the galley or engine, toilet, bunks and lee cloths, ventilation, stove with safe fuel shut off valve, gas installed by a registered fitter, turn gas off at the bottle sign, galley facilities including a sink, water tanks and the ability to divide in to two separate containers, stored water of at least 2l per person per day for the duration of the voyage, ballast and heavy equipment stowed, yachts name on life jackets, harnesses and life buoys, LPG locker with vapor proof barrier and marked accordingly – just for use of LPG.
• Safety Systems and Equipment – three fire extinguishers – serviced and tested, fire blanket, lifejackets for all crew with light attached, splash hood, crotch strap & whistle, harness and jacklines for all crew – double clipped, names on harnesses and no longer than 2m, 3 hook tethers to be carried for at least 1/3 of the crew. survival suit or thermotic floation clothing recommended. Life raft capable of carrying entire crew – stowed on deck, painter attached to a substantion through bolted fitting and certificate of service. At least one life buoy marked with yacht name and fitted with drogue, pealess whistle, and self igniting light, one additional life buoy with drogue, pealess whistle, light, dye marker or pole with flag, heaving line – brightly coloured line with float at one end. Emergency knife in cockpit, axe, second emergency knife.
• Medical kit and Marine Medic training for at least 50% of the crew.
• Safety rails – handrails on deck, life lines and staunchions of a specific height, jack stays, toe rails, 2 x anchors with chain at least the length of the yacht and 60m of extra rope or chain, a second cable of 6m chain and 40m of rope or chain ready for use at any time and securely fastened.
• Sea Anchor or drogue or another device.
• Communications – SSB radio, VHF installed radio, VHF handheld waterproof radio, radio for weather bulletins, additional radio for grab bag , EPIRB 406 with GPS installed, Flares, spotlight and two torches – one must be floating and waterproof with spare batteries and bulbs. Compass installed with deviation card, hand bearing or spare compass, NZ Almanac, charts of area to be sailed, plotting equipment, cruising guide or sailing directions, tide tables, GPS and operating instructions, mounted and back up GPS. Sextant, table and ability to use, depth sounder, log, radar is recommended, barometer, radar reflector, radar target enhancer, AIS, navigation lights, emergency navigation lights, fog horn , yacht safety diagram
• Engineering system – refer to the booklet – batteries should be secured in boxes, fuel storage shut off valve, and sea cocks with plugs attached.
• Crew Skills – they need to demonstrate the ability to operate all equipment on board, and show knowledge of weather patterns and conditions, knowledge of collision rules, buoyage, rigging and cordage, boat stability, handling, survival at sea, handling emergencies, crew management, knowledge of navigation, operation of fire extinguishers, man overboard, storm sails, use of flares, use of radio, EPIRB, location and usage of life jackets and harnesses, location of grab bag, stowage and deployment of the liferaft and abandon ship procedures.
• Sail numbers and name – should be displayed on the hull and sail number on the main at least. Portable sail number in black figures on air/sea orange background 2m x 1m, V sheet indicating assistance required and yachts name on all floating items.

Yachtmail Chandlery have got a fantastic range of boating safety equipment on their online shop.

So download the rule book and start checking off the things on your safety list. Get in touch with the inspector early and make contact with them to book your inspection. Perhaps they might be able to offer some advice on how to prepare your boat before the inspection is done.

If you have had a Cat 1 inspection done on your yacht, please let me know how you got on and share any tips in the comments section below.

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International Voyage Certification (CAT 1)

Cat 1 certification as it was colloquially known, is the certification that your vessel is required to achieve if you intent to take your vessel offshore – for example to the pacific islands. this has now been changed to an “international voyage certificate (pleasure craft)” and is now the responsibility directly of maritime new zealand..

Your vessel is required to be sufficiently robust in construction and have a crew that is suitably qualified to make the passage – IE Offshore survival courses completed, ability to complete repairs etc.

A qualified inspector will check the vessel hull and design, tankage, mechanical and fitted systems, accommodation, spares retention and crew before giving the certification.

Once attained, the certification is generally valid for 60 days and the certification expires upon reaching your intended destination.

CAT 1 cert is not required to get back into NZ.

If you intend to take your vessel off-shore, to the pacific islands or beyond – speak to us about how we can get your boat passed through the CAT one certification and ensure that it’s safe for the intended passage.

We can fit polycarbonate shutters over your windows, install side deck fuel bladders with fuel pumps and ensure you have the right safety equipment installed.

CAT ONE: What does it mean for Motor Yachts?

Maritime New Zealand Update Regarding Changes to the Certification Process:

From 1 July 2024

Detailed information about the changes will be made available soon on the Maritime NZ and Yachting NZ’s websites, and through a range of other channels. Some key things to know at this time are:

• From 1 July 2024, if you want to take your recreational craft overseas you will need to apply to Maritime NZ for an International Voyage Certificate (Pleasure Craft) (previously, you applied for a CAT I Certificate through a Yachting NZ Inspector).
• There is not intended to be any significant change to the vessel, safety equipment or crew adequacy requirements.
• There is also not expected to be a significant change in the costs associated with these processes at this time (noting that all fees are subject to review over time).
• Skippers and crew will experience some changes in terms of the process and documentation to be completed, and the terminology used for some things, however these are not intended to be burdensome and will be well-signalled.
• Maritime NZ is confident the process from 1 July 2024 will be efficient and fit-for-purpose for those seeking assessment under the section 21 requirements. To help ensure this though, we will be asking applicants to carefully check and follow updated guidance and processes from Maritime NZ when these are available.
• Maritime NZ has set up a dedicated email for skippers, crew and other interested members of the sector to contact us directly with your questions and enquiries, which is now active. You can contact us at: [email protected]
• Club safety remains a key focus for Yachting New Zealand, which will continue to manage their Category 1-5 inspections for boats competing in yacht races. If you are participating in a yacht race overseas (and your craft’s voyage starts in New Zealand), you will still need to meet the requirements under Section 21, and apply for an International Voyage Certificate (Pleasure Craft).

Maritime NZ will be continuing to engage with the sector as it implements the new process. As with all regulatory settings, it will keep the Section 21 regime under review when opportunities arise, to ensure it remains fit-for-purpose; again with input from the sector.

Motor Yacht Service Centre is the only boating partner you’ll ever need

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New Cat 1 requirements

By cj! , January 20, 2019 in MarineTalk

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So, now Maritime NZ requires that a ll vessels must have the required ratio of crew with an Advanced Sea Survival qualification (30% of crew or at least two crew members) and a Procedures Manual. 

http://www.marinebusiness.com.au/news/maritime-nz-tightens-yacht-safety-rules

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Old news.  Been that way for a while, don't know the specifics.  Grrr.

harrytom 667

So, now Maritime NZ requires that a ll vessels must have the required ratio of crew with an Advanced Sea Survival qualification (30% of crew or at least two crew members) and a Procedures Manual.    http://www.marinebusiness.com.au/news/maritime-nz-tightens-yacht-safety-rules

and sailing solo,what use would the manual be??

The way they talk about it, it was standard for racing but new for recreational yachts. I suppose if they do end up dropping the registration fees then the money saved will be spent on more courses. Is there a template for the manual that people have used or has everybody just done it from scratch?

There is a template of sorts in the YNZ Safety Regulations of Sailing.  I downloaded a free copy some time ago, looking for it now seems they want $23.  To help keep you safe.  And their lavish lifestyle paid for.  Grrr.

Personally I think they are fantastic as they remove the need to have any knowledge of your boat, seamanship skills or common sense. Not unlike GPS and EPIRBS, there are too many cases of those doing the same thing.

Now that is just blatant trolling.

Yeap I agree. It certainly could seem that way but only for those with insufficient knowledge of their tools and how to use them correctly/safely.   The rest of us do not need to read what we already know.

Are you saying you've worked out how to use all the features on your new lectonics you've installed then?

There was a post a while back where you seemed surprised at some of the capability your gear had, that you weren't aware of.

I guess its good to know what you don't know, if you are sure you know it. Nothing worse than not knowing what you don't know.

But I do suspect that our discussions around flares and lectronics may be different if you did know.

It's still available, and still free...

https://www.yachtingnz.org.nz/racing/safety-regulations

There is also a copy of the inspector checklist which you can download, here:

https://www.yachtingnz.org.nz/racing/safety-inspections

I find it interesting that I don't need a Cat 1 to sail to the Kermadecs or down south to Campbell Island. Perhaps Maritime NZ thinks these are safer areas to sail?

It's still available, and still free...   https://www.yachtingnz.org.nz/racing/safety-regulations   There is also a copy of the inspector checklist which you can download, here:   https://www.yachtingnz.org.nz/racing/safety-inspections

Oops, my bad, didn't think to look under "Racing".  Best I buy something made from carbon fibre, paint it a shade of fluorescent and get with the program....

YNZ, a question - why don't YNZ take over the Part B registration process from Maritime New Zealand?  Would seem to be a better fit, and would be a lot more affordable.

They're too busy focusing on Olympics.

You'd need to start by explaining to YNZ what a cruising sailor is, then what a keel boat is...

Although that might change with the 2 handed offshore class now approved for the Paris Olympics..., that is a keel boat of sorts. Miles off cat 1 requirements but still a keel boat.

What do you need handbag overflow storage for KM? 

You can't say your missus, you've always said you were setting this up for solo...

Stage one fish is garden ornament by the way if you hadn’t figured

DrWatson 382

According to this, BP doesn't need a stability certificate to get Cat 1, but rather,

"For non racing yachts the inspectors may use their discretion regarding stability, providing that they are satisfied the vessel is self righting from a knockdown that submerges the masthead."

- YNZ Safety Regulations of Sailing 2017-2020, Page 24, part 6.0.

I thought this was previously a sticking point?

Black Panther 1,649

That's correct. Currently. But until recently I didn't have to do their pointless how to get rescued course either. Now that has changed. I don't trust them not to include this in future. Meantime racing is out for me.

I have gone ahead and added links to the Recreational section, which should hopefully help people find the information easier.

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U.S. COAST GUARD MINIMUM REQUIREMENTS FOR RECREATIONAL BOATS

This is the current up-to-date list of the U.S Coast Guard’s minimum safety requirements for recreational boats with sizes of up to 65 ft (19.8m) in size. These requirements detail what boating safety equipment must be present on board, and other necessary features that must be installed to comply with federal laws.

It’s worth noting that these are only the minimum requirements, and we recommend that you exceed them if you can. Similarly, these USCG rules are only the federal requirements. Individual states may have additions to this list, with additional equipment and operating standards require on top of these minimum requirements. Check with your local authorities to find out the specifics.

Personal Flotation Devices

For boats smaller than 16 ft (4.9m): One approved Type I, II, III or V (must be worn) PFD for each person on board or being towed on water skis, tubes, etc.

For boats sized between than 16 ft and 65.6 ft (20m) : One approved Type I, II or III PFD for each person on board or being towed on water skis, etc.; and one throwable Type IV device. ( A type V PFD may be used in lieu of any wearable PFD if approved for the activity in which the boat is being used. A TYPE V HYBRID MUST be worn to be legal.)

Note: Check state laws for PFD wearing requirements for children and for certain water craft and sports. Federal Regulations mandate that states without child life jacket laws require that youths under 13 wear an approved PFD whenever a recreational boat is underway, unless below decks or in a closed cabin. States with existing regulations are not required to alter their status. Make sure you check your state regulations before getting underway with children onboard.

Bells and Whistles

For all boats smaller than 65.6 ft (20m): Every vessel less than 65.6 ft. (20 meters) in length must carry an efficient sound producing device.

For boats larger than 65.6 ft: On Federally controlled waters, every vessel 65.6 ft. (20 meters) or larger in length must carry a whistle and a bell. They must be audible for 1 nautical mile.

Visual Distress Signals

These visual distress signal requirements only apply for coastal waters, the Great Lakes and U.S. owned boats on the high seas.

For boats smaller than 16 ft (4.9m): They are required to carry approved visual distress signals for night-time use.

For boats above 16 ft but no greater than 65.6 ft: They must carry approved visual distress signals for both daytime and night-time use.

Fire Extinguishers

For boats up to 26 ft (7.9m): One B-I type approved hand portable fire extinguisher . (Not required on outboard motorboats less than 26 ft in length if the construction of the motorboat is such that it does not permit the entrapment of explosive or flammable gases or vapors, and if fuel tanks are not permanently installed.)

For boats between 26 ft and 40 ft (12.2m): Two B-I type OR one B-II type approved portable fire extinguishers.

For boats between 40 ft and 65.6 ft: Three B-I type OR one B-I type PLUS one B-II type approved portable fire extinguishers are required.

Note: When a fixed fire extinguishing system is installed in machinery spaces it will replace one B-I portable fire extinguisher.

Ventilation

Coast Guard requirements on ventilation differ depending on the date your boat was manufactured. The requirements don’t change depending on the size of your vessel, just the date it was built.

Boats built on or after 8/1/1980: At least two ventilation ducts capable of efficiently ventilating every closed compartment that contains a gasoline engine and/or tank, except those having permanently installed tanks that vent outside of the boat and which contain no unprotected electrical devices.

Engine compartments containing a gasoline engine with a cranking motor are additionally required to contain power operated exhaust blowers that can be controlled from the instrument panel.

Boats built before 8/1/1980: At least two ventilation ducts fitted with cowls (or their equivalent) for the purpose of efficiently and properly ventilating the bilges of every closed engine and fuel tank compartment using gasoline as fuel or other fuels having a flashpoint of 110 degrees or less. This applies to boats constructed or decked over after April 25, 1940.

Back Fire Flame Arrestor

One approved device on each carburetor of all gasoline engines installed after April 25, 1940, except for outboard motors. This regulation applies to all recreational boats.

Navigation Rulebooks

All boats over 40 ft in length must carry an up to date copy of the ISDOT ISCG International – Inland Navigational Rules book on board.

Other Things To Consider

It’s worth noting that some states have requirements in addition to the federal requirements. Make sure that you check your state’s boating laws for additional requirements. While these aren’t always mandatory, we’ve put together a short list of things that are essential to keep aboard, no matter what size your boat is.

First Aid Kit

A first aid kit should be kept on board. Make sure it has a selection of band aids and bandages, as well as range of medication.

Keeping tools on your boat can help you out in a bind. Don’t rely on pocket knives and multi-tools; having the right tool for the job will make minor repairs much easier.

No boat should leave the marina without some kind of practical communication device. While some boaters are confident enough to leave with just a cell phone, a portable VHF radio will be of far more use in an emergency .

Emergency Fuel And Water

Spare fuel is sensible to have on board. You don’t want to get caught out with an empty fuel tank. Similarly, extra reserves of drinking water should also be kept aboard.

While most large vessels will have bilge pumps as standard, we recommend traveling with a manual bilge pump to help bail out water in the event of a power failure. A bucket will also work, but a dedicated bilge pump is a better tool for the job .

Sun Protection

A bottle of sunscreen should be kept along with your first aid kit. There will be at least one occasion when you head out on the water but forget to bring some sun protection.

An anchor and chain may help in an emergency. If you can keep yourself anchored to a single point, it will be easier for authorities to find you. An anchor with enough chain should be kept aboard all recreational boats .

In Summary: USCG’S Required Boat Safety Kit

The U.S Coast Guard’s minimum requirements are just that: the minimum requirement. We recommend that you exceed these requirements where possible. There’s nothing wrong with carrying more PFDs than you need, or equipping more visual distress signals than the rule book says.

Don’t forget, these Coast Guard boat requirements are in place to keep you safe. Besides, if you don’t follow the rules and end up having an accident, your insurance company won’t pay you a dime if you didn’t take the necessary precautions.

For peace-of-mind, we recommend that you contact your neared branch of the U.S. Coast Guard or U.S. Coast Guard Auxiliary for a voluntary Vessel Safety Check.

About Chris

Outdoors, I’m in my element, especially in the water. I know the importance of being geared up for anything. I do the deep digital dive, researching gear, boats and knowhow and love keeping my readership at the helm of their passions.

Categories : nauticalknowhow

15 Comments

Martyn deal on December 29, 2019

Some photos of the required safty equipment would be a big help

Kevin Donoghue on June 5, 2020

How many FAMILY members can we have on our 20 foot boat? Boat safely says 7 people. We are just concerned regarding the COVID regulations.

PEDRO ORTIZ-CHEVRES on June 11, 2020

Would appreciate a list requirements to comply for a (COI) Certificate of inspection for 6 to 12 passenger charter vessel

Kazmierski James F on June 16, 2020

How do you properly dispose of old and outdated flares.

William Burke on September 21, 2022

Shoot them off on the 4th of July

John Foster on March 14, 2023

All firehouses will take them. They use them for training

William Shifter on June 27, 2020

I have a 24 foot bay boat with a 250 hp motor am I required to have a paddle

Merwin Cotton on February 27, 2021

Where should all required equipment be stored on a 20 foot vessel be kept ?

Stephen Whittle on November 29, 2021

My boat is a ranger 2000 520 VX and the name plate rating on it say it’s only rated for a 225 hp motor but per coast guard and vessel over 20 foot is unlimited. Do this law override the name plate if the boat is dated older than the law. Bass Boats now that are over 20 all have 250ho motors. Could I get some info please.

Mike on September 7, 2023

I’m not sure who says it’s “unlimited”, but generally the transom was designed for a certain amount of power/ stress which is generalized as a HP rating for an engine. Although the legal requirements may vary, one can read the nameplate and know what the craft was designed for. Sure, you could probably mount a 450 HP outboard on a boat designed for a 25 HP engine. Is that a good idea? Probably not. And although it might make a funny video, it isn’t the smartest thing to do, hence why they specified a HP rating in the first place.

Robert Hogward on March 3, 2022

I now know on a 15-foot boat which object is required to be on-board. Great article. Most folks have to learn this the hard way.

James Fournier on April 8, 2022

I have a 15-gal fuel only go out once a year; fuel goes bad and was wanting to use a small outboard fuel tank for my diesel . what is not used will go into my truck .Steave at marina told me that it was against coastguard regulation and it would pass inspection and acted like he was part of the coastguard I am a retired wildland fire fighter always trying to be safe and not pollute

Randall Allen Kinas on April 27, 2022

looking for requirements for kill switches on recreational boats. are there new regs out there and what is required on boats under 28 foot?

Joe Lasee on June 9, 2022

Boat is less than 16′. Do I need night visual distress signals if I am only operating in daylight hours?

Justin fretwell on November 9, 2022

Are LED navigation lights up to Coast Guard standards? Do you still have to run the traditional nav light up front if you decide to run LED’s? This is on a 28’ fishing vessel.

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Yachting New Zealand Safety Regulations 2021-24

Click here for Back Issues of YBQ Magazine 

The Yachting New Zealand Safety Regulations of Sailing 2021 - 2024 are found here in a searchable PDF format.

You can click on the index to take you directly to the section you are after. Alternatively, you can type Ctrl +F to be able to search or find a word. 

Please check below the latest amendments to the Safety Regulations of Sailing.

Amendments to Safety Regulations of Sailing 2021-24

• Yachting Monthly
• Digital edition

ARC safety checklist

• January 10, 2006

Compare your safety gear with what's required to join the ARC

In the February 2006 issue of YM, Miles Kendall looks at the range of crews who crossed the Atlantic with the ARC. He also lists some of the common safety failures found by the event’s scrutineers.

Below, courtesy of the World Cruising Club, organisers of the ARC and YM Rally Portugal, are the safety equipment requirements for ARC entrants.

WORLD CRUISING CLUB SAFETY EQUIPMENT REQUIREMENTS

The following safety equipment requirements have been drawn up to ensure the minimum level of safety for yachts participating in World Cruising Club Events. The ISAF Offshore Special Regulations have been used as a guideline to compile these regulations.

Divisions II (Racing) and VIII Invitation Racing are ISAF Offshore Special Regulations for Category 1 and these Safety Equipment Requirements.

These safety equipment requirements do not override any greater safety requirement demanded by the yacht’s national, or flag country, maritime authorities or appropriate regulatory bodies.

Yacht owners considering taking fare paying guests or crew should consider the implication in relation to their national or flag regulations as required by the appropriate proper authorities.

The regulations are in two sections:

Section One – Mandatory Safety Equipment Requirements.

This equipment must be carried and all items will be sighted during the safety equipment inspection prior to the start. Failure to comply may lead to disqualification from the Rally.

Section Two – Recommended Safety Equipment.

Whilst equipment in this section is not mandatory the organisers strongly suggest that all the recommendations in this section are complied with. The Safety Equipment Officer will be available to discuss points made in this section during his inspection.

GENERAL REQUIREMENTS

It is the entire sole and inescapable responsibility of each skipper to ensure that all necessary safety precautions whatsoever are taken in respect of himself the crew and the yacht.

All safety equipment that requires regular servicing must be in date, at the start of the Rally, and remain in date for the duration of the Rally. (The Test Certificate for the liferaft will be inspected during the Safety Equipment Inspection).

All safety equipment carried must: a. be of type, size and capacity commensurate with the size of yacht b. function correctly c. be easily accessible

Each crew member must be fully conversant with the operation of all safety equipment carried and know its stowage positions.

SECTION ONE MANDATORY SAFETY EQUIPMENT REQUIREMENTS

Liferaft: A purpose made, self inflating, liferaft of sufficient places to carry all the crew shall be either:

i.) A SOLAS model, or

ii.) An “ORC” model in compliance with ISAF Offshore Special Regulations Appendix A Part I provided that the liferaft was manufactured before 01/2003, or

iii.) An “ISAF” model in compliance with ISAF Offshore Special Regulations Appendix A Part II, or iv) An “ISO Standard 9650” Type 1 Group A with service Pack 1 (>24 hours).

Each raft shall be capable of being got to the lifelines within 15 seconds. Each liferaft shall have a valid inspection certificate from the manufacturer or approved servicing agent, valid for the period of the Rally. The certificate, or a copy, shall be carried on the yacht. (See ISAF website [www.sailing.org/rules/] for the full text of the ISAF Offshore Special Regulations).

VHF: A VHF radio transceiver having a rated output power of 25W and capable of working on all standard international channels must be fitted. An external cockpit extension speaker should also be fitted to the set. The radio shall have a masthead antenna and an emergency antenna shall also be carried.

Long Range Communications Equipment: each yacht will be required to report their position daily directly to worldcruising.net, via Inmarsat C, D , or other system capable of sending an E-mail message whilst at sea.

EPIRB: An Emergency Position Indicating Radio Beacon. A Satellite EPIRB transmitting on 406MHz or an Inmarsat type “E” EPIRB is required, correctly registered with the appropriate authority.

Radar Reflector: Permanently mounted in, or capable of being hoisted to, a position at least 5m (15 feet) above deck. Octahedral reflectors must have a minimum diagonal measurement of 18in (457mm). Any reflector other than octahedral, must have a documented RCS (radar cross-section) of not less than 10sq.m.

Flares: Flares stowed in a watertight container, with as a minimum:

6 red parachute flares 4 white hand held flares 4 red hand held flares 2 orange smoke

Lifebuoys, within reach of the helmsman for instant use: 1. One lifebuoy with a drogue, or a lifesling (without a drogue), with a self igniting light and whistle attached, and 2. One lifebuoy, or a MOB Module, equipped with a whistle, drogue, a self igniting light and a pole and flag (a danbuoy).

At least one lifebuoy shall either be a lifesling or have permanent (e.g. foam) buoyancy. Every inflatable lifebuoy shall be tested at intervals in accordance with its manufacturer’s instructions. Each lifebuoy shall have the yachts’ name painted on them and must be fitted with marine grade retro-reflective material.

Bilge pumps: One manual bilge pump securely fitted, operable from on deck with companionways and hatches shut. (It is recommended that a second manual bilge pump, operable from below decks, is also fitted). Unless permanently fitted, bilge pump handles shall be provided with a lanyard, securely attached, and catch, or similar device, to prevent accidental loss.

Navigation lights: Navigation lights must be fitted so that the yacht shall, at all times, comply with the International Regulations for Preventing Collision at Sea. Two independent sets of navigation lights are required. For example, the primary set (bow and stern lights), the secondary set (masthead tricolour); flashlight/torch battery operated, handheld lights are not acceptable. Spare bulbs of correct wattage shall also be carried.

Harness: If separate from a combined lifejacket/harness, shall have a safety line not more than 2 metres long with a strap hook at each end. It is recommended that a second snap hook should be placed at the middle of the point line. Each harness shall have a crotch strap. There shall be a harness and safety line provided for each member of the crew.

Lifejacket/Combined Harness: Shall have a whistle, a light, yacht name, retro-reflective tape, a crotch strap and a safety line not more than 2 metres long with a snap hook at each end . It is recommended that a second snap hook should be placed at the middle point of the line. There shall be a lifejacket/combined harness provided for each member of the crew.

Heavy equipment: All heavy equipment (i.e. anchor, batteries, gas bottles and stoves) shall be firmly secured to prevent damage from possible knockdown or capsize.

The following equipment shall also be fitted/carried:

Emergency grab bag (see Appendix 1) A recognised secondary or alternative method of navigation Securely fitted taut double lifelines around the entire deck Jackstays along port and starboard side decks Fire extinguishers (at least two) Fire blanket (secured near the galley) Companionway washboards to be capable of being secured shut and with lanyards to prevent accidental loss Softwood plugs – securely attached adjacent to each fitting to enable any through hull fitting to be closed off Throwing line 15m – 25m (50ft – 75ft) length, readily accessible to cockpit High powered search light Emergency tiller or secondary steering device Hacksaw and spare blades (Bolt croppers for yachts with rod rigging) First aid kit and manual Foghorn Buckets (at least two) of stout construction and fitted with lanyards; capacity to be at least 2 gallons (9 litres) Echo sounder and log SECTION TWO RECOMMENDED SAFETY EQUIPMENT

It is recommended that the following equipment be carried:

Dinghy and oars Handheld VHF transceiver Nautical almanac Charts and pilots for the route taken by the Rally Sextant and tables Water resistant torch with spare bulb and batteries Storm jib Storm trisail or deep reef in mainsail A second manual bilge pump operable from below deck White parachute flares (to provide illumination for Search and Rescue) Maststep. The heel of a keel-stepped mast should be securely fastened to the maststep or adjoining structure Drogue or Sea Anchor. A drogue (for deployment over the stern), or alternatively a sea anchor, or parachute anchor (for deployment over the bow), is strongly recommended as a means to reduce the risk of capsize in heavy breaking seas

It is highly recommended that each person on board carries a knife at all times whilst at sea

APPENDIX 1 GRAB BAG CONTENTS

The ORC recommends that a “grab bag” accompanies each liferaft. The following contents are recommended and should be appropriately packed and waterproofed (packing should be openable by wet fingers without tools):

second sea anchor and line two safety tin openers waterproof hand-held VHF transceiver EPIRB a first aid kit one plastic drinking vessel graduated in 10, 20 and 50 cubic cm two “Cyalume” sticks or two watertight floating lamps one daylight signalling mirror and one signalling whistle two red parachute flares and three red hand flares non-thirst provoking rations and barley sugar or equivalent at least half a litre per person of drinking water in a dedicated and sealed container one copy of the illustrated table of life-saving signals nylon string, polythene bags, seasickness tablets

Contents of the grab bag are not necessarily additional to the items required by the Safety Equipment Regulations – the grab bag offers a suitable place to stow items where they will be quickly found or readily carried to the liferaft.

To learn more about World Cruising Club events, visit www.worldcruising.com

The information contained on this page belongs to World Cruising Club and cannot be copied or reproduced without permission.

CE Yacht Compliance Classification

29 March 2016

The CE Yacht Compliance Classification System is the European (CE stands for “ Conformité Européenne ” in French) dictating the standards for CE Certification for construction and sale of boats . Vessels in one of the categories of controlled products cannot be legally sold in the EU unless they have passed the tests to receive the CE Certification. This regulation applies to all yachts for sale and recreational craft from 2.5 to 24 meters, whether they are intended for navigation at sea or in inland waters. New or used boats coming from countries other than the Member States of the European Union are also subject to CE marking.

In 1994, the countries in the European Union adopted the Recreational Craft Directive (RCD), which they amended in 2003. This constitutes a single set of “harmonized” essential requirements for boats sold in any member country.

The compliance with the RCD is required by law in the European Union member countries, and third-party classification societies inspections and their certifications are required as part of the process of CE yacht compliance classification. Boats are given a CE certification at the end of the process, which confirms that they have passed and comply with the technical, construction, safety and legal requirements making them legally valid for sale in the European Union. In Europe, we call them commonly “CE compliant boats” .

CE certification required

Summary of the origin and CE yacht compliant classification and how certification works.

Since 1998, European legislation indicates that pleasure boats must carry the CE certification (or mark), requiring them to meet certain construction and safety standards. For this, the boats are classified into four categories according to their design and skills to face different sailing conditions depending on the wind force and wave height.

Knowing that the weather is a variable phenomenon, these categories are not intended to limit the distance boaters can sail away (this depends on onboard safety equipment), but rather to responsibly inform them about the capabilities of their boat to safely navigate based on the offshore weather conditions. For each vessel, the design category is characterized by a letter between A and D.

BEAUFORT scale

First, let’s start with the BEAUFORT scale. This scale gives you the status of the sea in order to plan your trips. It was the British admiral Francis BEAUFORT who imagined a scale with sufficiently precise criteria to quantify the wind at sea and allow the divulgation of reliable information universally understood. This scale consists of 13 degrees, from 0 to 12, which is remarkable in this scale is that it can assess the effect of wind on the surface of the sea.

We will focus on the scale with the forces of 6, 7 and 8 to our need for explanations. There is indeed a direct link between the Beaufort scale and the certification of yachts (see photo above of the scale to better understand the graduation of wind forces).

• CE CLASS A yachts are designed for large sea voyages (everywhere), in which wind force may exceed 8 on the scale of BEAUFORT and waves can also exceed a significant height of 4 meters. These yachts are designed largely to be self-sufficient in this rather hostile environment. CAREFUL, in most cases, this is only theoretical.
• CE CLASS B yachts are designed to travel off the coast (200 miles or less) in which the winds can be up to force 8 (not exceeding) and waves can reach a height up to 4 meters (not exceeding).
• CE CLASS C boats are designed for travel close to the coasts and in large bays, estuaries, lakes and rivers in which winds can be up to force 6 (not exceeding) and waves may reach a height of 2 meters (not exceeding).
• CE CLASS D boats are designed for cruises in protected waters, like small lakes, rivers and canals in which the winds can be up to force 4 and waves can reach a height up to 0.30 meter (less than 1 foot).

Rules of CE certification

The rules of CE certification for construction and sale of boats are designed to assess the structural strength and integrity of essential parts of the hull, the reliability, and function of propulsion, steering systems, power generation and all other features installed on board to help ensure the key essential services of the yacht.

You understand therefore that a CLASS A yacht respects a much more rigorous construction protocol than a CLASS B yacht and so on… Of course, it is strictly advised not to sail past a force 6 for pleasure yachting and no matter the class A or B. This is a matter of safety, comfort and pleasure being always present in your cruise.

To ensure recreational boating, always check the weather before each ride at sea and especially verify any potential changes every hour. In addition, you must always carry the safety equipment onboard depending on the type of navigation that you practice and the laws and regulations in the countries where you cruise, and feel free to be overcautious.

It is obvious that in case of bad weather, for example, it is better to find yourself onboard a CLASS A yacht, which will necessarily have a better safety margin, regardless of sea conditions… Before buying a new or pre-owned boat , always ask for the classification of your future yacht, this document is required for the new registration (in Europe).

A CE-Type Certificate (or homologation) is generally issued for production vessels manufactured in series by different shipyards , particularly European.

There are several classification societies capable of achieving the CE classification for construction and sale of boats , the main ones are RINA (Registro Italiano Navale), BV (Bureau Veritas), DNV (Det Norske Veritas), Germanischer Lloyd, LR (Lloyd’s Register).

Other societies and certifications

There are also other classification societies for vessels built or sold outside the EU such as ABS (American Bureau of Shipping) and NK (Nippon Kaiji). There are also other types of certifications such as the MCA (UK – Maritime and Coastguard Agency), which however is not a classification organization. We will write more articles on commercial classifications later.

Do not hesitate to contact us for any need for further information on the CE yacht compliance classification , our team at Allied Yachting is at your service.

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Classification: Statutory certification explained

Is certification an unnecessary complication, the costs and hassle of which far outweigh the benefits, or a helpful and reassuring framework which sets the highest standards for structural and operational safety and safeguards life, property and the sea environment?

No one could possibly deny that the large yacht industry is, and has been for some time, in the throes of a boom in spite of a recent downturn since 2008. Some observers would suggest that this is in spite of all the new rules and regulations that seem set to dog the yacht owner’s every move. Others would suggest that it is through the introduction of rules and regulations such as the MCA’s Code of Practice for Safety of Large Commercial Sailing and Motor Vessels that the industry has been given the confidence to expand with such vigour, knowing that their investments are safer – both financially and physically – because of regulation.

Classification societies are non-governmental organisations or groups of professionals, ship surveyors and representatives that develop, publish and certify standards and technical rules to ensure an acceptable degree of stability, safety and environmental impact, among other things. They are authorised to certify yachts and vessels flagged virtually anywhere.

A classification certificate attests that the yacht complies with the standards developed and published by the issuing society

New construction and refit surveys carried out by a surveyor from the classification society under which the yacht is built are important inspections that take place at intervals throughout the duration of the project. They ensure that any and every installation, repair, upgrade or modification is carried out to the standards of that society. Classification surveyors are interested in the structural integrity of the hull, installation of equipment, stability, structural, engine and machinery surveys, electrical, electronic and ancillary equipment, rigging inspections, safety recommendations and ultrasonic thickness gauging.

Every owner has his own vision of what he wants his yacht to be and designers strive to deliver just that. The fulfillment of this vision in turn becomes paramount in the eyes of the building yard and others who represent the owner, so it is often the policies imposed in the form of building regulations and classification rules that act as the voice of reason. This ultimately allows a balance to be struck between the attainment of that vision and the safety and reliability embodied in the construction of a yacht built to class.

A classification certificate attests that the yacht complies with the standards developed and published by the issuing society. Periodic surveying of a yacht in service by the appropriate class surveyor, at intervals dictated by the appropriate classification society, is also required to ensure the vessel continues to meet the rules and thus maintain her in-class status. Should any defects that may affect class become apparent, or if damage is sustained between surveys, the owner or operators are required to inform the society concerned without delay.

Almost every yacht that is launched is bigger or in some way better than the last and, quite often, more complex than its predecessor

As independent, self-regulating bodies, classification societies have no commercial interest in design, building, ownership, operation, management, maintenance, repairs, insurance or chartering. Classification rules are not intended as a design code and, in fact, cannot be used as such. These are more generally covered by the flag state, which lays down standards, or codes of practice that dictate construction good practice.

Almost every yacht that is launched is bigger or in some way better than the last and, quite often, more complex than its predecessor. As this trend continues, so too is the involvement and role of classification societies increasing and evolving. But what exactly does classification entail, and how is it linked to the statutory requirements of the various flag states? These matters are often misunderstood, which can potentially result in a conflict of responsibility.

Classification

The classification process The classification of yachts may be regarded as the development and worldwide implementation of published rules and regulations which – in conjunction with proper care and conduct on the part of the builder, owner and operator – provides for the structural strength and, where necessary, the watertight integrity of the hull. The same rules cover any appendages to the hull itself.

Classification rules lay down regulations that govern the effectiveness, safety and reliability of the propulsion and steering systems and other features, as well as the auxiliary systems which establish and maintain basic conditions on board and ensure that guests and crew can be safely carried while the yacht is at sea, at anchor, or moored inside a harbour.

Owners sometimes see classification as an unnecessary complication offering no real advantage for the cost. Some even suggest that the classification societies exist simply to make a profit out of a yacht builder’s desire to build a saleable product.

‘This is a misconception and one that needs to be addressed,’ Paul Martin, a principal engineer at DNV, points out: ‘Classification societies are independent bodies without a commercial stake in the build, and are therefore in a unique position to make sure that the yacht meets requirements without considering commercial impact. This enables yachts to be built with safety of the yacht, her crew, other vessels and the environment given maximum priority, irrespective of cost.’

Owners sometimes see classification as an unnecessary complication offering no real advantage for the cost

‘Because most classification societies have enormous experience,’ he continues, ‘as well as a lot of data on the failure of various types of vessels, machinery and other connected disciplines, they can bring these to bear on new projects ensuring fees are justified, and at the same time enhancing safety against the most up-to-date maritime knowledge and good safe practice.’

Yachts are said to be ‘in class’ when the classification society believes that its rules and regulations have been complied with, unless it has granted a special dispensation from compliance for a particular aspect. In order to decide whether a vessel should achieve in-class status surveyors appraise design, surveys and reports on the vessel’s construction, machinery, apparatus, materials, components, equipment, production methods and processes of all kinds for the purpose of verifying their compliance with plans, specifications and rules, codes of practice, or their fitness for particular requirements.

Class surveyors can also provide other technical inspection and advisory services relating to yachts and maintain these provisions during periodical visits to ascertain that the vessel is complying with classification society regulations at all times. Any modification which would affect class must always receive prior approval by the society.

When a yacht is going to be built to class, construction plans and all particulars relevant to the hull, equipment and machinery have to be submitted for the society’s approval before the work commences. Subsequent modifications or additions to the scantlings, arrangements or equipment shown on the approved plans must also be submitted for appraisal.

Implementation Statutory aspects deal with issues such as stability, life-saving appliances, pollution prevention and structural fire protection. Generally there are quite clear dividing lines between class and statutory requirements, although there are a few exceptions.

Flag states

The flag state, or nationality, of a yacht is important because it controls which country has the right to prescribe and enforce laws governing her operation. A ship must sail under the flag of a single state. The most common method by which a ship is granted the nationality of a state is by formal registration of the ship with that state.

Upon registration the ship acquires rights and duties as a result of registration which vary depending upon the state and the conventions and treaties to which it is party.

The rights will normally include action in an international court if there is a violation of international law against the vessel by another state, and representation at international conferences and organisations.

The duties include the upholding of the law of the flag state aboard the vessel, wherever she may be in the world.

Quality flags will also provide a recognised reputation for excellence, helping the vessel to avoid lengthy Port State Control inspections in foreign ports, and give worldwide support from embassies and consuls of that state and the protection of its navy.

International Maritime Organization

Statutory regulations are not only produced by the marine administrations of countries, but also the International Maritime Organization (IMO).

While some marine or flag administrations have the ability and knowledge to produce their own legislation, this is not true for the majority of countries. As shipping is an international business an international organisation is needed to regulate statutory issues. The United Nations established the IMO for the purpose of adopting the highest standards concerning matters of safety, navigation, and pollution prevention. The IMO held its first meeting in 1959 and now comprises 165 flag state members.

The United Nations established the IMO for the purpose of adopting the highest standards concerning matters of safety, navigation, and pollution prevention

The IMO’s purpose is to facilitate the general adoption of the highest practical standards in matters concerning maritime safety, efficiency of navigation and the prevention of marine pollution from ships among governments. Since its inception the IMO has introduced 40 conventions and protocols, although it is the responsibility of member countries to put these regulations into effect.

Statutory Implementation

The process of statutory implementation begins with the development and adoption of regulations by working groups at the IMO. Before these regulations come into force they have to have been accepted by a certain percentage of the IMO’s member states. This can take some time as each country has to introduce these statutory regulations as part of their maritime law before they can actually become mandatory on the ships registered in those countries.

It is important to understand that the IMO can adopt international legislation but that it remains the prerogative of the flag state to implement and enforce it. If a yacht registers with a country that has accepted these regulations then the yacht and her operators have to comply with them.

Maintenance of compliance is verified by a regular survey regime, which is the responsibility of the flag administrations and normally carried out by flag surveyors.

Not all flag administrations have the expertise or manpower to carry out the survey regime themselves, and they often delegate this work to classification societies

This arrangement means that the same class surveyor can issue certification on behalf of a flag state for compliance with, amongst other things, the MCA Large Yacht Code and Load Line Conventions. The class surveyor can also handle issues covered by the various annexes contained within the MARPOL Regulations, such as the prevention of oil, sewage and air pollution.

Class surveyors are often empowered by the state to inspect and certify crew accommodation, safety equipment, safety radio requirements, safety of navigation requirements, international tonnage, Suez and Panama Canal Tonnage Certification, and United States Coast Guard compliance. They are also frequently called on to service the requirements of SOLAS whenever a yacht becomes liable to comply with it.

Clearly, classification and statutory certification often go hand-in-hand where statutory certification requires classification of the yacht, and where a classification society requires valid statutory certification for the class to be valid.

In the preparation of this article the authors gratefully acknowledge the help they received from:

Engel JW de Boer – Service delivery manager, Lloyd’s Register, Rotterdam, The Netherlands

Mario Dogliani – Corporate affairs and communication, RINA, Genoa, Italy

Jean-Jacques Juenet – Commercial manager, Bureau Veritas (BV), Paris, France

Paul Martin – Det Norske Veritas (DNV), Houston, USA

John Guy – Merlin Corporate Communications, London, UK

Nick Gladwell – Regs4yachts, Southampton, UK

Originally published: May 2008.

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> > 18-02-2020, 15:56   Boat: Morgan 44 CC leaving on ocean passages to have a Cat 1 has always been somewhat contentious. Now it has taken another step along the path of ridiculousness. There has always been a “requirement” for that are to have a crew (preferably the skipper) hold a Survival at Sea qualification. Since the Platino event that killed two people in the not-too-distant past, this requirement has now been devolved down to all boats leaving on an . And not only does the need to hold a valid but at least one other person on board needs to as well. The used to (and actually still does) say of a departing pleasure vessel shall possess the requisite knowledge and experience to ensure the safe operation of the vessel on the proposed voyage and the wellbeing of all persons carried on board Now a section named SR APPENDIX 6 - ADVANCED SEA SURVIVAL says: within the five years before the start of the voyage. So now, in order to get a Cat 1 certification, the owner (and I use myself as an example here) has to travel to along with another crew , pay for accommodation for at least one night and pay NZ$390 per person for the course. So I reckon it is unlikely that I will get away with less than a grand in additional cost to get my next Cat 1 certification. if I hadn’t as a part of my forward planning, discussed my next with my friendly inspector I would not have known this. I just thought other folks intending to travel north this season may need a heads-up 18-02-2020, 16:41   Boat: Jon Sayer 1-off 46 ft fract rig sloop strip plank in W Red Cedar 18-02-2020, 16:46   Boat: 50’ Bavaria also state that you must have a full crew manual on board, and show how the crew have been trained in the use of the etc. 18-02-2020, 16:55   Boat: Paper Tiger 14 foot, Gemini 105MC 34 foot Catamaran Hull no 825 handers leaving, 18-02-2020, 16:56   Boat: Outbound 44 handed passages? I just looked online at what is in these Sea Survival Course, at least at one NZ site: General , statistics and legislation Accidents and emergencies and planning Risk assessment Man , life rafts and signals and responsibilities Wet drill SAR systems and responsibilities Fire precautions and fire fighting care aboard Damage control and forecasting Heavy techniques Storm sails 18-02-2020, 16:56   18-02-2020, 16:58   Boat: 50’ Bavaria 19-02-2020, 09:20   Boat: Pearson 36-1 chase them down and arrest them? 19-02-2020, 09:41   Boat: Fiberglas shattering 44' steel trawler teachers, forestry, and volunteer law enforcement (that exists here). Sometimes I think some bureaucrat sits in his office and thinks "wouldn't be nice if our recreational cruisers had sea survivial training? Yeah, let's do it." No thought of the consequences for you. I've passed the state exam as a fire extinguisher technician, but can't have it unless I relocate for a week of class in how to pass the exam. For teachers, foresters, and chemists it meant that students could not both complete bachelor's degrees and be certified in four years. For teachers that was really a problem, because we (our country) got stuck with teachers who had lots of "how to teach" and not enough knowledge of their subjects. For day care, it priced it out of the reach of hourly workers. 19-02-2020, 11:11   chase them down and arrest them? 19-02-2020, 11:14   Boat: Morgan 44 CC 19-02-2020, 13:26   as the poor sucker who has to jump through this interminable list of hoops. And whilst I have no statistics to show, I suspect that the number of foreign flagged vessels leaving NZ represents a significant proportion of the total boats leaving. It’s completely ridiculous. 19-02-2020, 13:30   Boat: None at present--between vessels. Ex Piver Loadstar 12.5 metres designating safety equipment, rafts, survival suits, man alarms and location etc etc--but such a course is just a revenue raising impediment if it is only demanded at high cost to those already holding licenses and intending a voyage offshore. Such an essential thing as survival in an or bad weather should be a mandatory part of getting one's boat and should apply to ALL vessels regardless of whether they are offshore bound or just off for a day chasing snapper. It sounds like over-kill, but every year more people die in coastal mishaps than ever do in the deep ocean. It just costs less to go look for them. The loss of vessels without trace does occur. The sea is not always benign--we should all carry as much skills and equipment as is appropriate for its worst scenarios, but nothing except survival skills will suffice if one has a with another unlit or negligent vessel or encounters a floating container in the middle of the night. While "Thoughts and Prayers" may be all politicians can offer because they cost nothing to provide---it is not enough for those in peril on the sea, and we have to provide for ourselves. Because essential equipment is expensive, we also need to spend a little more on training and a little guidance as to what is needed. it should be a part of all licenses. 19-02-2020, 13:58   Boat: Compass 790 , 7.9 metres or 26 ft & boat locally for so long & I'm guessing our on water statistics are no worse than those countries that do have those requirements. I'm sure it's coming. 19-02-2020, 13:59   Boat: Moody 31 licenses. , , Thread Tools Rate This Thread : Posting Rules post new threads post replies post attachments edit your posts is are code is are are are Similar Threads Thread Thread Starter Forum Replies Last Post SVAspen Europe & Mediterranean 17 02-10-2014 03:45 athene Europe & Mediterranean 1 25-05-2014 21:25 Hank Kivett General Sailing Forum 9 25-09-2013 19:13 birgekr Multihull Sailboats 4 04-09-2008 13:15 Talbot Pacific & South China Sea 17 29-01-2006 20:51 No Threads to Display. - - - - - - - Privacy Guaranteed - your email is never shared with anyone, opt out any time. Skip to main content Skip to search Skip to footer Produkte und Services Switches der Cisco Catalyst 9300-Serie Ein sicherer arbeitsplatz – immer und überall. Passen Sie Ihr Netzwerk an die Anforderungen der hybriden Arbeit an. Schaffen Sie eine sichere Grundlage, die optimierte Automatisierung und Einfachheit sowie umfassende Einblicke ermöglicht. 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The Yacht Inspector will visit your vessel and carry out a thorough check of the boat and its equipment as per the requirements set out in these regulations. An inspection certificate will be issued once the Yacht Inspector is Yachting NZ Cat 1 Yachting NZ Cat 1. Viki Moore / March 24, 2014. If you own a New Zealand registered yacht and are planning on sailing it offshore, you need to comply with the Yachting NZ Category 1 safety regulations. As NZ is many hundreds of miles from any other countries, these safety regulations mean that boats are seaworthy and equipped with all the gear ... Offshore Sailing Safety Categories Safety Categories for Offshore sailing. Category 0 - More than 200nm offshore. Major trans-ocean races, where yachts must be completely self-sufficient for very extended periods of time, capable of withstanding heavy storms and prepared to meet serious emergencies without the expectation of outside assistance. Will pass through areas in which ... 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For boats larger than 65.6 ft: On Federally controlled waters, every vessel 65.6 ft. (20 meters) or larger in length must carry a whistle and a bell. They must be audible for 1 nautical mile. Yachting New Zealand Safety Regulations 2021-24 The Yachting New Zealand Safety Regulations of Sailing 2021 - 2024 are found here in a searchable PDF format. You can click on the index to take you directly to the section you are after. Alternatively, you can type Ctrl +F to be able to search or find a word. Please check below the latest amendments to the Safety Regulations of Sailing. ARC safety checklist Divisions II (Racing) and VIII Invitation Racing are ISAF Offshore Special Regulations for Category 1 and these Safety Equipment Requirements. These safety equipment requirements do not override any greater safety requirement demanded by the yacht's national, or flag country, maritime authorities or appropriate regulatory bodies. CE Yacht Compliance Classification 29 March 2016. The CE Yacht Compliance Classification System is the European (CE stands for " Conformité Européenne " in French) dictating the standards for CE Certification for construction and sale of boats. Vessels in one of the categories of controlled products cannot be legally sold in the EU unless they have passed the tests to ... Classification: Statutory certification explained A classification certificate attests that the yacht complies with the standards developed and published by the issuing society. New construction and refit surveys carried out by a surveyor from the classification society under which the yacht is built are important inspections that take place at intervals throughout the duration of the project ... "New" requirement for NZ Cat 1 certification Join Date: Jun 2019. Location: Bay of Islands New Zealand. Boat: Morgan 44 CC. Posts: 1,136. "New" requirement for NZ Cat 1 certification. The need for NZ registered boats leaving on ocean passages to have a Cat 1 certification has always been somewhat contentious. Now it has taken another step along the path of ridiculousness. Register a Boat Important: All motorboat operators regardless of age will need a boating safety certificate beginning in 2025.For more information, go to the New York State Parks website.. In New York, boats (watercraft) without a motor do not need to be registered. If you use a motor (electric or fuel-driven), regardless of the size of your boat or the motor, you must register your boat. Switches der Cisco Catalyst 9300-Serie Modulare Uplinks mit 1 G, 10 G, 25 G, 40 G oder 10 G mGig; Stacking-fähig bis 480 Gbit/s; C9300-xx T/P/U/S SKUs. Catalyst 9300 1 G. Grundlage für Intent-based Networking mit 24 x oder 48 x Ports mit 1 G für Daten. PoE+, Cisco UPOE und SFP-Glasfaser; catamaran gulet motorboat riverboat sailboat trimaran yacht