24m yacht rule

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When a boat gets to more than 24 metres what happens .....

• Thread starter jrudge
• Start date 17 Jan 2018
• 17 Jan 2018

Well-known member

I am not thinking of buying one ( well some of them do look very reasonable but 11,500 litre fuel tanks are a bit of a kill joy!). I have always wondered what happens when you exceed 24m. Below 24m is a leisure vessel ( or whatever they call it) above that as I understand is basically a ship. So I head out and buy a 30m boat ( ship) what licence do i need to skipper it and is there a requirement for a given number of "qualified" crew? I also believe that anything over 24m is coded for charter by default. Purely theoretical but I would just like to know! Jeremy  

jrudge said: I am not thinking of buying one ( well some of them do look very reasonable but 11,500 litre fuel tanks are a bit of a kill joy!). I have always wondered what happens when you exceed 24m. Below 24m is a leisure vessel ( or whatever they call it) above that as I understand is basically a ship. So I head out and buy a 30m boat ( ship) what licence do i need to skipper it and is there a requirement for a given number of "qualified" crew? I also believe that anything over 24m is coded for charter by default. Purely theoretical but I would just like to know! Jeremy Click to expand...

at the time, when I had finished my YM commercial, I made a subscribtion to the next level (500gt iirc) but I gave the slot to someone else, because he was in urgent need... it was not much more than a 5day course iirc, when we were in Porto Montenegro, I was told that it was fairly easy to obtain the tickets for +24m ships, there with the right amount of $$ , if you can proove experience (<24m) might help.  

Main issue is that manning requirements apply so you will need the specified number of crew when underway. Any additional ticket for the skipper is easy to get if you already know what you're doing and you may not need it if under 200grt. You also need increased hardware levels (like for a coded boat) but that's just money and you'd want most of it anyway. So the "killer" is manning requirements. That's my reason for intending always to stick under 24m - I don't want to have to carry a bunch of crew that I may not want on every trip The 24m is LLL not LOA, and there are plenty of 90/95 foot boats that are <24m LLL. The main reasons you can go well above 24m LOA are (a) the intricacies of how you measure the boat and (b) stuck on nose-cones  

Please could you explain LLL Thank you  

He explained it to me once before and if I can remember (I am getting on a bit), it's the length about 1M above the water excluding a swim platform.  

jimmy_the_builder

stelican said: Please could you explain LLL Thank you Click to expand...

Load line length.  

benjenbav said: Load line length. Click to expand...

I wondered this also because a Sunseeker 86 is just over 26m but rated at <24m, I also think the Sunseeker 95 at 28m is again rated at <24m. :ambivalence:  

Pic paints a 1000 words This IS under 24 M - - technically https://imgur.com/gallery/BJNva  

Bit of thread drift. Lets make it 35 metres so we are well away from 24m!  

jrudge said: Lets make it 35 metres Click to expand...

jfm said: Main issue is that manning requirements apply so you will need the specified number of crew when underway. Click to expand...

rafiki_ said: Lakesailor anyone? :encouragement: Click to expand...

I will have to stick to sub 10 m as I only have a 10 m tape ,but the marina must have elastic tape .  

• 21 Jan 2018

Interested_kiwi

• 22 Jan 2018

Interested_kiwi said: Hi Jeremy! I believe nearly nothing changes. There are some antifouling systems that can not be used on small boats. Safe Manning certificates are only required for commercially certified vessels... You could have a 200m barge, and no safe manning requirements, if it was not in commercial use. 24m is below a bunch of paperwork thresholds, where it's as essentially a giant kayak... And above requires record keeping and MARPOL compliance... I think. I used to know more. If you're a bit serious, I can Google it for you..? Click to expand...

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• Regulations
• Pleasure craft regs

Pleasure Craft Regulations

The merchant shipping regulations apply to all vessels under the uk flag, in uk waters or operating from uk ports..

Exemptions to the regulations are granted within the legislation. This includes, the size of a vessel, the number of passengers it carries on board and how the vessel is used. These are all factors that determine which of the regulations a vessel must comply with (such as manning requirements or mandatory equipment ).

Definitions

There are many terms used within the merchant shipping regulations to classify vessels.  These are defined in full in the regulations. The following are a selection you may come across:

Pleasure vessels

used for the sport or pleasure of the owner or the immediate family or friends of the owner (read the legal definition of a pleasure vessel );

Class XII vessels

pleasure vessels of 13.7m in [registered*] length and over; (read about Mandatory equipment for Class XII vessels );

* if a boat is registered this will be the length as shown on the certificate of registry. If a boat is not registered, length is measured from the forepart of the stem to the aft side of the head of the stern post or, if no stern post is fitted the fore side of the rudder stock at the point where the rudder passes out of the hull.

Any type of craft which is: 

• capable of moving under its own mechanical power,
• used, navigated or situated wholly or partly in or on water, and     
• capable of being used to carry one or more persons

Intended Pleasure Vessel

The Code of Practice for Intended Pleasure Vessels in Temporary Commercial Use at Sea  (IPV Code) was introduced on 1 January 2019. It allows vessels which are normally used within the definition of a pleasure vessel to be used commercially at sea temporarily, on a self-certification basis subject to certain conditions being met. The IPV Code disapplies the relevant Merchant Shipping Regulations in the circumstances specified in the Code.

Small Commercial Vessel

The Merchant Shipping Regulations generally consider a vessel to be “commercial” if it is used ‘not as a Pleasure Vessel’. If a vessel is operated outside the definition of a Pleasure Vessel and it is not an intended pleasure vessel it must comply with the requirements for commercial vessels. The RYA is a Certifying Authority for Small Commercial Vessels  (SCV).  

Passenger ship

carries more than 12 passengers regardless of its size and use.

The Merchant Shipping (Watercraft) Order 2023

The Merchant Shipping (Watercraft) Order 2023 extends the application of certain provisions of the Merchant Shipping Act 1995 and the Harbours Act 1964 to watercraft. The provision is applied to watercraft, as they apply to ships albeit with modifications in some cases.

If a boat is operated other than as a pleasure vessel it must comply with the relevant regulations For example, the Code of Practice for Intended Pleasure Vessels in Temporary Commercial Use at Sea  or the Codes of Practice for Small Commercial Vessels .

International Conventions

Many of the regulations that apply stem from international conventions.  They are brought into UK law through Merchant Shipping Regulations, such as:

• International Regulations for Preventing Collisions at Sea (IRPCS or COLREGs) implemented in the UK by the Merchant Shipping (Distress Signals & Prevention of Collisions) Regulations 1996 (SI 1996/75), as amended.
• Safety of Life at Sea (SOLAS) implemented in the UK by the Merchant Shipping (Safety of Navigation) Regulations 2002 (SI 2002/1473), as amended.
• Marine Pollution (MARPOL)
• United Nations Convention on the Law of the Sea (UNCLOS)

If you go boating on or near the coast the International Regulations for Preventing Collisions at Sea (IRPCS or COLREGs) will apply to you. The COLREGs, as defined in rule 1, apply to all vessels navigable on the high seas and waters connected to the high seas. 

It is essential you know these rules well enough to be clear when you are the stand on vessel or the give way vessel. You need to know the correct action to take when in close quarters with other vessels and to avoid a collision.

As well as steering and sailing rules, COLREGs dictate what day shapes and navigation lights a vessel must display to indicate the vessel's status to other vessels. COLREGS also determine when and what sound and light signals a vessel is to make.

A sailing vessel under 20m in length can combine the side and stern lights required under COLREGs in a single lantern at or near the top of the mast (a tri-colour). However, using deck level side and stern may help the officer of the watch on a larger vessel identify you against background lights and make it easier for them to establish the distance you are away from them, particularly in inshore waters.

Although it is sufficient for a sailing vessel to just display deck level side and stern lights, the COLREGs allow a sailing vessel to show an all-round red over green light at the top of the mast in conjunction with deck level port, starboard and stern lights. This is another way to remove the ambiguity a tricolour can cause.

Many nautical publications include core information from the COLREGs. The full text of the regulations should be available from any good nautical bookshop. The RYA’s International Regulations for Preventing Collisions at Sea , is written with the pleasure craft skipper in mind with notes to help yachtsmen interpret and apply the rules.

Before you can apply the COLREGs you need to establish whether a potential collision situation exists, what action is expected of the vessels involved, when action should be taken and whether the action of the give-way vessel is sufficient to prevent the collision. A key element in this process is deciding whether the other vessel has seen you.

If the vessel in question is large commercial ship, consider the size of your vessel and the distance it is away from you. If you cannot see the bridge of the ship from your boat, the chances are that the Officer of the Watch on that ship cannot see you!

COLREGs do not give one vessel "right of way" over another. The stand on vessel must also take action if the action of the give way vessel alone is not sufficient to prevent a collision (or if the give way vessel takes no action). All the rules, relevant to a situation must be considered before decisions are made, as must the situation and the handling characteristics of the boats involved.

The MCA has provided guidance on COLREG in Chapter 8 of MGN 599.

There were many issues contributing to the significant loss of life that occurred when the Titanic sank. These were addressed by the Safety of Life at Sea Convention (SOLAS) which is intended to preserve life onboard any ship or craft at sea.

Originally the SOLAS Convention did not apply to vessels of less than 150GT. Such conventions are however periodically reviewed. Since 1 July 2002. SOLAS Chapter V, has applied to “all ships on all voyages” except warships, other government owned or contracted ships and ships navigating solely on the Great Lakes of North America. SOLAS V therefore applies to UK pleasure vessels, although there are many exemptions leaving the following applicable regulations:

• Regulation 19 - RADAR REFLECTORS
• Regulation 29 - LIFESAVING SIGNALS
• Regulation 31 & 32 - DANGER MESSAGES
• Regulation 33 - DISTRESS MESSAGES  - Distress Situations: Obligations and procedures
• Regulation 34 - VOYAGE / PASSAGE PLANNING - Safe navigation and avoidance of dangerous situations
• Regulation 35 - MISUSE OF DISTRESS SIGNALS

Find out more about SOLAS V Regulations .

Along with COLREGs and SOLAS, MARPOL the International Convention for the Prevention of Pollution from Ships, stems from the United Nations (UN). Specifically for marine matters the International Maritime Organisation (IMO), the UN agency which looks after maritime safety and preventing pollution from ships. A pleasure craft’s obligations under MARPOL are detailed in the Environment area  and holding tanks are discussed within Boating Abroad . The MCA has also provided advice in Chapter 10 of MGN 599 . 

United Nations Convention on the Law of the Sea (UNCLOS) provides a framework for the use of the oceans. It is this convention that defines the territorial waters of a country and whether a vessel is under flag state, coastal state, or port state law. For more information see the law of the sea and the coastal state .

The legislation governing the evidence of competence required for the operation of a pleasure vessel is the Merchant Shipping (Standards of Training, Certification and Watchkeeping) Regulations 2015. The 2015 regulations do not apply to a pleasure vessel which is less than 80 GT or under 24 metres in load line length.

Therefore if your vessel is used within the legal definition of a pleasure vessel and is either less than 24m in load line length or less than 80GT, there is no requirement for you to have a certificate of competence to skipper the vessel in UK territorial waters or on the high seas.

For vessels of  or exceeding 24m in load line length and 80GT or more, MSN 1858 details the manning requirements for deck officers and MSN 1859 details the manning requirements for engineering officers.

If the use of the vessel is not within the scope of the definition of a pleasure vessel manning should be in accordance with the applicable regulations or code of practice.

The MCA provides guidance on additional legislation, which applies where crew are employed or engaged, in MGN 599 .

Class XII vessels (pleasure vessels of 13.7m in length and over) are required to comply with the Merchant Shipping (Fire Protection: Small Craft) Regulations 1998 and the Merchant Shipping (Life-Saving Appliances For Ships Other Than Ships Of Classes III To VI(A)) Regulations 1999.

However practical problems came to light and there is a possibility of conflict with the Recreational Craft Directive (RCD) which has resulted in three Exemptions to the Merchant Shipping Regulations. Owners of Class XII vessels have a choice ; if they opt to comply with one or more of these Exemptions, they do not need to comply with the underlying regulations to which they relate. The exemptions are published by the MCA in MGN 599 .

For pleasure vessels of less than 13.7 metres in length, there are no statutory requirements for safety equipment other than those required under SOLAS V. That said, although safety equipment may not be required by law, it is essential that you properly equip your boat prior to putting to sea.

If the use of the vessel is not within the scope of the definition of a pleasure vessel, the vessel should be equipped in accordance with the applicable regulations or code of practice.

Maritime Radio

The Merchant Shipping (Radio Installations) Regulations 1998 do not apply to Pleasure Vessels. It is therefore not mandatory under these regulations for a Pleasure Vessel to have a "radio installation" on board. It is however highly recommended that vessels are equipped with maritime radio equipment suitable for the area of operation.

• See Calling for help  for further guidance on equipping your boat. 
• See Mandatory equipment for Class XII Vessels  for information on other regulations which may mandate the carriage of maritime radio equipment. 

Where a VHF radio or other maritime radio equipment (such as an EPIRB, AIS, ATIS, Radar etc.) is carried, the equipment must be licensed.

A Ship Radio Licence (or Ship Portable Radio Licence) will be required for most boats together with a maritime radio operator certificate authorising the operation of maritime radio equipment if applicable. In the UK Ship Radio Licences and Ship Portable Radio Licences are issued by Ofcom .

For equipment capable of voice transmissions a maritime radio operator licence (such as the Short Range Certificate (SRC)) is usually also required for the operator. See Licensing Onboard Electronics  for further guidance.

If the use of the vessel is not within the scope of the definition of a pleasure vessel the vessel should be equipped in accordance with the applicable regulations or code of practice.

Other UK Regulations Relevant to Pleasure Vessels

MGN 599, in paragraphs 10.12 – 10.18, provides details of legislation concerning Air Pollution Prevention and Use of Antifouling Paints applicable to Pleasure Vessels.  Information regarding registration, survey and certification regulations is given in Chapter 11 of MGN 599 and Chapter 12 covers other Regulations Relevant to Pleasure Vessels. MGN 599 also includes best practice advice.

Byelaws and Local Regulations

Harbour Authorities may have local byelaws in force which apply to leisure boats such as speed limits within the harbour, restricted areas, and requirements to monitor specific VHF channels.  Establishing what these are should be part of your passage planning.

Some Harbour Authorities may have their own website and publish small boat guides e.g. the Port of London Authority website .  In addition, there are usually details of byelaws in Almanacs and pilot books and the more important rules, such as speed limits are posted up on notices within the harbour.

Local Notices to Mariners (LNTM) are often available online and many harbour authorities allow you to subscribe for email updates as and when a new notice is published. A list of sources for LNTM is published under Local Notices to Mariners .

Messing about in boats since 1975.  Online Since 1997.

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Designing Boat Structure Working With the ABS Rule Copyright 2011 - 2016 Michael Kasten   I have often been asked how boat scantlings are determined. For the most part such questions fall into one of the following general categories: How is structure determined for boats...? What are "appropriate" scantlings for an ocean-worthy vessel....? Of course there is not a "one size fits all" answer to the second question, since boats differ greatly in size and therefore have different loads that will be imposed upon the structure. I have written the following article in order to describe my own approach to determining a boat's structure - which amounts to being an answer to the first question. The following article is not intended to be a treatise on designing in aluminum, but rather a general overview of the process and a few of the variables to be considered, most of which are applicable to boats built in any material. As a criterion for structure, I prefer to use the applicable American Bureau of Shipping rules wherever possible. This is because the various ABS rules are based on actual calculations, as opposed to "look-up" tables as are found in many other scantling rules. Via the ABS rules we are able to calculate a minimum plate or panel thickness, as well as a minimum Section Modulus for each member. This "calculated" approach allows considerable flexibility in terms of scantling choices, plate and panel thickness, and the spacing of internal frames, bulkheads, and longitudinal stringers. The exception however is that for plank-on-frame wooden vessels, unfortunately the ABS stopped publishing their wooden vessel rule in the 1960's..! As a result, for plank-on-frame wooden yachts Germanischer Lloyd, British Lloyds Register, and Det Norske Veritas presently offer the best guides to wooden vessel structure. For metal or composite boats, among the many different rules published by Classification Societies that address a boat's structure there appear to be many good options. Even so, I prefer using the various ABS rules, which offers many excellent advantages that are described below. Although the following article uses aluminum boat structures as an example, the following methodology is also directly applicable to steel or composite structure (fiberglass).   ALUMINUM ALLOYS The alloys commonly used for boat extrusions (flat bar, pipe, angle, etc.) are predominantly 6061 T-6, or occasionally 6063 T-6 or 6063 T-5 if there is an availability problem with 6061. A new 6082 T-6 alloy has been introduced that offers slightly improved strength, but which can be quite difficult to find in many of the common extrusion shapes (pipe, flat bar and others). For plate (and any shapes that will be NC cut from plate, such as frames) the most available alloys in the US and Canada are 5086-H116 (the most commonly used alloy with the highest corrosion resistance) and 5083 H-116 (higher as-welded strength, but slightly less corrosion resistance; less commonly specified). If the vessel will be built in North America, New Zealand or Australia, I prefer to specify 5083 or the new 5383 alloy from Pechiney / Alcoa which combines the higher corrosion resistance of 5086 with the higher as-welded strength of 5083.  If the vessel will be built in the EU, I prefer to specify the even newer 5059 alloy developed by Corus in Germany which improves on both the corrosion resistance and the as-welded strength of Pechiney's 5383.   STRENGTH OF VARIOUS ALUMINUM ALLOYS With regard to material strength, it should be noted that each of the ABS rules for aluminum vessels specify different minimum un-welded and as-welded strengths. Wherever a published allowable strength is higher in a given ABS rule, it is usually compensated for by different head pressures being calculated for each region (bottom, topsides, deck, house, tanks) or different credits are applied locally.  This issue has to a large extent been addressed in the ABS Yacht Rule - Materials & Welding - Aluminum & FRP (updated in 2016). In general, structures are designed to the yield strength of the material, plus a margin of safety.  For aluminum, ordinarily the “as-welded” yield strength is used, as opposed to the "fully annealed" yield strength. You can see in the table below that the as-welded yield never approaches the fully annealed condition.  Even so, the ABS rules use the fully annealed condition for each alloy. As a result, the ABS rule assures a considerable built-in safety factor. A summary of the various ways of expressing the yield strength of aluminum alloys is as follows: FULLY ANNEALED YIELD AS WELDED YIELD AS MILLED YIELD 5086 – 0: 95 N/mm^2 - 14 kpsi 5083 – 0: 125 N/mm^2 - 16 kpsi 5383 – 0: 145 N/mm^2 - 21 kpsi 5059 – 0: 160 N/mm^2 - 23 kpsi * 6061 – 0: 110 N/mm^2 - 16 kpsi 6082 – 0: 110 N/mm^2 - 16 kpsi* 5086 – H-116: 131 N/mm^2 - 19 kpsi 5083 – H-116: 165 N/mm^2 - 24 kpsi 5383 – H-116: 185 N/mm^2 - 27 kpsi 5059 – H-116: 195 N/mm^2 - 28 kpsi ** 6061 – T-6: 138 N/mm^2 - 20 kpsi 6082 – T-6: 144 N/mm^2 - 21 kpsi ** 5086 – H-116: 195 N/mm^2 - 28 kpsi 5083 – H-116: 215 N/mm^2 - 31 kpsi 5383 – H-116: 230 N/mm^2 - 33 kpsi 5059 – H-116: 270 N/mm^2 - 39 kpsi * 6061 – T-6: 240 N/mm^2 - 35 kpsi 6082 – T-6: 260 N/mm^2 - 38 kpsi * All values above are from the 2016 ABS Yacht Rule except for the following: * Values as-published for alloy 5059 in the GL Rule . ** As-welded values for alloy 5059 ( interpolated based on as-welded yield for other alloys). We can see from the above that there is quite a variation in the strength of each one of these alloys depending on their " temper ".  There is also a considerable variation in strength between alloys regardless of their "temper".  For my own designs, in order to make use of the most conservative strength values I use the fully annealed material strength as is most often specified within the ABS rules.  In addition to using the fully annealed condition, for the scantling calculations I generally assume the lowest strength alloy (5086) will be used unless it is KNOWN for certain that a specific higher strength alloy will be available and will be used. This approach allows use of 5086 throughout if that is all that's available to the builder. Then if a higher as-welded-yield strength material is used, the vessel will simply be that much stronger, however in all cases the ABS rule will still have been satisfied. This can result in heavier weight than is necessary if 5383 or 5059 plate happens to be available. Therefore in a weight-sensitive application, there is plenty of room for optimization of the structure to suit the higher fully annealed yield strength of 5383 or 5059 alloys.   APPLICABILITY OF THE ABS RULES...  The ABS scantling rules that have most commonly been used for yachts are as follows:    1994 ABS Offshore Racing Yacht Rule (ORY) - Originally applied to ALL sailing yachts in wood, GRP, steel and aluminum up to 100 feet in length (30m).  In 1996 the scope of this rule was limited to sailing yachts between 79 feet (24m) and 100 feet (30m) without any actual changes to the rule.  Due to this limitation in scope, the ABS ORY rule has effectively been replaced by the 2016 ABS Yachts Rule (see below). This rule was apparently the theoretical basis of the RCD ISO-12215 rules for yacht structure which is used in the EU for all yachts under 79 feet (24m) therefore it is very odd to have its scope limited to yachts above 79 feet.    2000 ABS Motor Pleasure Yachts Rule (MPY) - Originally applied to ALL displacement and high speed motor yachts in wood, GRP, steel and aluminum up to 200 feet (61m).  In 1995, the scope of this rule was limited to motor yachts between 79 feet and 200 feet (24m - 61m) without any actual changes to the rule. The ABS MPY has proven to be an excellent all-around rule, although it has now effectively been superseded by the 2016 ABS Yachts Rule (see below).    2016 ABS Steel Vessels Rule (SV)- Applies to steel commercial vessels up to 295 feet in length (90m).  Specified by the US CFR for use on steel yachts carrying passengers for hire, whether power or sail.  It is apparent that the US CFR has not yet caught up with the recent publication of the comprehensive 2016 ABS Yachts Rule which applies to private and commercial yachts up to 200 feet (61m ) .    2016 ABS Yacht Rule - Supersedes ALL prior ABS Rules applicable to private and commercial yachts of all types built in any material between 79 feet and 295 feet.  If taken literally, the ABS Yacht Rule replaces both the 2000 ABS MPY Rule and the 1994 ORY Rule.  In the coming years it is likely that the ISO-12215 rules will find their way onto the scene in the US for private yachts under 79 feet.    From the above, it seems the following ABS Rules should be applied: Yachts UNDER 79 Feet (24m) :  Per the above scope limitations, we are left without an ABS Rule that applies to any kind of vessel under 79 feet (24m).  However in consideration of the original scope of the above rules it seems most appropriate to still apply the 1994 ABS ORY rule to sailing yachts and the 2000 ABS MPY rule to motor yachts in the US.   Both rules address steel, aluminum, fiberglass, and plywood construction, and are therefore quite versatile in their application.  For any sailing or motor yacht that is destined for the EU, the applicable ISO-12215 scantling rule will apply.    Yachts OVER 79 Feet (24m) :  Here, the 2016 ABS Yachts Rule will apply to all private yachts, as well as all commercial yachts that carry 12 passengers or less.  Yachts that carry between 13 and 36 PAX are considered 'Passenger Yachts' and must use the ABS Steel Vessels Rules as applicable to the vessel's size.  Since the ABS is considered a 'Notified Body' in the EU, the new ABS Yachts Rule can be used to class any yacht over 79 feet (24m) within the European Union. All yachts carrying passengers must additionally comply with Flag State requirements with regard to safety and stability that apply to commercial yachts (such as the CFR in the US or the UK's MCA LY3 rules for States using the Red Ensign). NOTE :  The ABS Rule for Steel Vessels Under 295 feet (90m) has received vigorous editing by the ABS in recent years, and has consequently grown to nearly absurd proportions in an attempt to cover all manner of steel craft.  In the process it has become an extremely unwieldy tome that is of questionable applicability to any sort of craft under 79 feet (24m).   Even though the US CFR requires using this rule to assess the structure of all commercial vessels carrying passengers, I do not regard the ABS Rule for Steel Vessels Under 295 feet as being at all relevant to any vessel under 79 feet (24m).  This is a case where the Flag State (i.e. the US) imposes a more restrictive rule for commercial yachts.   SCANTLING CALCULATIONS Within all of the above mentioned ABS rules the method for determining scantlings is generally the same, as follows: 1. First a head pressure is calculated for each region of the boat, based on boat size and dimensions. Alloys are then selected, and the allowable yield strength for the chosen alloy is considered in all subsequent calcs. 2. Then a hull plate thickness is selected and verified per the rule, based on experience, boat size, usage, location, etc. 3. With a plate thickness chosen for each region, a long'l stringer spacing is then selected and verified based on what is necessary to support that plate thickness, and based on the location and the resulting head pressure. Then a frame spacing is selected and verified, based usually on what is practical in terms of attachment of the interior and the arrangement of interior spaces (typically double the long'l spacing, or thereabouts, but often more). 4. Once the long'l and transverse spacings have been chosen, the long'l stringer scantlings are selected, calculated and verified based on the location, plate thickness, and the maximum span between frames according to the prescribed minimum Section Modulus. 5. Then the transverse frame and deck beam scantlings are selected and calculated on the basis of being at least twice the depth of the long'l stringers, and verified against the prescribed minimum Section Modulus in the rule, which is calculated according to the local head pressure and the local span, and which considers the local plate thickness. First, a few simple limits apply: Aluminum plate must be at least 5/32 inch thickness as an absolute minimum. Based on vessel size, head pressure and plate location, greater minimum thicknesses may be prescribed. In some cases a credit might be available, based on the aspect ratio or the curvature of the unsupported plate region. In other cases, such as for tanks on commercial vessels, 1/4 inch aluminum plate is the minimum thickness used. Also per the ABS MPY rule, the ratio of depth to thickness for any aluminum flat bar frame members (transverse or long'l) must not be greater than 12:1, or a rider bar or flange must be used. A flat bar flange is also limited to a 12:1 ratio (width to thickness). The depth to thickness ratio of web frames with flanges must not exceed 59:1.  For aluminum, the depth to thickness ratio is adjusted according to a factor based on material strength. The ABS MPY rule allows a region of plate adjacent to each frame member equal to 80 times the thickness of the plate to be included in the Section Modulus calculation, but limited to no more than half the frame member's local spacing on each side of the member. The ABS ORY rule allows a region of plate 100 times the plate thickness to be included in the frame and long'l stringer SM calcs. My own preference is to limit the Section Modulus credit to 60 times the local plating thickness as a maximum, per the Nevins Rule. In any case, this credit assumes the local plate will be attached to the internal member by welding per the ABS calculated welding schedule.   PLATE THICKNESS The hull plating thickness required for ocean-worthy aluminum boats depends on the boat size and on the spacing of the internal framing. For a skiff or pram, 1/8 inch aluminum plate is about as thin as can be welded easily. For larger boats, although the ABS rule allows the use of aluminum plate as thin as 5/32 inch, the minimum thickness I use is 3/16 inch regardless of boat size (except for skiffs and prams). For the hull bottom and topsides, I consider it best to use a minimum of 1/4 inch thickness for boats of from 30 feet to around 45 feet, length on deck, then 5/16 inch up to around 55 feet, then 3/8 inch up to around 100 feet, etc. Keel sides are generally one size greater in thickness. Decks and houses are typically one size lesser in thickness. These are only very general guidelines for minimum thickness. The ideal plate thickness depends on the as-welded strength of the alloy chosen, the type of boat it is used on, the location of the plate, and very much depends on the spacing of the internal framing. If it is desired to make use of a wider frame or longitudinal stiffener spacing by using plate of greater thickness, the ABS calcs will reflect the added strength imparted due to the greater plate thickness. For aluminum, a few special considerations are imposed. Among them is to provide increased plate thickness in way of stress points such as next to the keel, above the propeller, around the rudder post, and in way of any other fittings that will have high stress (cleats, bitts, mast partners, chainplates, windlass, etc.).  Another consideration for aluminum is that plate seams should be located at the point of least stress.  For transverse butt weld seams, that location is 1/4 of the local span in between frames.   TYPICAL FRAMING The required dimensions of the internal transverse and longitudinal framing depends on their location and their span, but also depend on the thickness of plate, as noted above. Using the minimum plate thicknesses outlined above, it is fairly typical for longitudinal stiffeners to be spaced from 12 inches to a maximum of around 18 inches, depending on the plate thickness, location, head pressure, etc. As noted above, it is more or less the case that transverse frames will be spaced approximately twice the long'l spacing. Transverse frames must always be twice the depth of the long'l stiffeners. If the plate is of lesser thickness than outlined above, or if the service is more severe (such as for a high speed vessel's slamming loads), the stiffener spacing may well need to be less than the above spacings. If the plate is of greater thickness, then the stiffeners and frames may be farther apart. One of the excellent benefits of using the ABS rule is that one can freely vary the sizes and spacing of the internal structure according to what is readily available, what is the most simple, and in order to accommodate different build strategies.   EXTRUDED SHAPES On small craft under around 70 feet, for the sake of simplicity it is my preference to use flat bar for internal framing. As a result, the 12:1 depth to thickness ratio limit automatically imposes a minimum thickness for each of the long's and frames. Where it is necessary to exceed that aspect ratio in order to satisfy the minimum required Section Modulus, but a greater thickness is not desired, a rider bar will be used. For example, it is always necessary to use rider bars on floors, since they always exceed the aspect ratio limit. I will use rider bars or flanges for frames if needed, but generally not for long'l stringers. Even though "T" shapes are superior structurally, for the sake of simplicity I prefer to use only flat bar for frames and for long'l stringers. On occasion for fast boats that must be as light as possible, I might specify a "T" shape for a long'l stringer, but not without considering alternate arrangements or closer spacing of flat bar, etc. The available "T" bars are given in a link provided at the end of this article. Those "T" sizes are available from Alaskan Copper, and can therefore be considered , however they may not be readily available to all builders. The Alaskan Copper stock list also shows what they refer to as a "6061 Hull Stiffener" which might also be considered for small boats, but I have not used them. I have seen some applications of American Standard channel for long'l stringers, but not very often. Also, structural angle is used on occasion for long'l stringers, and might even be fairly common on some kinds of commercial boats. I tend not to use any angle whatsoever, mainly because all transverse members are NC cut and will therefore be given a rider bar instead if necessary, and because for long'l stringers angle is not stable in bending since it tends to want to collapse with the open angle inward or outward.  So even if strong, angle is not very "builder-friendly" especially where there is any amount of curvature.  If needed for strength locally, a "T" stiffener would be vastly preferable in those locations. For regions of little or no curvature, say possibly for deck stringers, structural angle might be used more often than I imagine, however even there it requires a rather large cutout in the transverse frame, which either adds complexity in order to weld in a patch, or will otherwise reduce the strength of the transverse frame. I tend not to use "half pipe" sections anywhere except as an entirely external rub-strake at dock level for use as a bumper. It is tempting to make use of half pipe as an external "keel cooler" however for the sake of achieving minimum wetted surface, it is always preferable to locate any cooling channels entirely inside, say in place of an internal stiffener or as part of the keel box. On the other hand, I do make extensive use of "full round" pipe sections, which are located at the intersection of hull and deck, and as trim on the top of bulwarks and around other edges. This is both an aesthetic choice, as well as a functional choice. At the intersection of the deck edge with the hull sides, a full round pipe adds considerable strength, and serves as a robust guard. At the top of a bulwark, a full round pipe provides a visual appeal, as well as a well-rounded edge to better hold paint, and to prevent chafe, etc. In my use, these full rounds are usually specified as "pipe" rather than as "tube" since tube tends to be relatively much less common in North America, therefore tube is less easy to source. Schedule 40 pipe is the most common and the most readily available thickness. For aluminum structures I will sometimes specify schedule 80 pipe – primarily for ease of welding in the smaller diameters. An advantage with pipe is that for any given nominal diameter, it always has the same O.D. regardless of wall thickness, so that threaded pipe fittings will work on any schedule thickness. Butt-weld ends, elbows and tees are available for pipe, and make for excellent terminations and transitions. In the EU, and "down under" the situation is quite the opposite, with metric tube being commonly available, and imperial dimensioned pipe being rather difficult to source. Many builders prefer to use a heavy wall pipe or tube or a solid round rod at all chines. I prefer not to do that because it complicates the welding considerably (double the number of welds along the chine…!). Instead, I prefer to locate the first long'l approximately 3 to 5 inches from the chine corner or plate edge, depending on plate thickness, on both sides of the chine. This stabilizes the weld-zone considerably, improves fairness, and vastly simplifies the assembly and the weld-up. I have not made much use of "I" beams on boats, except as girders on larger craft, however possibly they could be used as compression posts or stanchions. In general I prefer to use pipe or tube for posts and stanchions, especially in locations where they will be used as hand-holds. Although "bulb flats" are available on occasion, I have not them used on small craft, nor would I specify them.  They are used to good effect in larger craft and in military craft.   REVIEW & VERIFICATION My own review process starts with making sure that all structure is simple, practical, easy to build, and has good access for welding and maintenance. I will then verify the proposed structure per the applicable ABS rule. If regions of plate are in doubt, I will verify plate thickness and internal support according to plate theory per local edge fixity. If the vessel is very slender, or is shallow in relation to its length, then the ABS Aluminum Vessels rule requires a global longitudinal strength analysis, based on a calculated minimum Section Modulus for the whole vessel. This would not ordinarily be a factor for vessels under around 60 to 80 feet. Although this may at first look like a very complex calculation, the ABS AV rule uses a fairly simple approach. As noted above, in general it is best to locate transverse plate seams at 1/4 the span between frames - at the location of least stress. It is desirable in all cases to locate plate seams away from other stress points, such as hatch or house corners. In general, all house and hatch corners should have a generous radius. It is generally desirable to reinforce transverse plate seams using "sister" long'ls to span the seam, which also helps to minimize distortion during weld-up.   SOURCES One of the best sources of supply for aluminum alloy shapes and plate on the US West Coast is Alaskan Copper ( www.alaskancopper.com ). And... any of the ABS rules mentioned here can be downloaded for free at www.eagle.org , in the Marine section. Probably the best general guide to structure for metal boats is Tom Colvin's excellent book "Steel Boatbuilding" which, even though aimed at building cruising yachts in steel, is entirely applicable to building similar types of boats in aluminum. I find the examples of typical boat structure that Tom Colvin has offered to be very simple and extremely practical.   PARTING SHOTS It should be rather evident from the above that I do not subscribe to the so-called "frameless" approach to metal boat building. For a discussion of the merits of the so-called "frameless" approach, please see my article on Metal Boat Framing . On the other hand, I do strongly favor the use of increased plate thickness in order to minimize the internal framing wherever it is practical to do so. Further, there is no special requirement that dictates whether the frames or the plate will be erected first. For a discussion of various methods of metal boat construction, please see my article on Metal Boat Building Methods . The approach of using increased plate thickness in order to limit internal framing is sometimes referred to as the "Strongall" system, which a company in France claims to have "invented." This approach definitely saves labor (and therefore costs) and vastly improves hull fairness. Despite those advantages, increased plate thickness will certainly result in a heavier structure and a higher materials cost. This illustrates one of the biggest benefits of using the ABS rule, which is not a rigidly "prescribed" tabular rule (as is for example the British Lloyds rule). In other words, when using a "calculated" approach to boat structure as is inherent in the ABS rules, we have always had the option to freely vary the internal structure and plate thickness, for example to increase plate thickness in order to realize benefits in terms of simplicity of a boat's internal structure. Come to think of it, this was actually not "invented" in France after all… it is merely a practical approach to metal boat building!   Other Articles on Boat Structure Metal Boats for Blue Water | Aluminum vs Steel | Steel Boats | Aluminum for Boats Metal Boat Framing | Metal Boat Building Methods | Metal Boat Welding Sequence | Designing Metal Boat Structure Composites for Boats | The Evolution of a Wooden Sailing Type   Kasten Marine Design, Inc. 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What Are The Legal Requirements For My Commercial Yacht?

• June 18, 2017
• Safety Compliance

For a pleasure yacht to be legally engaged in trade and considered a commercial yacht, the vessel must be surveyed and certified to numerous international and national regulations. These rules cover a spectrum of topics for safety, environmental protection and security. Applicability is based upon a combination of the yacht’s length, tonnage, and the number of personnel on board.

The majority of international regulations are established by the International Maritime Organization (IMO), a specialized agency of the United Nations. Its 170 member states and three associate members are the body behind nearly all technical standards and legal rules for safety at sea and prevention of pollution by ships.

SOLAS – International Convention for the Safety of Life at Sea SOLAS, In its current structure, the 12 chapters cover all aspects of shipping from construction and fire protection to nuclear propulsion, dangerous cargo, safety management, and maritime security. SOLAS affects internationally trading vessels of 500 gross tons and greater. For regulatory purposes, a commercial yacht is considered a cargo ship. If she is certified to carry more than 12 guests, regardless of size, the yacht is no longer a cargo ship, but a passenger ship, even if one calls her a yacht. There is a distinct difference between these two vessel types.

Contains requirements for: ISM Code – International Ship Management

The requirement can be made simple and easy by using the Ocean Time Marine SMS template software . Safety management systems (SMS) is a requirement that applies to Commercial vessels (including charter & commercially registered yachts of 500GT and over; those of any size chartering with more than 12 passengers) It is also recommended that vessels above 24m use a SMS. The Certificate(s) issued is a Safety Management Certificate and a Document of Compliance (for the management company) This code need not be difficult to comply with as long as care is taken to ensure the documented procedures accurately reflect the actual onboard procedures, providing they comply with the relevant requirements. Procedures need only be limited to operations related to safety &amp; pollution prevention, but a safety management system may cover all aspects of the yacht’s operation if desired.

Compliance with this Code is a requirement of SOLAS Chapter IX (Management for the safe operation of ships). ICLL – International Convention on Load Lines The ICLL — as it is used today on all commercial, internationally trading yachts of 24m in length or greater — establishes detailed regulations on the assignment of freeboard, its effects on stability, and most importantly, the safe transportation of guests and crew. The convention takes into account the potential hazards present in different zones and different seasons (winter in the North Atlantic versus the tropics). The technical annex contains several additional safety measures concerning doors, freeing ports, hatchways, and other items. The main purpose of these measures is to ensure the watertight integrity of ships’ hulls below the freeboard deck. MARPOL – International Convention for the Prevention of Pollution from Ships MARPOL was established for protecting the marine environment. It includes strict regulations focused at preventing and minimizing both accidental and operational pollution. The current requirements are outlined in six technical annexes, each of which designed to combat a particular class of pollutants: oil, noxious liquid, packaged dangerous goods, sewage, garbage, and air pollution.

STCW – International Convention on Standards of Training, Certification, and Watch keeping for Seafarers STCW sets certification standards for masters, officers, and watch personnel on seagoing merchant ships. Commercial yachts are subject to compliance with the code, as well as any person holding a certificate of competence for a certain rank. STCW prescribes minimum standards relating to training, certification, and watch keeping for seafarers, which countries are obliged to meet or exceed. While the IMO is the source of these regulations, it is the member states that are responsible for enforcement. Commonly referred to as the Flag Administration or Flag State, this is the government that registers the yacht.

Through a series of inspections, plan reviews, surveys, and audits, the flag state ensures that a yacht meets the requirements of the applicable regulation. For example, for yachts registered under the British flag, the Maritime and Coastguard Agency (MCA) is the Flag Administration for the United Kingdom and its dependencies (Bermuda, British Virgin Islands, Cayman Islands, Gibraltar, Isle of Man, and other overseas territories). In some cases, the flag state delegates its enforcement authority, or a portion thereof, to a Recognized Organization (RO), most commonly a classification society.

The major classification societies in are the American Bureau of Shipping (ABS), Bureau Veritas (BV), Det Norske Veritas – Germanischer Lloyd ( (DNV-GL), Lloyds Register (LR), and Registro Italiano Navale (RINA). There are also organizations dedicated solely to yacht certifications, such as the International Yacht Bureau (IYB). Classification, as a completely private service performed by these societies, consists of the issuing of rules for the safety of vessels, and performing inspections to ensure that these rules are being applied. The main purpose is to protect vessels as a piece of property.

The rules apply principally to the structural strength of the hull and the reliability of its essential machinery and equipment. The owner uses the certificate issued by the classification society as an assurance of technical soundness and as a tool for obtaining insurance at a reasonable cost. Port State Control On the local level, sovereign and other self-governing nations have the right to control any activities within their own borders, including those of visiting yachts. Authority and control over foreign-flagged vessels in a country’s ports, used for verifying compliance with the requirements of the applicable maritime conventions, is called Port State Control (PSC). PSC may enforce its own unique, and sometimes unilateral, regulations. An example of this can be seen in the United States and its requirement for an Advanced Notice of Arrival. This is not an international regulation and is specific to vessels entering and/or departing U.S. waters.

For those yachts that operate in Europe, they will be familiar with the Paris MOU inspection scheme. As previously mentioned, the majority of rules outlined in SOLAS are designed for yachts of 500 gross tons or greater. For yachts, these rules can be difficult to meet full compliance as the regulations in SOLAS are predominantly written for internationally trading merchant ships. The major yachting flag states have recognized that yachts in commercial use for sport or pleasure do not fall naturally into a single class, and certain prescribed merchant ship safety standards have been found to be incompatible with the intended use, scope of operations, or safety needs particular to such yachts. Large Yacht Code Because of this, the United Kingdom (MCA) published the first set of rules for yachts over 24 meters. Known as the Large Yacht Code, this publication uses SOLAS as a basis for safety, but provides certain equivalencies and exemptions for yachts.

Currently, in its third edition, the Large Yacht Code (LY3) has become the major standard within the yacht industry. It is used by the United Kingdom and its dependencies (Bermuda, British Virgin Islands, Cayman Islands, Gibraltar, Isle of Man, etc.), plus other major yachting flags including Antigua and Barbuda, Barbados, Jamaica, Spain, and St. Kitts and Nevis. Other flags have created their own National yacht codes, but they appear to be primarily based upon LY3 or its previous versions. Some Flag states have created an allowance for certain private yachts to charter. This, in many cases, conflict’s with the actual rules. It is a dynamic topic and answers fluctuate depending on the particular flag involved. Commercial certification for a yacht is a difficult process. Maintaining the certification can be an even higher task.

Ocean Time Marine has created a template SMS software that will assist with ISM compliance which has made this part of certification easier. Contact us .

If you are planning on buying an existing vessel, you may need an accurate history of the vessel to help you evaluate the investment potential. Let Maritime Survey Australia carry out a Pre-Purchase Condition survey as part of your due diligence requirements so that you may ascertain the condition of your vessel.

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Understanding Yacht Classifications – Definitions, Explanations, and Regulations

Yacht classifications, also known as classification societies or class societies , are an important part of maritime safety. These classifications dictate the design, construction and ongoing maintenance of large commercial vessels and yachts.

The classifications provide highly detailed and technical standards that cover the yacht’s hull, its engines, and key safety systems.  The application of common safety requirements to personal vessels like yachts is something relatively new, so the procedures are constantly evolving. Typically, it is dependant on the service and the flag of the yacht.

Standard Yacht Types

Before discussing the different types of yacht classifications, it’s important to understand the different yacht types. Yachts are typically segmented based on the overall length and how many passengers they can accommodate. The standard yacht classification types are large yachts or luxury sailing yachts, commercial yachts, and private yachts.

Large Yachts

Large yachts, also known as luxury yachts, is the largest classification type for yachts. A large yacht has a load line length equal to or over 24m or about 80 feet. Just about every flag administrations have adopted safety codes for large yachts. Therefore, this is the only yacht definition having a universal meaning in the international regulatory framework of yachts.

Commercial Yachts

Commercial yachts are ones that are used for commercial use, whether it be sport or charter. These ships do not transport or carry any cargo and carry no more than 12 passengers.

All flag states require that commercial yachts are certified in accordance with a specific large yacht safety code. The most widely used safety code is the MCA Large Commercial Yacht Code (LY2) published in 2004.

Private Yachts

Private yachts are typical pleasure vessels used for the recreational and leisure purpose of its owner and his guests.  In some cases, they are also known as cruising yachts.

What Is A Classification Society?

Classification societies are organizations that set the rules that govern the construction, maintenance, and operation of yachts and vessels. Currently, there are 13 members of the International Association of Classification Societies . Classification societies were first started when insurance underwriters at Lloyd’s of London set standards for the ships that they would ensure.

As a result, Lloyd’s Register of Shipping (LR) was the original classification society. While many of the 13 members do not classify yachts, they cover everything from container ships to supertankers.

The main class societies involved in yachting are the American Bureau of Shipping, Bureau Veritas, Det Norske Veritas, Germanischer Lloyd, Lloyd’s Register, and RINA.

What Is A Flag State?

A vessel’s flag state is the jurisdiction or nationality under whose laws the vessel is registered or licensed. The flag state has the authority and responsibility to create regulations for vessels registered under its flag. These typically involve those relating to the inspection, certification, and issuance of safety and pollution prevention documents for a vessel.

Different flag administrations may perform inspections on the safety aspects of yachts using their own inspectors or use classification societies or other recognized organizations to perform these inspections.

The main flag authorities in the yachting industry are the UK-MCA, Cayman Islands, Isle of Man, Malta, the Marshall Islands, Italy, and Luxembourg.

What Is The Classification Process

The first step of classification involves the assessment of a yacht’s designs and regular inspections during the construction or conversion of a yacht. Once it is confirmed that all standards have been met, a certificate of classification is issued.

The certificate details the standards met, the intended use for the vessel, and whether the vessel should be used only in sheltered waters. The certificate is evidence that a yacht meets industry standards but isn’t necessarily a guarantee of seaworthiness.

Maintaining classification is achieved through regular surveys. These surveys, also known as ‘special’ surveys, typically take place every five years. These surveys assess things like the thickness of the hull, possible fractures, and other potential damage. They also consider the condition of electrical systems, machinery, and equipment.

Mandatory Classification Certificates

There are a variety of different classification certificates. The number and type of the mandatory certificates for a given ship will depend on its size.

International Tonnage Certificate This expresses the internal volumes of the yacht in gross tons. Unlike displacement tonnage, this does not quantify the weight of a vessel.

Large Yacht Code Certificate This certificate covers navigational and signaling equipment, life-saving appliances, fire protection, means of escape, and manning and crew accommodation.

Class Certificate This mainly deals with the yacht’s hull, machinery, electrical equipment, and outfitting.

International Load Line Certificate This certificate covers the weather-tightness of the yacht.

Safety Radio Certificate This certificate only applies if gross tonnage exceeds 300GT. It covers radio communication and distress installations.

MARPOL Annex I Certificate This certificate only applies if gross tonnage exceeds 400GT and covers the disposal of oil and bilge water.

MARPOL Annex IV Certificate This certificate only applies if gross tonnage exceeds 400GT or the yacht is certified to carry more than 15 people and covers the disposal of sewage from ships.

MARPOL Annex V This certificate covers the disposal of rubbish and applies to all ships.

MARPOL Annex VI  This is applicable if gross tonnage exceeds 400GT as well as to all main and auxiliary engines with a power exceeding 130kW. It concerns the emissions from main and auxiliary engines (NOx and SOx).

Safety Construction and Safety Equipment These cover machinery, electrical parts, life-saving and navigational equipment for yachts with a gross tonnage above 500GT.

International Safety Management Certificate This only applies to yachts with a gross tonnage greater than 500GT. A certified management company is requested to carry out this service, preparing operational manuals, procedures for drills, and taking care of the maintenance of the yacht and its installations.

International Ship and Port Security Certificate This only applies to yachts and ships with a gross tonnage greater than 500GT and covers the anti-piracy certification. A certified management company is requested to provide ashore assistance and establish onboard procedures and operational manuals.

Keeping Your Yacht Up To Classification

Tess Electrical has years of experience in maintaining yachts and commercial vessels. We deal with vessels 125’ and above, which have more complex systems dictated by Classification, Flag State and Insurance requirements. Even if vessels are not classed, we can still maintain them to those standards.

Give us a call or send us an email to speak with one of our experienced marine engineers about developing a maintenance strategy for your yacht today.

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Which rule?

Discussion in ' Class Societies ' started by Mat-C , Jul 11, 2010 .

Mat-C Senior Member

Simple question... 25 foot, aluminium planing hull, for recreational use. Which scantling rule / method is best?  

Paul Kotzebue Previous Member

ISO 12215-5 Small craft ― Hull construction and scantlings Part 5: Design pressures for monohulls, design stresses, scantlings determination  

Willallison Senior Member

It depends a fair bit on what you're trying to achieve Mat. ISO is probably the most widely used now, though ABS (and the Oz standards which are based on ABS) are also widely accepted. If you're after a simple, easy to follow, conservative rule the Gerr's Elements of Boat Strength is fine too.  

Thanks Paul, Will. Paul, why do you suggest ISO over others - ABS, Lloyds etc? Will, I'm just trying to establish which method gives a good strong structure at the minimum weight  

Alik Senior Member

Mat, ISO12215-5 has simplified method of scantlings calculations suitable for boats with LH<9m. I am sure in Your case it is the way to go.  

Lloyd's Special Service Craft is applicable for yachts over 24m. ABS guide for motor pleasure vessels is applicable only for yachts over 24m. I don't think ABS or Lloyd's has current scantling guidelines applicable to recreational motor craft under 24m. ISO 12215-5 is applicable for recreational craft between 2.5m and 24m. The ISO simplified method is fine if the boat falls in design category C or D.  

Great - thanks. Now, Can I just buy ISO12215-5, or do I need the whole damn lot....? I mean, I know I can buy just part 5, but will it enable me to do all the calcs without having the other standards to refer to?  

TeddyDiver Gollywobbler

Depens if you want to make the boat 100% ISO compliant or use just the scantlings.. http://www.evs.ee/Default.aspx?TabId=58&language=en-US  

Paul, we did 15m pleasure cat to LR SSC rules. They work quite good for small craft below 24m. Teddy, for craft below 12m compliance to ISO12215-5 is not mandatory.  

rxcomposite Senior Member

Special Service craft Paul Kotzebue said: ↑ Lloyd's Special Service Craft is applicable for yachts over 24m. ABS guide for motor pleasure vessels is applicable only for yachts over 24m. Click to expand...

ABS High Speed Craft: 1/1.5.1 Application Limits This Guide is applicable to high speed craft for commercial or governmental use constructed of steel, aluminum, or FRP and having V / L not less than 2.36 (1.30) where L is as defined in 3/1.1 and V is as defined in 3/8.1.1. Applicable craft type and length are as follows: Vessel Type Applicable Length Mono-hull < 130 m (427 ft.) Multi-hull < 100 m (328 ft.) Surface Effects Ship (SES) < 90 m (295 ft.) Hydro Foil < 60 m (197 ft.) Click to expand...

ABS High Speed Craft is not applicable to recreational vessels. This is from LRSSC: 2.1.1 The Rules are applicable to the following craft types constructed from steel, aluminium alloy, composite materials or combinations of these materials: (a) High speed craft. (b) Light displacement craft. (c) Multi-hull craft. (d) Yachts of overall length, LOA, 24 m or greater. (e) Craft with draught to depth ratio less than or equal to 0,55. So, for recreational vessels (yachts), LRSSC is only applicable if LOA is 24 m or greater. I am not aware of an upper length limit in LRSSC. Scantling guidelines can be used outside their intended scope as long as the user understands the limitations. However, the answer to the original post is ISO 12215-5.  

Paul Kotzebue said: ↑ ABS High Speed Craft is not applicable to recreational vessels. This is from LRSSC: 2.1.1 The Rules are applicable to the following craft types constructed from steel, aluminium alloy, composite materials or combinations of these materials: (a) High speed craft. (b) Light displacement craft. (c) Multi-hull craft. (d) Yachts of overall length, LOA, 24 m or greater. (e) Craft with draught to depth ratio less than or equal to 0,55. So, for recreational vessels (yachts), LRSSC is only applicable if LOA is 24 m or greater. I am not aware of an upper length limit in LRSSC. Scantling guidelines can be used outside their intended scope as long as the user understands the limitations. However, the answer to the original post is ISO 12215-5. Click to expand...

Alik said: ↑ I believe that the only reason why LR SSC rules exclude 'yachts' below 24m from classification is LR's policy. Click to expand...

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I may be wrong Paul, I do not have the LR special rules with me at the moment. I am living on a suitcase. What I do remember is the number divides a yachts and a megayachts.  

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Rules for the Charter of Yachts Over 24 Metres under the Malta Flag

The purpose of this guide is to provide information concerning the flag state rules applicable to Malta registered yachts over 24 metres in load line length that are operated for charter through the Malta Commercial Yacht Code.

The Malta Commercial Yacht Code was launched in 2006 and last updated in 2020 by Transport Malta.

Transport Malta are the authority of the Malta government holding responsibility and accountability for land, sea and air transport in Malta including the development and oversight of Maltese merchant shipping regulations and their enforcement.

A copy of the Malta Commercial Yacht Code 2020 can be accessed at the following link:

Malta Commercial Yacht Code CYC 2020

All commercial yachts over 24 metres in length are issued with a Minimum Safe Manning Certificate. Transport Malta has, over the years, built considerable experience in this field. Malta recognises training and certification from the most reputable training establishments and countries. There are no restrictions on the nationality of the crew.

All yachts covered by the Code are required to be surveyed, certified and maintained in accordance to their respective category requirements. An Initial Survey is first carried out when a commercial yacht is joining the Malta flag for the first time. Upon satisfactory completion of the Initial Survey a 5 year valid Certificate of Compliance to Trade as a Commercial Yacht (COC) is issued.

Subsequent to Initial Certification, during the 5 year validity of the COC, yachts less than 24m length have to undergo an Intermediate Survey whilst yachts greater or equal to 24m in length have to undergo annual surveys. The COC is renewable every five years and surveys may be carried out by Appointed Surveyors or by Recognised Organisations.

Red Ensign large yacht coded vessels  and ‘Codice dell Noleggio’ certified charter yachts transferring to the Malta Registry may be issued with an operational Commercial Yacht Code Certificate, immediately, upon the initial application for a period of three months to complete any necessary surveys and formalities.

It should be remembered that the coding of a yacht used for charter is only one stage of the process and that advice should always be taken in respect of local legal and fiscal obligations prior to the commencement of any commercial activity.

Oceanskies in conjunction with our partner surveyors is able to provide a complete charter yacht registration package combining commercial Malta flag yacht registration with coding certification and the employment of crew through Oceanskies Crew Limited in a Maritime Labour Convention (MLC) environment and, where applicable, with deduction and payment of Malta social security contributions.

Please do not hesitate to contact us for further information.

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Email Crew: [email protected]

Email Registration: [email protected]

Call: +44 1481 711994

Oceanskies Limited is registered in Guernsey (company number 56102) | Registered Office: Castle Emplacement, St.Peter Port, Guernsey GY1 1AU, Channel Islands, Great Britain

Oceanskies Support Services Limited is registered in the United Kingdom (company number 14539527) | Registered Office: 80 Grove Lane, Holt, Norfolk, United Kingdom, NR25 6ED

Oceanskies Malta Limited is registered in Malta (company number C 77899) | Registered Office: Premiere Business Centre Suite 1, Level 2, Constitution Street, MOSTA, MST 1750, Malta

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Small commercial yachts

High-level services for small commercial yacht.

Small Commercial Yachts owners can benefit from a wide range of services, aimed at guaranteeing the meeting of the highest safety standards and enhancing the commercial and qualitative value during the yacht’s lifetime.

Deliverables

EC certification In connection with the European Directive 2013/53/UE, RINA offers services in application of essential requirements for airborne noise emission. Small Commercial Yachts We can perform initial and periodical surveys for pleasure craft in commercial use and less than 24m in length. We carry out certification for small commercial yachts also on behalf of Luxembourg, Marshall Islands, Malta and other major Flag Administrations. Type Approval certification Type Approval is the certification of products approved or type tested in application of RINA rules and/or international standards.

We combine our long-standing and reliable experience with continued updated know-how on the ever evolving regulatory framework and technical innovation. In addition, we can provide a rich portfolio of certification schemes worldwide. Furthermore, we are one of the Certifying Authorities recognized to carry out surveys and issue certificates of compliance with MCA - MGN 280, on behalf of all the Red Ensign Group of Flags.

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Bering Yachts introduces new 24m catamaran model BC80 with two configurations

Turkish shipyard Bering Yachts has announced a new 24-metre catamaran model known as BC80 at this year's Cannes Yachting Festival.

The yacht is the largest in its class at 24 metres and is joined by the 18.9-metre BC60 and the BC70, which measures 21.3 metres. Owners can choose between two layouts: the flybridge version and the solar-powered version.

The first has been billed as a "more classic yachting experience", featuring an expansive 82-square-metre flybridge and 1,000 square feet of solar panels which can generate over 20kW of energy on a sunny day. The yacht can then remain at anchor for extended periods without relying on generators.

Meanwhile, the solar-powered version is suited to "the environmentally conscious adventurer", with a massive solar panel array, high-capacity lithium-ion battery bank and a state-of-the-art "kick-saving" system. This system significantly reduces generator dependence and allows guests to enjoy silent cruising for up to 24 hours without running the generators.

The BC80's impressive interior volume is aided by an expansive 10.8-metre beam, giving guests the "ultimate three-decker experience" with a spacious main deck with 2.4 metres of headroom, a dedicated upper deck with flybridge option, and a comfortable lower deck. In terms of accommodation, owners can choose between four, five or six cabins with the option of a master suite on the main deck.

The standard layout features a galley positioned forward on the main deck, while all guest accommodations are located in the sponsons (hull extensions) for extra privacy and reduced noise.

Powered by a pair of Volvo Penta engines, the yacht will reach top speeds of 15 knots and a cruising speed of 10 knots.

This follows the news that the steel hull of its 39.5-metre B125 model had been transported from Istanbul to Antalya ahead of outfitting . Delivery is anticipated for September 2024.

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MSN 1858 Requirements for deck officers on large yachts over 24m

Outlines the certification structure and examination and training requirements for yacht deck officers.

This publication was withdrawn on 10 January 2023

This shipping notice has been replaced by MSN 1858 (M+F) - Amendment 1 - UK requirements for deck officers on large yachts (24m and over)

MSN 1858 (M+F) UK requirements for deck officers on large yachts (over 24m)

PDF , 611 KB , 38 pages

This file may not be suitable for users of assistive technology.

Training & certification guidance: UK requirements for deck officers on large yachts (over 24m).

This merchant shipping notice (MSN) sets out and explains the regulatory requirements regarding the implementation of training elements applicable under chapter II, article IX, of the STCW convention and code. It outlines the certification structure and examination and training requirements for yacht deck officers. The route for yacht certification is structured to provide a progressive career path for those in the industry to achieve yacht restricted officer of the watch (OOW), chief mate and master qualifications.

Notice to all owners, masters, deck officers and crews of commercially and privately operated yachts and sail training vessels, and those concerned with maritime training.

This notice replaces MSN 1802 , MIN 473 and MIN 498

Further information regarding the OOW Yachts can also be found in MIN 521 regarding the Training Record Book and MIN 580 which details a new route to the OOW Licence not detailed in MSN 1858.

Updates to this page

Added relevant MIN Links

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