yacht certified capacity meaning

What Does Yacht Certified Mean and Why You Would Want It

If you are unfamiliar with yacht certification, you are encouraged to learn more about what it means and why it is so important for both current and prospective boat owners.

The term “Yacht Certified” refers to a quality control process governed by the NMMA, an organization that ensures that yachts and boats are constructed to industry standards. As many as 90% of boats currently on the water in the U.S. carry an NMMA certification placard.

The NMMA certification process serves to remove these headaches by requiring participating manufacturers to pass physical inspections.

What Does Yacht Certified Mean?

Yacht certification is handled by the National Marine Manufacturers Association (NMMA). The program is designed for manufacturers, so that they may show prospective boat buyers that the vessel has been built to meet or exceed the standards of the American Boats & Yacht Council (ABYC).

Every model of a manufacturer’s fleet must be inspected annually for Yacht Certification. If a company decides to participate in the NMMA program, they run every design plan by the organization and continue to produce vessels that meet these same standards.

What Are the Standards?

Standards are applied to the critical components of the yacht so that consumers know that they are purchasing a boat that has passed an extensive physical inspection. The following components are emphasized during the inspection process:

• Bilge pumps
• Bilge blowers
• Fuel hoses and tanks
• Steering parts

How Do Boats Qualify to Be Yacht Certified?

To meet the definition of a yacht, the boat must be 26 feet or longer. The NMMA does build capacity tags for boats shorter than 26 feet, so the certification process indeed covers a wide range of vessels.

Manufacturers apply for certification on their behalf and pay annual membership fees. They must also meet inspection filing deadlines once they have become NMMA members. As such, membership in the Yacht Certification program shows that a company is determined to meet or exceed industry standards.

How Do You Know A Boat Is NMMA Certified?

You will know a boat is Yacht Certified if you see a sticker showing “NMMA Certified using ABYC standards.” This will be located overtop either the capacity or yacht plate at the helm of the boat. You can ask your dealer if you don’t happen to notice the placard. If you go to a boat show, you may notice a directory that explicitly shows which boats among the lineup are NMMA certified.

Why You Would Want Yacht Certification

Prospective buyers can take advantage of the NMMA certification program as a way to ensure consistent quality across the board, regardless of manufacturer. For new owners, it is challenging to shop for boats. Prospective buyers don’t usually get to take a boat for a test drive, as they would with a vehicle.

Approximately 90% of all boats currently on the water in the United States are certified by the NMMA. From a manufacturer’s perspective, it is an excellent way to build trust with consumers.

Safety Standards of a Yacht Certified Boat

Since you won’t generally be able to go for a test drive, it’ll give you peace of mind to know that a vessel is a yacht certified by the NMMA. Research has shown that NMMA-certified boats are seven times less likely to receive safety recalls than non-certified boats.

While it’s true that the U.S Coast Guard inspects every new yacht for safety, the NMMA certification is an expansion of the standard federal inspection checklist. There aren’t any Coast Guard requirements for steering systems, storage batteries, or exhaust systems, among many other components.

Passenger Capacity on a Yacht Certified Boat

Recreational vessels longer than 26 feet in length are excluded from passenger capacity and stability standards. In smaller boats, you’ll notice marked placards somewhere along the interior, which clearly states passenger capacity and the maximum allowable weight.

Equipment Issues Can Be Hard to Diagnose

Just as is the case with cars and trucks, boat issues can be hard to diagnose. When you finally land your dream boat, the last thing you want on your hands is a mechanical issue that’ll land it in the shop for several days, if not weeks.

There are thousands of trained technicians who can determine whether a given component passes the ABYC test. If there are any issues, they can be resolved immediately while the vessel is still at the factory.

One of the many categories inspected to meet ABYC standards is electric wiring. This is significant because marine electrical systems are susceptible to a host of complicated problems, including bad connections, improper inverter installations, and poor choices for conductor materials.

Quality Assurance

The regulations of NMMA Yacht Certification state that participating manufacturers must have at least one staff member who is knowledgeable about ABYC standards. Participating staff must attend training sessions and successfully pass exams testing their level of competency.

As a prospective buyer, you’ll know that any craft that is NMMA Yacht Certified has been constructed under the guidance of a trained industry expert. This provides manufacturers with a convenient process for quality assurance.

Consistency

Every year manufacturers update their fleet to include new technology. There is no way of knowing the actual consequences of such modifications unless the boat is tested and approved by an independent technician.

The NMMA yacht certification program requires manufacturers to ensure that their boats are up to code every model year, even if no significant modifications have been made to the design schematic.

Consumer Satisfaction Index (CSI)

The Yacht Certification program provides makers with an established structure for tracking customer feedback. At the very least, companies must send their customers a census-type survey within the first 12 months of ownership. The NMMA then asks that the survey results are tabulated and forwarded up the chain to the manufacturer’s internal management.

Members also have the option to take part in the Marine Industry Customer Satisfaction Awards. This is a great way for prospective buyers to continuously view the top-rated brands and dealerships from this page.

How Long Do Yacht Certifications Last?

Certification inspections take place at the factory where the boats are originally manufactured. The dealerships do not generally take part in any certification process, so it’ll be more challenging to determine whether a used boat is up to code. You may find out that the vessel was originally Yacht Certified, which certainly helps with models that haven’t seen too much wear or tear.

Manufacturers provide owners with certification programs confirming the quality of used boats. Membership in such services involves having the yachts routinely maintained by certified technicians. The incentive for owners to enroll in such programs is that this coverage should help boost the resale value of their yacht.

Are There Any Other NMMA Certifications?

The NMMA has certification categories for many different types of watercraft, including personal watercraft. The organization also helps ensure that boat trailers are manufactured per code. Boat trailer inspections emphasize trailer and tire capacity ratings, brakes, and hand winches, among other critical components, to provide owners with peace of mind while they transport their prized possession.

Final Thoughts

Yacht Certification is a manufacturing quality vetting process hosted by the National Marine Manufacturers Association (NMMA). The standards are established under the guidance of the American Boats & Yacht Council (ABYC).

The advantage of the certification process is that consumers can be assured that the critical components of the boat have been inspected by a trained representative of an independent organization, a true neutral party.

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passenger capacity: Yacht Certified - What does this mean?

• Thread starter lkbum
• Start date Jul 27, 2009

Chief Petty Officer

• Jul 27, 2009

My boat is 28' (30' OAL) and the capacity plate states - Pasenger Capacity:Yacht Certified. Not that big a deal to me, but I was asked this weekend and I don't have a clue .  

tashasdaddy

Honorary moderator emeritus.

Re: passenger capacity: Yacht Certified - What does this mean? http://www.nmma.org/certification/programs/yachts/  

CaptNCamille

Petty officer 2nd class.

Re: passenger capacity: Yacht Certified - What does this mean? Boats 20' LOA and longer do not need to have the passenger capacity on the certification plate. There are some overly simplistic formulas for determining passenger capacity [number of people = the vessel length in feet times the vessel width in feet divided by 15] and actual ones which the USCG and marine engineers use http://www.uscgboating.org/safety/boatbuilder/safeloading_landing.htm . And then there are the common sense rules, don't overload your boat, which is what I use.  

Re: passenger capacity: Yacht Certified - What does this mean? Thanks, I did look at the NMMA site before the post. The plate on the boat is vague. A passenger ask me how to determine capacity from the plate that indicated "Yacht Certified". I have not seen the coast guard link before, thanks for that. And the only overloading on my boat is the First Mate when she brings Red Wine along.  

Bubba1235 said: Ummm, I think the cut off point is 26'. Click to expand...

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Yacht Certified: What is it, How Does it Work?

Table of Contents

• What is Yacht Certification?
• How Vessel Certification Works
• Placard Required Information
• Why NMMA Certification Tags Matter
• Further Considerations for Yacht Certification

Key Takeaway

• Yacht Certification, provided by the National Marine Manufacturers Association (NMMA), confirms that a boat model meets all ABYC standards of safety, design, and construction, serving as a crucial indicator of quality and safety for vessels 26 feet or larger.

When it comes to purchasing and operating a yacht, there are a lot of factors to keep in mind. Beyond maintenance, safety, and maritime laws, there are also considerations regarding the construction of the vessel that can often lead to more questions than answers.

One common question seen time and time again is related to the “Yacht Certification” tag seen on many larger boats. What exactly does it mean and when is it necessary? This post will help clear things up and explain why yacht certification is an important consideration for boat owners.

Yacht Certification is provided by the National Marine Manufacturers Association (NMMA) to confirm that a particular boat model has been manufactured to meet all ABYC standards of safety, design, and construction. The manufacturer must undergo an annual inspection to maintain certification.

To round out the process, each vessel is tagged with a permanent “Yacht Certification” plate. 

The most influential group in the world of boat manufacturing is the NMMA, an organization that ensures a wide variety of vessels are constructed to the highest standards possible. The NMMA provides certifications to manufacturers of recreational boats who meet standards set by the American Boats & Yacht Council (ABYC) . Boat builders can become members of NMMA, have their vessels certified, and even undergo routine audits to ensure compliance against the frequently evolving standards.

There are two main types of NMMA placards you will see on recreational vessels. For boats less than 26 feet in length (and all pontoon boats), a ‘Capacity Tag’ is used, listing NMMA and U.S. Coast Guard safety standard compliance statements and information about the max capacity of the vessel. Vessels 26 feet or larger will have a ‘Yacht Certification’ plate with compliance statements, but no capacity information.

The main reason for this difference is that federal law dictates that all vessels 20 feet or smaller must contain capacity information . NMMA takes a more conservative approach and requires any NMMA-certified vessel under 26 feet to have this. Currently, there are no federal laws regarding capacity management for larger vessels 26 feet and longer.

Buying a boat with NMMA tags is important because, when present, both consumers and legal bodies know that the boat was manufactured to meet an extensive set of requirements that go beyond the basic federal mandates. There are currently 58 ABYC standards grouped into 31 categories that NMMA uses to certify all vessels, including steering, power, and electrical systems, among many others. Additionally, the manufacturers are required to undergo routine inspections from third-party providers to ensure ongoing compliance. Data from the U.S. Coast Guard indicates that NMMA-certified boats are safer than non-certified.

As a potential or existing owner/operator of a 26 foot or larger vessel, it is important to remember that ‘Yacht Certification’ does not include any required vessel capacity limits, and it is up to the boat owner to operate mindfully. The main reason for this lack of guidance is that the larger size of these vessels leads to maximum capacity calculations that are determined by “stability” rather than “displacement” as in smaller boats. Larger boats can typically fit more passengers than seating capacity, so the overall stability of the vessel is what matters most. You can usually find a stability analysis to use as a basis of a maximum capacity estimate in the design documentation from the boat manufacturer.

Moreover, the NMMA ‘Yacht Certification’ tag is installed during, and is representative of, the manufacturing of the vessel. This means that further modifications that may have been made since or from previous use should be assessed before purchasing a used boat. The certification is a matter of construction quality and not an ongoing representation of the vessel’s compliance and adequate safety measures.

There are often many tags displayed inside a vessel, but the ‘Yacht Certification’ plate provided by NMMA is an important one to look for. Understanding the context of why and how these plates were initially attached can help buyers and operators make more informed decisions for smarter, safer operation. 

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Understanding Yacht Certified Passenger Capacity: Rules and Criteria

Key Takeaways

• Understand yacht capacity importance for safety.
• Follow regulations, consider factors, set proper limit.
• Prioritize safety, adhere to rules for secure sailing.

When pondering the specifics of yacht certification, considering the vessel’s passenger capacity is paramount. However, have you ever wondered how this capacity is determined and what factors play a role in this crucial calculation? Understanding Yacht Certified Passenger Capacity goes beyond mere numbers; it delves into safety, regulations, and practical considerations that every yacht owner or enthusiast should grasp. Explore the depths of this topic to navigate the seas of yacht ownership with confidence and compliance.

Importance of Yacht Certified Passenger Capacity

Regulations for passenger capacity, factors affecting certified capacity, calculating yacht passenger limit, ensuring safety and compliance.

Understanding the significance of the yacht’s certified passenger capacity is paramount for ensuring compliance with safety regulations and avoiding overcrowding incidents at sea. The certified passenger capacity of a yacht is determined based on various factors such as the vessel’s size, stability, and emergency evacuation capabilities. Exceeding this capacity can result in serious safety risks, including challenges in evacuating passengers during emergencies. By adhering to the certified passenger capacity, yacht operators can guarantee sufficient life-saving equipment and resources for all individuals on board.

Surpassing the certified passenger capacity can compromise the vessel’s stability, potentially leading to capsizing or other perilous situations. Therefore, it is imperative for yacht owners and operators to strictly adhere to the certified passenger capacity guidelines to prioritize the safety of everyone on board and prevent overcrowding incidents that could endanger the lives of passengers and crew members.

Yachts for sale represent the epitome of luxury and adventure on the open seas. From sleek and modern designs to classic elegance, these vessels offer unparalleled experiences for discerning buyers. Understanding the importance of yacht certified passenger capacity is crucial in the purchasing process. It ensures compliance with safety regulations while maximizing the enjoyment of every voyage. Whether seeking a spacious family cruiser or a sophisticated party yacht, exploring the market for yachts for sale unveils a world of opulence and possibility.

Regulations for passenger capacity on yachts are strictly enforced to ensure compliance with safety standards and prevent overcrowding risks. It is essential to adhere to these regulations to guarantee the safety of all individuals on board. Here are some key points regarding regulations for passenger capacity:

• International Standards : Yachts must comply with international maritime regulations that specify the maximum number of passengers allowed based on the vessel’s size and safety features.
• Crew Requirements : Regulations also outline the minimum number of trained crew members required based on the passenger capacity to ensure proper supervision and emergency response.
• Safety Equipment : The number of passengers allowed is often tied to the availability of safety equipment such as life jackets, lifeboats, and other essential gear.
• Inspections : Yachts undergo regular inspections by maritime authorities to verify compliance with passenger capacity regulations and overall safety standards.
• Penalties for Non-Compliance : Failure to adhere to passenger capacity regulations can result in fines, penalties, or even suspension of the yacht’s operating license.

Exploring Used Yachts for Sale: Unveiling Yacht Certified Passenger Capacities

In the world of pre-owned yachts, navigating the waters of available options can be both exhilarating and daunting. As you embark on your search for the perfect vessel, understanding the certified passenger capacities is paramount. Exploring used yachts for sale unveils crucial insights into the capabilities and accommodations each vessel offers, ensuring you find the ideal match for your seafaring adventures. From intimate gatherings to larger excursions, knowing the certified passenger capacities provides clarity and confidence in your decision-making process, ultimately leading you to the yacht that perfectly suits your needs and aspirations.

Certified passenger capacity of a yacht is determined by several factors that directly impact the allowed number of individuals on board. The primary consideration is the yacht’s size, including its length, width, and weight. Larger yachts generally have higher certified capacities as they can safely accommodate more passengers.

Stability is another critical factor affecting certified capacity. It is evaluated based on the vessel’s design, weight distribution, and performance in different sea conditions. Yachts with superior stability ratings can carry more passengers as they are less likely to tip or roll in rough waters.

The layout and amenities of the yacht also play a significant role in determining its certified capacity. Yachts with spacious decks, multiple levels, and adequate safety equipment can comfortably host more passengers. Conversely, yachts with limited space or lacking safety features may have lower certified capacities.

When determining the maximum number of passengers allowed on a yacht, precise calculations based on its size, stability, and amenities are crucial. To calculate the yacht passenger limit accurately, follow these steps:

• Yacht Size : Measure the length overall (LOA) and gross tonnage of the yacht to determine the physical space available for passengers.
• Stability Analysis : Conduct stability tests to assess the yacht’s ability to remain upright in different conditions, considering factors like weight distribution and center of gravity.
• Amenities Consideration : Account for the amenities onboard, such as seating areas, dining spaces, and safety equipment, to ensure passenger comfort and compliance with regulations.
• Regulatory Guidelines : Refer to maritime regulations specific to passenger capacity calculations, considering factors like crew-to-passenger ratios and emergency evacuation procedures.
• Consult Professionals : When in doubt, seek guidance from naval architects, marine surveyors, or regulatory authorities to ensure accurate calculations and compliance with safety standards.

Given the critical importance of safety measures on a yacht, compliance with passenger capacity regulations is vital for a smooth sailing experience. Yacht certification agencies establish specific guidelines to ensure the safety of passengers and crew. These regulations consider factors such as the vessel’s size, emergency evacuation procedures, and the presence of life-saving equipment onboard. Adhering to these standards is essential to avoid overcrowding, which can heighten risks during emergencies.

To guarantee compliance, yacht owners should carefully review the vessel’s certification documents, which specify the maximum number of passengers permitted onboard. This capacity is determined based on considerations like the yacht’s structural integrity and stability. Routine inspections by maritime authorities confirm the yacht’s adherence to all safety requirements. Non-compliance with passenger capacity regulations may lead to fines, penalties, or even the loss of the vessel’s operating license. Prioritizing safety and compliance enables yacht owners to establish a secure environment for all individuals on board.

Now that you grasp the significance of Yacht Certified Passenger Capacity , you can ensure compliance and safety on board. By adhering to regulations and taking into account factors that influence capacity, you can determine the appropriate passenger limit for your vessel. Always prioritize safety in the realm of yachting, and be diligent in following regulations and guidelines to provide a secure sailing experience for all passengers.

Further Entities:

https://www.epa.gov/emergency-response/personal-protective-equipment https://en.wikipedia.org/wiki/Ship_stability

David Seibert

"Meet David Seibert, a passionate advocate for all things nautical and the driving force behind Boat Hire Hub. Dedicated to curating exceptional boating experiences, David and the Boat Hire Hub team are committed to making every journey on the water unforgettable. Join us as we navigate the seas of adventure, creating memories one wave at a time. ⚓🌊 #BoatHireHub #SeafaringEnthusiasts"

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Unraveling the Mystery of Yacht Certification: What Does it Really Mean?

what does yacht certified mean? Yacht certification is a process that evaluates a yacht’s safety, performance, and overall quality to ensure it meets necessary requirements for safe operation in various waters. Understanding the details of yacht certification is important for all yacht owners to ensure the safety of their vessel and those on board. Therefore, if you are considering a yacht charter Dubai , make sure to select a rental company that also possesses the necessary yacht certification to ensure a safe and enjoyable experience on the water

What does Yacht Certification mean?

Yacht certification involves a comprehensive evaluation of a yacht’s design, construction, safety features, and other factors that determine its seaworthiness. The certification process is conducted by recognized certification bodies that assign a certification level or category to indicate the yacht’s suitability for specific types of water and weather conditions.

Who gave yacht certificate?

The NMMA (National Marine Manufacturers Association) certification process is designed to ensure that yachts and boats are constructed to industry standards. The NMMA works with manufacturers to establish a set of standards that ensure that yachts and boats are safe, reliable, and meet environmental requirements. Yachts that meet these standards are considered to be “NMMA certified.”

Yachts that pass the NMMA certification process are issued a certification placard that indicates that the yacht has met all applicable standards. This placard is typically displayed on the yacht’s dashboard or other visible location. In addition to providing reassurance to yacht owners, the NMMA certification can also be helpful in the event of an insurance claim or other legal issue.

Which physical inspection is important for NMMA certificate?

The NMMA certification process involves a series of physical inspections that are conducted by independent inspectors. The inspections cover a range of topics, including construction materials, fuel systems, electrical systems, and safety equipment. The inspections are designed to ensure that the yacht meets all applicable standards and regulations, and that it is safe and reliable for use on the water.

How do boats qualify for certificate?

In order to be eligible for yacht certification, a boat must have a length of 26 feet or longer, according to industry standards. However, the NMMA also provides capacity tags for boats shorter than 26 feet, meaning that the certification process covers a wide range of vessels.

To become certified, boat manufacturers must apply for certification on their own behalf and pay annual membership fees to the NMMA. Once they become members, they are required to meet inspection filing deadlines as part of the certification process. By becoming a member of the Yacht Certification program, manufacturers demonstrate their commitment to meeting or exceeding industry standards for safety, reliability, and environmental impact.

How to get information about a boat certification?

A boat that has been NMMA certified will have a sticker that reads “NMMA Certified using ABYC standards” located either over the capacity or yacht plate at the helm of the boat. If you are unsure whether a boat is certified or not, you can always ask your dealer. Alternatively, if you attend a boat show, you may find a directory that explicitly lists which boats in the lineup are NMMA certified.

Is there any other NMMA certificate?

Yes, the NMMA has certification categories for various types of watercrafts, including personal watercraft, pontoons, and fishing boats, among others. The NMMA’s Certified Trailer program ensures that boat trailers are also manufactured per code. These inspections emphasize trailer and tire capacity ratings, brakes, and hand winches, among other critical components, to provide owners with peace of mind while they transport their prized possessions.

Why is Yacht Certification Important?

In addition to ensuring the safety and seaworthiness of a yacht, certification is important for several other reasons:

Requirement for yacht owner to operate vessel

First, certification is often a requirement for yacht owners who want to operate their vessel in certain waters. Many countries have regulations that require yachts to be certified before they can be operated within their waters, and failure to comply with these regulations can result in penalties and fines.

Insurance purpose

Second, certification is important for insurance purposes. Many insurance companies require yachts to have a certain level of certification before they will provide coverage. This is because certification indicates that a yacht has met certain safety and performance standards, reducing the risk of accidents or damage. Without certification, yacht owners may have difficulty obtaining insurance coverage or may face higher premiums.

Helps in resale value

Third, certification can be important for resale value. A yacht that has been certified to meet certain standards may be more attractive to potential buyers, as it indicates that the yacht has been well-maintained and is safe and seaworthy. This can be especially important for owners who plan to sell their yacht in the future.

Important for environmental sustainability

Finally, yacht certification is important for environmental sustainability. Some certification schemes evaluate a yacht’s emissions, noise levels, and other factors that can affect the marine environment. By meeting these standards, yacht owners can reduce the environmental impact of their vessel and contribute to a more sustainable yachting industry.

Yacht Certification Standards

Yacht certification standards are a set of guidelines that provide a framework for evaluating the safety and performance of yachts. Various yacht certification schemes exist globally, including the European Union’s Recreational Craft Directive (RCD), the American Boat and Yacht Council (ABYC) standards, and the International Organization for Standardization (ISO) standards.

Benefit of yacht certification levels

Yacht certification levels and categories are used to classify yachts based on their intended use and the conditions for which they are suitable. These categories and levels can vary depending on the certification scheme and the country in which the yacht is registered.

Each certification scheme may use different standards or criteria to assess yachts. Some schemes may focus on safety and performance, while others may emphasize environmental impact or other factors. Yacht owners should carefully research the certification schemes that apply to their yacht and ensure that they meet all applicable standards and criteria. This can help to ensure that the yacht is operated safely, legally, and in compliance with all relevant standards and regulations.

In general, yachts that are certified to higher levels or categories are designed to withstand more extreme conditions and are generally considered to be safer and more seaworthy. Yacht owners should ensure that their vessel meets the necessary certification standards for its intended use and operating conditions.

List of some Common certification levels

Before discussing the levels, let’s have a look at some important things to consider for each yacht. In the NMMA certification process, a yacht is inspected to ensure that it meets industry standards for safety, reliability, and environmental impact. This includes a detailed inspection of critical components of the yacht, such as bilge pumps, bilge blowers, fuel hoses and tanks, horns, lights, and steering parts.

Bilge pumps are an essential safety feature of any yacht, as they help to remove water from the bilge area. During the NMMA inspection process, bilge pumps are checked to ensure that they are functioning properly and that they are of the appropriate size and capacity for the yacht.

Bilge blowers are another important safety feature that helps to prevent the buildup of dangerous gases in the bilge area. During the NMMA inspection process, bilge blowers are checked to ensure that they are functioning properly and that they meet industry standards for safety.

Fuel hoses and tanks are critical components of the yacht’s fuel system, and they must be constructed to meet industry standards for safety and reliability. During the NMMA inspection process, fuel hoses and tanks are checked for leaks, cracks, and other defects that could pose a safety hazard.

Horns and lights are important safety features that help to ensure that the yacht is visible and audible to other boats and vessels. During the NMMA inspection process, horns and lights are checked to ensure that they are functioning properly and that they meet industry standards for safety and visibility.

Finally, steering parts are a critical component of the yacht’s control system, and they must be constructed to meet industry standards for reliability and safety. During the NMMA inspection process, steering parts are checked for wear, corrosion, and other defects that could pose a safety hazard.

By focusing on these critical components of the yacht, the NMMA certification process helps to ensure that consumers can purchase a boat that has passed an extensive physical inspection and that meets industry standards for safety and reliability. Yacht owners should look for the NMMA certification placard when purchasing a yacht to ensure that they are getting a safe and reliable vessel.

Here are some common examples of certification levels:

RCD Categories

The RCD is a set of safety and environmental standards that apply to recreational boats and yachts in the European Union. The RCD sets out minimum safety requirements for the design and construction of boats and yachts, including requirements for stability, buoyancy, ventilation, and safety equipment. The RCD also includes environmental standards related to noise, exhaust emissions, and fuel consumption.

The Recreational Craft Directive (RCD) categorizes yachts into four categories: A, B, C, and D. These categories are based on the yacht’s design and intended use. Category A yachts are designed for use in winds over Force 8 (Beaufort Scale) and waves over 4 meters. Category B yachts are designed for use in winds up to Force 8 and waves up to 4 meters. Category C yachts are designed for use in winds up to Force 6 and waves up to 2 meters. Category D yachts are designed for use in calm waters, such as inland lakes and rivers.

ABYC Standards

The ABYC is a non-profit organization that develops safety standards for boats and yachts in the United States. The ABYC standards cover a wide range of topics, including electrical systems, fuel systems, ventilation, and safety equipment. The ABYC standards are widely used in the US and are recognized by many insurance companies and regulatory agencies.

The American Boat and Yacht Council (ABYC) has established numerous standards for the design and construction of yachts. These standards cover a wide range of factors, such as electrical systems, fuel systems, and propulsion systems. Yacht builders and owners can consult the ABYC standards to ensure that their vessel meets the necessary safety and performance criteria.

ISO Certification

The ISO is a global organization that develops standards for a wide range of products and services, including boats and yachts. The ISO standards cover a range of topics, including design and construction, safety equipment, and environmental considerations. The ISO standards are recognized internationally and are used by many yachts’ certification schemes.

The International Organization for Standardization (ISO) has established a set of standards for quality management and environmental sustainability. ISO certification can be obtained for specific areas of yacht design and construction, such as hull design, electrical systems, or environmental management.

Country-Specific Standards

Many countries have their own certification standards for yachts. For example, the United States Coast Guard has established standards for certain types of vessels, such as passenger vessels, commercial  vessels, and fishing yacht rentals .

Environmental Considerations in Yacht Certification

Environmental considerations are an important factor in yacht certification. As concern grows over the impact of yachting on the marine environment, many yacht certification schemes now include criteria related to environmental sustainability. Here are some of the environmental considerations that may be included in yacht certification:

Some yacht certification schemes require that yachts meet specific emissions standards. This may include limits on the amount of greenhouse gases, particulate matter, or other pollutants that are emitted by the yacht’s engines or other systems.

Yacht noise can be disruptive to marine life, particularly in areas where there are sensitive species or habitats. Some yacht certification schemes require that yachts meet specific noise level standards in order to reduce their impact on the marine environment.

Waste management

Yachts generate a significant amount of waste, including sewage, graywater, and other types of waste. Some yacht certification schemes require that yachts have appropriate waste management systems in place to minimize their impact on the marine environment.

Environmental management

Some yacht certification schemes require that yachts have a documented environmental management plan in place. This may include measures to minimize the yacht’s impact on the marine environment, such as reducing fuel consumption, using eco-friendly cleaning products, or avoiding sensitive areas.

By incorporating environmental considerations into yacht certification, yacht owners can help to reduce the impact of yachting on the marine environment. Yacht certification bodies may require documentation or testing to demonstrate compliance with environmental criteria, and yacht owners may need to take specific actions to meet these criteria. Ultimately, by meeting environmental certification criteria, yacht owners can help to ensure a more sustainable future for the yachting industry.

Insurance and Legal Considerations

Insurance and legal considerations are important factors in yacht certification. Here are some of the considerations that may be included:

Insurance requirements

Many yacht certification schemes require that yachts have appropriate insurance coverage in place. This may include coverage for liability, hull damage, and other types of risks. Insurance requirements can help to ensure that yacht owners are financially protected in the event of an accident or other incident.

Compliance with local laws and regulations

Yachts must comply with local laws and regulations in the countries where they operate. Some certification schemes require that yachts meet specific legal requirements, such as safety or environmental regulations, in order to be certified.

Yacht owners can be held liable for accidents or incidents that occur on their yacht. Certification schemes may require that yachts meet specific safety or other criteria in order to minimize the risk of accidents or incidents.

Documentation and record-keeping

Yacht owners may need to keep detailed documentation and records related to their yacht’s certification status, insurance coverage, and compliance with local laws and regulations. This documentation can help to demonstrate compliance and protect the yacht owner in the event of legal or insurance disputes.

Crew training and certification

Yacht crew members may need to meet specific training and certification requirements in order to operate the yacht safely and effectively. Certification schemes may require that yacht owners ensure their crew members have appropriate certifications and training.

By addressing insurance and legal considerations as part of the yacht certification process, yacht owners can help to ensure that their yacht is operated safely and in compliance with local laws and regulations. This can help to protect the yacht owner from financial and legal risks, and can help to ensure a safe and enjoyable experience for everyone on board.

Maintenance Considerations in Yacht

Different Types of Yacht Certification Different types of yachts may require different certification requirements. Commercial yachts may require different certification standards than private yachts. Sailing yachts, motor yachts, and other types of vessels may also have different certification requirements.

Here are some of the different types of yacht certification

Commercial certification

Commercial yachts are typically used for charter or other commercial purposes, and may require specific certification standards in order to operate legally. Certification requirements for commercial yachts may include safety equipment, crew training, and other criteria related to the yacht’s intended use.

Private certification

Private yachts are typically used for personal use and may have different certification requirements than commercial yachts. Private yacht certification may include safety equipment, environmental criteria, and other factors related to the yacht’s safe operation and environmental impact.

Class certification

Class certification is a type of certification that is offered by classification societies. These societies are independent organizations that assess the design, construction, and operation of ships and yachts. Class certification may be required by some insurers or regulatory bodies.

Flag state certification

Flag state certification is a type of certification that is issued by the country where the yacht is registered. The flag state is responsible for ensuring that the yacht meets the country’s legal requirements, including safety, environmental, and other criteria.

Manufacturer certification

Some yacht manufacturers offer certification programs that certify the yacht’s design, construction, and performance. These programs may be used to demonstrate compliance with regulatory or insurance requirements, or to provide additional assurances to potential buyers.

Each type of yacht certification may have different criteria and requirements. Yacht owners should carefully research the certification requirements that apply to their yacht and ensure that they meet all applicable criteria. This can help to ensure that the yacht is operated safely, legally, and in compliance with all relevant standards and regulations.

How many passengers can get to certified yacht?

When it comes to yacht certified boats, passenger capacity and stability standards only apply to recreational vessels that are shorter than 26 feet in length. For larger boats, these standards are not required.

In smaller boats, you can typically find marked placards somewhere along the interior that clearly state the passenger capacity and maximum allowable weight. This is important information to keep in mind to ensure that you do not exceed the weight limit and risk compromising the safety and stability of the boat.

Customer satisfaction index

In addition to physical inspections and certification, the Yacht Certification program also offers a way for manufacturers to track customer feedback through the Consumer Satisfaction Index (CSI). Companies are required to send a survey to their customers within the first 12 months of ownership, and the results are then tabulated and forwarded to the manufacturer’s internal management.

Participating manufacturers can also choose to take part in the Marine Industry Customer Satisfaction Awards, which is a great way for prospective buyers to view the top-rated brands and dealerships. This information is easily accessible through the program’s website and can help consumers make informed decisions when purchasing a yacht.

How long does the certificate last?

It is important to note that yacht certifications do not last indefinitely. Certification standards are revised every few years, so it is important to keep up with the latest requirements to maintain certification. Generally, certification lasts for a few years before requiring a re-inspection and recertification.

The exact duration of certification varies depending on the specific certification program and the type of yacht being certified. For example, the European Union’s Recreational Craft Directive (RCD) certification lasts for ten years, while the American Boat and Yacht Council (ABYC) certification requires annual renewal. It is essential to consult with the specific certification program to understand the duration of certification and any requirements for renewal.

Yacht certification is a critical process that ensures the safety, performance, and environmental sustainability of yachts. Understanding the certification process and maintaining a yacht’s certification is important for all yacht owners to ensure their vessel is safe and compliant with relevant standards.

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What "NMMA-Certified" Really Means

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When shopping for a new boat, there's one sticker that matters more than the rest. Here's how a boat earns the "NMMA-Certified" logo, and what it means to you.

NMMA inspector Steve Carrier examines the engine air intake of a boat under construction.

New boats sport a lot of stickers. some warn about the hazards of carbon monoxide, others remind you of the prohibitions on discharging waste or oil. but if you're shopping for a new boat this spring, one to look for says "NMMA-certified using ABYC standards." alphabet soup aside, this means that someone with an enormously deep fund of knowledge about boatbuilding has inspected this model of boat at different times during its building process and deemed it built to standards developed by the industry to ensure a high degree of safety.

This past fall, BoatUS spent time with independent inspector Steve Carrier, who reports to the National Marine Manufacturers Association (NMMA), during a visit to Regal Boats in Orlando, Florida, a boatbuilding company that has paid to go through the rigorous process of NMMA certification.

Wait, Aren't Inspections the Coast Guard's Job?

Unlike for cars or airplanes, there are relatively few federal regulations regarding the construction of boats. Sure, the Coast Guard has rules regarding flotation and stability, plus engine-ventilation requirements for gas inboards, but these have little to do with how a boat is built and more to do with meeting minimal safety requirements. As a matter of fact, if your boat measures longer than 20 feet and sports diesel power, there are virtually no federal regulations that apply to its construction.

On boats 26 feet and less, look for the "NMMA-Certified" logo on the capacity plate. Larger boats should have a separate "Yacht Certified" plate aboard.

The federal government doesn't dictate how far away a steering wheel should be from a throttle lever, or how much of the view through a windshield can be obscured by supports, or any of the dozens of other safety considerations. Boatbuilding is largely self-regulated.

To ensure that boating remains safe and enjoyable — and to make it unnecessary for government to step in — the boatbuilders had to come up with an effective way to police them-selves at a high standard.

Standards + Certification

Boats are paradoxical vehicles in that, largely in pursuit of pleasure and at considerable expense, we buy them in order to drive them into a challenging environment. We take for granted that much of the responsibility for getting safely home lies on our shoulders and on our practice of good seamanship, and we put our trust in our vessels that they won't let us down when we need them. The American Boat and Yacht Council (ABYC) strives to make sure that a boat's construction is not at fault if something does not go according to our plan out there. "It's our industry following the lead of so many other industries, and self-regulating rather than being subject to far-reaching and unchangeable federal regulations," says John Adey, president of ABYC (and one of our own BoatUS Magazine contributing editors).

With the deck cap off, backing plates can be examined for hard-point attachments such as cleats.

Founded in 1954, the ABYC today is made up of more than 400 volunteers who serve on the committees that author the standards, plus a small, dedicated full-time staff. Each committee, known as a technical working group, digs deep into one standard, each of which is reviewed on either a three- or five-year cycle. The groups can be anywhere from 14 to 45 members strong, made up of a balance of boaters, boatbuilders, marine surveyors, government agencies, accessory manufacturers, insurance-industry experts, and some BoatUS staff.

Through these technical working groups, ABYC has written 58 standards, each of which touches on a different aspect of boatbuilding. The overall focus of each standard is safety, regardless of whether it applies to internal fuel tankage or the boat's horn. Collectively, the most recent edition of the standards total 1,152 pages. This phonebook-sized compendium of recommendations is available to all boatbuilders for the cost of ABYC membership, but it is completely optional. It's up to the builder to decide whether or not to follow these standards unless the builder happens to be a member of the NMMA.

In 2003, the NMMA and ABYC joined forces when the NMMA decided to start enforcing ABYC standards through their certification process. Prior to that, the NMMA relied on their own standards, similar to the ABYC's. Now, NMMA's boatbuilder members are required to participate in the certification process. Thanks to their efforts, more than 180 boatbuilders now build to the standards, and NMMA reports that around 85 percent of the boats sold in the U.S. today are certified.

Top To Bottom

The certification process starts with designating someone at the boatbuilding plant as the point person for the venture — a significant role. That person is responsible for knowing all 58 of the standards, inside and out, and for educating the builder's workforce how to comply. The NMMA makes this easier by hosting annual training seminars on the standards, taught by NMMA and ABYC staff, the independent inspectors that travel to each plant, and other industry experts. At the end, there's an open-book test that challenges the builder's rep to apply the standard to real-world boatbuilding examples. "The inspectors have been authoring the exams," says Carrier, an independent inspector hired by the NMMA to inspect boats for certification. "Test takers must dig into the standards and think."

"One of our jobs is to help boatbuilders evolve and comply with the standards," says Robert Newsome, NMMA director of engineering standards. "It typically takes 40 to 50 hours annually to study for and take the compliance exam." The next step is to submit a master list of all the boat models the builder plans to make in the coming model year. New models — or if the boatbuilder is just beginning participation in the certification program — must be scrutinized onsite by a certification inspector.

Carrier points out key elements of a proper generator installation and an enclosed cable run (in gray) that keeps the engine room neat and the wires protected.

During our inspection demonstration at Regal, Carrier showed us how he inspects a boat for compliance, moving from partially completed boats to finished boats, pointing out areas of interest along the way. The list of items he scrutinized seemed endless. The standards set everything from the minimum distance between supports for wire runs and hoses, to checking for the presence of a charcoal-filled fuel-vent vapor filter, part of the recently adopted fuel-fill and evaporative emissions standards. With the decks still off a cruiser, we could inspect the backing plates for cleats and wiring for shore power, and see the surface area of an engine-ventilation intake. Inside the hull, the back sides of cabinetry was exposed, revealing wire runs, ductwork for air conditioning, and freshwater hoses.

At one point at Regal, we inspected a midsize cruiser without engines installed. The empty engine bay gave Carrier a chance to look at how other systems had been installed including the generator and its exhaust run, which according to the standards should exit the boat as close to the stern as is practical.

A glance at the fuel system told Carrier whether the boat was destined for diesel or gas sterndrives, which further defined the list of items he had to examine. Carrier knew the standards inside and out, and also carried a condensed version in a notebook. When a question arose about the exact placement of a gas fume detector in an engine compartment, he quickly found the answer (a few inches above the high-water alarm level in the bilge).

Throughout the inspection, Carrier gave notes to Dennis Reis, Regal's head of engineering and one of two people at Regal responsible for compliance. In certificationspeak, any deviation from the standard would be a "variance" and trigger a followup. At the end of the inspection, the inspector turns in a written report within a week listing any variances found. The builder then has 30 days to respond to the NMMA with a corrective action plan for each item. For production-based variances — for example insufficient supports on a hose run, or too many wires on a fuse block — educating the worker tasked with the assembly of those components about the correct process might be all that is required.

"The majority of variance issues that turn up are production-based for a builder continuing in the program," says Newsome. For engineering-based variances, where something was designed in a manner inconsistent with the standards, testing or reengineering the part may be required, as well as photo documentation during follow-up.

Complying with these constantly updated standards for each new model seems like a gargantuan task, but there are ways to keep compliance from being overwhelming. For instance, boatbuilders rely on numerous vendors to supply boat parts; everything from cleats and thru-hulls to fuel tanks and horns comes from outside suppliers. Some items are critical components, such as fuel tanks, and require additional scrutiny in the form of standards from other organizations such as Underwriters Laboratory (UL), or the National Fire Protection Association (NFPA).

The NMMA compiles a list of those that meet the requirements, deems them "type-accepted," and allows builders to use such components without further testing.

Boating Benefits

Builders that are not NMMA members may still build to ABYC standards, but they are not inspected, or certified. Adey says many low-volume builders do their best to comply and build to the standards. Smaller builders do so knowing that the ABYC standards exceed the minimum requirements of the federal government.

Used-boat buyers can look for the "NMMA-Certified using ABYC standards" logo on the capacity plate of boats measuring 26 feet or less, or look for a "Yacht Certified" plate, typically metal and permanently affixed, if the boat is longer than 26 feet. This indicates the boat was certified to the standards in effect at the time of construction; however, any repairs or changes made by a prior owner may or may not have been made according to ABYC recommendations.

Some types of equipment may be approved by standards other than the NMMA's such as those of organizations like the Society of Automotive Engineers (SAE) or the Coast Guard.

Manufacturers that go to the added trouble and expense to build their boats to ABYC standards and participate in the NMMA certification process are proud of it and view the certification visits as learning opportunities, where they can improve the boatbuilding process and their products. And though building to the standards can increase the cost of doing business — for instance, the recently adopted fuel-fill and evaporative emissions standard effectively raised the cost of a fuel tank by as much as 300 percent — the builders believe the alternative, regulations written by federal agencies, would be far more onerous.

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Michael Vatalaro

Contributor, BoatUS Magazine

Michael Vatalaro is the former executive editor of BoatUS Magazine. He has a Pursuit center console, which he uses in the Chesapeake Bay.

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The Sterndrive Class is great for embarking on a full array of day boat activities. From the 20’ foot runabout for inland lakes to the roomy 36’ luxury cruiser that handles big water, you’ll find a great choice among our Sterndrive Class for doing it all on the water.

• Day Cruising
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For those who want all the versatility of a sterndrive with enhanced surf boat capabilities, the Surf Class is the perfect choice. In three easy steps, you’ll have the ideal wave for your family’s surfing success. And all of this with no trade-offs in your cruising enjoyment.

The Outboard Class offers powerful cruising with a modern quiet ride. Great in saltwater, these outboard boats are engineered for efficiency, ease of maintenance, and year-round readiness with a variety of power options.

The Coastal Edition is designed with a comprehensive set of features specifically tailored for saltwater protection and durability. Boaters can navigate with confidence, knowing that the boat is equipped to handle the elements effectively.

Our Coastal Edition features the highest quality stainless steel components, watertight electrical connectors, innovative water management system, GPS mapping with coastal maps, carpet-free floor storage, redundant bilge pump system, and self-bailing cockpit (R6 models and above).

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Yacht Certification

Is It Only About Size?

Did you ever wonder at the term ‘Yacht Certified’ when you see it listed in the ‘Capacity’ category for many Cobalt boats? If so, here’s what it’s really about, and it goes way beyond the number of people a boat can carry safely.

Boats, Yachts, and Ships

First, let’s start with the definition of a yacht, which is often described as a boat that’s 35 feet or more in length. At the extreme, a yacht can range in size to more than 200 feet, which also brings up the discussion of the difference between a boat and a ship (fun fact: the definition of a boat is that it leans into a turn, while ships heel outward in a turn.)

For our purposes, though, the term ‘yacht’ as used by the National Marine Manufacturing Association (NMMA) refers to boats that are 26 ft. or longer, which gets to the heart of why a pleasure-boat owner might want to know what goes into their yacht certification.

How the Yacht-Certified Placard Benefits You

“Yacht Certification” is a manufacturing quality standard implemented by the NMMA under a vetting process established by the American Boats & Yacht Council. The advantage of this for boat buyers – including Cobalt owners, of course, since every yacht-certified Cobalt model goes through NMMA recertification each year – is that many boat manufacturing processes are tested and inspected during manufacturing by a trained representative of a neutral, independent certifying body.

Comprising a physical inspection of critical safety items, from bilge pumps to fuel tanks, horns, lights and steering components, yacht certification shows that a manufacturer is committed to meeting and exceeding a higher quality standard.

The Comforts of Consistency

One immediate benefit of yacht certification is, of course, knowing these boats don’t have a defined passenger capacity. But there are other comforts of having a consistent set of certification standards.

Such as the fact that there are thousands of trained technicians who develop and oversee these tests, helping to ensure that any manufacturing issues can be immediately identified and resolved on the factory floor. Or that yacht-certified boats are 7 times less likely to experience a safety recall. Or that the yacht-certification program provides boat manufacturers with an established structure for tracking the customer experience, as well as participating in the Marine Industry Customer Satisfaction Awards Program.

Built To A Higher Standard

In short, yacht certification is another way to ensure that Cobalt boats are built to the highest industry standards, so Cobalt owners can enjoy the level of superior, consistent quality that they – and we – expect.

If you’re interested in learning more about boatbuilding, we’re ready to help! Contact us with your question and we’ll be glad to share the answers with your fellow Cobalt owners!

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The Marine Installer's Rant

A blog about the things boat builders do that cost you money, and other eclectic newsy musings of interest to boaters

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Sunday, July 15, 2012

Yacht certified whats that mean.

9 comments:

Has anyone determined if there was a capacity label for the flybridge and if it was exceeded? A much smaller movable load when extended away from the center of gravity will easily roll a vessel, especially if it becomes laterally destabilized (vessel abruptly changes direction, takes a wave abeam, etc.) Our Sea Ray 370 AC has a label that clearly states no more the 850 lbs total (people, gear, etc.) are to be on the flybridge when the vessel is underway.

Sam, to the best of my knowledge there was no capacity plate for the 1984 Silverton, or information in the owners manual either. In later years, the redesigned 34' Silverton version had a recommendation of not more than 15 persons, but no reference to bridge loading. Searay, Tiara, and a few others do provide capacity plates, and or information regarding capacity loading in the owners manual. I didn't want to analyse the reason for the accident, but instead used it as a focal point to talk about the lack of information about vessel capacity/stability that is available to most owners. You're right about bridge loading, and I talked a bit before about high center of gravity implications on boats, and moment loading. I just used simple calculations to illustrate the point, and did not included the considerable impact inertia can have. Thanks, Bill http://themarineinstallersrant.blogspot.com/2011/08/steps-and-second-steering-stations-on.html

If anything, it seems the USCG should have something on this. This overloading incident sounds like "lack proper vessel knowledge and operating skills" which ABYC and NMMA don't really deal with. Perhaps the "hole" is in the secondary education system. Anyone who completes high school physics should think twice about loading up a 34 foot boat with 27 people.

high school ....believe after grade 5 !

Aren't there extensive CFR stability requirements, especially for an upper deck? The last I dealt with commercial construction if you changed a passenger vessel weight by more than %5 it required a new stability report. Move to recreational and all of a sudden the USCG doesn't feel those same standards apply. How does that make sense? I know ABYC is currently working on evolving the standards for capacity & upper decks but not sure what exactly that will mean until we see the standard.

My father took 20 of my 7th grade class out on a whale watching field trip 3 miles out from shore in Santa Monica bay. My mother,little brother and a nun came also so 24 total. maybe 3000 lbs. We had six lifejackets (Racing rules requirement)and only three of the girls wore them.Our 36' foot cat was maybe 2/3 the displacement of piture above. No stability issue at all in 2-3 ft waves and everyone could actually have swam to shoe hanging onto our rowboat anyways. Different era 40 years ago(private school also).They were still debating mandatory helmets for motorcycles back then. First major decline in USA cultural attack. I don't ask the Coast Guard the proper way to tie my shoes, wipe my arse, nor design and operate my private yachts. They should get back to life saving and rescue attempts, also smuggler interdiction, and stop adding regulation to write a bunch of tickets over. Why post a picture of a catamaran in the headline? That boat would not capsize with 50 people aboard in calm water shown.

This has less to do with a decline in USA "cultural attack" and more of an increase in intelligence since then. Having that many kids on a boat without a life jacket epitomizes the stupidity of your day.

The way I see it is one can't legislate stupid. All the government rules in the world won't keep certain people from doing things that most of us wouldn't even dream of. Was alcohol a part of the equation here?

I doubt seriously the guy who put 27 people on his 34 foot boat would of read any manuals. I do not think the Government or the Boat manufacture are to blame. A total lack of common sense Among 27 people are to blame.

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Category A “Ocean” Certification – What Does It Mean?

MJM made it a primary objective that all MJMs would be certified at the highest level of safety possible… which meant those models under 40 feet are ISO CE Certified Category B Offshore, while the 40z and 50z are Certified ISO CE Certified Category A Ocean. There are no other boats of their type, of any size, achieving this high level of offshore safety. In fact, in the worldwide database of the International Marine Certification Institute (IMCI), we have only identified two other models under 40-feet with this certification, both being heavy displacement trawlers. The former achieves this with a low vertical center of gravity and the latter with massive tonnage. What does ISO Certification mean and how should it affect one’s peace of mind on the water? Let’s take a look at the subject.

When the European Union started in 1998, a Recreational Craft Directive was developed to set design/building standards for recreational boats up to 24 meters (79 feet). New and used boats sold in Europe, including boats built in the U.S. or anywhere else being exported to Europe, had to be certified as complying with one of four design categories for seaworthiness. These categories are based on factors such as the wave height and wind speed a given design is capable of handling, plus hull scantlings/strength and stability.

In essence, the further offshore a vessel is expected to venture, the greater the requirements for the vessel’s construction strength, stability, reserve buoyancy, resistance to flooding, deck drainage, crew safety, and other seaworthiness criteria have to be. Let’s take a look at the four categories.

Category A — Ocean  – This is the category with the toughest standards and covers vessels 40’ and over designed to be self-sufficient for extended voyages. It is defined as the “category of boats considered suitable for seas of up to 23 feet (7 meters) significant wave height and winds of Beaufort Force 9 (41-47 knots) or less, but excluding abnormal conditions such as hurricanes.”

Category B — Offshore  – These boats are designed to go offshore with the ability to handle winds up to gale force 8 of 40 knots, and seas up to 13 feet (3.96 meters).

The difference between Category A & B is shown in the above graphic,  where Mass is tons and AVS is the Angle of Vanishing Stability when the boat goes upside down. Category A boats need to be to the right of and above the blue line and a Category B boats to the right and above the red line.

Category C — Inshore  – These boats may venture away from the protected harbors, but within striking distance of home… operating in coastal waters or large bays and lakes with winds up to 27 knots with and significant seas 8 feet (2.44 meters) high.

Category D — Inland or sheltered coastal waters  – These are your typical day boats, operating in protected harbors, small lakes and rivers with winds to Force 4 (up to 16 knots) and significant wave heights to 4 feet (1.22 meters).

Now This Is Important

While a builder may claim that a boat is designed to a certain standard, it doesn’t necessarily mean that it ends up being built to it, unless inspected and certified by an IMCI (International Marine Certification Institute) surveyor, AND the builder can show you this plaque affixed to a bulkhead.

Because the number of people in the boat can reduce stability, the plaque shows the max number of people for Category A conditions, which on the 40z is 16. That’s not a USCG limit for liability purposes at all times. That’s just for Category A conditions.

Good story here. When Bob Johnstone was told that the 50z could carry only 2 more people under Category A than the 40z (18 versus 16), he was concerned about losing a 50z sale to a 40z owner who was moving up, because he wanted to be able to take 20 or so friends on the ICW to eat at Coconuts Restaurant near Bahia Mar… and might be concerned about the liability. “No worries,” said the IMCI surveyor, “We can provide the 50z with a ‘B’ rating as well as an ‘A’ rating, showing he can carry 30 people…and if he’s just going down the ICW or close to shore, you can post a ‘C’ rating, too, showing a capacity for 50 people.” Bob thought was going a bit too far and was happy to settle with the following plaque for the 50z.

Impact on Design and Manufacturing?

MJM Yachts is dedicated to producing the safest, strongest and most durable yachts possible. For this reason, while those under 40 feet can only be rated “B,” each of our powerboats is designed and built to exceed small craft structural requirements for ISO Category A Ocean. ISO requirements for strength are based on a design’s top speed and the expected impact to be absorbed by hull bottom and sides, as well as decks, bulkheads, structural grid, and any part of the vessel’s structure. The laminate schedule and materials are then specified to meet such stringent requirements.

ISO standards for polyester or vinylester resin and the 50:50 glass-to-resin ratio are lower than those achieved on MJMs, built by Boston Boatworks. An MJM is built using a wet prepreg epoxy, Kevlar, Eglass and Corecell with a glass-to-resin ratio of 62:38. Epoxy is significantly more expensive, but 25% stronger, unlikely to crack with use, and is water-resistant… which is why epoxy is used to coat the bottom of boats suffering from osmotic blistering. The MJM is built right from the start!

That’s Not All…

ISO CE certification also takes into account engine emissions. In a world where greenhouse emissions are taking their toll on our environment, this is an important point. Meeting strict ISO CE emissions standards is comparable to meeting similar U.S. CARB requirements.

Additionally, sound levels will come into play. Boats are limited to 75 decibels for a single engine and 78 decibels for twin, triple or quad installations from a distance of 25 meters.

Highest Standards for MJM Yachts

MJM meets and exceeds all applicable standards, because ISO CE standards are more stringent than those of the United States Coast Guard (USCG), American Boat and Yacht Council (ABYC), or National Marine Manufacturers Association (NMMA) which mirror ABYC.

Boats sold in the U.S. do not have to be ISO CE certified… which costs upwards of $20,000 per model. USCG regulations require safety items such as PFDs and flares, carrying capacity for boats under 26 feet (7.93 meters), and level flotation if swamped for boats 20 feet (6.1 meters) and under. ABYC has distributed American versions of ISO CE Standards and Recommendations…but, they are strictly voluntary. Most critically, there are no ABYC design categories to differentiate between boats of different capabilities suitable to differing sea and wind conditions.

NMMA certification in the U.S. requires only about 70% of the ABYC recommended standards. While most U.S. builders follow the ABYC standards, and indeed many exceed those required by the NMMA, they are not mandatory as is the case in Europe with ISO CE mark standards and don’t involve the cost and post-build survey inspection of ISO.

The MJM Category A Ocean certification ensures MJM owners are boating on a stronger, more stable yacht, designed and built to exceed the highest standards in the world. It means having the peace of mind that comes with knowing that should you find yourself in weather and sea conditions outside your prior boating experience, you will be in one of the safest powerboats in the world. At sea, that comfort is the most important form of comfort a yacht can have.

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Pamlico Yachtworks Department: Accounting Position: CFO

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Certifications and Ratings: What’s the Deal?

The acronyms alone are enough to drive you nuts: ABYC, ISO, IMCI, ABS, NMMA. And those with real names, what are they: Germanischer Lloyd, Lloyds Register, Bureau Veritas?

One suspects that these whatever-they-ares have something to do with the way boats are built, or not built, but beyond that, it’s well, vague. Readers wonder, and so do we. 

The United States Let’s start on our home turf. The dominant trade group in the U.S. is the National Marine Manufacturers Association (NMMA). It has offices in New York and Chicago. The NMMA represents nearly all businesses in the marine sector: boatbuilders, engine makers, and suppliers of accessories. A dozen years ago, during a bad financial phase for the boating industry in general, manufacturers of sailboats and sailing equipment weren’t happy with the way the NMMA represented them; after all, sailing is a small percentage of the boating industry. So a bunch of executives from the sailing realm (Frank Butler, Catalina; Everett Pearson, TPI; and John Southam, Cruising World magazine) started an association called ASAP that eventually came to be called Sail America. Sail America started running its own boat shows, called Sail Expos, and still does. But it was evident that the efforts of Sail America and the NMMA were to an extent redundant, so they have recently buried the hatchet and agreed to again share the same teepee.

Neither the NMMA nor Sail America promulgates standards for the construction or outfitting of boats. However, the NMMA has been vigorous in supporting ISO boatbuilding standards, which we’ll get to shortly.

For a time, the American Bureau of Shipping (ABS) attempted to develop standards for the construction of small fiberglass (composite) recreational boats. These standards actually included scan’tlings, but so many people in the industry criticized them as unrealistic that ABS retreated. Now, it offers only publication #37, “Building and Classing Offshore Racing Yachts,” which applies only to racing boats over 24 meters, or about 79 feet.

The ABS, like European classification societies, makes its money developing rules for building ships and other marine structures (like offshore oil platforms), and related equipment; then by reviewing the designers’ and builders’ plans, and sometimes by surveying the actual structure to assure compliance (often for insurance companies and lending institutions).

The Plan Review for a composite boat requires the submission of laminate schedules, information about the resins and reinforcements (fibers) and construction details. Many classification organizations also offer engineering services to companies to help them gain compliance. It’s a pretty nifty business plan: Make up a bunch of rules, then charge companies big fees to tell them how to comply.

The top classification is A1 with a Maltese cross; this means the classification society has reviewed the plans and observed the construction process. An A1 plan means the plans were reviewed for compliance with the rules, but no one from the classification society watched the construction take place.

For vessels built to class, such organizations may also conduct periodic surveys so that the vessel can “maintain class.”

The U.S. standard-setting organization that deals with recreational boats is the American Boat & Yacht Council (ABYC), which publishes “Standards and Technical Information Reports for Small Craft.” It’s a democratic sort of society, inasmuch as each standard is written by a committee of industry experts—employees of boatbuilding firms; employees of ancillary companies, like makers of electrical wire, pumps, and motors; and members of the ABYC staff. ABYC members (Practical Sailor is one) have the opportunity to attend committee meetings and to comment on the proposed standards.

ABYC does not have standards for scan’tlings, that is, the structural requirements of a hull in metal (like the thickness of plating), wood (like the spacing of frames) or plastic (like how many layers of fiberglass must be used in a given hull or deck). Nor does ABYC rate boats for specific uses, such as sheltered water versus open ocean. Instead, ABYC largely concerns itself with safety issues: fuel systems, electrical systems, lightning protection, through-hull strength and installation, load capacities, etc.

Compliance with ABYC standards is voluntary. So where does ABYC get its clout? To a great degree, from the insurance companies, which generally require surveyors to judge boats against ABYC standards. So, if your surveyor finds your boat not in compliance with ABYC, your insurance company may deny coverage. The same goes for banks and other lending institutions, which may require a survey to ABYC standards before finalizing a loan.

Boats built in the U.S. don’t have to comply with European standards unless they are to be sold there.

There are a few other groups affecting recreational boats, however: The U.S. Coast Guard is vitally involved in a variety of safety issues, from PFDs to fuel and electrical systems, buoyancy, loading, etc. One can order from the USCG a 271-page booklet titled, “Rules and Regulations for Recreation Boats,” which, to quote the Coast Guard explanation, contains among other things, “information of defect notification, manufacturer certification of compliance, labeling, hull identification numbers, capacity, safe loading, safe powering, testing electrical systems, fuel systems, ventilation, personal flotation devices, visual distress signals, fire extinguishers, marine sanitation devices, accident reporting requirements and state numbering systems.”

ABYC prepares and sells five individual “Compliance Guides” to help marine businesses understand the above codes. The guides on flotation, ventilation, electrical systems, fuel systems and safe loading sell for $25 each.

The Society of Naval Architects and Marine Engineers (SNAME) publishes its Technical and Research Bulletin 2-23, “Guide for Quality Assured Fiberglass Reinforced Structures,” which defines the basic materials and outlines what it considers acceptable shop practices. This could be considered an adjunct to the ABYC systems standards.

The National Fire Protection Association (NFPA) similarly has rules germane to its interests. Like the ABYC, it’s interested in safe systems, not in rating recreational boats for various wind and weather conditions.

The Offshore Racing Council (ORC) has established certain requirements for yachts to compete in certain sanctioned races. Some of these deal with safety equipment, but the more interesting ones to prospective boatbuyers have to do with features like cockpit volume, portlight size, and lifeline height. You can get a copy from US Sailing ( www.ussailing.org ).

Some gear installed in boats probably will have been tested and/or certified by other more industrial outfits like the American Society for Testing and Materials (ASTM International), a voluntary standards organization, and the American National Standards Institute (ANSI), which is a “private, non-profit organization (501(c)3) that administers and coordinates the U.S. voluntary standardization and conformity assessment system. The Institute’s mission is to enhance both the global competitiveness of U.S. business and the U.S. quality of life by promoting and facilitating voluntary consensus standards and conformity assessment systems, and safeguarding their integrity.”

Gear that would be standardized according to ANSI might include anything from a sink drain to a screw to a switch. ANSI is, for example, the group that makes sure all household lightbulbs have the same thread.

Then there’s Underwriters Laboratories (UL)—but it doesn’t develop scan’tlings for pleasure boats either.

ISO This brings us to the International Organization for Standardization (ISO). The easiest way to present this organization is to quote from its own self-explanation, which actually makes pretty interesting reading:

The International Organization for Standardization (ISO) is a worldwide federation of national standards bodies from some 140 countries, one from each country.

ISO is a non-governmental organization established in 1947. The mission of ISO is to promote the development of standardization and related activities in the world with a view to facilitating the international exchange of goods and services, and to developing cooperation in the spheres of intellectual, scientific, technological, and economic activity.

ISO’s work results in international agreements which are published as International Standards.

The ISO Name: Many people will have noticed a seeming lack of correspondence between the official title when used in full, International Organization for Standardization, and the short form, ISO. Shouldn’t the acronym be “IOS”? Yes, if it were an acronym — which it is not.

In fact, “ISO” is a word, derived from the Greek isos, meaning “equal,” which is the root of the prefix “iso-” that occurs in a host of terms, such as “isometric” (of equal measure or dimensions) and “isonomy” (equality of laws, or of people before the law)…

Why is international standardization needed? The existence of non-harmonized standards for similar technologies in different countries or regions can contribute to so-called “technical barriers to trade.” Export-minded industries have long sensed the need to agree on world standards to help rationalize the international trading process. This was the origin of the establishment of ISO.

ISO goes on to list the main reasons for its existence: worldwide progress in trade liberalization; inter-penetration of sectors; worldwide communications systems; global standards for emerging technologies; and developing countries that benefit from a standardized infrastructure.

ISO 9000 and ISO 14000 in plain language: Both “ISO 9000” and “ISO 14000” are actually families of standards which are referred to under these generic titles for convenience. Both families consist of standards and guidelines relating to management systems, and related supporting standards on terminology and specific tools, such as auditing (the process of checking that the management system conforms to the standard).

ISO 9000 is primarily concerned with “quality management.” Like “beauty,” everyone may have his or her idea of what “quality” is. In plain language, the standardized definition of “quality” in ISO 9000 refers to all those features of a product (or service) which are required by the customer. “Quality management” means what the organization does to ensure that its products conform to the customer’s requirements.

ISO 14000 is primarily concerned with “environmental management.” In plain language, this means what the organization does to minimize harmful effects on the environment caused by its activities.

Both ISO 9000 and ISO 14000 concern the way an organization goes about its work, and not directly the result of this work. In other words, they both concern processes, and not products — at least, not directly.

As bureaucratic autobiographies go, this one at least makes an attempt to be clear. Unfortunately, the manner in which ISO standards actually impact boatbuilding practices is anything but straightforward, and this seems to be due to the myriad complicated economic relationships between European countries.

Let’s start with the European Economic Area (EEA), which is composed of 15 countries—Austria, Belgium, Denmark, Finland, France, Germany, Greece, Ireland, Italy, Luxembourg, the Netherlands, Portugal, Spain, Sweden and the United Kingdom; as well as three of four members of the European Free Trade Association: Iceland, Norway and Liechtenstein.

The EEA countries, as well as Switzerland, Tunisia, and Turkey, adopted something called the Recreational Craft Directive (RCD), which basically says that some set of standards must be met and provides a mechanism for making sure that boatbuilders and equipment manufacturers comply.

The RCD strongly urges that builders use ISO above other standards. Moreover, with few exceptions all boats—new and used—sold in Europe (which effectively encompasses all the countries belonging to the EEA) must be marked Conformité Européene (CE).

While builders of smaller boats can self-certify, a company building boats larger than 12 meters (roughly 39 feet) must apply for CE certification by showing its work to a “notified body,” which in the UK would include Lloyd’s Register; in France, Bureau Veritas; in Germany, Germanischer Lloyd; in Italy, Registro Italiano Navale (RINA); in Japan, Nippon Kaiji Kyokai; and in Norway, Det Norske Veritas.

There is also the Brussels, Belgium-based International Marine Certification Institute (IMCI), which was set up in part by the NMMA to aid U.S. builders. IMCI claims to have 60% of the certification business.

All of these outfits are akin to the ABS here in the U.S., and may be loosely called certification societies. This sort of implies that they are non-profit entities one step removed from government. This is not quite the case.

Here’s Germanischer Lloyd’s explanation of its “History and Corporate Form”:

In order to be able to assess ships’ quality and safety independently of outside interests, in 1867 Hanseatic shipowners and underwriters initiated the foundation of a classification society. Germanischer Lloyd was established in the form of a co-operative society. In 1899 the society was transformed into a joint-stock company having the character of a non-profit organization. Now as before, the 800 not freely transferable registered shares are owned by members of the shipping community (shipowners, shipyards, bankers and subcontractors). Subject to the company statutes, the shares may be transferred at par and with the Executive Board’s approval only.

Germanischer Lloyd has since developed from a classification society for ships into an engineering and inspection company operating worldwide. The object of the company is surveillance of safety and quality in the maritime sector.

Germanischer Lloyd is one of the leading classification societies worldwide. As an independent and impartial society GL supervises quality and safety mainly for ships and for maritime installations. Highly qualified engineers are operative worldwide at over 450 locations in more than 135 countries with major markets in Europe, the Americas and Asia.

So, yes, these societies are aggressively marketing themselves, and not to yacht owners, but to shipping magnates. Here’s the pitch from Lloyd’s Register:

We believe that our approach to classification is more dynamic than the traditional prescriptive approach. Applying our market-leading knowledge gained over many years, we can provide a robust framework for a risk-based approach to managing your fleet within the classification context. This enables you to incorporate effective risk management into your day-to-day business.

Lloyd’s Register has a number of standards to which builders can construct a yacht. The higher ratings require a Lloyd’s inspector to observe construction of the yacht at various phases to insure that the builder’s practices meet the rules. The cost of this inspection is inevitably passed along to his customer.

Have a look at the table below, “The Four Categories,” which defines various levels of seaworthiness that a builder can aim for. There are a number of ways in which a boatbuilder may have to get approval. Called “modules,” these range from “Internal production control” to “Conformity to Type” and “EC-type Examination,” which might work like this: Once a builder completes plans and engi neering details, and presumably builds the boat, he asks a “notified body,” such as IMCI, Lloyd’s Register, or Bureau Veritas, to examine his work and certify that the boat is indeed of the class claimed, such as B. OFFSHORE. The notified body determines whether the boat meets the applicable rules and either grants or denies certification. As we learned with the ill-fated attempt of ABS to write rules for small offshore sailboats, the standards applied by a notified body to a given boat may not be stringent or even reasonable. Here’s the RCD phraseology:

1. A notified body ascertains and attests that a specimen, representative of the production envisaged, meets the provisions of the Directive that apply to it.

And what, you may ask, are the applicable provisions? Here’s all the RCD says about structures:

3. INTEGRITY AND STRUCTURAL REQUIREMENTS 3.1. Structure The choice and combination of materials and its construction shall ensure that the craft is strong enough in all respects. Special attention shall be paid to the design category according to section 1, and the manufacturer’s maximum recommended load in accordance with section 3.6.

3.2. Stability and freeboard The craft shall have sufficient stability and freeboard considering its design category according to section 1 and the manufacturer’s maximum recommended load according to section 3.6.

Other requirements pertain to components like “Ignition-protected equipment for inboard and stern drive engines,” and “Steering wheels, steering mechanisms and cable assemblies.”(Interestingly, classification societies do not deal with the mast and rigging or sailplan.)

Note that no scan’tlings are specified. Therefore, if a builder claims his boats are A. OCEAN, and a “notified body” agrees that it conforms to applicable standards, then it is, at least according to the RCD and ISO (which is always in the background), a transoceanic-capable boat. But what does that mean? Here’s Hunter Marine’s statement on CE certification:

CE Certified boats are available for purchase in the United States, upon special order and for increased cost. As stated in our owners’ manuals, all CE Certified boats will carry a special CE plate, which will be attached to the boat. Boats that are destined for Europe or countries that require CE Certification will have this plate. Boats intended to be sold in the U. S. and most other areas will not carry the plate even though many aspects of the boat comply with the requirements. All hulls and decks are constructed to the same specifications whether they are to be CE Certified or not. The difference is in add-on accessories and different voltage appliances specified for certain countries.

This is a clear, non-glossy explanation of Hunter’s view of the benefits of CE certification (or lack thereof). It’s possible for builders to run that ball the other way, too, by making a bigger deal out of CE (or any other certification) than might be justified or necessary, simply to dazzle the customer.

ISO 12215 In any case, much of this is about to change. Scan’tlings from ISO are on the way. The standard, known as ISO 12215, is now in draft form and does specify minimum hull thicknesses.

At present there are 20 “harmonized” (meaning ratified by the governments of all countries) ISO standards for many boat systems, including steering, bilge pumps, seacocks, and electrical systems. Many more are in draft form—47 to be exact. These include not only scan’tlings for composites, metal, and wood, but others for stability and buoyancy. These, plus other standards, such as portlights, contain language that relates to the four categories of general seaworthiness mentioned above.

So… What Does It It All Mean? In the U.S., all that really counts is compliance with the US Coast Guard’s rules and the ABYC’s “Standards and Technical Information Reports for Small Craft.” Compliance may be necessary for insuring the vessel. But compliance should not imply that a given boat is suitable for a given set of conditions—and that’s what a lot of people want to know: Is my boat safe to take offshore?

Most of ABYC’s standards are sensible and should be incorporated in any boat, be it a sheltered-water runabout or round-the-world ketch. Many ISO standards were drawn from the ABYC and USCG and, if not identical, are generally of similar intent.

ABYC, however, does not promulgate scan’tlings such as fiberglass laminate thickness or design elements such as draft, beam-length ratios, etc. You could build a fiberglass tub an inch thick that wouldn’t be seaworthy, or a thin-skinned boat so intelligently conceived and engineered that it could survive falling off monster waves. And what of the skipper and crew? In extreme conditions the survivability of any boat is largely dependent on the skills of its crew. How do you write any of these elements into a rule?

The Bottom Line A boat that meets ABYC, ISO, or any other set of standards is more than likely a safer boat than one that does not. For the most part, the standards will apply to components such as fuel tanks, exhaust systems, installation of through-hull fittings, etc.

No rule can certify a certain design as “safe” offshore. The ocean can overwhelm any small craft, and the symphony of design, construction, fitting out, and crew skill are too varied and too complex to put on paper as definitions of offshore safety. We would not accept a CE/ISO designation of “A. OCEAN” as any sort of guarantee as to a boat’s suitability for crossing an ocean.

The intent behind ABYC, ISO and other standards is a worthy one—to protect the public from its own ignorance, and from manufacturers who may not have the best interest of their customers at heart.

Even though classification societies are almost inevitably beneficial, Practical Sailor is wary of the business side of certifying boats as ocean or offshore capable, and especially wary of the way in which it’s possible for a builder to “hype” a certification for marketing purposes, since it risks deluding a novice skipper into believing he has a boat that will cover his weaknesses. This is never the case.

Also With This Article Click here to view “The Four Categories.”

Contacts- ABYC, 3069 Solomons Island Rd., Edgewater, MD 21037; 410/956-1050; www.abycinc.org . International Marine Certification Institute, Rue Abbé Cuypers 3, Brussels B-1040, Belgium; 32-2-741-6836; www.imci.org . US Sailing, 15 Maritime Dr., Portsmouth, RI 02871; 401/683-0800; www.ussailing.org .

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Why Should You Buy a Certified Boat?

Eighty five percent of the vessels sold to recreational powerboaters are National Marine Manufacturers Association (NMMA) certified boats—but that also means that 15-percent of the boats on the market today are not. And making sure the boat you buy is certified is a no-brainer.

What is a Certified Boat?

Most people know that the US Coast Guard has minimum requirements established for all boats built and sold in the country, but these are just bare minimums. NMMA certification goes way beyond those federally regulated requirements.

• To get certified means there are third-party, hands-on inspections of the boats, inspector visits to manufacturing facilities, and specific standards and benchmarks are met to ensure you get top quality and the highest safety levels in your new boat.
• NMMA certification is a voluntary program , so when you’re looking at a certified boat you also know that the manufacturer has chosen for itself to go well above and beyond the bare minimums dictated by law.

Just what does certification take into account? If you can stand on a boat and point to it, the inspectors have probably checked it out. Virtually all of a boat’s systems ranging from electrical to steering to plumbing gets the hairy eyeball. And they all have to meet a set of standards set by the American Boat and Yacht Council (ABYC) .

ABYC is a non-profit organization established all the way back in the 1954 to develop safety standards for the design, construction, maintenance, and repair of recreational boats. It also provides technical education, training, certification, and professional development to the boating industry, and its experts annually review the standards and technical information as new tech comes into the market and new boats evolve. In fact, ABYC has over 400 volunteer marine professionals on 16 technical committees, from all corners of the industry, the US Coast Guard, and trade organizations.

How to Find and Identify a Certified Boat

How do you know if a boat you’re looking at is certified? First off, look for the NMMA Certified logo. You’ll find it on the boat’s capacity plate (or yacht plate, in the case of larger boats), and often you’ll see it displayed on manufacturer’s websites or printed materials.

Another way you’ll know if a boat is certified is if you find it here, at Discover Boating. All of the boats listed in our Boat Finder and all of the manufacturers appearing in our listings of Boat Brands and Manufacturers are certified.

Plus, if you attend an  NMMA boat show , the boat show guide will usually indicate which boats on display have met certification standards and procedures.

Explore Certified Boats in the Boat Finder

Owning an NMMA Certified Boat

Obviously, above and beyond everything else, having a higher bar set for safety is the most important thing about owning a NMMA certified boat. But there are other advantages that also go along with certification.

• Studies have shown that NMMA certified boats are seven times less likely to be recalled by the US Coast Guard, as compared to uncertified boats.
• Certification even goes beyond the boat itself in some cases, extending to trailers, PWCs, and even marine oils. Again, when you use certified products, you can have a higher level of confidence in their safety and quality.
• It’s important to also point out that after a boat leaves the factory and gets sold by a dealer, it leaves their control. As a result, if you buy a used boat that’s been repaired or upgraded at any point in time, you can’t assume with certainty that the work was done to certification standards.

While the vast majority of the marine professionals out there doing repairs and upgrades certainly work to the best of their abilities with safety always in mind, if you’re torn between buying new or buying used boats , this consideration should certainly figure into your calculation—only with a boat that’s never been repaired or modified can you be completely confident that everything aboard is certified.

Finally, remember that manufacturers building to NMMA certification standards always have a point-person (or people) who know the standards inside and out, and communicates the requirements to the rest of the team. These people attend compliance training seminars biannually, and are even tested to make sure they have a firm grasp on all the details. Naturally, they’re present when the inspectors show up. But more importantly, after the inspector leaves and boat after boat gets built, there’s always someone around who’s familiar with the standards and can spot potential problems before they turn into issues.

The bottom line? An NMMA certified boat is a safer boat, no ifs, ands, or buts about it—and that means you can have more confidence when buying one.

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One of the most important things you need to know before setting out on the water is the maximum number of people and maximum amount of weight that your boat can safely handle. Not only is this an important safety concern, it's also the law.

Federal Law mandates that all powerboats less than twenty feet in length need to carry this information in the form of a Capacity Plate.

Each Capacity Plate includes the maximum number of adult persons, the maximum gross load, and the maximum size of engine, in horsepower, that your boat can legally carry.

The next time you're around a boat, look for its Capacity Plate; it should be permanently fastened near the steering area, or the helm.

Before any boat trip, you'll want to make sure that you are not taking more people onboard than is indicated by the Maximum Person number, and that you don't have more total weight than is indicated by the Maximum Gross Load. The Maximum Gross Load is the total weight your boat can handle, including people, equipment, stores, fuel, engine assembly and steering controls. If your boat doesn't have a Capacity Plate, you can calculate the number of people you can safely take onboard using the following equation.

Boat Capacity Calculation

If your boat doesn't have a Capacity Plate, you can calculate the number of people you can safely take onboard using the following equation and calculator.

Number of people = vessel length (ft.) x vessel width (ft.) ÷ 15

First, find out the length and width of your boat in feet, then use our calculator to find out your boat's capacity.

Note that personal watercraft do not have a capacity place. For P-W-C's, always follow the recommended capacity in the owner's manuel and on the manufacturer's warning decal.

Finally, the Capacity Plate will also indicate the maximum engine power for your boat, given in horsepower. This number applies only to boats powered by outboard engines; and it must never be exceeded.

Maximum Person Capacity

There are a number of variables that boat manufacturers consider when determining the maximum person capacity that appears on your Capacity Plate.

One of those variables is the weight of each person.

Boat manufacturers typically use an average weight of about one hundred and fifty pounds per person to calculate maximum capacity. It can be a little more or a little less, but if some or all of your passengers weigh over one hundred fifty pounds, you may have to decrease the number of passengers you can safely take on board.

Remember, the maximum person capacity is a guideline that you have to adjust given the weight of your passengers and the other supplies you are taking on board.

If you are carrying heavy equipment, you may have to further reduce the number of passengers.

Maximum Horsepower

If you don't have a capacity plate on your boat—which may be the case if you're operating a small, flat-bottomed boat—you can calculate the largest safe engine size in the following way.

Maximum Horsepower Calculation: Boat length x boat width = boat square footage

First, find out the square footage of your boat by multiplying its length by the width of the transom.

Then use our calculator and the table here, to find out your boat's maximum horsepower. For example, a twelve-foot boat with a four-foot transom width translates into a maximum engine size of fifteen horsepower.

Overloading or Overpowering

Either overloading or overpowering your boat is extremely dangerous.

Putting an over-sized engine on your boat will cause your boat to sit too low in the stern , and that will make it much more susceptible to being swamped by its own wake or that of a passing boat. An overpowered boat is also hard to control.

What about overloading your boat? Overloading your boat, either with too many people or too many supplies, also makes your boat susceptible to swamping.

Even if you are within the maximum allowable weight, make sure that you distribute the load evenly, focusing the weight in the middle of the boat. This will keep your boat stable in the water and help prevent capsizing or swamping.

Finally, remember that in bad weather, you must be extra careful about how much weight you take in your boat. With higher waves, a heavy boat is harder to control and more susceptible to being swamped. Stay safe. Follow the guidelines for load capacity and always adjust for bad weather.

Beware of bad weather! Take much lighter loads in poor weather conditions to ensure boat stability.

Hull Identification Number

What is CE Certification for boats, and why is it suddenly important?

All boats sold in europe are assessed for how well they perform in a mix of conditions.

Australia has a bit of a large boat safety problem. A recent coronial inquiry looking at the unexpected sinking of a motor yacht off the coast of NSW flagged our recreational boat safety laws are well behind the rest of the world.

One of the suggestions to come out of the inquiry was that Australia looks at introducing a similar rating system for larger boats as the CE Certification system that applies to every boat sold in Europe.

CE certificates are issued via the Belgium-based International Marine Certification Institute, a group set up in 1993 to draw a line under recreational boat safety. It has since expanded its reach to include the US-based National Marine Manufacturers Association as a collaborator.

The idea behind the CE Category rating system is to draw a clear line between the boats that are capable of heading offshore, and those that should stay in or near protected waters.

What is CE Certification?

CE Certifications are governed by a regulation that includes all European Union members and Great Britain. These regulations set safety and environmental standards for every recreational boat up to 24 metres in length, including personal watercraft and project boats undergoing repowering.

The certification process includes an assessment of the boat build’s technical details and, in some cases, a physical inspection of the boat by an approved assessor.

Boats are rated under one of four categories. The classification also limits how many people a boat is allowed to carry, but we’ll overlook that for this article – but be aware that the number of people on board could mean the boat’s CE Category can fall to a lower rating as a result.

What are the CE Certification categories?

CE Certification uses four design categories simply named as A, B, C or D.

The difference between each of the categories rates the boat according to the maximum wind speed and maximum significant wave height that the boat can handle while out on the water, a strong indication of the seaworthiness of the boat.

Of note, no recreational boat receives a design category that covers it for heading out in hurricane conditions or extreme weather. 

What is a Category A boat?

A Category A rating is the toughest design category that is given to boats capable of long ocean passages such as flagship models from the Australian luxury motor yacht manufacturers, such as the Riviera 72 Sports Motor Yacht.

What it means is that the boat given the Category A “Ocean” rating is capable of withstanding winds of more than 40 knots (or Force 8 on the Beaufort scale) and a significant wave height of more than 4.0 metres. However, that rating excludes abnormal weather, such as hurricanes.

The boats also need to be self-sufficient for long passages and extended anchoring in remote places.

What is a Category B boat?

A Category B boat is still capable of heading offshore but is limited in how much weather it can handle. Significantly, to get this CE Certification “Offshore” rating, a boat must be capable of handling winds up to 40 knots (Force 8 on the Beaufort scale) and significant wave heights of less than 4.0 metres.

This category applies to boats designed for shorter, less arduous sea voyages such as the Maritimo M55, which is still capable of extended trips along the coast, but skippers need to be mindful of the conditions they expect along the journey.

Hypothetically, skippers are straying no more than about 200 nautical miles from shore. 

What is a Category C boat?

If you’re in a Category C boat, you’re not going to be pointing the bow far offshore. Instead, the CE Certification C “Inshore” rating means you’re boat is going to be best suited to coastlines, bays and lake systems and winds up to 27 knots (Force 6 on the Beaufort scale) and a significant wave height of around 2.0 meters – not a lot in the scheme of things.

This classification suits boats such as the Grady White 236 Fisherman that, even though it is a sizeable fishing boat, is not certified to tackle stuff that’s too rough with confidence.

A surprising number of small RIBs are included in this category, showing the benefit of having an inflated collar around the boat’s hull.

What is a Category D boat?

This is the lowest level of seaworthiness under the CE Certification process. It’s a rating for those boats that should only be used on small lakes or rivers and sheltered waterways such as the Gold Coast Broadwater, with winds restricted to a maximum of around 16 knots (Force 4 on the Beaufort scale) and waves of around 0.5 metres.

The most logical boats in this category are small outboard-engined and sail-powered dinghies. Flicking through this category, though, reveals there are a surprising number of ski and wakesports boats listed.

How do I buy a boat with CE Certification?

New recreational boats sold in Australia must be fitted with an Australian Builders Plate that sets out the basic safety needs of the vessel the plate is fitted to.

It includes information such as the boat's maximum loading capacity, maximum engine power and the flotation performance of the boat in the case of an emergency. 

However, the ABP system – Australia doesn’t use the CE Certification system – was criticised by the coroner for providing too little information about the safety of bigger boats.

Of note, the boat at the centre of the coroner’s investigation failed basic safety benchmarks for stability that would have been highlighted in the CE Certification process.

In Australia, there is no need for documentation or inspections that demonstrate that a boat complies with standards. Instead, it is left up to the boat builder or importer to vouch that the boat complies with them. 

In short, the NSW deputy coroner believes there are motor yachts out there that should only be used in enclosed waters, but owners are taking them out in conditions beyond what they were built to tackle.

Because these motor yachts are unrated, it is not known how many of them are out there.

What should I do if I’m buying a motor yacht?

There are two options available for you:

• Get it professionally assessed before buying it
• Search for a CE Certificate rating on the International Marine Certification Institute website

One of the first questions you should be asking a broker or dealer is if the motor yacht you’re looking at has a CE Classification.

If the answer is no, have the boat professionally inspected, including a sea trial that should identify any stability problems. 

In Australia, only Tasmania has something close to a roadworthy certificate for boats, requiring both the sellers and buyers of used boats to certify that what they are buying is in a seaworthy state at the time of the sale.

The bylaws were introduced to try and stop unsafe boats being sold cheaply on social media and getting into trouble out on the water in the hands of their new owners.

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Yacht classification definitions

The merchant shipping sector is ruled by safety regulations developed since the beginning of the 20th century, and is familiar with international conventions such as SOLAS, MARPOL and Load Lines. But the application of common safety requirements to pleasure vessels is something relatively new – a continuous work in progress – and is very much dependant on the service and the flag of the yacht.

Defining the problems

Definitions do not help. How often have we read of large yachts, superyachts, megayachts, gigayachts or other bombastic adjectives? How many times have we mentioned MCA, RINA, and Lloyd’s, without having a clear idea of who’s doing what?

A good starting point for understanding the subject is to clarify the main definitions and the roles of the main players:

Large yacht

A large yacht is a pleasure vessel with a load line length equal to or over 24m. Almost all the flag administrations have adopted safety codes dedicated to large yachts and this is, therefore, the only definition having a universal meaning in the international regulatory framework of yachts.

Commercial yacht

A motor or sailing vessel in commercial use (i.e. charter) for sport and pleasure, carrying no cargo and not more than 12 passengers.

Private yacht

A pleasure vessel solely used for the recreational and leisure purpose of its owner and his guests.

Flag administration

The government of the state whose flag the yacht is entitled to fly . This administration sets the safety regulations, manning requirements and fiscal aspects relevant to the yacht registration.

Different flag administrations can inspect the safety aspects of yachts with their own inspectors (see MCA for example) or delegate this activity partially or totally to other recognised bodies such as the classification societies.

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

Classification societies

Organisations that establish and apply technical standards in relation to the design, construction and survey of ships.

Classification rules are developed to assess the structural strength and integrity of the essential parts of the hull, the reliability and function of the propulsion, steering systems, power generation and all the other features installed on board which contribute to guarantee the main essential services.

In addition to this ‘third party check’ function, class societies carry out statutory duties on behalf of the major flag administrations in accordance with specific delegation agreements signed with each government.

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

Large yachts: Applicable rules and certificates

Private yachts

The mandatory requirements for these boats are very light. For the majority of flag states, a registration survey and a tonnage measurement, carried out by an authorised surveyor, are sufficient.

The only mandatory international conventions are those relevant to the marine environment: MARPOL and the Anti-Fouling System Convention.

The International Convention for the Prevention of Pollution from Ships (MARPOL) is intended to eliminate the intentional pollution and to minimise the accidental pollution of the marine environment caused by harmful substances.

The Anti-Fouling System Convention’s purpose is to eliminate the presence of harmful substances for the marine environment contained in anti-fouling paints applied to ships.

Classification

While classification is not mandatory, building and maintaining a private yacht in class is the only evidence that the boat has been designed, constructed and operated in compliance with appropriate technical standards. It is therefore highly desirable, especially in relation to insurance and re-sale purposes.

Commercial yachts

All flag administrations require commercial yachts to be certified in accordance with a specific large yacht safety code.

The most popular of these safety codes, and the first that was developed, is the MCA Large Commercial Yacht Code (LY2) published in 2004. It replaced the Code of Practice for the Safety of Large Commercial Sailing and Motor Vessels (LY1) published in 1997.

LY2 is applied by the Red Ensign Group Flags (UK, Cayman Islands, Isle of Man, Bermuda, Gibraltar, British Virgin Islands, etc.) and is recognised as a reference standard for all the yachting industry.

Other flags have developed similar codes. Luxembourg, Italy, Marshall Islands, Malta, Belize and The Netherlands are some examples.

While introducing a stricter set of rules and regulations compared to private yachts, commercial registration offers yacht owners the possibility of making a profit from the chartering activity of their boats, and allows them to take advantage of all the other benefits of a commercial operation (in particular VAT exemption on the purchase, sale, bunkering, provisions, dry-docking, and others).

Mandatory certificates

The number and type of the mandatory certificates depends on the size of the vessel; the following is an indicative list:

• International Tonnage Certificate : A measurement of the internal volumes of the yacht expressed in gross tons (GT). This measurement should not be confused with displacement tonnage, which quantifies the weight of a vessel.
• Large Yacht Code Certificate : Covers life-saving appliances, fire protection and means of escape, navigational and signalling equipment, intact and damaged stability, manning and crew accommodation.
• Class Certificate : This mainly deals with the yacht’s hull, machinery, electrical equipment and outfitting.
• International Load Line Certificate : This certifies the weather-tightness of the yacht.
• Safety Radio Certificate : This is applicable if gross tonnage exceeds 300GT This concerns the radio communication and distress installations.
• MARPOL Annex I Certificate : This is applicable if gross tonnage exceeds 400GT This deals with the disposal of oil and bilge water from machinery spaces.
• MARPOL Annex IV Certificate : This is applicable if gross tonnage exceeds 400 or the yacht is certified to carry over 15 persons. This deals with the disposal of sewage from ships.
• MARPOL Annex V : This is applicable to all ships. It covers the disposal of rubbish.
• 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 are additional prescriptions on machinery, electrical parts, life-saving and navigational equipment for yachts with a gross tonnage above 500GT.
• International Safety Management Certificate : This is only applicable to yachts having 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 is only applicable to yachts having a gross tonnage greater than 500GT and deals with the anti-piracy certification. A certified management company is requested to provide the ashore assistance and establish on-board procedures and operational manuals.

The GT Factor

The gross tonnage value (GT) is a key issue, not only as a reference for the registration fees applied by the different flag administrations, but also because it determines whether an international convention, rather than a particular safety standard, applies to a yacht.

The table below summarises how the conventions and relevant certificates come into force depending on the gross tonnage of the yacht. In particular, the following values may have a critical impact:

300GT: In many codes, when you reach this value the yacht must be certified in unrestricted service (stricter requirements regarding stability, load line and life-saving appliances).

400GT: This is the threshold for almost all the environmental conventions such as MARPOL and Anti-fouling System.

500GT: This is the threshold for the application of the SOLAS Convention, meaning stricter requirements on machinery, safety systems, materials of construction, fire protection, life-saving appliances and navigational equipment. Furthermore an external certified management company is requested for the ISM and ISPS certifications.

The tonnage issue could also arise on existing yachts when undertaking major refits or modifications, in that any change to the internal volumes of the boat – such as adding enclosed deckhouses or superstructures, or modifying the hull transom or bow – will modify the tonnage value with the risk of subjecting the yacht to stricter mandatory rules.

UPDATE: Since this article was originally published, LY2 has been superseded by Large Commercial Yacht Code Revision 3 (LY3) .

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Benefits of NMMA Certification

Many — but not all — boats are required to meet a set of minimum manufacturing regulations established by the U.S. Coast Guard. In the U.S., NMMA Certification goes beyond the minimum USCG standards to ensure adherence to the American Boat & Yacht Council (ABYC) Standards.

Manufacturers of NMMA Certified boats benefit from:

• Assurance their boats meet the industry standards for the United States (ABYC Standards)
• A detailed inspection and verification process
• Improved consumer confidence
• Increased brand respect
• Liability protection and product liability insurance discounts

Testimonials

Three cheers also for the National Marine Manufacturers Association (NMMA) which has further raised the bar by requiring that all boatbuilders who want to remain members of the industry trade group must meet NMMA certification standards. These boat building standards are more extensive than those required by the U.S. Coast Guard. Boating consumers and especially anyone in the market looking to purchase a new boat would do well to visit DiscoverBoating.com/certification for the current list of NMMA certified boat brands.

Richard Schwartz, Founder & Chairman & Michael G. Sciulla, Editor, Boat U.S.

As active participants in NMMA’s certification process, seminars and ancillary programs, Brunswick Boat Group is buoyed by the relationship we have with our industry association. They continue to bring value to the membership, act as a third party quality control and provide us with inroads to both the regulatory and statutory paths of the recreational boating business.

Dave Marlow , Director, Product Integrity, Brunswick Boat Group – Member since 1957

I have personally been involved with the NMMA Certification Program since 1969. I have seen it grow into a great source of information. To any young engineer starting out in the marine industry, the Certification Program is the fundamental training tool by which he or she will be guided throughout their career. The best minds in the business have had input into the program. To not take advantage of it is unimaginable.

John Deurr, Premier Pontoons

I thought a quick note was in order regarding the new boat show signage touting the benefits of NMMA certified boats: TERRIFIC! As you know, we have been strong supporters of the program since the early days (I believe we were the second sailboat builder certified—only because of the order that we were on the desk!) but the certification program has no meaning to the public unless we tell ’em what it means. You are starting to do that in a very admirable way. I support the efforts, and hope there is enough in the budget to continue to educate the buyers about the all the benefits of buying an NMMA Certified vessel!

Bill Bolin, Island Packet Yachts

NMMA Certification tells Sumerset Houseboat customers that we care. We care about building the best houseboat, we care about their safety and peace of mind, we care about boaters.

Nancy Rimas, Sumerset Houseboats

Per reading the latest edition regarding boat manufacturer members certification program, by 2007, in Boat & Motor Dealer Nov. 11 2004, this program in my opinion is a great attitude toward further safety requirements. I remember the newspaper article written this year concerning the levels of CO poisoning that have occurred and the amount of deaths boaters have experienced in past years. I was glad to see your organization step up to the plate and fight off this bad publicity boating was receiving. New boaters as well as old boaters will be happy to see this new mandate of boat certification by 2007. It truly shows that strict safety is on everyone's mind when approaching boating!

Chet Rumbley, Harbor Master, Litchfield Plantation Marina

I think it’s a comprehensive program—the program is designed to keep people in boating, by improving the ownership experience. The two important components of the system involve quality assurance, improving the quality of the product itself and training for service people in the field through by requiring NMMA members to participate in the yacht certification program and dealer CSI (Customer Satisfaction Index). This is the only program I've seen designed to retain and increase our customer base.

Gerard Douglass on the Grow Boating Initiative Vice president and Chief of engineering, Catalina Yachts