yacht certified 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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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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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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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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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

Pamlico Yachtworks seeks CFO well-versed in all aspects of financial management ranging from simple accounting to broad investment and banking operations.

Key attributes for candidates:

• High-plant-touch orientation
• High technical financial, accounting and tax expertise, along with
• Exceptional “affability/teaming” attributes, in
• Complex, mid-tier manufacturing environments

Employee Duties & Responsibilities

• monthly/periodic financial reports and analyses.
• projections and budgets
• reconciliation with requisite supporting information for accurate presentation of the financial reports.
• Oversees the accounting function (accounting, accounts payable and payroll) and billing and collections functions of the organization.
• forecasting cash flows and operating results
• presenting financial and other information to the leadership team and the Board of Directors.

Requirements and skills

• Proven experience as CFO, finance officer or relevant role
• In depth knowledge of corporate financial law and risk management practices
• Excellent knowledge of data analysis and forecasting methods
• Proficient in the use of MS Office, MS Excel, QuickBooks, ERP and financial management software
• CPA is a strong advantage
• BSc/BA in Accounting, Finance or relevant field; MSc/MBA is a plus

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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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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...

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
• Wakeboarding
• At Anchor In-Water Activity
• Large Bodies of Water
• Small Bodies of Water
• Overnight Aboard

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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Certified Boats

NMMA Certification

Look for this NMMMA Certified logo when purchasing a boat.

NMMA Certification is a program designed to help boat manufacturers comply with industry safety and construction standards and federal regulations. In order to be NMMA Certified,  boat manufacturers  must certify each boat model they produce. In addition to boat certiification, a dealer can also get a Marine Five Star Certification to ensure that buying and maintaining a boat are pleasant experiences.

View Certified Boat Brands

How to find an NMMA Certified boat or yacht

• Ask your dealer
• Visit  NMMA Boat Shows , Most show directories indicate who is NMMA Certified.
• Look for the NMMA Certified logo on the capacity plate of boats up to 26' or on the yacht plate of yachts 26' and larger. Plates are usually located near the helm.

Why Should You Buy a Certified Boat?

What Does NMMA Certification Mean?

All boats sold in the U.S. must meet U.S. Coast Guard minimum regulations. NMMA Certified boats must also meet the more comprehensive standards set by the American Boat & Yacht Council (ABYC), covering more systems and components than USCG regulations.

NMMA Certified boats undergo third-party inspection to ensure all applicable standards are met; the result is a thoroughly inspected, high-quality boat for you and your passengers.

What does Certification cover?

The NMMA Certification program covers over 30 categories of standards, which vary by boat type and may include:

• Fuel systems
• Ventilation
• Passenger and weight capacity (on boats under 26')
• Horsepower Capacity (on boats under 20')
• Flotation (on boats under 20')
• Electrical systems
• Navigation lights
• Warning label placement and guidelines
• Steering systems

How does a boat become Certified?

Manufacturers build a boat to ABYC and USCG standards under the guidance of the company's NMMA-trained Certification specialist.

NMMA inspects the completed boat to make sure it meets the established standards. If any oversights are found, the manufacturer must bring the boat to compliance by completing and documenting the necessary changes.

Boats that successfully pass this inspection process are considered NMMA Certified.

How do I know if a boat is NMMA Certified?

Look for the NMMA Certified logo on the capacity or yacht plate, located near the helm. Ask your dealer.

 ABYC Standards

Unlike for cars, there are relatively few federal regulations regarding the construction of boats. There are requirements for fire extinguishers, life jackets, navigation lights and visual distress signals but these have little to do with how a boat is built and more to do with meeting minimal safety requirements. For the most part the government in the U.S. has left it up to private industry to create a body of guidance for building safe recreational boats.

An ABYC Surveyor inspects a motor

Founded in 1954, the American Boat & Yacht Council (ABYC) in a non-profit, member organization that develops voluntary safety standards for the design, construction, maintenance, and repair of recreational boats. ABYC to keep boating safe and enjoyable by making sure that a boat's construction is not at fault if something does not go according to our plan on the water. The standards and technical information reports cover all the major boat systems and the development and annual review of these standards correlates directly to the significant reduction in the number of boating accidents over the past six decades.

In 2003, NMMA and ABYC made an agreement that strengthens each organization’s efforts to encourage broad use of ABYC Standards and the NMMA Boat & Yacht Certification Program. More than 180 boatbuilders now build to the standards and 90% of the boats sold in the U.S. today are certified.

Visit  www.abycinc.org  to learn more about ABYC Standards.

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Demystifying yacht classification A, B, C, D

N.B. For your information, a more recent article was published on 24 Oct 2022 on the same subject, click here for direct access.

Demystifying yacht classification :  Class A, B, C and D

Since 1998, CE certification is required for all recreational boats entering or being sold in Europe obliging boat manufacturers to respect certain building and security standards.  Therefore, yachts ( boats ) are classified into four categories depending on their aptitude to confront navigational conditions taking into account both force of the wind and height of the waves.  The categories are not to limit the area and distance of navigation (that is defined by security equipement onboard) but  to  sensitize the owner and/or captain of the boats capacities to navigate in complete security.

Let us start with the Beaufort Scale.   A scale for classifying the force of the wind ranging from 0 (calm) to 12 (hurricane).   It was devised by an admiral in the British Navy, Francis Beaufort, to uniform the description of the effect of different winds at sea.

There is a direct link between the Beaufort scale and boat classification.   For discussion purposes, we will use only the 6, 7 and 8 forces.

A Class A yacht ( boat ) is a vessel that is built to navigate the open ocean and surpass a force 8 on the Beaufort scale and surpass waves higher that 4 meters.   These yachts are constructed to be self sufficient in hostile seas.

A Class B yacht ( boat ) is a vessel built to navigate on the offshore waters (200 miles and less) and can substain UP TO force 8 and waves UP TO 4 meters.

A Class C boat is a vessel built to navigate inshore such as lakes, rivers, bays and close to the shore and can sustain UP TO force 6 and waves UP TO 2 meters.

A Class D boat is built for protected or sheltered waters such as canals, rivers, small lakes and sustain a force 4 and waves UP TO .3 meters (less that 1 ft).

With this said, you can understand that the Class A yacht ( boat ) respects a rigorous building code more so than a Class B and so forth.    But regardless of the class, it is strongly discouraged to navigate in a force 7 for the reasons of safety and comfort as « pleasure » should always be on the agenda.  Always consult the weather forecast prior to leaving any port and check hourly the weather situation.

Classification is very important and should be on your question list before purchasing any boat or yacht.

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 of yacht.

Also for a class A, the portholes will be more resistant against a sustained wave, the drains to evacuate the water more abundant and of good size, the joints of the hull more hermetic, in short everything is in place to prevent water from s’ infiltrate on board.

By way of information, let us quote for example all the Ferretti yachts (60 to 96 feet), Pershing (60 to 115), the Riva (44 to 122) are all of class A just like the Magellano range at Azimut including also the 66 Flybridge.

Ferretti yachts (500, 550, 670 fly and over), Pershing (7X and over), Azimut Yachts (62, 64, 66, 68 Fly and over, the Sport Series 7X and over, all Magellano) are Class A.  There are also other classifications such as RINA and American Bureau of Shipping, Bureau Veritas, Det Norske Veritas, Germanischer Lloyd, Lloyd Register, that are more precise regulations and we will cover this later in another article.

Below is the graph of the Beaufort Scale along with photos.

Do not hesitate to contact us for any additional information, team Ita Yachts Canada is at your disposal.

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ABYC Certification: A Benchmark in Marine Technical Education

When customers search for top-notch marine technicians, ABYC Certification stands out. Our nationally accredited program hones the skills of individual technicians and elevates the standard of businesses. Ensure your team remains updated and equipped to offer the best services.

ABYC Certification Highlights

• Nationally Accredited Program: Recognized as the benchmark in marine technical education.
• Broad Spectrum of Expertise: Certifications in Marine Systems, Marine Electrical, Advanced Marine Electrical, and more.
• Master Technician Credential: For those seeking the pinnacle of marine service excellence.

Join over 4,500 marine technicians who have stamped their commitment to safety with ABYC’s Certification.

For Businesses: Commit to Excellence

In the marine industry, the strength of your business is often measured by the skills of your technicians. Solidify your position as a trusted leader in boat service and repair.

• Demonstrated Commitment to Industry Standards
• Enhanced Credibility
• Strengthen Team Skills
• Increase Customer Loyalty

For Individuals: Your Journey to Marine Mastery

Stand Out with ABYC Certification. With ABYC, you’re not just getting a certification—you’re making a statement of dedication, quality, and trust in the marine world.

• Distinguish Yourself
• Continuous Learning
• Gain Industry Credibility
• Boost Your Career

Professional Certifications Include:

Marine standards, marine systems, marine corrosion, marine electrical, marine composites, a/c refrigeration, advanced marine electrical, marine engines and fuel systems, service management, how to become abyc certified.

Classes are taught by industry professionals/ABYC Certified Technicians and held around the world and online. ABYC Certifications are verified by the third party NOCTI Business Solutions, ensuring relevance and value. Exams are all multiple-choice questions measuring your knowledge in different areas. Upon passing, certifications are active for 5 years.

How to Earn a Professional Certification

• Take a Certification course – View calendar
• Self-study and test with a proctor – Learn more here

Recertification

To maintain your ABYC Professional Certification you must take the shorter recertification exam and fulfill a CEU requirement. Recertification is a simple process that re-establishes your educational standing in the industry.

On-site Courses

ABYC Business members can choose to host its own in-person or virtual class. Businesses can host the location and fill the course with their own attendees for a set price to ABYC, which includes the study guides, exams and a dedicated instructor.

Certification Designations

ABYC recognizes that many different types of marine industry professionals desire ABYC professional certifications, however not all of those individuals are physically working on boats. Many are in an advisory or consulting position and have a need for the same type of knowledge, but lack the practical skills that are necessary by service and installation technicians. ABYC has created certification designations to better associate the type of work being done by the individual.

Advisor Certification

Designed for people who work within the marine service sector that desire an ABYC certification but do not physically work on boats performing repairs.

Examples: Marine surveyors, customer service representatives and engineering standards compliance specialists. 

• Requirements for initial certification: Passing score on certification exam
• Requirements for re-certification: Passing score on re-certification exam + 10 CEUs
• Certifications are valid for 5 years

Technician Certification

Technician certification is the means by which the ABYC and the general public identify those that are actually certified to perform trouble-shooting, repairs and equipment installations on boats.

Examples: Technicians, installers. 

• Requirements for initial certification: Passing score on certification exam + 2 years of work experience.

NOCTI Collaboration: Third-Party Validation

Our collaboration with NOCTI underscores the authenticity and rigor of the ABYC Professional Certification Program. Renowned for its commitment to high-quality assessment and validation services, NOCTI’s third-party validation provides an added layer of credibility to our certifications, emphasizing the program’s alignment with the highest industry benchmarks.

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Classification: Statutory certification explained

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

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

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

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

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

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

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

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

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

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

Classification

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

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

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

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

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

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

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

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

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

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

Flag states

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

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

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

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

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

International Maritime Organization

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

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

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

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

Statutory Implementation

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

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

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

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

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

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

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

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

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

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

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

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

John Guy – Merlin Corporate Communications, London, UK

Nick Gladwell – Regs4yachts, Southampton, UK

Originally published: May 2008.

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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

For five alternative ways to read The Marine Installers Rant follow the link below

• The Marine Installers Rant Views

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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