24m yacht rule

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ICC: What's the actual 24m limit?

• Thread starter Balearick
• Start date 13 Sep 2011
• 13 Sep 2011

I am looking to upgrade my boat soon(ish) and my choice is down to 2 boats, one just under the ICC 24m length limit at 22.5 (74ft) and one a tad over at 28.6m (94ft). I really like the 28.6m boat but I only hold an ICC "up to 24m" - so that means I'd have to get a Yachtmaster Coastal... or does it... What exactly is the length that is measured for the license purpose? Is it overall anchor to end-of-swim-platform, gun rail to transom, or the hull at waterline length? I'm rather hoping someone will say "hull at waterline" so I can get away with just my 24m ICC... I so hate courses and tests.  

YM Coastal and Offshore is the same 24m/200grt limit, I think...  

Imperial One

Active member.

Wiggo said: YM Coastal and Offshore is the same 24m/200grt limit, I think... Click to expand...

oceanfroggie

Well-known member.

Does the length limit not only apply to "commercial" vessels once under the weight?  

The 24m is complex. It is "load line length", which is neither LOA nor w/l length I have read the rules many times but do not fully understnad them, and i have never met a surveyor who does. Plenty claim to, but cannot fit their claims to the exact words of the rules. The rules say LLL is the greater of: (i) 96% of the total length on a waterline at 85% of the least moulded depth measured from the top of the keel, and (ii) the length from the foreside of the stem to the axis of the rudder stock on that waterline. As a matter of English language, I don't know what "least moulded depth" is. i can guess, but that isn't the same. The words do not convey a precise meaning that I can see. I therefore interpret (i), with caution, as 96% of w/l length. (ii) is similarly hard to be sure about, but I take it as 96% of w/line length measured only as far back as the rudder stock, and therefore not relevant to mobos usually becuase (i) will generally trump it So (i) is the test, 96% of w/l length BUT the word "length" also carries its own definition, and helpfully it is: "the overall length from the foreside of the foremost fixed permanent structure to the aftside of the aftermost fixed permanent structure of the vessel". So you exclude swim platform, pulpits, davits, rubbing strakes, etc. Several manufacturers make the front nosecone of a mobo removeable to take a metre off the "length". Ferretti 830 does this, for example. You need to examine the boat carefully. HOWEVER, if LLL is measured only on a waterline, why would they go to the trouble of making a removeable nosecone? And why do the rules specifically tell you not to count the pulpit? VERY hard to fathom... The text of the rules is at pp 22 and 23 of this doc but as i say be careful to distinguish between guesses and reasoned interpetation Anyway, 94 foot is borderline. It can be done, but not all builders will do it. Sunseeker are good at it, and iirc (I might be wrong) even got the 105 below 24m LLL. Tell us the model of boat for more info or at least some guesses, but if you are right on the borderline do not just beleive what anyone tells you becuase the rules are complex and many surveyors probably don't know either. Good luck!  

jfm said: The 24m is complex. It is "load line length", which is neither LOA nor w/l length I have read the rules many times but do not fully understnad them, and i have never met a surveyor who does. Plenty claim to, but cannot fit their claims to the exact words of the rules. The rules say LLL is the greater of: (i) 96% of the total length on a waterline at 85% of the least moulded depth measured from the top of the keel, and (ii) the length from the foreside of the stem to the axis of the rudder stock on that waterline. As a matter of English language, I don't know what "least moulded depth" is. i can guess, but that isn't the same. The words do not convey a precise meaning that I can see. I therefore interpret (i), with caution, as 96% of w/l length. (ii) is similarly hard to be sure about, but I take it as 96% of w/line length measured only as far back as the rudder stock, and therefore not relevant to mobos usually becuase (i) will generally trump it So (i) is the test, 96% of w/l length BUT the word "length" also carries its own definition, and helpfully it is: "the overall length from the foreside of the foremost fixed permanent structure to the aftside of the aftermost fixed permanent structure of the vessel". So you exclude swim platform, pulpits, davits, rubbing strakes, etc. Several manufacturers make the front nosecone of a mobo removeable to take a metre off the "length". Ferretti 830 does this, for example. You need to examine the boat carefully. HOWEVER, if LLL is measured only on a waterline, why would they go to the trouble of making a removeable nosecone? And why do the rules specifically tell you not to count the pulpit? VERY hard to fathom... The text of the rules is at pp 22 and 23 of this doc but as i say be careful to distinguish between guesses and reasoned interpetation Anyway, 94 foot is borderline. It can be done, but not all builders will do it. Sunseeker are good at it, and iirc (I might be wrong) even got the 105 below 24m LLL. Tell us the model of boat for more info or at least some guesses, but if you are right on the borderline do not just beleive what anyone tells you becuase the rules are complex and many surveyors probably don't know either. Good luck! Click to expand...

Balearick said: The boat is a Couach 2800 Open. LOA 28.60m. Couach says "Hull length: 26.60m" meaning (I guess) the swim platform is 2m. If I interpret your definition of LLL a bit loosely and hope the police in the Med would too I can possibly squeeze 28.60m LOA to fit 24m LLL... I'm reading that doc now. Click to expand...

• 14 Sep 2011

smee said: Actually its 200grt with no length limit for YM Offshore (and probably the Coastal too!). Click to expand...

jfm said: Lovely boat! Yup, applying some sensible guesswork and scaling the website drawings the swim platform and pulpit together are 2m so the hull is 26.6 Then you have the "85%" rule. I think (not 1005 sure, and wording isn't clear) this means you look at the boat in profile, find the lowest point of the deep V keel (which you have to guess, becuase the u/w is not shown on the website) then from there you go upwards to 85% of the way to the lowest gunwhale (aka "least moulded depth"). Now, you want the gunwhale to be as low as poss for this test. You might get surveyor to accept it is where the scuppers are, where the top of the blue paint joins the white on the web picm mainly because if you have open transom gates (tube construction I mean) that must be the right answer. Let's suppose the gunwhale is indeed there. 85% then seems to me to remove another 1.5-1.8m of length based on the angle of the stem, but not 2.6m. Ergo the boat looks >24m LLL to me It therefore needs a removeable nosecone a la Ferretti to achieve <24m, but afaik Couach don't do that trick. Hence if you need it to be <24m I would check very carefully before contracting to buy it. Click to expand...

Balearick said: Great stuff, thanks! I have a lot of variables that need to fall into place before buying this particular Couach boat, the biggest one being that the vendor's agent just told me this morning there's another offer on it (didn't say whether it was acceptable though, he's trying to hurry me up but I can't hurry on this one). I'll try asking my insurance company (Seippel and Light) about it, make sure they'll insure me to skipper it with my ICC. If I lose this 2800 Open I'll be sad but it's not the end of the world as my other choice is a Squadron 74, which I'm sure you'll agree is a great choice and no ICC issues there... (I can't actually afford a new Squadron 74 so it's going to have to be a 2005/6/7-something) Click to expand...

Wiggo said: Jfm, if you do go over the limit, what certificates do you require, do you know? I'm guessing it depends on country of flagging, country of operation and nationality of skipper. For example, a British flagged 28m boat with a British skipper based in SoF... Click to expand...

I found this www.dft.gov.uk/mca/msn_1792_edition_2.pdf really informative when i was looking at how many crew were required and licencing requirements for yachts over 24m. I think it is mainly commercial stuff but does reference "Yachts for pleasure only".  

• 15 Sep 2011

jfm said: But reference my post above, I think i forgot the 96% factor. If you apply the guesswork in my post, the hull is 26.6, then you knock off 1.5m-1.8m at the stem becuase you're measuring along a waterline that is 85% of the way up from the keel to the transom gate openings. That's say 25.0m. THEN you multiply by .96, which I forgot to do, and that gets you to 24. Hey presto. Now, when you're that close, you can be pretty sure the shipyard have made sure it is 23.99. No shipyard in its right mind would build a boat 24.1 or 24.2. So I'm feeling much more hopeful that Balearick's Couach is indeed <24m LLL. Seems to stand to reason to me So go for it Balearick! Click to expand...

Not wishing to rain on your parade, but that info is confusing. The Gross Tonnage is calculated on volume ( http://en.wikipedia.org/wiki/Gross_tonnage ) If you use a really simple model of a 24m hull then it is made up of half a cylinder, 6m in diameter and 16m long (the bulk of the hull) with half an 8m cone on the front. Add to that a 1m thick triangular wedge at the front (above the half cone) and a rectangular slab 16m x 6m x 1m high to represent the rest of the superstructure. That comes out to a volume of 610 cubic metres. Applying the formula from Wikipedia, V=610 and K=0.255, so the Gross Tonnage for a rather crudely modelled 24 m boat is approximately 156 tonnes.  

• 16 Sep 2011

Doug_Stormforce

Balearick None of my business, but your shortlist is unusual to say the least. There's a world of difference between a 28m hardtop with surface drives and a 22m flybridge with shafts, and they would normally be bought by different types of buyers wanting different things from their boating. If the Coauch is the type of boat you really want, but you miss out on the one you're looking at, then why not look for a similar boat like a Leopard, Mangusta, etc, or even a SS Predator?  

Aha! Found it at last. The following is from the RYA website: The standard commercial endorsement allows you work on board British flagged vessels subject to the MCA's codes of practice for small commercial vessels. The following wording would appear on your certificate: For Yachtmaster Offshore and Yachtmaster Ocean Certificates of Competence: This certificate is valid for use as a Master of yachts of up to 200gt on commercially and privately registered yachts until (date of expiry). For Powerboat Level 2, Powerboat Advanced, Day Skipper and Yachtmaster Coastal Certificates of Competence: Valid for vessels of up to 24 metres in length used for commercial purposes subject to the codes of practice issued by the MCA until (date of expiry). These only relate to the commercial endorsements, which implies that there is no limit for private pleasure use, but that's UK regulations only. The regular (non-commercial) YM Coastal and Offshore exams just get you an RYA certificate with no mention of restrictions. The ICC merely states that you have reached a minimum standard of competence as recognised by the RYA, but it is up to the other country as to whether they choose to recognise it. So if you are over 24m and British flagged, I guess to avoid the possibility of falling foul of local laws you would need a commercial endorsement on a YM Offshore. And that only covers you to 200gt - anything over 200gt and you are into MCA Officer of the Watch, Chief Mate or Master quals.  

For Powerboat Level 2, Powerboat Advanced, Day Skipper and Yachtmaster Coastal Certificates of Competence: Valid for vessels of up to 24 metres in length used for commercial purposes subject to the codes of practice issued by the MCA until (date of expiry). Interesting thread. Smallish drift though : Thought RYA PB2 and the accompanying ICC obtained from it only covered up to 10m? I'm sure that's what it states on mine, although not had it out of the drawer for many a moon.  

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

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What Are The Legal Requirements For My Commercial Yacht?

• June 18, 2017
• Safety Compliance

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

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

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

Contains requirements for: ISM Code – International Ship Management

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

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

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

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

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

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

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

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

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

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

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Understanding Yacht Classifications – Definitions, Explanations, and Regulations

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

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

Standard Yacht Types

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

Large Yachts

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

Commercial Yachts

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

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

Private Yachts

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

What Is A Classification Society?

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

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

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

What Is A Flag State?

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

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

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

What Is The Classification Process

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

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

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

Mandatory Classification Certificates

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

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

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

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

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

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

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

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

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

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

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

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

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

Keeping Your Yacht Up To Classification

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

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

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Understanding Yacht Regulations

Let us help guide you through all the red tape

The regulatory framework for yachts is complex and can be confusing, especially for people new to the industry. Our experts have substantial experience in the world of regulations and standards so we can assist in unravelling the complexity.

We offer the service of a training session on the requirements for yachts and we can tailor this to your needs, whether you’re in the large yacht or small craft sector. This could be a one-hour presentation, a full one-day workshop, or anything in between. We have the facilities to accommodate you at our office in Southampton, or we can travel to your preferred location. It’s ideal for yacht crew, managers, operators, or owners alike. Our training service also provides an opportunity to ask any questions of our technical experts.

Large Yachts and Superyachts (24m and over)

Our superyacht regulation training will cover:

• The role of the International Maritime Organisation and it’s conventions.
• An understanding of the different breakpoints in regulations – 24m, 500GT, 3000GT etc.
• Pleasure vs Commercial – Why and what it means.
• When is a Large Yacht a Passenger Yacht and why?
• Large Yacht Code – What it is, why it’s needed, how it works.
• The role of the Flag Administration, and national requirements.
• The role of the Port State, and regional requirements.
• The role of the Classification Society.
• How the international regulatory framework evolved.
• How to get the most of the relationship with the regulatory bodies.

Smaller craft (less than 24m)

Our regulation training for yachts and motorboats will cover:

• Why the difference for small and large yachts?
• Applicable International Conventions.
• Pleasure vs Commercial, why and what it means.
• Why the limit of 12 passengers?
• UK Regulations for small pleasure yachts.
• UK Regulations for small commercial yachts.
• The role of the Certifying Authority.
• The role of the MCA and the RYA.
• The Recreational Craft Directive (RCD).
• ISO Standards for Stability and Construction.

Contact Winterbothams

For more information on our training courses, please contact us today. You can call us on +44 (0)23 80 668 665 or send us a message.

• Regulations
• Pleasure craft regs

Pleasure Craft Regulations

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

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

Definitions

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

Pleasure vessels

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

Class XII vessels

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

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

Any type of craft which is: 

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

Intended Pleasure Vessel

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

Small Commercial Vessel

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

Passenger ship

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

The Merchant Shipping (Watercraft) Order 2023

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

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

International Conventions

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Find out more about SOLAS V Regulations .

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

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

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

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

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

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

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

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

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

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

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

Maritime Radio

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

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

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

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

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

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

Other UK Regulations Relevant to Pleasure Vessels

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

Byelaws and Local Regulations

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

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

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

Making it Easy to Register a Small Yacht

Focused on simplifying the registration procedures for yachts under 24 meters (m), the RMI has made changes to the under 24m program. The application is now a single, streamlined form that also contains the Declaration of Private Use—Not for Hire. This declaration, which was previously a separate document, requires owners to confirm that their boat will not be engaged in charters or commercial use; and to acknowledge their responsibility to meet certain safety and environmental pollution prevention measures. Provided all documentation is correct, the registration process can be completed within one working day, and for a flat fee.

“The ‘less than 24 meters’ market is a dynamic segment,” said Ionna Hernandez, Business Development Manager, Yachts of IRI’s Fort Lauderdale office. “We worked very hard to develop a registration program that was fit-for-purpose: we made it easy to register, operate, and maintain smaller yachts, while ensuring the highest standards of safety and best practices. Now, following a rigorous process of review and consultation, we have simplified the process even further, and made the process as self-contained as possible. This saves documentation agencies a considerable amount of time and reduces costs for their clients—making it altogether easier for people to enjoy their yachts.”

Under the program, private yachts of 12m or more but less than 24m in length and less than 20 years of age are no longer required to undergo a pre-registration inspection. The program was developed to recognize the distinct requirements of this segment of the yachting market.

“This is an increasingly popular program and has brought us into line with other major registries, including the United States, Cayman Islands, and British Virgin Islands, underpinned with the standards of quality and service that the RMI is known for,”  Hernandez added.

However, all private yachts older than 20 years of age are still required to undergo a preregistration inspection by either an Appointed Representative  or a Qualified Individual. All boats registered under the program are issued with an electronic certificate that contains a Quick Response Code (QR) code that can be verified by port State control authorities.

Hernandez explained: “While we are focused on developing solutions that meet the needs of yacht owners, safety and compliance remain at the forefront. In developing this program, and more recently, in simplifying the application process itself, we have left no stone unturned in making sure our processes are designed to promote safe operations.

We follow the exceptionally stringent due diligence requirements that apply to the RMI Maritime and Corporate Registries, which means that behind the scenes on our end, a lot of work is done by our team to ensure absolute compliance with all rules and regulations, and complete transparency throughout the registration process. As a service provider, our goal is to make life as simple as possible for our clients—as a team, we always go the extra mile to ensure that the requirements on their time are kept to a minimum, and that the process is  stress-free.”

To find out more about the RMI’s Yacht Registry services, visit: www.register-iri.com/yacht/ .

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Rules for the Charter of Yachts Under 24 Metres under the British Flag

The purpose of this guide is to provide information concerning the flag state rules applicable to British registered yachts of up to 24 metres in Load Line length that are operated for charter.

Any yacht undertaking a charter at sea regardless of its flag is considered to be a vessel that is in use for a commercial purpose and should therefore hold a valid Load Line Certificate and be operated in accordance with the international regulations applicable to a vessel of its physical characteristics and distance of operation from a safe haven.

As an alternative to Load Line certification and compliance with applicable international regulations which would be unachievable for many small vessels the UK Maritime and Coastguard Agency (MCA) have developed a code or practice specifically for vessels of up to 24 metres Load Line length which are engaged at sea in the performance of activities of a commercial nature which includes yachts carrying not more than 12 passengers (i.e. excluding crew).

The UK MCA are an Executive Agency of the UK Government’s Department for Transport holding responsibility and accountability for UK merchant shipping regulations and their enforcement.

The code is known as the Small Commercial Vessel Code of Practice and is published as Marine Guidance Note (MGN) 280 with the full title of ‘Small Vessels in Commercial Use for Sport or Pleasure, Workboats and Pilot Boats – Alternative Construction Standards’.

A copy of the code can be accessed at the following link:

Small Commercial Vessel Code of Practice – MGN 280

The code has been adopted by all members of the Red Ensign Group (REG) which is the collective working party for the shipping registries that comprise the British Register of Ships which includes the UK, the Crown Dependencies (Isle of Man, Guernsey and Jersey) and eight UK Overseas Territories (including the British Virgin Islands and the Cayman Islands).

Any vessel registered in the UK, a Crown Dependency or UK Overseas Territory is a “British ship” and is entitled to fly the Red Ensign. The Red Ensign is the most popular international flag flown by yachts due to its high level of quality, prestige and universal acceptability.

The assimilation of the Load Line convention and international regulations that would otherwise apply to a charter yacht under 24 metres in length carrying no more than 12 passengers in a ‘yacht friendly’ format through the Small Commercial Vessel Code of Practice is just one example of how the British Register of Ships has proactively set out to assist yacht owners with the safe operation of their vessels.

It should be noted that it is not only likely to be an offence to operate a yacht for charter under the red ensign at sea carrying not more than 12 passengers without meeting the requirements of the code but it is also likely that the yacht’s insurance could be invalidated as a result of a failure to operate in accordance with flag state rules.

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

Oceanskies in conjunction with our partner surveyors is able to provide a complete charter yacht registration package combining commercial British flag yacht registration under red ensign with coding certification and the employment of crew through Oceanskies Crew Limited in a Maritime Labour Convention (MLC) environment.

Please do not hesitate to contact us for further information.

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

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

This publication was withdrawn on 10 January 2023

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

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

PDF , 611 KB , 38 pages

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

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

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

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

This notice replaces MSN 1802 , MIN 473 and MIN 498

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

Added relevant MIN Links

First published.

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NOT FOR CHARTER *

This Yacht is not for Charter*

SIMILAR YACHTS FOR CHARTER

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Leopard 24m

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LEOPARD 24M yacht NOT for charter*

24m  /  78'9 | leopard | 2006.

Owner & Guests

Cabin Configuration

• Previous Yacht

Special Features:

• RINA (Registro Italiano Navale) classification
• Cruising speed of 30 knots
• Sleeps 6 overnight
• Able to access shallow bays and coves

The 24m/78'9" open yacht 'Leopard 24m' was built by Leopard in Italy at their Pisa shipyard.

Guest Accommodation

Leopard 24m has been designed to comfortably accommodate up to 6 guests in 3 suites. She is also capable of carrying up to 2 crew onboard to ensure a relaxed luxury yacht experience.

Range & Performance

Built with a GRP hull and GRP superstructure, with teak decks, she has impressive speed and great efficiency thanks to her planing hull. Powered by twin diesel MTU (12V 2000 M91) 1,500hp engines, she comfortably cruises at 30 knots, reaches a maximum speed of 34 knots. Her low draft of 1m/3'3" makes her primed for accessing shallow areas and cruising close to the shorelines. She was built to RINA (Registro Italiano Navale) classification society rules, and is MCA Compliant.

*Charter Leopard 24m Motor Yacht

Motor yacht Leopard 24m is currently not believed to be available for private Charter. To view similar yachts for charter , or contact your Yacht Charter Broker for information about renting a luxury charter yacht.

Leopard 24m Yacht Owner, Captain or marketing company

'Yacht Charter Fleet' is a free information service, if your yacht is available for charter please contact us with details and photos and we will update our records.

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M/Y Leopard 24m

SIMILAR LUXURY YACHTS FOR CHARTER

Here are a selection of superyachts which are similar to Leopard 24m yacht which are believed to be available for charter. To view all similar luxury charter yachts click on the button below.

24m | Alfamarine

from $30,000 p/week ♦︎

from $27,000 p/week ♦︎

25m | Overmarine

from $26,000 p/week ♦︎

Angels and Demons

22m | Pershing

from $21,000 p/week ♦︎

22m | Overmarine

from $25,000 p/week ♦︎

Best Mountain

24m | Leopard

from $31,000 p/week ♦︎

23m | Sunseeker

from $32,000 p/week

25m | Sunseeker

from $41,000 p/week ♦︎

Bravo Delta

from $32,000 p/week ♦︎

24m | Pershing

from $33,000 p/week ♦︎

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The unspoken rules about how to behave on a superyacht

• The superyachting world is very small, with only 5,800 yachts longer than 30 meters at sea.
• That insularity has bred a specific etiquette, which is often hard for outsiders to know about.
• These are the de facto rules of the most expensive billionaire toys, superyachts .

For the owners of superyachts , privacy is often the most valuable thing money can buy. It's one reason centimillionaires and billionaires pay eight or nine figures for a palace at sea, far from the prying eyes of land dwellers.

Even the most gossipy crew members should stay tight-lipped about the name of a former owner or charter guest, and many brokers shy away from answering benign questions.

That means that, aside from basic safety guidelines, most of the rules of superyachting are unwritten. The very few who need to know them — there are only about 5,800 yachts longer than 30 meters at sea, according to SuperYacht Times — already know them.

But if you do happen to be a lucky guest at a party on a billionaire's $500 million ship or find yourself included in a $1 million-a-week vacation, there are a few things you need to know.

After four days of touring superyachts that sell for as much as $75 million and chatting with the people who buy, sell, and work on them at the Palm Beach International Boat Show , Business Insider gleaned a few key edicts. Given the discreet nature of the industry, almost all the people we spoke with requested anonymity to protect their working relationships, but here's what they had to say.

Take off your shoes

While it's a basic rule for anyone in boating, it may come as a surprise to an outsider that no matter how rich you are or how expensive your heels are, in the vast majority of cases, you can't wear shoes on board.

It's partly for safety — you don't want anyone slipping on a wet deck — but partly to keep the yacht clean. So expect to see barefoot billionaires, and if you forgot to get a pedicure, bring a set of special boat shoes.

Don't make any assumptions about money — but know the signs

In the superyacht world, it's safe to assume almost everyone you meet is very, very rich, and many brokers and builders say you can't judge a book by its cover when it comes to prospective clients.

"It has nothing to do with how they're dressed," one broker told BI. "It's the biggest mistake you can make because a complete slobby-looking guy or couple could be a multibillionaire."

There are, however, a few clues. Watches are one; new footwear is another.

"Rich people always have new shoes," a superyacht expert said. But because of the shoe rule mentioned above, this tip probably applies only when they're on land.

Book your massage early

Wellness areas, including spa rooms with a massage bed or two and a professional-grade facial machine, are becoming must-haves on superyachts . Most have a customized spa menu and a crew member who doubles as a trained masseuse or beautician — and they're usually in high demand.

One captain said he'd implemented a booking system to ensure people weren't fighting for the same spots. A broker said sometimes masseuses would be so busy they wouldn't leave the small spa cabin for hours on end.

Related stories

So if you want to make the most of your relaxing time on board, reserve your pampering slot as soon as you get your welcome cocktail.

Pirates are more real than you'd think, and many superyachts have hidden safe rooms

While you might dress up as a fake pirate for an onboard theme party, there are very real ones — and other dangers — on the high seas.

In certain areas, including parts of the Indian Ocean and the Gulf of Aden, pirates are a cause of concern . In the Red Sea, owners are concerned about the Houthis .

Superyachts can come equipped with sonic weaponry, lockdown systems, and anti-drone protection. Builders are even designing safe rooms — which are apparently just as plush as the rest of the ship.

The longer the boat, the closer to $1 billion

While you can't judge a buyer based on appearances, you can judge them on the length of their boat.

One rule of thumb: If someone has a brand-new 50-meter vessel, chances are they have $1 billion to their name. If it's over 100 meters, expect the owner to have at least $2 billion. And for a boat bigger than that — like Jeff Bezos' 127-meter megayacht Koru — it takes many, many billions.

Money can't buy you everything

The world's biggest, most expensive yachts are custom-built by shipyards that produce only a handful of boats a year.

But no matter how many tens of millions of dollars clients are spending, there are things to which builders will refuse to say yes.

"In the end, the boat has our name," an executive from one of the world's biggest shipyards told BI.

They recalled a client who requested a yellow hull to match his Lamborghini . The shipyard declined, steering the client in another direction.

"If I don't like it, I don't build it. I finalize two or three contracts a year," another builder said. "If somebody can say your vessel is ugly, my reputation is bad."

Yacht crews are trained to make the impossible possible. A guest requests fresh caviar flown into the middle of the Caribbean? No problem. Fresh flowers every day while at sea? It'll cost you, but it can be done.

But they can't time travel, and captains and crew members say the thing that causes the most friction is when a client or owner wants to go from point A to point B — right now.

"The hardest request is when they want the boat in a place — yesterday," one captain said.

The best person to know? A friend with a superyacht

Superyachts are expensive to build and expensive to maintain . According to the industry standard, owning a superyacht will cost 10% of its new-build price annually. For a $100 million yacht, that's at least $10 million yearly going to crew, regular maintenance, insurance, fuel, and dockage.

Chartering, too, is costly . Beyond the list price, which can be hundreds of thousands a week, guests must pay for provisions, which are pegged at 35% of the charter fee, and are expected to tip between 10% and 20%.

So the most important unspoken rule of superyachting is actually that the only thing better than owning a superyacht is knowing someone else who does — and invites you along, of course.

Watch: Why it costs $1 million a day to run one of the world's biggest cruise ships

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The latest and greatest yachts under 24 metres

Kate Lardy finds there is a top performer for every purpose in the under 24-metre market...

Otam 58 GTS

A client who asked for “total freedom of expression” is responsible for this new version of Otam’s popular 58 with the Gran Turismo Sport suffix. Named Bad Boys , the 19.2 metre has been restyled by Giuseppe Bagnardi of BG Design Firm with a semi-open deckhouse and more aerodynamic profile. The latter will come in handy when Bad Boys hits 55 knots, thanks to its twin 1,825hp MTUs coupled to ASD14 Arneson surface drives. See her in Cannes in September. otam.it

A new Italian shipyard, Filoyacht, is getting ready to unveil what it’s all about. In July, it launched a stylish 22.6 metre, which it will display at the Cannes and Genoa shows this autumn. Highlights include a foredeck swimming pool, a tender lift aft and fold-down wings that expand the cockpit to almost eight metres wide. Below deck are three guest cabins and separate crew quarters. Two MTUs of 1,630hp each, equipped with Top System surface drives, give a top speed of 46 knots. filoyacht.com

Ferretti Yachts 580

The latest model in Ferretti’s flybridge collection shows how the prolific Italian builder continually improves upon its signature values: comfort, modern luxury and well-being. On the 17.7-metre 580, large expanses of glass and ceiling heights of at least two metres give a sense of spaciousness and wide sea views. The highly customisable model offers two layouts for the lower deck and two decor schemes: warm classic and fresh contemporary. The first hull will launch in October for a debut at Düsseldorf in January 2023. ferretti-yachts.com

Ocean Eco 60 Coupé

This forward-thinking catamaran from ALVA Yachts is available with fully electric drives and comes fuel-cell ready. The new 18.4-metre Coupé version has an expansive coachroof with 80 square metres of solar cells. Battery banks store power from these and the generators, and run two 250kW electric motors, which give a top speed of 20 knots. Named for its transatlantic ability, the catamaran has a 2,800-nautical-mile range. The first is in build for avid divers who appreciate the 230 square metres of interior and exterior living space. alva-yachts.com

Libeccio 13.5 Cabin

A new version of Gozzi Mimì’s 13.5-metre flagship is its most spacious and liveable yet. The Naples shipyard has taken the classic planing gozzo and added heaps of comfort in its accommodation, which comprise three cabins – one double and two with twin berths – and two heads. Yanmar engines, each rated 370hp, give a top speed of 30 knots. The Genoa show in October will be the site of its world premiere. gozzimimi.it

It’s a delightful mix of old and new on Apreamare’s 14.7-metre flagship Gozzo, debuting in Cannes this autumn. The nostalgic design respects tradition, while comfort and performance are as modern as can be. The single-level deck has a walkaround path that encircles a sunbed, cockpit dining for 10 and bow seating, while a cabin below deck sleeps four to six. The variable deadrise deep-V hull accommodates a pair of 600hp Cummins diesels or 650hp Volvo Penta IPS drives, each allowing at least 30 knots of speed. apreamare.it

Nerea Yacht, which burst onto the yachting scene in early 2019 with the stylish NY24, is getting ready to reveal its next chapter at Cannes. Its 12-metre flagship exemplifies its “Made in Italy” ethos with an elegant design by ideaeITALIA that references automotive styling, finished in a superyacht-like herringbone teak and polished stainless steel. The highly customisable model allows prospective buyers to pick the layout, materials, finishes and engine room equipment, including a choice of inboards (gasoline or diesel) or outboards. A nifty feature is the innovative three-step COSMO aft platform, developed with Besenzoni, which lowers into the water or rises above it for diving or reaching the dock. nereayacht.com

wallypower58

This new Wally heralds the future, marking the start of a revamp of the entire range. It translates to pure lines and an enviable entertaining deck that’s open to the surroundings while protecting guests from the elements. Folding bulwarks add 25 square metres to the aft deck, and the lower deck, naturally lit from above, sleeps four for overnighting. The 17.3-metre boat tops out at between 36 and 38 knots, depending on which horsepower Volvo IPS drives are chosen. wally.com

Princess Yachts’ newest F-series yacht is indeed fit for royalty. As the British builder says, it offers “a new standard of refinement, featuring enriched upholstery and timber finishes and inlaid polished stainless steel”. The 17.7-metre flybridge yacht also has updated exterior styling with larger hull windows that brighten the three guest cabins below. Its 33-knot performance is courtesy of twin Volvo D13-900 engines. princessyachts.com

Absolute Yachts’ new 22.8-metre flagship relishes in the space it offers. Big windows and high ceilings characterise the interiors, while the decks – devoid of structural furniture – are versatile open-air lounges fringed by glass parapets for clear sea views. Full walkaround covered side decks are another bonus, as is the owner’s cabin forward on an intermediary deck between main and lower decks. See its debut at the Cannes Yachting Festival in September and at Fort Lauderdale in October. absoluteyachts.com

Squadron 58

There are a few firsts for Fairline in this new 17.7-metre model. Most notable is the builder’s foray into beach club living: the cockpit and aft platform transform into a lounge by the sea with fold-down balconies to port and starboard; there is flexible and modular cockpit seating, and a glass transom for views aft; and there’s also an innovative hi-lo platform that can both hold the tender and double in length for sun loungers. The first hull will splash in November for a January 2023 debut at Düsseldorf. fairline.com

Prestige 690

French yacht company Prestige is adding a sparkle to its brand with a newly inked partnership with Swarovski. Superyacht designers are very familiar with the Austrian brand’s custom lighting elements and speciality wall panels, seen on many of the world’s yachts. Now a limited-edition 21.5-metre Prestige 690 flybridge yacht incorporates subtle and elegant crystal elements in its interior. Custom bejewelled panels, which on larger walls such as in the owner’s cabin, alternate with grey grooved oak and mirrors, enhance guest spaces on both main and lower decks. The goal is to create a sensory experience and a modern luxurious home at sea. prestige-yachts.com

CL Yachts will introduce the newest member of its CLB line at the Newport International Boat Show in September. As the smallest in the line, the 19.7-metre flybridge yacht has been designed for owner-operators, although buyers of the first two hulls opted for the optional crew quarters. Both hulls use twin Volvo Penta IPS1050 pods with docking assist and have at-rest fin stabilisation. The interiors are modern – with lowering windows in the saloon plus a flip-up window in the galley that serves the aft deck. clyachts.com

Daychaser 48

When Barton & Gray Mariners Club needed more boats to satisfy its growing membership, it commissioned 10 custom 14.6-metre boats to be designed by Zurn Yacht Design and built at Boston Boatworks. Dayboating is the focus, and on-deck amenities include an open-air galley, bow lounge and plenty of water toy stowage. bostonboatworks.com ; zurnyachts.com ; bartonandgray.com

Silvercat 40CC

First revealed at the Dubai International Boat Show in March, Gulf Craft’s new 12.2-metre centre console catamaran with a 4.1-metre beam offers a vast and stable platform for fishing or watersports, easily taking 12 on board. A draught of less than 50cm means nowhere is out of reach. Two to four outboards of 300hp to 400hp each provide the power. gulfcraftinc.com

Greenline 58 Fly

The solar roof on this new 18.2-metre flybridge yacht gives a hint that this is something different. Greenline Yachts’ boats uniquely come with a choice of efficient conventional diesel, hybrid or fully electric drives, while solar power runs all appliances on board. Whatever the propulsion choice, the 58 Fly’s layout by Marco Casali is eminently liveable, including a main-deck galley aft conveniently close to the cockpit dining area, and three cabins below deck with the option of a skipper’s cabin. greenlinehybrid.com

At 55 knots, this express boat makes quick work of a jaunt to a secluded bay and, once there, its 90cm draught will come in handy. Legacy Superyachts by the Lazzara family is behind the new boat, conceived initially as a tender to an in-build L-135 yacht. At 21.3 metres, it would be a big tender indeed. The sizeable open beach deck can carry two jet skis or a 4.3-metre tender, and there is direct access to this deck from a lounge on the lower deck, which has quarters for six guests. legacysuperyachts.com

Nordhavn 51

As they say, good things come to those that wait. Nordhavn currently has 23 owners waiting for the 15.5-metre N51 – the first hull of which is on track for an April 2023 launch. The big sister to the very popular N41, which debuted in late 2020, this two-cabin passage-maker adds an extra head and a flybridge. It is being built to CE Category A certification for serious ocean use. nordhavn.com

Trident 650 EVO

Outer Reef Yachts incorporated its clients’ wishes for more volume and comfort into the latest Ward Setzer-designed Trident series model, currently in build. As an evolved version of the Trident 620, the 19.8-metre yacht offers more space in the galley, saloon aft, boat deck, aft deck and flybridge, as well as an extra en suite cabin. Performance-wise, it benefits from Volvo Penta’s second-generation Electronic Vessel Control system, coupled with a conventional transmission and SeaTorque enclosed shaft drive system. outerreefyachts.com

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