class a yacht

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

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

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

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

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

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

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

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

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

Now This Is Important

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

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

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

Impact on Design and Manufacturing?

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

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

That’s Not All…

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

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

Highest Standards for MJM Yachts

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

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

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

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

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Pamlico Yachtworks Department: Accounting Position: CFO

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

Key attributes for candidates:

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

Employee Duties & Responsibilities

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

Requirements and skills

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

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Understanding the Classification of Yachts A, B, C and D

Understanding the Classification of Yachts A, B, C and D:

Since 1998, Europe (EEC) classifies yachts according to 4 categories A or B or C or D and this is a law. In order to sell a boat in the large territory of the EEC, it must be classified with a plate that mentions its classification and it must be clearly visible inside the boat, usually near the helm.

At first glance, it sounds very good when you hear class A, but what is it really, what are the differences, is it necessary to acquire a class A…

The brokers at ItaYachtsCanada have written an article on this subject in the past ( click here ), but here are the important characteristics to know about the subject.

The classification allows you to know in which kind of sea intensity you can safely venture, that is to say, taking into account the wind and the wave height in reference to the Beaufort index.

(At the end of this text, there is an explanation of the classes according to the Beaufort index).

Let’s say we focus on class A and B, on the major differences.

First of all, the differences are not very visible to the naked eye or it takes a trained eye to see them.

Depending on the type of water you plan to sail and if the weather guides you on each trip, a B class is also a very good choice.

Of course, you must have all the required safety equipment on board.

Ideally, a boater should always sail in rather peaceful conditions, taking into account the weather first. We always say that boating is fun, so stay away from difficult sailing situations. (Ideally, always with a Beaufort index of 6 and less, ideally a Beaufort index of 4 and less).

Many manufacturers have retained the parameters of the B class to build their boats, mainly for reasons of production costs and that boaters in general do not care much about these characteristics.

The problem is how to differentiate between the vast range of B class boats, how to distinguish those that are closer to an A class (B +) from those that are built as (B -).

How to find your way around, especially for a layman…

It is important to know that some manufacturers build their boats with an A approach, but without respecting all the mandatory specifications to be classified A.

Here are some guidelines to quickly see if the manufacturer has done things right.

– Inspect the portholes and closing mechanisms (Plastic or Metal)

– The presence of numerous drains to evacuate water (at the fly and cockpit), it is essential to be able to evacuate any water accumulation quickly.

– Height of the freeboard.

– Engine access hatch, well insulated and secured for water leaks.

– Bilge pumps (number, size and capacity)

– Mechanism to pump water from the engine room massively (e.g. possibility to use the engine water pumps with a joystick)

– The center of gravity of the boat is well balanced (rather low).

Hull joints, a very low center of gravity, excellent weight distribution, electrical system (24 V), are also part of the certification criteria especially for A boats, but difficult to assess for a yachtsman. It is possible, but in a summary way.

The CE classification allows to differentiate yachts according to certain criteria present, we are talking mainly about structural strength, integrity of essential parts of the hull, reliability of propulsion, steering systems, power generation and all other features installed on board to help ensure the essential services of the yacht.

Therefore, it is important to understand that a Class A yacht is built to a much higher standard than a Class B. This is not reflected in the luxurious appearance of the boat.

What you have to remember is that the major enemy for a boat, besides a fire, is water infiltration on board which can destabilize the behavior of the boat, cause a stop of the engines, major electrical problems, in short which can quickly put the boat out of use and/or out of control.

A classification body such as RINA (see list at the end of this text) has been checking the activities of builders and classifying yachts for over 20 years.

If the boat is sold in the European Community, the classification is mandatory and must be visible near the cockpit. This same classification is not present when the boat is intended for North America or very rarely.

Do not hesitate to contact a professional broker, he will be able to guide you according to your needs, your criteria and especially the places of navigation.

As the CE classification is not always displayed when the boat is destined for the North American market, here are some references on this subject based on the most recent data available (subject to change without notice):

P.S. Let’s mention that as a general rule yachts over 80 ft are Class A, but according to the rules in place, the classification is no longer mandatory or mentioned beyond 79 ft.

Class A (yachts over 50 ft):

BEST KNOWN MODELS :

Ferretti 500, 550, 670 and up

Pershing : 7X and up

Azimut 62, 64, 66, 68 Fly and up

Azimut S8 and up

Azimut Magellano : the whole range

Sunseeker Sport yacht 65, Yacht 88 and up

Princess yacht 80 and up (TBC)

Marquis Yachts (no longer in production)

Montecarlo MCY 66 and up

Searay L650

Class B (yachts over 50 ft):

Sunnseeker 52 fly, 55 fly , 66 fly, 68 fly, Sport Yacht 74, 76 Yacht

Azimut 50 fly, 55 fly, 60 fly, S6 and all Atlantis

Princess : all yachts under 70 ft

Princess Y72, Y78 and less

Ferretti 580 fly

All Absolute

All Fairline

All Beneteau & Jeanneau & Monte Carlo 52

All Searay except L650.

All Cruisers Yachts

For more information, here is an article published by the brokers at ItaYachtsCanada, click here .

There is also the dry weight which can help determine a quality yacht.

Don’t hesitate to compare yachts of the same size based on dry weight, you may be surprised.

For example, a 52′ yacht that weighs 30,000 lbs empty compared to another one that weighs 60,000 lbs empty, ask yourself some questions.

But be careful, it is more and more difficult to get the manufacturers’ empty weights. They have understood the importance of being rather vague on the subject or of making comparisons more difficult. Indeed, we are talking about LIGHT WEIGHT, which is difficult to measure.

The manufacturer who has confidence in thier boat will have no difficulty in giving a total warranty of at least 12 months, 24 and even 36 months. Please note the difference here between the manufacturer’s warranty and the dealer’s warranty .

Many European manufacturers sell their boats to dealers in America without a warranty. This means that the dealer assumes the full 12-month warranty out of his profit from the sale. The engine manufacturer, on the other hand, honors its own warranty such as Volvo, Cummins, Caterpillar, MAN, MTU, Yanmar. For other major components, it will be up to you to take the necessary steps to have the warranty honored, such as for the generator, the air conditioning, the thrusters, etc…

Therefore, acquiring a boat requires a much more specialized expertise than that of a car! Contact ITA Yachts Canada Inc. to speak with a professional and independent broker with experience in the following markets (Canada, United States and Europe whether the boat is new or used).

MORE INFORMATION.

Here is some more information about the classification, what the law in Europe says about it.

Here are some links to help you understand the Beaufort index in direct relation with the classification of yachts sold on the territory of the EEC:

Click here for the TRANSPORT CANADA website

Click here for an article on Wikipedia (more descriptive with photo).

According to the EEC rules, here is the description:

The classification of vessels marked “CE

CE marked vessels are classified into four design categories according to their ability to cope with sea conditions characterized by wind speed and significant wave height. Depending on the type of navigation practiced, the boater must choose a vessel whose design category authorizes such practice.

– Design Category A: Recreational vessels designed for winds that can exceed force 8 (on the Beaufort scale) and for waves that can exceed a significant height of 4 meters, excluding exceptional conditions such as storms, severe storms, tornadoes and extreme sea conditions or huge waves (these conditions exclude force 10 and following).

– Design Category B: Pleasure craft designed for winds up to and including force 8 and for waves up to and including 4 meters in significant height.

– Design Category C: Pleasure craft designed for winds up to and including force 6 and for waves up to and including two meters in significant height.

– Design Category D: Pleasure craft designed for winds up to and including force 4 and for waves up to and including 0.30 meters, with occasional waves up to and including 0.50 meters.

Vessels in each of these design categories shall be designed and constructed to withstand the parameters of each of these categories, with respect to buoyancy, stability and other relevant requirements, and to have good maneuverability characteristics.

The known classification bodies for the EEC:

RINA (Registro Italiano Navale),

BV (Bureau Veritas),

DNV (Det Norske Veritas),

Germanischer Lloyd,

LR (Lloyd’s Register).

Ita Yachts Canada provides the information in this article in good faith but cannot guarantee the accuracy of the information or the status of the data. It is the responsibility of the reader to instruct their agents or experts to verify and validate the information in this article.

Published by Guy Bolduc

View all posts by Guy Bolduc

What are the Different Classes of Boats?

Classes of boats and types of boats are two different things. Every type of boat fits into one of four classes of boats. While a type of boat can vary significantly in appearance and function, class is easy to understand. Boat classes are all determined by the overall length of the vessel.

The class of a boat is significant for you as a boat owner. Boats classes are required to meet certain safety guidelines based on those classes. The size of your boat determines what you need to keep on board. Let’s take a look at the different classes of boats. We’ll also get into different types of boats and see where they fit in terms of class.

Class A Boats

Any boat that clocks in at under 16 feet in length. That means it could be:

a fishing boat
A personal watercraft
An inflatable boat

Recreational boats that are less than 16 feet in length are not required to carry any day signals on board. That said, there are safety requirements. These are regulated by the US Coast Guard. It’s also worth noting that these regulations are slightly different for canoes and kayaks.

Canoes/Kayaks Under 16 Feet

For these vessels, a Type I, II, III or V personal flotation device must be available for every person on board. These need to be US Coast Guard approved flotation devices. They need to be the right size and wearable by the person who plans to wear them as well. If the person is not wearing it, it needs to be someplace they can reach it easily. We recommend anyone on a boat of this size keep their flotation device on at all times. The minimum requirement is that one be available and easy to reach. In an emergency, you can save yourself precious time by having it on already. This is especially true for children on boats.

Visual distress signals are required on the vessel if it’s being operated at night. Your night signal has to be made within the last 42 months as well.

Sound devices are required as well. A whistle is recommended but a horn will work also.

Other Boats Under 16 Feet

All boats under 16 feet require the same personal flotation devices. The rules for a kayak or canoe apply here as well. One for everyone on board that is accessible and wearable. A distress signal is also required for these boats. Sound signals are the same as for kayaks and canoes as well.

There are additional requirements for these kinds of boats if they meet certain conditions.

A B-1 fire extinguisher of any type must be on board any vessel under 16 feet besides a canoe or kayak. That is, if it has an enclosed engine, enclosed living space, or a permanent fuel tank.

A type I, II, or III Marine Sanitation device is required if the vessel has an installed toilet.

A backfire flame arrestor is required if the vessel has a gasoline-powered engine. The exception is if it is an outboard motor.

Enclosed engines must also have ventilation that meets Coast Guard standards.

Class I Boats

Boats that are between 16 feet and 26 feet fall under this classification. Any number of boats could fall into this class.

Smaller deck boats
Cuddy cabin boats
Pontoon boats
Aluminum fishing boats
Wakeboard boats

All Class I boats must have one personal flotation device of Type I, I, III or V per person on board. In addition, one throwable Type IV device is required to be on board. Often people overlook these on tow sports boats. They will only think of the person looking for a thrilling ride water skiing as the one who needs a PFD. The Coast Guard requires them for everyone, however.

A B-1 fire extinguisher of any type is also required to be on board. This is true, again, if the engine is enclosed. It’s not required for outboard motor boats. However, as before, if there is an enclosed living space or permanent fuel tank, then you do need a fire extinguisher.

This size of boat requires specific distress signals. You need a minimum of three day use and night use flares. You can also have a non-flare substitute for day use in the form of an orange distress flag. A Non-pyrotechnic substitute for night use is an electric SOS light. Flares must have been made within the last 42 months.

A horn or whistle is needed as a sound signal.

Class II Boats

Class II boats are any vessel that span 26 feet to 40 feet. This can include

Cabin cruisers
Bowrider boats
Trawler boats
Runabout boats

These boats meet the same requirements for PFDs as Class I boats. That means every single passenger on board needs to have access to their own life jacket or other PFD. The acceptable types are Type I, II, III and V. And again a throwable Type IV is also required. These recreational boats can easily hold over one dozen people. Even if you’re freshwater fishing in shallow waters, these requirements must be met.

At this size, either one B-II fire extinguisher or two B-Is are needed. Remember, marine plywood isn’t able to stand up to fire well at all. The extra extinguishers could be a lifesaver at this size of a boat. Nothing ruins some relaxed cruising faster than a boat fire.

Visual distress signals on this kind of boat are the same as those for Class I boats. That means three day use and three night use. Three combination day and night use signals are also acceptable. These are essential for any overnight trips on the boat. Even high performance boats can run into troubles in the dark. Make sure any signal flares have been manufactured within the last 42 months.

Sound devices must be present as with lower boat classes.

Enclosed engines must also have ventilation that meets Coast Guard standards

This class of boat is also required to have pollution regulation placards. Your boat will need a 5″ x 8″ Oil Discharge placard and 4″ x 9″ Waste Discharge placard.

Class III Boats

These boats range from 40 feet to no more than 65 feet in length. This can include

Cigarette boats
Sport fishers

These are the largest class of boat available to typical boat owners. For these, the same flotation device standards apply as they did for Class II. That means one PFD of Class I, II, III or V is required for every passenger on board. Since different types of boats can carry passengers in greater numbers, this needs to be respected. Make sure every single person knows where the PFD is and how to wear it. Each person must have one that fits properly.

In terms of fire extinguishers, the rules change again with Class III boats. You will need one B-II extinguisher and one B-I extinguisher on board. Alternatively, you could have three B-I extinguishers handy.

Visual distress signals and sound signals are the same as the requirements for smaller class boats. That means three day use and three night use signals. An orange signal flag may substitute one of the day use flares, and an electric SOS light can substitute for one of the night use. A horn or whistle is also required.

This class of boat is also required to have pollution regulation placards. Your boat will need a 5″ x 8″ Oil Discharge placard and 4″ x 9″ Waste Discharge placard. If the vessel has a galley then it must also have a waste management plan.

At this length, the boat must also have the Inland Navigation Rules on board. This is the “Rules of the Road” that govern boating.

Boats Over 65 Feet

Some yachts and things like a ferry boat can easily be over 65 feet. These no longer qualify as subject to small boat regulations. Typically no one is going to own a personal watercraft of this size. The Coast Guard does have regulations in place if you are on a large vessel such as this, however. These apply to vessels from 65 feet up to 165 feet. After that, vessels are typically considered research, commercial, or military.

The rules regarding flotation devices remain static here. One Type I, II, III or V PFD for every passenger on board. In addition, one Type IV throwable device. It’s worth noting there that the “Type” system will not be around forever. The Newton system is slowly being phased on. Newtons measure pounds of force and help indicate how much a PFD can keep afloat. This buoyancy rating in Newtons has been in place since 2019. The transfer is going slowly to allow people time to adjust. Most PFDs you purchase now will explain buoyancy in Newtons.

For instance, a Type II flotation device is equivalent to a current PFD that is rated for 70 Newtons. This device should be able to keep most people floating face up in the water. Type III devices will be replaced with 70 Newton rated PFDs that do not turn you face up. Each device has a Newton rating plus icons. These explain how much weight the PFD is meant to keep you afloat and how it floats you. In several years time, all PFDs will follow these guidelines. That said, old PFDs are still perfectly legal and usable.

For fire extinguishers, weight becomes a factor at this size. Vessels that weigh up to 50 gross tons need one B-II extinguisher. Over 50 gross tons requires two B-II extinguishers on board.

Visual and sound signals are the same for the previous class of vessels. This class does have a variation in sanitation requirements, however. A Type II or Type III marine sanitation device is required for this size of a vessel.

Additional requirements are the same as for the previous class. This includes sanitation and ventilation. The backfire flame arrestor must meet the same requirements as well. A copy of the inland navigation rules must also be on board the boat at all times, also.

What Class are Fishing Boats?

There are dozens and dozens of kinds of boats in the world. You have banana boats, log boats, bass boats and so many more. That’s why the class system is broken down by length. It makes it much easier to categorize a boat in these simple terms rather than trying to manage each type individually.

As a result, something like a fishing boat does not necessarily fit into one class. Your fishing boat could easily fit into literally any one of these classes. Remember, a fishing boat is not even technically a specific kind of boat. A fishing boat is just a boat from which you go fishing. A pontoon boat or some high performance boat could be a fishing boat. An inflatable dinghy could be a fishing boat. There is no standard for that particular description of a boat.

Does a Fishing Boat Need All The Same Safety Gear?

Some people question the application of safety standards. A Class I boat that only has one person on board seems different than one with ten people on board. But the rules are adaptable. If you are the only passenger on the boat then you only need one flotation device. You only need the fire extinguisher if your boat meets the requirements for it. That means something other than an outboard motor.

Man powered boats do not require the same level of safety and concern that power boats do. That’s why canoes and kayaks are exempt from requiring a fire extinguisher. After all, what would be the point? But just because your boat doesn’t have a swim platform or whatever doesn’t matter. Smaller boats or bigger boats all have the same potential to get into trouble. These rules are meant to help prevent that as much as possible. What About Pontoon Boats and Deck Boats?

No matter what kind of boat you’re on, the Coast Guard requirements apply evenly. Again, this can sometimes seem unnecessary. Something like a ski boat may seem more dangerous than cruising around on a deck boat. If you’re just relaxing on inland waters trying to catch largemouth bass, it can seem like overkill. But these measures are designed to ensure safety. In fact, these are the minimum requirements that the Coast Guard has implemented.

Some boaters prefer to have additional measures in place. For instance, as we said above, we recommend wearing a PFD at all times. This is not specifically required, only that the PFD be wearable and accessible. We feel that, the more people on board a boat, the more important it is to make sure everyone is wearing a PFD. This can cut down on wasted time and confusion if an accident happens later. If everyone scrambles for a PFD at the same time, a bad situation could easily become worse.

The Bottom Line

Boat classification has no effect on how you enjoy your boat. It also doesn’t change what you are allowed to do on your boat. The only purpose of classifications is to account for safety on board. Larger boats need to take more care in keeping the boat and passengers safe. Understanding the requirement is key to ensuring the safety of everyone on the water. Make sure you know the full dimensions of any boat you plan to take out onto the water. Once you are aware, you should always do a pre-departure check of the boat.

It’s important to know if you have all the safety gear every time you head out. Make sure the personal flotation devices are all in good working order. Check the date on all flares or visual signals to make sure they meet requirements. Also, check the date on your fire extinguishers before heading out as well. Old gear should be replaced immediately. It’s better to have it and not need it than to need it and not have it.

Keep yourself and your passengers safe and you’ll be having a great time on the water.

My grandfather first took me fishing when I was too young to actually hold up a rod on my own. As an avid camper, hiker, and nature enthusiast I'm always looking for a new adventure.

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Classification: Statutory certification explained

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

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

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

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

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

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

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

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

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

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

Classification

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

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

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

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

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

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

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

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

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

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

Flag states

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

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

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

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

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

International Maritime Organization

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

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

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

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

Statutory Implementation

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

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

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

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

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

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

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

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

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

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

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

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

John Guy – Merlin Corporate Communications, London, UK

Nick Gladwell – Regs4yachts, Southampton, UK

Originally published: May 2008.

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Boating Life

Boat classes explained.

A boat’s class is defined by its length, which is measured along the center line, from the tip of the bow to the stern, not including platforms, outboard motors, attachments, or anything that is not part of the actual hull. The class of a boat governs the safety requirements set forth by federal and state law. These requirements are regulated by the U.S. Coast Guard.

Boat Class vs. Boat Category

As we’ve mentioned, boat class is determined by length and is strictly related to the safety guidelines set forth by law. Boat category, on the other hand, is the type of boat as defined by manufacturers; categories such as bay boat, center console, deck boat, skiff, etc.

The 4 Boat Classes

Boats are divided into 4 classes: Class A, Class I, Class II and Class III. The only feature used to appoint a boat’s class is its length.

A Class A boat is any boat whose total length is under 16 feet.

Types of Boats

Boats that meet this classification include:

Canoes/Kayaks
Small Fishing Boats
Inflatable Boats
Personal Watercraft

Safety Rules & Regulations

It is not required to have day signals on board Class A boats, but it is required to have visual distress signals on board when operating at night. The signal must have been made within the last 42 months. A sound device such as a whistle or horn must also be present at all times.

The vessel must have at least one U.S. Coast Guard approved, Type I, II, III or V personal floatation device per person aboard. These must fit all persons properly, including children, and should be easily accessible. It is recommended that everyone wear their flotation device at all times, but the requirement is only that it is within reach of the individual that will be wearing it.

All of the above requirements are the same for canoes and kayaks. For all Class A vessels other than canoes and kayaks, the following requirements apply.

These boats must have a B-I fire extinguisher if it has a permanent fuel tank, enclosed engine, or enclosed living space. Vessels with enclosed engines are required to have U.S. Coast Guard approved ventilation systems, and for boats with gasoline-powered engines, excluding outboard motors, a backfire flame arrestor must be on board. Lastly, if there is an installed toilet, the boat must be equipped with a Type I, II, or III Marine Sanitation device.

A Class I boat is any boat whose total length is between 16 and 26 feet.

Tow Sports Boats
Aluminum Fishing Boats
Small Deck Boats
Cuddy Cabin Boats
Wakeboard Boats

Safety Rules & Regulations

It is required to have a minimum of three day and night use flares signals on board Class I boats. You are allowed one non-flare signal substitute each for day and night. The day signal must be an orange distress flag and the acceptable substitute at night is an electric SOS light. These signals, including the flares, must have been made within the last 42 months. A sound device such as a whistle or horn must also be present at all times.

The vessel must have at least one U.S. Coast Guard approved, Type I, II, III or V personal floatation device per person aboard, as well as a throwable Type IV device. These must fit all persons properly, including children, and should be easily accessible. It is recommended that everyone wear their flotation device at all times, but the requirement is only that it is within reach of the individual that will be wearing it.

A Class II boat is any boat whose total length is between 26 and 40 feet.

Cabin Cruisers
Small Sail Boats

It is required to have a minimum of three day and night use flares signals on board Class II boats. Three combination day/night signals are acceptable. You are allowed one non-flare signal substitute each for day and night. The day signal must be an orange distress flag and the acceptable substitute at night is an electric SOS light. These signals, including the flares, must have been made within the last 42 months. A sound device such as a whistle or horn must also be present at all times.

These boats must have either one (1) B-II or two (2) B-I fire extinguishers on board. Vessels with enclosed engines are required to have U.S. Coast Guard approved ventilation systems, and for boats with gasoline-powered engines, excluding outboard motors, a backfire flame arrestor must be on board. If there is an installed toilet, the boat must be equipped with a Type I, II, or III Marine Sanitation device.

A vessel this size must also have a 5” x 8” Oil Discharge placard and a 4” x 9” Waste Discharge placard.

A Class III boat is any boat whose total length is between 40 and 65 feet.

Sport Fishers

It is required to have a minimum of three day and night use flares signals on board Class III boats. Three combination day/night signals are acceptable. You are allowed one non-flare signal substitute each for day and night. The day signal must be an orange distress flag and the acceptable substitute at night is an electric SOS light. These signals, including the flares, must have been made within the last 42 months. A sound device such as a whistle or horn must also be present at all times.

These boats must have either one (1) B-II and one (1) B-I or three (3) B-I fire extinguishers on board. Vessels with enclosed engines are required to have U.S. Coast Guard approved ventilation systems, and for boats with gasoline-powered engines, excluding outboard motors, a backfire flame arrestor must be on board. If there is an installed toilet, the boat must be equipped with a Type I, II, or III Marine Sanitation device.

A vessel this size must also have a 5” x 8” Oil Discharge placard and a 4” x 9” Waste Discharge placard. If there is a galley, a waste management plan is required as well.

With boats this size, it is required to have Inland Navigation Rules aboard.

Bonus Class: Boats Over 65 Feet

Although boats over 65 feet in length do not have a class as it relates to personal use boats, they are subject to regulations. The vessel must have at least one U.S. Coast Guard approved, Type I, II, III or V personal floatation device per person aboard, as well as a throwable Type IV device. These must fit all persons properly, including children, and should be easily accessible. It is recommended that everyone wear their flotation device at all times, but the requirement is only that it is within reach of the individual that will be wearing it.

The fire extinguisher regulations for a vessel of this size are based on weight. These boats must have one (1) B-II fire extinguisher if the boat weighs up to 50 gross tons or two (2) B-II extinguishers if it is over 50 tons. These vessels are required to have U.S. Coast Guard approved ventilation systems, and a backfire flame arrestor. A Type II or III Marine Sanitation device is required.

Final Words

When you purchase or are aboard any boat, it is important to know its class so you can verify it meets all safety guidelines. In case of emergency, being down even one floatation device, sound signal or flare could completely change a situation. It is always recommended that passengers abide by safety requirement and precautions while on the water. Everyone here at Ingman Marine wishes you a happy and SAFE boating season!

Happy Boating!

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2024 Spring Updates!

June 18, 2024 – NCASA Nationals Notes :

We are planning an epic event as we help LGYC celebrate 150 years of incredible racing. Early reports are that we will have great turnout. Our new NCASA Commodore, T. Freytag, looks forward to welcoming all of you at this event.

UPDATED Regatta Details: We are planning similar logistics as our ILYA Championship at LGYC last August. We will dry sail and launch by crane at the LGYC Facility. The event will take place starting Thursday evening June 20 th with a Special Race at 5 pm . The Thursday race will compete for the Wacker Trophy (see below). A six-race series is scheduled with first warning at 11 am on Friday morning with 2 more races scheduled for both Saturday and Sunday at PRO Mark DeGuire’s discretion.

Social: The Lake Geneva Yacht Club has a couple of parties planned for us on Friday and Saturday both of which include live music. Please be sure to come and help our friends at LGYC celebrate their 150 year anniversary as a club and enjoy old friends and new! After haul-out on Sunday, we will have lunch available and present our awards. NEW for 2024 – some event specific information:

We will once again be using the Vakaros RaceSense starting system which we used last year at the ILYA Championship with great success!Â Per the NOR all boats are required to use the Atlas 2 device.Â If you own one you will need to take it to the Vakaros tent at LGYC and have the event’s application uploaded to your device prior to racing. If you do not own one, you may rent one from the class for $120 for the event which you will need to do when you register before June 1 st or you can contact Andy Burdick or Eddie Cox at Melges Boat Works to purchase one BEFORE APRIL 21, 2024 . See the sale flyer below with the purchase discount they have kindly offered to our fleet.
Following our fleet meeting last year and the recent boat ownerÂ polling, our NCASA Board recently voted to allow one throw-out race in a series where six races have been completed. This will be reflected in the regatta documents.

Contact Andy Burdick or Eddie Cox at Melges Boat Works to purchase the amazing Atlas 2.Â See the sale flyer above with the generous purchase discount they have offered in support of our fleet.

Regatta Gear: You may order your team event long-sleeved performance fabric hoodie t-shirts when you register. If you order upon registration before June 1 st they will be delivered at the event. If they are ordered after that date they will be delivered post event.

Rated UPF50 to help combat harmful UV rays, this Tee also performs with Dry ZoneÂ® moisture-wicking technology to keep you cool, dry and comfortable.

3.8-ounce, 100% polyester
Removable tag for comfort and relabeling
UPF rating of 50
Raglan sleeves
Sizes S-XXXL

Regatta Schedule:

Registration, Vakaros Programming, Check-in, Practice Race (17:00 Warning Gun – 5 pm): Thursday, June 20, 2024 Race 1 and 2: Friday, June 21, 2024 Race 3 and 4: Saturday, June 22, 2024 Race 5 and 6: Sunday, June 23, 2024 Awards: Following the last race on Sunday

Registration is open . Please help us out by registering early – Thanks! NCASA Executive Director: Todd Haines 414-881-4119 [email protected]

The 38 foot (11.58 meter) Class A Scow is the largest, fastest, and most powerful inland scow sailboat. Originally designed in the late 1800â€™s by John O. Johnson of Johnson Boat Works (White Bear Lake, MN) the boat retains the same shape and size as the original boats. With the move to fiberglass and carbon construction, the addition of a bow sprit and a massive asymmetrical spinnaker, combined with a carbon fiber swept-spreader rig, the class is stronger than ever.

Todayâ€™s A Scow, produced by Melges Performance Sailboats of Zenda, WI, has all the modern, sophisticated rigging and gear (from the good folks at Harken ) needed to make this unbelievable boat simply rock on the water. Powered by the latest sail designs, able to pull water-skiers, and having been clocked at over 25 mph in a good blow, the A Scow is a worthy challenge for even the most experienced sailors. Unlike keelboats of this size, the A Scow uses only dual bilge boards for stability and thus requires a skilled crew of 6 or 7 people to keep her upright in heavy air.

We hope you will explore our website and see what makes the A Scow so much fun !

A Scow Events

2024 A Scow National Championship Regatta â€“ Lake Geneva, WI Set-up and Check-In Date: Thursday June 20, 2024 Race Dates: Friday June 21 – Sunday June 23 Location: Lake Geneva Yacht Club, Fontana, WI Registration: Click Here Official Event Website: NCASA 2024 ILYA Annual Championship Regatta – Clear Lake, IAÂ Set-up and Check-In Date: August 11, 2023 Race Dates: August 11 – 17, 2023 Location: Clear Lake Yacht Club Registration: Not Open Yet Official Event Website: ILYA Future Venues: 2025 A Scow National Championship Regatta â€“ TBD Set-up and Check-In Date: always the Thursday after Father’s Day Race Dates: Always the Fri-Sat-Sun after Father’s Day.

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2018 National Championship Wrap-up
ILYA – #FairSailing Initiative
Spring 2018 News and Updates
NCASA Store is Online
ILYA Championship 2017 Wrap Up
Summer 2017 News and Updates
2017 National Championship is in the Record Books
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Blog | Owner’s Guide to Yacht Classification

Yacht classification is a system used to categorize yachts based on various factors such as size, construction, and intended use. The specific classification categories and requirements can vary between different yacht classification societies, but some common classifications include:

Pleasure Yacht: A yacht intended for leisure use, typically not engaged in commerce.
Charter Yacht: A yacht that is available for hire for pleasure use, also known as commercial yacht.
Large Yacht: A yacht that exceeds a certain size or gross tonnage.
Small Commercial Yacht: A yacht that is used for commercial purposes but does not exceed a certain size or gross tonnage.
Passenger Yacht: A yacht that is used to carry passengers for hire.
Workboat: A yacht or vessel intended for work-related use, such as a survey vessel, cable layer, or other specialty use.
Ocean Going: Yachts that are able to make ocean passages and are built and equipped to meet the requirement of such voyages
Coastal: Yachts that are intended to operate in coastal and sheltered waters and meeting less stringent requirement than ocean going yachts.

The main differences between yacht classification societies are their specific rules, regulations, and requirements for yacht classification. While many societies have similar overall goals of ensuring that yachts meet certain standards of design, construction, and maintenance, they may have slightly different interpretations of these standards and how they should be applied.

Some societies may have stricter or more detailed rules and regulations than others. For example, one society may have more stringent requirements for fire protection, while another society may place more emphasis on stability calculations.

Another difference is the type of yachts they cover and the services they offer. Some societies focus primarily on pleasure yachts, while others also cover commercial yachts and workboats. Societies may also offer different levels of classification, such as “unrestricted” or “restricted” class, and this might vary depending on the intended use of the yacht.

Lastly, some societies have a more global presence than others, or have more experience or expertise in certain types of yachts or regions. This can be important for yacht owners who plan to take their vessel to different parts of the world and may need to comply with different regulations in different countries.

In short, yacht classification societies are similar in their overall goals, but they can have different rules, regulations, and requirements for yacht classification, different services and different areas of focus. Yacht owners should research and compare different societies to determine which one is the best fit for their specific needs and intended use of the yacht.

There are several yacht classification societies that provide certification and inspection services for yachts and other small vessels. Some of the most well-known include:

American Bureau of Shipping (ABS)
Bureau Veritas (BV)
Germanischer Lloyd (GL)
Lloyd’s Register (LR)
RINA (Registro Italiano Navale)
Det Norske Veritas (DNV) now known as DNV GL

These organizations are responsible for ensuring that yachts and other vessels meet certain standards of design, construction, and maintenance, and they issue certificates of compliance to vessels that meet these standards. They also conduct periodic inspections to ensure that vessels continue to meet these standards over time. Some of them also provide additional services such as collision avoidance, navigation and stability calculations and other specialized services.

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Class Notations on Yachts – Classification Guide

9 December 2016

INTRODUCTION TO YACHTS CLASSES

Classification.

Rules are developed to establish standards for the structural strength of the large yacht’s hull and its appendages, and the suitability of the propulsion and steering systems, power generation and those other features and auxiliary systems which have been built into the ship to assist in its operation, and even pollution protection systems. A yacht may be maintained in class provided that, in the opinion of the Society concerned, it remains in compliance with the relevant Rules, as ascertained by a periodic or non-periodic survey(s). Today a vessel either meets the relevant Class Society’s Rules or it does not. As a consequence, it is either “in” or “out” of “Class”.

In summary, Class Notations on Yachts will tell you a lot about the building quality and condition of each vessel and its components on an annual basis, according to the excellence of its construction and its adjudged continuing soundness. A yacht that has been designed and built to the appropriate Rules of a Society may apply for a Certificate of Class from that Society or for a periodical survey (generally required every 5 years) meant for the Renewal of Class Certificate . Class Societies have often developed two separate sets of Rules for Commercial and Private Yachts . They can be applied to New Construction as well as Existing Yachts .

Classification Societies

Classification Societies play a fundamental role in today’s marine industry. A Society will act on behalf of ship-owners and builders to ensure high build quality and the safety of a ship’s main structural parts . Classification also provides a point of reference with regard to those who were involved in the supply chain including builders, charterers and insurers.

As an independent, self-regulating, externally audited, body, a Classification Society has no commercial interests related to ship design, shipbuilding, ship ownership, ship operation, ship management, ship maintenance or repairs, insurance, or chartering.

The process begins with the design and construction phases, focussing on the implementation and manufacture of key components as well as technical specifications. The standards which must be adhered to are dictated by the regulations of the chosen society and are published as rules, evolving continuously to incorporate new technologies and client requests via the advice of highly competent engineers and architects.

All Classification Societies waive liability for future faults as a surveyor can only record a vessel’s quality at the time of inspection; it is then the responsibility of the yacht owner to maintain the vessel and inform the society in the event of damage or structural alteration. Although the surveys are thorough, they do not cover all aspects of a ship’s build and operating service. This can include crew qualifications, navigational aids and manoeuvrability.

Classification Societies are often simply referred to as “Class Societies” or just “Class”. There are currently 13 members of the International Association of Classification Societies (IACS) , each with a unique set of rules, classification layouts and notations. Five of the biggest Classification Societies are listed below, along with their identifying signature, to denote a ship constructed under special survey in compliance with the Society’s rules, suitable for unrestricted sea-going service:

The marks following the Society’s standard signature are not interchangeable between organizations, meaning each letter or number will represent a different characteristic for each society. Each mark can be broken down to highlight a yacht’s capabilities, equipment or restrictions.

Each of the Classification Societies has developed a series of notations that may be granted to a vessel to indicate that it is in compliance with some additional voluntary criteria that may be either specific to that vessel type or that are in excess of the standard classification requirements.

The Classification of a yacht does not absolve the Interested Party from compliance with any requirements issued by Administrations and any other applicable international and national regulations for the safety of life at sea and protection of the marine environment such as SOLAS, ILLC, MARPOL, ILO or IMO.

Smaller vessels are categorized differently, adhering to different requirements and statutory regulations. With a heavier focus on passenger numbers and distance of operation from shore, the Maritime and Coastguard Agency (MCA) outlines guidance for UK vessels (up to 24 meters in length) which are used for charter or commercial use.

As RINA is today the most reputed Classification Society in the Mediterranean and a leader in the yachting certification business, developing and offering services of ships classification, certification, verification of conformity, inspection, and testing, we will hereby provide you with a summary of their more common Class Notations on Yachts , this will be helpful to identify these most peculiar symbols :

CLASS NOTATIONS – RINA

Main class symbol.

The main class symbol C is assigned to ships built in accordance with the requirements of the Rules or other rules recognized as equivalent and maintained in a condition considered satisfactory by the Society. The period of class (or interval between class renewal surveys) assigned to a ship is a maximum of 5 years.

Except for special cases, a class is assigned to a ship only when the hull, propulsion and auxiliary machinery installations, and equipment providing essential services have all been reviewed in relation to the requirements of RINA’s Rules.

With the 5 year class period is to be understood as being the highest class granted by the Society.

Construction Marks

The construction mark identifies the procedure under which the yacht and its main equipment or arrangements have been surveyed for the initial assignment of the Class.

Construction marks defined below are assigned separately to the hull of the yacht and its appendages, to the machinery installation.

The construction mark is placed before the symbol HULL for the hull, before the symbol MACH for the machinery installations, and before the additional Class Notation granted, when such a notation is eligible for a construction mark.

When the same construction mark is assigned to both hull and machinery, the construction mark is assigned globally to the ship without indication HULL and MACH after the main class symbol.

Hull Construction Mark (HULL)

Construction mark ✠ is assigned to the hull when it has been surveyed by RINA during its construction in compliance with the new building procedure.
Construction mark ✠ is assigned to the hull when it was built under the survey of another Society.
Construction mark ● is assigned to the hull in all cases other than those listed above.

Machinery Construction Mark (MACH)

The construction mark ✠ is assigned when the propelling and auxiliary machinery has been designed, constructed, certified, installed and tested in accordance with RINA Rules.
The construction mark ✠ is assigned when the propelling and auxiliary machinery has been designed, constructed and certified in accordance with the rules of another society and installed and tested under the survey of RINA.
Construction mark ● is assigned in all cases other than those listed above.

Navigation and Operating Notations

The navigation notation UNRESTRICTED NAVIGATION is assigned to a ship intended to operate in any area and any period of the year.

Restricted operating area notations are optional and will be marked accordingly like, for example, on a specified operating area or operation service within “x” miles from shore.

Additional Class Notations

An additional Class Notation expresses the classification of additional equipment or specific arrangement, which has been requested by the Interested Party. The assignment of such an additional Class Notation is subject to the compliance with additional rule requirements.

Some additional Class Notations, due to the importance of relevant equipment or arrangements, are assigned a construction mark. This is indicated in the definition of the relevant additional Class Notations. Class Notations which may be assigned to a ship are listed according to the category to which they belong:

Automated Machinery Systems (AUT)

AUT notations are relevant to automated machinery systems installed onboard ships.

Automated machinery systems (AUT – UMS (Y))

The additional Class Notation AUT-UMS (Y) may be assigned to yachts that are fitted with automated installations enabling machinery spaces to remain periodically unattended in all sailing conditions including manoeuvring.

Integrated Ship Systems (SYS)

SYS notations are relevant to the operation of integrated systems regarding navigation, machinery, communication and specific cargo, as applicable.

Centralised Navigation Equipment (SYS-NEQ)

The additional Class Notation SYS-NEQ is assigned to yachts which are fitted with a centralized navigation control system so laid out and arranged that it enables normal navigation and manoeuvring operation of the ship by two persons in cooperation.

Centralised Navigation Equipment (SYS-NEQ-1)

The additional Class Notation SYS-NEQ-1 is assigned when, in addition to the above, the installation is so arranged that the navigation and manoeuvring of the yacht can be operated under normal conditions by one person, for a periodical one-man watch. This notation includes specific requirements for the prevention of accidents caused by the operator’s unfitness.

Integrated Bridge System (SYS-IBS)

The additional Class Notation SYS-IBS is assigned to yachts which are fitted with an integrated bridge system which allows simplified and centralized bridge operation of all main functions of navigation manoeuvring and communication, as well as monitoring from the bridge of other functions related to specific cargoes and pollution; for passenger ships, heating, ventilation and air conditioning are also included in the monitored functions

Communication System (SYS-COM)

The additional Class Notation SYS-COM is assigned to yachts which are fitted with a local area network including the alarm, monitoring and control systems and computers used for management operations and external communication devices for reporting ashore navigation, maintenance and operational information.

Damage Stability (DMS)

The additional Class Notation DMS may be assigned to yachts complying with the damage stability requirements.

STAR Notation

General STAR is a System of Trace and Analysis of Records integrating rational analysis with data and records from ship-in-service concerning planned inspection and ship maintenance.

The additional Class Notation STAR-HULL is assigned to ships on which an Inspection and Maintenance Plan (IMP) for the hull is implemented.

The notation may be completed by the suffix NB when a structural tridimensional analysis has been performed for the hull structures, at the new building stage. The suffix NB is removed when the ship enters the STAR-HULL survey program through the implementation of the Inspection and Maintenance Plan (IMP).

The additional Class Notation STAR-MACH is assigned to yachts on which an Inspection and Maintenance Plan (IMP) for the machinery is implemented. This plan is based on a risk analysis review of the installation.

STAR Notation (STAR)

When yachts are granted both STAR-HULL and STAR-MACH, the two separate notations are superseded by the cumulative additional Class Notation STAR.

Crew Accommodation and Recreational Facilities (MLCDESIGN)

According to the Maritime Labour Convention 2006 Notation:

The additional Class Notation MLCDESIGN is assigned to yachts having crew accommodation and recreational facilities complying with the Maritime Labour Convention 2006 (MLC).

GREEN PLUS Notation (Eco-Friendly Yachts)

Issued in 2008 and updated yearly, the GREEN PLUS additional Class Notation has been revised in 2012 to cover new issues for seagoing ships and ships operated at a fixed location. The additional Class Notation GREEN PLUS is assigned to Eco-Friendly yachts compliant with the Society’s environmental protection framework of airborne gases, spillage/leakage of substances, oil, sewage, greywater, garbage disposal and noise mitigation systems to prevent pollution.

Safety Class Notation EFP (Bureau Veritas)

The following additional Class Notations are assigned to yachts complying with the requirements of this Section:

EFP-A : for yachts having Enhanced Fire Safety Protection in accommodation spaces,
EFP-M : for yachts having Enhanced Fire Safety Protection in machinery spaces,
EFP-C : for yachts having Enhanced Fire Safety Protection in cargo areas,
EFP-AMC : for yachts complying with all the requirements of this Section.

For more information on Class Notations on Yachts – Classification of Yachts , please feel free to contact Allied Yachting .

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CE Categories Explained

In 1998 the European Union created a Recreational Craft Directive that established design standards for most recreational boats from 2.5 to 24 meters (8 to 79 feet).

New and used boats sold in Europe, including boats built in the US – or anywhere else – for export to Europe, must be certified as complying with one of four design categories.

The following four design categories help to quantify a boat’s degree of seaworthiness, based on the wave height and wind speed the boat is designed to encounter and handle. The further offshore the vessel is expected to venture, the higher are the expectations for construction strength, stability, freeboard, reserve buoyancy, resistance to downflooding, deck drainage and other seaworthiness criteria.

Category A: OCEAN

This rating covers largely self-sufficient boats designed for extended voyages with winds of over Beaufort Force 8 (over 40 knots), and significant wave heights above 13 feet, but excluding abnormal conditions such as hurricanes.

Category B: OFFSHORE

This rating includes boats operating offshore with winds to 40 knots and significant seas to 13 feet.

Category C – Inshore

This rating is for boats operating in coastal waters and large bays and lakes with winds to Force 6, up to 27 knots, and significant seas 7 feet high.

Category D – Inland or sheltered coastal waters

This rating is for boats in small lakes and rivers with winds to Force 4 and significant wave heights to 18 inches.

The number of people onboard can alter the seaworthiness of a boat which can change the CE rated category. The more people there are aboard, the more weight on the boat and potentially less stability which would put the boat into the next lower rating category.

While the European standards are no guarantee that a boat will be suitable in all respects for the conditions in its designated category, they help to separate the purely inshore craft from those capable of operating safely in more demanding conditions.

additional info

Boats sold in the U.S. do not have to be CE rated, but rather, must only meet a few US Coast Guard regulations which address required safety items such as PFDs and flares, carrying capacity for boats under 26’ and level flotation if swamped for boats 20’ and under. America’s version of CE Standards and Recommendations have been promulgated by the American Boat and Yacht Council — but they are strictly voluntary. Most critically, there are no ABYC design categories to differentiate between boats of different capabilities, a crucial distinction CE ratings and American NMMA certification, which itself only requires about 70% of the ABYC recommended standards. While most quality U.S. builders follow the ABYC standards and many exceed those required by the NMMA, they are not mandatory as the CE standards are in Europe.

When you’re picking out your next boat, be sure to ask what its CE classification is – or would be if it is sold in Europe.

CE CERTIFICATION

DISCLAIMER: The text, places and opinions expressed in the text above are offered in good faith. Any action taken upon from the information on this website is strictly at your own risk; and Bates Wharf Marine Sales Ltd will not be liable for any losses or damage in connection to the use of our website.

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St. Pete To Shine Again

By Dave Reed
February 14, 2024

The St. Petersburg Yacht Club and the western shore of Florida’s Tampa Bay will be the epicenter of sailboat racing this weekend when more than 240 teams across 13 one-design classes and five handicap-racing fleets get races started for the first event of the national Helly Hansen Sailing World Regatta Series in St. Petersburg . Now well into its third decade, the regatta will also mark 10 years with its title sponsor.

The Sunshine City’s motto is that St. Pete is “Always in Season,” and that is certainly the enticement for many teams traveling in from colder climes with the promise of warm breezes, stiff competition and a nightlife that’s never been more vibrant.

One such northerner is David Mierzwa, of Lake Placid, New York, who on Tuesday was behind the wheel and racing to get south of a big storm burying the mid-Atlantic and Northeast in snow and ice. Behind him was bitter cold, but ahead of him was warmth and the anticipation of his first Melges 24 Midwinter Championship at the regatta.

As a newbie to the demanding Melges 24, Mierzwa says his primary goal is to “stay out of everybody’s way,” but ultimately, he and his teammates are on a mission to learn the nuances of this high-performance keelboat from his peers.

“We’re going so we can hunt for tips, tricks and whatever makes us better,” Mierzwa says. “It’s about having the opportunity to do an event of this caliber with likeminded people, because while sailing is the goal, being surrounded by others that do the same sport is sometimes better than the sport itself.”

As the Helly Hansen Sailing World Regatta in St. Petersburg will be his team’s first major event, he recognizes they don’t have a high enough racing pedigree to vie for the Midwinter Championship title—yet. “The only way we can get to that point is to go out there and race,” he says.

And race they will, from early Friday morning through late Sunday, alongside several other one-design classes that are the regulars of this February classic, including the S2 7.9s and the Hobie 33s , both of which will also be vying for their midwinter championship titles.

The S2s have the returning champions of Tom and Mary Bryant’s “Team Matros” from Holland, Michigan, which won seven of eight races in 2023 to earn their berth at the Helly Hansen Sailing World Caribbean Championship last October. At each of the series’ five events one team is selected to compete in the British Virgin Islands for the overall season title.

The Hobie 33s also have their champions returning to defend— Craig and Deborah Wilusz’s “Hoof Hearted”—but this year there’s a new and unknown challenger from Waxhaw, North Carolina, and it’s a boat with a nefarious name: “Bad Bunny.” Its new owner, Sean Rhone, says he’s looking forward to meeting and racing with other Hobie 33 owners for the first time and “taking a peek under their hoods.”

Rhone has been primarily racing his Hobie 33 in singlehanded events and low-key races on North Carolina’s Lake Norman, and like Mierzwa, he’s not sure how well he’ll fare, especially with a five-person team that’s been assembled by way of social media message boards, and whom he’s never met.

“It’s cold in Charlotte,” Rhone says, “and I’m getting tired of the cold weather, so when I saw that the fleet was having its midwinters in St. Petersburg, I thought it would be nice to go and race against some other Hobie 33s for once.”

Mierzwa and Rhone may pass each other on an interstate somewhere on the way to St. Pete, along with a sizable Canadian contingent of Contender dinghy sailors making their annual pilgrimage from across the northern border. The 16-foot Contender, which its loyalists claim to be “The Sexiest Singlehander in the World ” was introduced in 1969 and continues to be popular internationally, as well as in Tampa thanks to local sailmaker Ethan Bixby. Bixby, a champion of many classes, continues to rally the troops to the Helly Hansen Sailing World Regatta and the fleet has doubled for this year’s gathering. Bixby, who won all races last year, will of course be among the 11 trapezing sailors.

Sharing the same racecourse will be eight teams racing the doublehanded Windmill class, which is new to the regatta lineup, but another cult classic sparked in the 1950s. Class measurer Pat Huntley, of Erie, Pennsylvania, is now a decade into Windmill racing, and says he’s eager to enjoy some fast sailing in St. Pete and good times with his fellow Windmillers. “It’s such a fun and cool group,” Huntley says. “And the Windmill is such a bad-ass skinny and fast boat. It can handle the chop easily and is really fast.”

Five teams racing in the 20-foot Flying Dutchman class (first built in 1951) will hail from California to Tennessee and hosted by local FD ace, Lin Robson, the 2023 class winner. The doublehanded bonanza, however, will be the Melges 15 class, which will feature an impressive 31 teams, nearly double from 2023. The new one-design class has exploded in popularity across the country since its introduction three years ago, and midwinter regattas elsewhere in Florida have maxed out at nearly 100 boats.

Among the Melges 15 ranks in St. Petersburg will be New York’s Iris Vogel, who has traditionally raced the regatta with her larger one-design keelboats over the years (a Soverel 33 and a J/88, both named “Deviation”). Vogel is now enjoying the challenge of big-fleet racing and exhilarating downwind sailing.

Racing with her partner, Tim Longo, Vogel helms and Longo handles the front of the boat, and over the past year they’ve been working their way up the scoreboard, but have a long way to go to the top. “This is a totally new thing to sail in such a big fleet,” Vogel says. “J/88 events typically get a dozen boats at best, and the racing is much slower paced. The tactics are completely different and boats are fast downwind so it’s a ton of fun, but we are still learning a different style of racing. Having the smaller fleet [at the Helly Hansen Regatta] will give us a chance to work on our boatspeed.”

While the out-of-town armada is significant, local sailors look forward to the regatta every year, especially Tampa Bay’s PHRF sailors who’ve made the event a key fixture in their Suncoast Boat of the Year Series. For these fleets, which now comprise the regatta’s largest group with 38 entries across four divisions (Spinnaker, Non-Spinnaker, Racer-Cruiser and Cruising) organizers have added two days of long-course racing over the weekend. Depending on the wind strength and direction of the day, the race committee will plot a daylong course to test each team’s navigational and sailing skills, as well as their perseverance and desire to be first to the dock and first to the yacht club bar.

Local sailor Tim Landt, who has been an active sailor on the Tampa Bay waterfront for decades, is a registered competitor in the Cruising division in his new-to-him Nightwind 35, “Charisma.” He’s excited to see the regatta’s blossoming distance-race fleet and says the local growth and interest in racing older-generation yachts is good for the sport and for the Tampa Bay racing scene.

But it’s not all classic plastics in the distance fleet. In the Racer-Cruiser division will be the sparkling new Neo 43, owned by Ken Mungan of nearby Isles Yacht Club in Punta Gorda, Florida. Mungan purchased his sleek Italian-built 43-footer in 2022 with big plans to take on a few of the sport’s marque distance races, and local events like the Helly Hansen Sailing World Regatta offer he and his team an opportunity to learn the boat in a racing environment.

“When I turned 40 I needed a hobby and took up sailing,” Munger says. “I’m always trying new things and got into racing 2019. I did the Melges 24 for a while, but the Neo, because it’s a shallow-draft boat, allows me to do more local long-distance racing and we’re learning a lot.”

For this weekend’s regatta, Munger has more crew lined up than there are roles on the boat, but that’s fine with him. “We’re going to be overloaded, and I am anticipating a level of skill and organization that we don’t quite have yet,” he admits. “We’ll have two coaches and a new set of racing jibs that will be used for the first time, so it will be fun, and I’m looking forward to it.”

While the long-course racers are making their way around the bay, closer to shore, will be the multihulls: the high-tech A Class Catamarans , which have two divisions (Classic and Foiling) totaling 33 competitors, and the Weta Trimarans , with a smaller contingent from years past, return with nine boats, and among them is two-time defending champion and local Pete Merrifield looking for a three-peat.

The iconic Lightning Class is one of the regatta’s largest one-design fleets, with 25 boats, five of which will be raced by members of the Starck family with a few world champions among them. Hall of Famer, Augie Diaz, of Miami, and Ched Proctor, of Southport, Connecticut, both world champions as well, always add to the high level of racing and camaradarie Lightning sailors enjoy all winter. The Helly Hansen Sailing World Regatta in St. Petersburg is a key warm-up event for the Lightning class’s hotly-contested two-regatta Southern Circuit with March events in St. Pete and Miami.

Sharing one racing circle immediately off the city front will be the 29-boat J/70 fleet and a reemergent J/24 fleet, both of which will no doubt provide quality racing for both professional and amateur sailors. The same will be true for the ever-competitive ORC fleet, with 11 entries, which will be racing further south. Bill and Jackie Baxter’s J/111 “Fireball,” from Stamford, Connecticut, which has won all of its events this winter will return to defend its 2023 ORC title, which it earned with ease, winning seven of eight races.

More: Helly Hansen Sailing World Regatta Series , Helly Hansen Sailing World Regatta Series St. Petersburg
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Russia submarines and naval ships cross into buffer zone off Alaska, U.S. Coast Guard says

Updated on: September 17, 2024 / 9:19 AM EDT / CBS/AP

The U.S. Coast Guard said Monday that it tracked a group of Russian naval vessels, including two submarines, as they crossed into U.S. waters off Alaska in an apparent effort to avoid sea ice, a move that is permitted under international rules and customs.

Crew of the U.S. Coast Guard cutter Stratton witnessed the Russian military vessels cross the maritime boundary and venture 30 miles inside an area extending beyond U.S. territorial waters known as the U.S. Exclusive Economic Zone, the Coast Guard said in a news release.

The Russian vessels consisted of two submarines, a frigate and tug boat, the Coast Guard said. The encounter took place nearly 60 miles northwest of Point Hope.

"We are actively patrolling our maritime border in the Bering Sea, Bering Strait, and Chukchi Sea, with our largest and most capable cutters and aircraft, to protect U.S. sovereign interests, U.S. fish stocks, and to promote international maritime norms," said Rear Adm. Megan Dean. "Coast Guard Cutter Stratton ensured there were no disruptions to U.S. interests."

The Coast Guard said the Stratton, a 418-foot legend class national security cutter, is "patrolling under Operation Frontier Sentinel, an operation designed to meet presence with presence when strategic competitors operate in and around U.S. waters," the Coast Guard said.

There have been several similar encounters in recent months. Last month, a U.S. Coast Guard cutter on routine patrol around Alaska's Aleutian Islands came across a Russian ship in international waters but within the U.S. exclusive economic zone.

On July 6, the Coast Guard while on patrol spotted four Chinese military ships north of the Amchitka Pass in the Aleutian Islands in international waters, but also within the U.S. exclusive economic zone, officials said.

And on July 24, the U.S. military intercepted two Russian bombers and two Chinese bombers flying together in the Alaska Air Defense Identification Zone. The bombers were intercepted by U.S. and Canadian fighter jets and were not seen as a threat, according to North American Aerospace Defense Command.

However, a U.S. defense official told CBS News this was the first time that Russian and Chinese aircraft had jointly entered the Alaska ADIZ. It marked a new show of expanding military cooperation that U.S. Defense Secretary Lloyd Austin said at the time raises concerns.

While the Alaska ADIZ is considered part of international airspace, it is defined as an area where sovereign U.S. airspace ends but "that requires the ready identification of all aircraft in the interest of national security," according to NORAD.

Military activity by the U.S., Canada, Russia and China has ramped up in the Arctic. In July, Moscow said it scrambled fighter jets to intercept two U.S. military long-range bomber aircraft that approached the Russian border over the Barents Sea in the Arctic.

United States Coast Guard

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COMMENTS

Yacht classification definitions
Large Yacht Code Certificate: Covers life-saving appliances, fire protection and means of escape, navigational and signalling equipment, intact and damaged stability, manning and crew accommodation. Class Certificate: This mainly deals with the yacht's hull, machinery, electrical equipment and outfitting.
Demystifying yacht classification A, B, C, D
These yachts are constructed to be self sufficient in hostile seas. A Class B yacht ( boat ) is a vessel built to navigate on the offshore waters (200 miles and less) and can substain UP TO force 8 and waves UP TO 4 meters. A Class C boat is a vessel built to navigate inshore such as lakes, rivers, bays and close to the shore and can sustain UP ...
Category A "Ocean" Certification
Let's take a look at the four categories. Computer design rendering of the MJM Yachts 50z. Category A — Ocean - This is the category with the toughest standards and covers vessels 40' and over designed to be self-sufficient for extended voyages. It is defined as the "category of boats considered suitable for seas of up to 23 feet (7 ...
Understanding the Classification of Yachts A, B, C and D
Posted on 11 July 2023 by Guy Bolduc in Non classé. Understanding the Classification of Yachts A, B, C and D: Since 1998, Europe (EEC) classifies yachts according to 4 categories A or B or C or D and this is a law. In order to sell a boat in the large territory of the EEC, it must be classified with a plate that mentions its classification and ...
CE Yacht Compliance Classification
CE CLASS A yachts are designed for large sea voyages (everywhere), in which wind force may exceed 8 on the scale of BEAUFORT and waves can also exceed a significant height of 4 meters. These yachts are designed largely to be self-sufficient in this rather hostile environment. CAREFUL, in most cases, this is only theoretical.
What are the Different Classes of Boats?
A Class I boat that only has one person on board seems different than one with ten people on board. But the rules are adaptable. If you are the only passenger on the boat then you only need one flotation device. You only need the fire extinguisher if your boat meets the requirements for it. That means something other than an outboard motor.
Yacht owners guide to Classification Societies
Also, owners of larger yachts may also find it hard to obtain insurance at reasonable rates without classification. For the insurers' peace of mind, policies commonly insist on the yacht being classed, and maintained 'in class', by a society agreed on by the underwriters, with all the experts' recommendations being carried out as directed.
Classification: Statutory certification explained
Yachts are said to be 'in class' when the classification society believes that its rules and regulations have been complied with, unless it has granted a special dispensation from compliance for a particular aspect. In order to decide whether a vessel should achieve in-class status surveyors appraise design, surveys and reports on the ...
Yacht Classifications Explained
Owners moving from smaller yachts into those over roughly 80 feet will quickly learn a new alphabet: ABS, DNV, BV, LR, RINA, and more. These are organizations that set rules governing the construction, maintenance, and operation of yachts. Called "classification societies," there are 13 members of the International Association of ...
Ingman Marine
Boat Classes Explained. A boat's class is defined by its length, which is measured along the center line, from the tip of the bow to the stern, not including platforms, outboard motors, attachments, or anything that is not part of the actual hull. The class of a boat governs the safety requirements set forth by federal and state law.
A SCOW
The 38 foot (11.58 meter) Class A Scow is the largest, fastest, and most powerful inland scow sailboat. Originally designed in the late 1800â€™s by John O. Johnson of Johnson Boat Works (White Bear Lake, MN) the boat retains the same shape and size as the original boats. With the move to fiberglass and carbon construction, the addition of a bow sprit and a massive asymmetrical spinnaker ...
Owner's Guide to Yacht Classification
Yacht classification is a system used to categorize yachts based on various factors such as size, construction, and intended use. The specific classification categories and requirements can vary between different yacht classification societies, but some common classifications include: Pleasure Yacht: A yacht intended for leisure use, typically ...
Class Notations on Yachts
A yacht that has been designed and built to the appropriate Rules of a Society may apply for a Certificate of Class from that Society or for a periodical survey (generally required every 5 years) meant for the Renewal of Class Certificate. Class Societies have often developed two separate sets of Rules for Commercial and Private Yachts.
What CE Boat Categories A B C & D Actually Mean? Explainer!
Have you ever wondered what the different Beaufort scales are and what CE categories A, B C and D boats actually mean? In this video, I walk you through what...
CE Categories Explained
Category D - Inland or sheltered coastal waters. This rating is for boats in small lakes and rivers with winds to Force 4 and significant wave heights to 18 inches. The number of people onboard can alter the seaworthiness of a boat which can change the CE rated category. The more people there are aboard, the more weight on the boat and ...
St. Pete To Shine Again
The Helly Hansen Sailing World Regatta in St. Petersburg is a key warm-up event for the Lightning class's hotly-contested two-regatta Southern Circuit with March events in St. Pete and Miami. J ...
CLA2000
Digital Yacht's new CLA2000 is the ultimate SOLAS and inland waterway globally approved Class A AIS transponder. Water and weather proof to IP67 and a full integrated 5" hi-res colour display. The CLA2000 supports a wide range of functionality including electronic chart navigation with optional C-Map MAX charting and AIS target management.
Intelligent Sailing, St. Petersburg, FL
ASA 101, Keelboat Sailing 1 Learn to skipper a 20' - 27' sloop-rigged keelboat by day, in light to moderate winds and sea conditions. Learn basic sailing terminology, parts and functions, helm commands, basic sail trim, points of sail, buoyage, seamanship and safety including basic navigation rules to avoid collisions and hazards.
Regattas
2025 SPYC BOTY Series. 2024 September 14/15 Bruce Watters Regatta. 2024 October 5-6 SAISA Cressy Championship. 2024 October 5 Fall Bay Race/Ted Irwin Memorial Regatta. 2024 October 19 St. Petersburg Classic Regatta. 2024 October 26/27 High School Singlehanded Nationals. 2024 November 2 MOA. 2024 November 9/10 College Singlehanded Nationals.
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Situated in a bustling arts community on the downtown St. Petersburg waterfront, the St. Petersburg Yacht Club has been a part of the sailing community for over 100 years. We pride ourselves in creating a relaxed private club atmosphere with a warm, friendly, family-oriented environment. We offer a wide variety of social activities and our ...
Russia submarines and naval ships cross into buffer zone off Alaska, U
The U.S. Coast Guard said Monday that it tracked a group of Russian naval vessels, including two submarines, as they crossed into U.S. waters off Alaska in an apparent effort to avoid sea ice, a ...
Remand for men on seized fishing boat accused of drug smuggling
More than 1,250kg of cocaine was recovered from the Lily Lola Four men accused of trying to smuggle £200m worth of cocaine into the UK have been remanded in custody. Jon Paul Williams, 46, of St ...
316 Davenport Avenue NE, Saint Petersburg, FL 33702
MLS# TB8301800 Description for 316 Davenport Avenue NE, Saint Petersburg, FL, 33702 Welcome to this stunning 3-bedroom, 2-bath home nestled in a prime location in vibrant St. Petersburg! From the moment you step inside, you'll be greeted by an open, light-filled layout with no carpet throughout, making it both stylish and low-maintenance.

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

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