yacht class b

Ita Yachts Canada

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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

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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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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Yacht owners guide to Classification Societies

Classification societies (also known as ‘class’ societies) make an important contribution to maritime safety. Their engineers and surveyors, who are experts in the technical aspects of yacht construction and maintenance, have two distinct but related roles.

The first is to research, establish and apply standards for the design, building and maintenance of trading ships and yachts. Known as the ‘rules’ of the society, these standards are highly detailed and technical and cover the strength and integrity of the yacht’s hull, engines and key safety systems, but not aesthetic or operational elements.

The experts’ second role is to perform much of the ‘statutory’ inspection work – required by international conventions – for smaller nations that maintain a registry for flagging yachts, but do not have sufficient expertise of their own.

Occasionally, flag states may insist on a yacht being classed by an approved society, irrespective of size or use

The two roles can overlap. If a flag state’s technical requirements are sufficiently similar to a society’s rules, that society could undertake limited classification and statutory compliance responsibilities during a vessel’s construction, which saves re-inventing the wheel. Further, under the rules of the society, the flag state administration may have to be informed if a yacht falls foul of the rules, which, in turn, may invalidate the flag state’s equipment and safety certificates.

Societies often offer additional consultancy services, going beyond basic classification, during building and refits. It is also possible to have even fairly modest yachts built according to class rules, which are usually higher than those imposed by law and can boost resale value.

Compulsory classifications

Classification is voluntary, unless a flag state requires it, typically by virtue of the International Convention for the Safety of Life at Sea (SOLAS).

SOLAS demands that certain yachts be designed, constructed and maintained in compliance with the various requirements of a recognised society, or with the equivalent flag state requirements. This applies to yachts that undertake international passages on any sort of commercial basis, and which carry more than 12 guests, are of at least 500 gross tonnes, or both.

Occasionally, flag states may insist on a yacht being classed by an approved society, irrespective of size or use. In any event, classification is often needed to reassure any banks that hold security on the yacht and would otherwise have no way of ensuring that the asset is not depreciating excessively.

SOLAS demands that certain yachts be designed, constructed and maintained in compliance with the various requirements of a recognised society

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. If this is agreed to in the policy but then not adhered to, insurers could walk away without paying a penny in the event of a claim.

In fact, the societies were a product of the fledgling insurance industry. When this new sector was developing at the tables of Mr Lloyd’s coffee house in 18th-century London, it became apparent that the insurers’ knowledge of the ships they insured was less than perfect. As construction methods varied, the vessels were classed according to build quality and condition. The idea worked, and Lloyd’s Register was born. Insurance premiums could at last accurately reflect the risks, with higher build specifications and better maintenance being rewarded with lower premiums. Soon societies were being established around the world.

Today’s classification societies

There are now dozens of organisations worldwide providing classification services but only 13 make up the proudly self-regulating International Association of Classification Societies. Members are independent and non-profit-making and provide services to nearly all the world’s commercial and leisure tonnage. IACS itself also has the capacity to develop rules in conjunction with the International Maritime Organization.

Classification process

The initial process of classification involves assessments of drawing-board designs and attendance throughout construction or conversion. Once a survey has confirmed that these rules have been met, a certificate of classification is issued. This summarises the standards met, the broad intended use of the vessel and whether she should be used only in sheltered waters.

Crucially, the certificate is not an express guarantee of safety or seaworthiness, but merely evidence that the yacht meets certain standards.

Being maintained in class is achieved through regular surveys, which, to simplify matters, are carried out regardless of the yacht’s circumstances. Surveys performed to renew the classification, known as ‘special’ surveys, take place every five years, which can be extended by up to three months if necessary. The examinations can be surprisingly scientific in nature, with various tests conducted to assess the thickness of the hull, possible fractures and other forms of deterioration, as well as the condition of all the principal items of machinery and equipment.

The certificate is not an express guarantee of safety or seaworthiness

An intermediate survey is then carried out three months either side of the third anniversary. On top of this, annual surveys, which need not be so thorough, are conducted three months either side of the anniversary date.

Of course, yachts are often subject to modifications, as the owner’s whims and new regulations dictate. They may also be subject to heavy-weather damage, accidents and neglect. For these reasons, they are also be subject to ad hoc surveys.

Where any survey raises concerns, class can be suspended or withdrawn, depending on the nature of the problem. If it is rectifiable, the surveyor usually makes recommendations, known as ‘conditions of class’. Maintenance of the yacht in class then becomes conditional on the work being carried out.

A yacht may be suspended from class if the owner does not request a survey following an accident causing damage or following repairs or alterations, and will be suspended automatically if any of the regular surveys are overlooked. Class will then be withdrawn altogether following a six-month suspension.

Details of suspensions and withdrawals, and the yachts concerned, are published on the internet for all to see, including insurers.

Legal recourse

Class surveyors have made serious mistakes in the past which have led to large claims. Societies are seen as having deep pockets and their liability cannot be limited by international convention in the same way that an owner’s can.

Where a society provides consultancy services going beyond its conventional remit, it would almost certainly be responsible for its mistakes, subject to the contract terms. However, the courts take a tender view of mistakes made when providing traditional classification services.

Claims against a class society may be an uphill struggle, for the following reasons:

The primary legal responsibility for seaworthiness normally remains with the owner
Societies may specify where a yacht may operate, but they do not specify how she should be operated
The society may have expressly excluded liability where a contractual relationship exists
Surveys tend to involve selected sampling, rather than stem-to-stern inspections, and
A similarly high level of expertise is required to challenge their views. English courts have ruled out societies’ liability towards parties other than the owner. In 1985 a yacht called Morning Watch was sold with a valid classification certificate, but was so corroded that she was unseaworthy and worth considerably less than the buyer had paid. The buyer was unsuccessful in suing the society as the survey had not been requested by, or carried out for, the buyer, even though it had been undertaken with a purchase in mind. Societies could still be liable directly to an owner, however.

Although legal recourses against societies are limited, they have much to contribute to safety and can help maintain a yacht’s value

By contrast, some European courts take a less favourable view, with societies being found liable to third parties, although ‘gross negligence’ must have been displayed.

Where societies undertake work on behalf of flag states, they often benefit from their master’s state immunity. However, European Union legislation provides quality requirements where societies are working in this capacity, and this legislation does entertain the possibility of societies being made liable for gross negligence, but nothing less. Where an owner had failed to disclose something which a society would otherwise be anxious to survey, it is unlikely that the society would be exposed to any liability.

Although legal recourses against societies are limited, they have much to contribute to safety and can help maintain a yacht’s value. Classification should not, therefore, be seen as a pedantic exercise, performed just to keep insurers happy. The process brings to bear an independent and high level of expertise which should reassure present and prospective owners alike.

Benjamin Maltby is an English barrister with consultants MatrixLloyd, providing impartial guidance on all aspects of large yacht purchase, building, ownership and operation.

Originally published: May 2010 .

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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Comparing Class B AIS Transceivers

Icom vs. vesper: which ais-b transponder is best for cruisers.

The popularity of Automatic Identification Systems (AIS) has grown exponentially in recent years, particularly among small- to mid-sized cruising sailboats. Lower costs have played a big hand in this, as has increased participation (the more boats with AIS, the more boats there are to see); however, the primary driver remains boat owners looking to increase safety.

Photo by Frank Lanier

AIS transceivers help skippers navigate high-traffic areas by painting an overview of marine traffic and providing important information about nearby commercial ships and other vessels that are AIS-equipped. AIS is a seemingly simple system that transmits dynamic information about a vessels speed, course, and position plus static information including the vessels name, call sign, and Mobile Maritime Service Identity (MMSI) number over marine VHF frequencies.

AIS transceivers are split into Class A (commercial) and Class B (recreational), and they broadcast information from every 2 to 30 seconds. Class A transceivers have a maximum VHF power output of 12.5 watts, are required to broadcast more data than Class B units, and must update data more frequently than Class B. Class B transceivers are designed to provide a similar yet limited service, at a lower cost, to smaller vessels not required to carry a Class A unit. Class B units transmit less data at a slower rate using a 2-watt transmitter. AIS listen-only devices, like the Raymarine AIS250 and SI-TEX/Nasa Marine receiver we tested (March 2007), receive AIS broadcasts but do not transmit any information.

Class B transceivers relay vessel information, position data, course over ground, speed over ground, heading, status, and even offer a means of direct dialing another boat via VHF channels by utilizing a provided MMSI number and select VHF channels. For specifics on the AIS broadcast data types and frequencies, check out this article on www.practical-sailor.com.

While not a replacement for radar, AIS benefits from the propagation characteristics of VHF, allowing it to see around and behind objects such as large ships, small islands, rocks, etc.-assuming whatever is behind these objects is equipped with AIS.

AIS transceivers can be useful search-and-rescue tools. Like an activated EPIRB, they offer the Coast Guard and other rescue personnel the boats exact location and amplifying information. They also can be used to track the latest generation of AIS-based man-overboard beacons like those we reviewed in the May 2013 issue.

Our last look at AIS units was in September 2009, when we evaluated the Navico NAIS-300 and the West Marine AIS1000. Both were Class B devices capable of sending and receiving AIS data. Each relied on compatible chartplotters, multi-function displays, or PCs to display their information. The NAIS-300 received a Recommended rating, while the AIS1000 was named Budget Buy.

In our August 2010 issue, contributor Joe Minick reported the pros and cons of using an AIS receiver with a PC display as a collision tool while cruising near Turkeys Dardanelles Strait. Fast-forward three years (a lifetime in the world of electronics), and standalone AIS units with integral displays have come into their own, at comparable prices to the non-display units we tested previously.

What We Tested Our latest evaluation compared Class B transceivers from two key players in the AIS market. From Icom, a global company whose product line includes communications equipment and products based in the marine, avionics, land mobile, and wide-band receiver industries, we tested the MA-500TR. New Zealand-based Vesper Marine, a relatively new company that has steadily garnered a worldwide reputation for quality and innovation, submitted its WatchMate 850 for testing.

Photo courtesy of Icom

Both transponders will pick up signals from AIS-equipped search-and-rescue transponders (SARTs) or man-overboard (MOB) beacons, but how they display the signals may differ. The WatchMate 850 clearly explains that these distress signals are displayed with a special icon and an alarm will sound, but Icom does not address it in the MA-500TRs owners manual. We were unable to test this or to get confirmation from Icom, but its likely the SART icons appear like other AIS targets.

AIS transponders use GPS signals to get position data and VHF signals to send and receive other data. Of our test products, only the WatchMate 850 features an internal GPS antenna. The 500TR must be networked with a chartplotter to get position data. Neither of the tested AIS transponders comes standard with a VHF antenna, so users have two choices: Buy and install a dedicated VHF antenna for the AIS device or use a splitter to connect the transceiver to an existing VHF-radio antenna. Depending on the hardware, this latter option could potentially affect signal strength. Vesper Marine offers a specialized AIS/VHF splitter, the SP160, which the company claims has no signal-strength loss. (We recently tested the SP160 and will be reporting on it in an upcoming article.) Other companies like West Marine and Digital Yacht also market splitters designed for AIS connections, but we have not yet tested them.

For advice on where to mount an AIS-VHF antenna, click here .

How We Tested The Icom and Vesper Marine units went head-to-head in bench tests and field tests while cruising the waters of Hampton Roads, Va., an AIS-target hotspot with a steady stream of recreational, commercial, and military vessels.

The products were rated on AIS functions, control capabilities, user-interface, filtering capability, display quality, and screen visibility, both belowdecks and in bright sunlight. Other rating considerations included power consumption, networking ability, water resistance, ease of use, and installation requirements; price and warranty also were factored in final ratings.

Unlike VHF radios, transmitting on the AIS devices is automatic, low-wattage, and too fast for testers to effectively measure power output or consumption while transmitting, so we relied on manufacturer-provided measurements for these specs. (See Value Guide.)

Icom 500TR The MA-500TR (681) is a Class B AIS transponder designed for non-SOLAS vessels (non-commercial pleasure craft, work boats, and small vessels, etc). The 500TR receives dual AIS channels (87B and 88B) simultaneously and receives both Class A and Class B AIS information. Vessel information (boat MMSI, name, type, position, speed, course, etc.) is automatically transmitted at fixed intervals or under base station control.

The 500TR features a full dot-matrix display with adjustable backlight and contrast. It looks similar to a mini-radar display with north-up and course-up options, as well as display ranges from 0.125 nautical miles to 24 nautical miles.

Photos by Frank Lanier and courtesy of Vesper Marine

The front of the 500TR has 11 pushbuttons that control various functions. These include a dedicated MOB button, an essential feature on chartplotters and handy feature on AIS units. Pressing the 500TRs MOB button drops a waypoint flag icon that you can steer back to. The power button serves double duty, also providing easy adjustment of display brilliance and contrast. All of the controls and their respective functions were fairly intuitive and straightforward.

Operationally, the 500TR has a number of collision-risk management functions, such as a list of local targets, as well as a danger list of targets you could potentially collide with. The Target list shows all detected AIS-equipped vessels and targets sorted by distance, from closest to farthest; this is updated every 5 seconds.

The Danger list shows all vessels within 6 nautical miles CPA (closest point of approach) and 60 minutes TCPA (time to CPA) from your vessel. These parameters are not user-adjustable; however, they can be sorted by CPA or TCPA. The CPA is user adjustable between 0.1 and 6 nautical miles, in 0.1 nautical miles increments, while the TCPA can be adjusted from 1 to 60 minutes, in 1-minute increments. Additionally, the Detail screen shows all available information about the selected AIS target (name, MMSI, etc).

As a target vessel enters the CPA / TCPA range, its displayed icon blinks and an alert beep is sounded; an external speaker can be added to make the collision alarm easier to hear when away from the unit.

The 500TRs compact size and waterproof rating (IPX7, or submersible to 3 feet for 30 minutes) mean it can be mounted at the helm, in the cockpit, or belowdecks at the nav station. Testers found the 500TR display easy to read belowdecks, in direct sunlight, and while wearing polarized sunglasses. Backlighting and contrast adjustments were easy to use and effective.

When connected to a compatible Icom VHF radio, the 500TR provides an easy means of making individual DSC calls to another boat without having to manually input MMSI numbers. Simply select a vessel using the cursor keys, then push the 500TRs DSC button.

Other 500TR features include the ability to store up to 100 waypoints in memory and to receive, display, and store DSC safety-related messages from Class A AIS transponders (up to 20 automatically stored in memory).

The back of the unit contains connectors for a GPS receiver, VHF antenna, power connections, and an NMEA plug. The 500TRs data output uses the NMEA 0183 format for easy connectivity to most current radars, chartplotters, and navigation systems. Theres also a cloning cable receptacle that allows users to connect the unit to a computer, conceivably creating a repeater display.

For troubleshooting and operational checks, the 500TR has a diagnostics page that allows you to check both monitor operation and transponder health.

Another useful feature is that the transmit function can be turned off, essentially converting the 500TR to a receive-only unit. This is done by pressing down the left and right arrow keys simultaneously until a transmit off message appears on the screen; to resume transmitting, simply reverse the process; we did not find directions for doing this in the owners manual.

The 500TR comes with an external GPS antenna, a NMEA connector cable, mounting bracket kit, and DC power cable.

Bottom line: The 500TR has a lot to offer, including a three-year warranty, but when compared to the WatchMate 850, its limited target-filtering ability and its external GPS antenna requirement held it back. But, its almost $100 less than its competitor (and costs less than some current display-less Class B transceivers), so it gets the Budget Buy pick.

Vesper Marine WatchMate 850 A driving philosophy behind the WatchMate 850 is the ability to reduce screen clutter by focusing on important targets. Target filtering is based on a user-selected combination of target speed, range, CPA, and TCPA, enabling users to reduce screen clutter by filtering targets that are moored, stationary, or moving away. Alarm and filter settings are grouped into profiles (harbor, coastal, offshore, etc.) and can be activated with a single selection. This allows you to pre-set set the various parameters to suit your preferences, then toggle between the groups as desired.

Targets are organized by collision-risk priority, with higher-risk targets at the top of the list, and can be stepped through in order of preference, as can the complete list of targets.

With great filtering options comes great responsibility to ensure targets of interest are not inadvertently filtered out by setting values too high (speed, for example) or too low (say, for range). Testers liked that the total number of targets tracked is always displayed, regardless of how aggressively you have them filtered. They also liked that when viewing a targets details, a press of the CPA button displays a plot showing the targets relative position to your vessel, at the time of their closest point of approach. This allows users to see whether a crossing target will pass ahead or astern. While the 500TR displays the CPA of a selected target, the WatchMate 850 actually advises you on whether to turn port or starboard to avoid a potential collision.

Unlike the Icom, the WatchMate 850 features an internal GPS receiver and GPS patch antenna, which greatly simplifies installations with a clear view of the sky; an optional externally mounted GPS antenna can be purchased for belowdeck installations. Testers marveled at the compact size of the WatchMate external GPS antenna, especially compared to the 500TRs GPS antenna.

Another useful tool is the anchor watch feature. Using heading information, the WatchMate 850 determines the location of the bow when dropping the hook, providing greater accuracy than just using the position of the GPS antenna (which is typically located at the stern). Theres also a screen that lets you fine-tune the physical location of the GPS antenna, providing even greater accuracy.

The WatchMate 850 can broadcast and receive safety and emergency messages to and from all AIS-equipped vessels within VHF range. It can also be placed in silent mode, which keeps the AIS and GPS receivers operating normally but switches off the automatic transmission of your vessels position and details, rendering the device a listen-only unit.

Like the 500TR, the 850 can initiate direct DSC calls to a target when connected to a compatible VHF radio without the need to manually enter MMSI numbers. Its USB connection also means it can easily be connected to onboard computers, providing both GPS and AIS data to any PC charting application.

Testers liked the AIS Status screen, which provides a host of information that can be used to verify proper operation or while troubleshooting. Additionally, the WatchMate 850 continuously monitors its transceiver performance, and if a problem is detected, an error alert pops up on the display and an audible alarm sounds.

The WatchMate 850 does not have a dedicated MOB or waypoint-entry button; in fact, there is no mention of any waypoint or MOB entry features in the owners manual. Its a feature we liked on the 500TR, and one that would be a good addition to the WatchMate, in our opinion.

The 850 is advertised as being compatible with all AIS search and rescue / MOB devices. If an AIS-SART or AIS-MOB is triggered, the WatchMate 850 sounds an alarm, displays a special icon, and provides continuous position updates as well as bearing and range to the SART or MOB. It can also be configured to activate an external alarm, buzzer, or other indicator.

The WatchMate has four control buttons and a power button. The control buttons grant access to a soft-key user interface designed to provide faster access to functions with fewer button pushes than a traditional menu-driven interface.

The fear with any piece of gear combining numerous functions with few control buttons is that operation beyond the basics may not be particularly intuitive. Testers were pleasantly surprised at how easy it was navigate the WatchMates menus without reaching for the manual, even when drilling down to the more advanced functions.

The rear of the WatchMate 850 has plugs for connection to an external GPS, VHF antenna, NMEA input/output connections, and a waterproof USB connector-the latter two allow you to integrate the AIS data into chartplotters or computer-based tracking systems respectively.

The WatchMate 850 features an easily viewable, grayscale, LCD display with adjustable backlighting and contrast, and a display range from 0.25 nautical miles to 48 nautical miles. Its screen is significantly larger than the 500TR. Even though some screen area is taken up by the soft keys (displayed along the right side), theres still a lot of dedicated display area remaining for a unit of this size. Testers found the display easy to read in al lighting conditions.

The WatchMate 850 is rated IPX7 like the 500TR, so it too is a good candidate for below- or above-deck installations. The package includes a protective cover, bracket and flush mount hardware, USB data cable, and a CD with the owners manual and other assorted data.

Bottom line: The WatchMate 850 provides a wealth of user-adjustable settings and customizable options with regards to AIS filtering and display. The ability to prioritize targets based on CPA, TCPA, bearing, range, etc., is a definite plus in the war on screen clutter. Its our Best Choice for an AIS-B unit with an integral display.

Conclusion Both the 500TR and the WatchMate 850 performed as advertised and will allow users to detect, track, and (hopefully) avoid other AIS-transmitting vessels. Screen clutter can quickly become an issue when navigating a busy harbor, however, and the WatchMate 850 had the upper hand in resolving this challenge.

Vespers WatchMate 850 simply brings a lot more to the table in terms of features, options, and display customization than the 500TR. Its numerous targeting options allow users to reduce target overload and see the forest in spite of all the trees, so to speak. Testers also like that it has an internal GPS and like the 500TR, it can easily be patched into existing VHF antennas.

The Icom 500TR is a solid, well-built unit that works well and is intuitive. Extensive filtering options will not be as much of a priority for sailors who don’t frequent crowded harbors-or may not be worth the extra $100-and for those boat owners, the 500TR, our Budget Buy pick is worth considering.

Regardless of the unit that best suits your needs, AIS is arguably the most important collision-avoidance tool to hit the maritime world since the advent of radar. It doesn’t give you X-ray vision, but it can sure seem that way when monitoring AIS-equipped vessels located behind headlands, larger targets, and other traditional radar-blind spots.

The keywords here of course are vessels equipped with AIS. Despite AISs growing popularity, there are still a large number of vessels out there with neither the mandate nor desire to have AIS onboard, including a high percentage of the worlds small craft and military vessels.

Prudent seamanship practices (such as maintaining a proper watch) and radar should be your first line of defense against collisions. AIS is a powerful anti-collision tool, but it should be only one of multiple instruments in your navigational toolbox, one that is used with full knowledge of its limitations.

Vesper Marine

Another Look at Fitting Jacklines

Collision Avoidance When ‘See and Avoid’ Fails

The last time you’ve looked at AIS units was 2009 what kind of crap is that you need to update this right away this is completely ridiculous so, after all these years, you haven’t done a second review.14 years Between reviews is shameful. I’m not going to renew my subscription.

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Understanding Yacht Classifications – Definitions, Explanations, and Regulations

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

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

Standard Yacht Types

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

Large Yachts

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

Commercial Yachts

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

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

Private Yachts

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

What Is A Classification Society?

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

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

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

What Is A Flag State?

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

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

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

What Is The Classification Process

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

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

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

Mandatory Classification Certificates

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

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

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

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

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

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

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

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

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

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

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

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

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

Keeping Your Yacht Up To Classification

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

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

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Ensuring comfort, safety and sustainability

Yacht owners, charterers and passengers increasingly expect both top-notch comfort and green credentials from their yacht or from the commercial vessel they charter. While luxury remains at the core of the yacht business, ship owners, operators and charterers must meet port requirements and national regulations for limited emissions. Bureau Veritas offers key technical, regulatory and environmental expertise to enable yachts to continue sailing in protected areas while maintaining high levels of luxury and comfort. Our notations, digital tools, global network, and expertise with super and mega yachts provide a safe and eco-friendly onboard experience.

Enabling regulatory compliance

It is crucial for yachts to comply with safety and technical regulations for ship design, structure and maintenance. Bureau Veritas’ NR 500 Rules for the classification and certification of yachts under 100 meters [1] outline detailed requirements for building materials, hull structure, machinery, automation and more. Find out more about our Rules & Notations for Yachts

[1] Larger yachts must follow class rules for sea-going vessels, and according to the chosen Flag specific yacht codes, for example the Red Ensign Yacht Code.

Improving ship sustainability

To meet changing social and regulatory expectations, yacht owners are increasingly exploring greener shipbuilding and operating practices. Bureau Veritas’ Green notation verifies that yachts have been optimized for energy efficiency, assessing fuel consumption, ship super structure and hull design. Yachts that currently limit their emissions by using hybrid electric power can also earn a Hybrid notation. Those designed to someday use hybrid electric power can earn a Hybrid-Prepared notation

Energy storage systems (ESS) are also an option for yacht owners to reduce emissions while in port and when operating in sensible eco-areas. Those systems also help reduce fuel consumption. Our rules, notations and technical expertise ensure for safe and efficient ESS design and installation. Although our current fuel cell guidelines apply to commercial shipping, Bureau Veritas’ experience in this technology may be of use to owners and yards exploring greener means of energy production and propulsion.

Increasing onboard comfort and wellbeing

Comfort is a non-negotiable element for yacht owners and passengers, and this means ensuring limited onboard noise and vibrations. Yachts can earn Bureau Veritas’ Comfort notation by undergoing an assessment of sources of noise and vibration, such as engines and propellers. Owners and yards can then take measures to improve ship structure and design, reducing noise and increasing comfort. Bureau Veritas has also partnered with owners and operators to establish better bio-risk management. This includes outbreak management plans, embarkation and debarkation plans, protective measures and other health best practices to safeguard the wellbeing of all passengers and crew.

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Digitalization is changing how ship owners expect their vessels to be designed, built, assessed and classed. Bureau Veritas offers a range of digital tools to help yacht owners quickly and accurately conduct classification, assess safety and manage their fleets. These include Veristar Project Management , Digital Classification and remote surveys , and our ComposeIT and StarBoat structural assessment tools. Increased digitalization naturally increases cyber security concerns. Bureau Veritas’ CYBER SECURE notation helps owners comply with IMO legislation (Resolution MSC.428 (98)).

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The yacht market is global, with specialist shipyards scattered around the world. Bureau Veritas’ extensive network of experts is available worldwide to provide classification, surveys and support for yachts. Learn more about our profile

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Mercedes-Maybach Unveils Exclusive S-Class Inspired By SPHINX Yacht

Mercedes-Maybach has unveiled a one-of-a-kind S-Class model inspired by the iconic SPHINX 12mR yacht.
The luxurious vehicle pays homage to the heritage-rich collaboration between the iconic ultra-luxury brand and renowned yacht manufacturer Robbe & Berking .

Design Inspiration from SPHINX Yacht

According to Mercedes-Benz’s latest press release , the Mercedes-Maybach S-Class anniversary model draws inspiration from the SPHINX 12mR yacht. The vessel is known for its timeless elegance and craftsmanship, which is a design philosophy it shares with the three-pointed star marque’s ultra-luxury brand.

The vehicle features a distinctive two-tone paint finish, reminiscent of the yacht’s “night-blue beauty,” showcasing nautical blue metallic and MANUFAKTUR patagonia red bright colors.

Exquisite Interior and Customization

The interior of the exclusive Mercedes-Maybach S-Class exudes opulence, boasting Maybach MANUFAKTUR Exclusive nappa leather in crystal white with diamond quilting. Orion grey topstitching and wood trim with aluminum decorative strips add a touch of sophistication, echoing the yacht’s luxurious appeal.

The craftsmanship reflects the shared passion of the land and water vehicle makers for the finest materials and timeless beauty.

Luxury Features and Exclusivity

Setting new standards for luxury, the anniversary model is equipped with electric comfort doors at the rear, MANUFAKTUR door sill trims with red illuminated MAYBACH lettering. Meanwhile, the sound system is amplified by a Burmester high-end 4D surround sound system.

To further elevate the experience, the car features the MBUX high-end rear-seat entertainment system and a cooling compartment with two silver-plated champagne goblets from Robbe & Berking, adding a touch of elegance to every journey.

Restoration of the SPHINX Yacht

The SPHINX 12mR yacht , a part of the famous “12 Metre R class”, is a symbol of classic elegance and excellence in sailing history. Originally built in 1939, the yacht underwent a meticulous restoration process led by Robbe & Berking after being acquired by passionate sailor Oliver Berking.

The restoration was done according to the original plans of its era, preserving the yacht’s timeless appeal and historic significance.

The Legacy of Craftsmanship and Tradition

The collaboration between Mercedes-Maybach and Robbe & Berking embodies a rich legacy of unparalleled craftsmanship and commitment to excellence. Both brands are dedicated to creating individualized products for connoisseurs of the extraordinary, with a focus on clear aesthetics and timeless elegance.

The exclusive S-Class model pays tribute to the SPHINX yacht and exemplifies the harmonious blend of automotive mastery and maritime heritage.

Exclusivity

The exclusive Mercedes-Maybach S-Class, a true symbol of luxury and heritage, has already been reserved for a customer and is no longer available to other interested buyers.

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Class B AIS – A New 5 Minute Guide

With the METS 2014 introduction of our new AIT1500 and AIT3000 Class B transponders, the Digital Yacht family is growing fast. Here’s a quick 5 minute guide to the AIS system and the features of our new enlarged Class B AIS family. Digital Yacht have an AIS system for just about every application including receivers, shore stations, ATONs, SARTs and Class A and Class B transponders.

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AIT2500 – Class B+ 5W AIS Transponder

$ 999.95

“The AIT2500 is a full function Class B+ SOTDMA AIS transponder with NMEA 0183, NMEA 2000 and USB data outputs. It is supplied with a GPS antenna.”

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KEY FEATURES

Digital Yacht have introduced a new range of Class B+ AIS transponders. Class B+ , a new standard, utilises SOTDMA format transmissions which offer a 5W power output (2.5x more powerful than a regular Class B), a guaranteed time slot for transmission in busy traffic areas and faster update rates depending upon the speed of the vessel. It is therefore ideal for ocean sailors requiring the best possible performance and future proof satellite tracking applications, fast power boats and smaller non-mandated commercial vessels. It still inter-operates with existing Class B and Class A systems.

The AIT2500 is a full function SOTDMA AIS transponder with NMEA 0183, NMEA 2000 and USB data outputs. It is also supplied with a GPS antenna and requires connection to a VHF antenna or suitable VHF-AIS antenna splitter.

The AIT2500 has t he option of an AIS SART alarm which is great for use with personal AIS MOB devices.

SPECIFICATIONS

New Class B+ 5W SOTDMA AIS transponder with GPS/GLONASS positioning
Multiple NMEA 0183 in/out and multiplex capability
NMEA 2000 connectivity
USB connectivity for PC/MAC
Remote TX silence switch option
Supplied with GPS antenna with 10m cable
Options include VHF-AIS antenna splitter , wireless interface (WLN10SM) and AIS SART Alarm (AIS Lifeguard)

NOTE ON SOTDMA TECHNOLOGY

Class B+ is a new generation of AIS functionality based on SOTDMA (self organised TMDA) messaging rather than the simpler CSTDMA (carrier sense TDMA). It guarantees your AIS transmission will get a time slot, even in areas of very high traffic density. It also specifies a 5W transmission power (compared with 2W for Class B) and a transmission rate that increases as the vessel moves faster. The transmission rate is fixed at every 30 seconds when the vessel is moving with regular Class B protocol. It is therefore ideal for ocean sailors requiring the best possible performance and future proof satellite tracking applications, fast power boats and smaller non-mandated commercial vessels. Please click here if you want

Weight	2000 g
Dimensions	155 × 130 × 37 mm

AIT2500 Quick Start V1_02_Eng.pdf

Proais2 v1.20 mac osx zip, proais2 v1.20 windows zip.

An AIS which sends and receives data is known as a transceiver (or often called a transponder). There are also simple devices called AIS receivers which pick up transmissions and decode for displaying on a compatible chart plotter or PC based navigation system – or even an iPad or tablet.

AIS transponders will allow you to receive data from vessels close to you, but will also allow you to continuously transmit your vessel’s identity, position, speed and heading, as well as other relevant information, to all other AIS-equipped vessels within your range.

To transmit its position, an AIS transponder must have its own GPS antenna. All our AIS transponders are supplied with a GPS antenna or have a built-in GPS antenna.

To help you choose the right AIS transponder for you, here are a few keys that may help you out:

Receive targets on a plotter – if you want to receive only AIS targets on a plotter then you have the choice between the AIT1500, AIT1500N2K, AIT2000 and AIT2500. The AIT1500 or AIT1500N2K have a GPS built into the transponder and is therefore recommended for fibreglass boats up to 30 feet. The AIT1500 only has an NMEA 0183 interface while the AIT1500N2K has a NMEA 2000 interface. The AIT2000 (class B) and AIT2500 (class B+) both have an external GPS antenna and can therefore be installed on any type of boat. They both also have an NMEA 0183, NMEA 2000 and USB interface.
Receive AIS targets on software or applications – If you only want to receive AIS targets on navigation software or applications, then we recommend the iAISTX. This is an AIS transponder with an external GPS antenna and a built-in WiFi server.
Receive AIS targets on a plotter AND software/applications – To receive AIS targets on a plotter and software/applications at the same time, we recommend the AIT5000 (Class B+). The AIT5000 is the most complete AIS transponder with a certified zero loss VHF antenna splitter, NMEA multiplexer, external GPS antenna and WiFi server.
AIS for rental boats – if you are looking for an AIS receiver or transponder that you can put in your suitcase and want to use when renting a boat then the Nomad is the right AIS transponder for the job. It is the only portable AIS transponder that has a built-in GPS, is USB powered and comes with a portable VHF antenna.

Now that you have an idea of which AIS transponder you need, you will also need to choose between Class B or Class B+ AIS transponder.

There are 3 types of AIS transponders: Class A, Class B and Class B+ :

Class B AIS Transponder is for recreational craft installation and is a simplified, lower powered 2W transceiver which is normally a black box and uses a connected chart plotter to display local AIS targets. It transmits every 30 seconds regardless of vessel speed and can’t transmit additional data like destination port.
Class B+ AIS Transponder (also called Class B SOTDMA or Class B 5W ) is a new standard that utilises SOTDMA format transmissions which offer a 5W power output (2.5 x more powerful than a regular Class B), a guaranteed time slot for transmission in busy traffic areas and faster update rates depending upon the speed of the vessel. It’s ideal for ocean sailors requiring the best possible performance and future proof satellite tracking applications, fast power boats and smaller non-mandated commercial vessels.
Class A AIS Transponder must have a dedicated (and type approved) display to show the location of nearby AIS targets and transmits at 12.5W. Data is sent at up to every 2 seconds depending upon the vessel speed and the display also allows for data to be inputted to the transmission such as vessel destination. A Class A device is normally used on commercial vessels as its Type Approved to IMO specifications.

If the AIS transponder doesn’t have a built-in VHF splitter (i.e. AIT5000), there are 2 options: either install a dedicated VHF antenna for AIS or install an antenna splitter so that the main VHF antenna is used for both VHF radio and AIS.

For those who want to use their existing VHF antenna, then we recommend the use of a certified zero loss VHF antenna splitter such as our SPL1500 and SPL2000. Please do not use a non-zero loss certified VHF antenna splitter. They are inexpensive, but they can destroy your AIS transponder.

For those who want to install a VHF antenna dedicated to AIS, then we recommend a VHF antenna tuned to AIS frequencies. The AIS transmission and reception works on 2 dedicated channels which use the frequencies 161.975 and 162.025 MHz (channel 87B and 88B). VHF frequencies in the maritime environment use frequencies from 156.0 to 162.025 MHz and most VHF antennas are designed to provide maximum gain on channel 16 (156.8 MHz). You can now find antennas on the market dedicated to AIS frequencies such as the HA156 antenna.

These antennas, dedicated to AIS frequencies, offer maximum gain at 162 MHz (which is the centre between the 2 AIS frequencies 161.975 and 162.025 MHz). So if you install a VHF antenna instead of a VHF antenna splitter for your AIS receiver or transponder, then choose an AIS frequency VHF antenna to compensate for the loss due to the installation of the antenna lower down than the main VHF antenna at the top of the mast. The graph below shows how a dedicated AIS frequency antenna (162 MHz) provides a better VSWR and therefore a better transmission and reception.

The AIS transponder can be configured with the free PC/Mac software called ProAIS2. The ProAIS2 software can be downloaded free of charge directly from our website. The functionality of the proAIS2 software is the same on Windows or Mac.

Installation of the proAIS2 software, also installs the USB drivers and we recommend not plugging the transponders USB cable in to the PC/Mac until after you have installed proAIS2. Once the installation is complete, plug the USB cable in to the computer to complete the USB driver installation. The transponder receives enough power from the USB connection to power the processor and ancillory circuitry required to configure the transponder, however the GPS will not get a fix, the NMEA interfaces will not be working and the transponder will not transmit while on USB power.

Digital Yacht are not the only company that supply proAIS2 with transponders, but to our knowledge, we are the only company to produce a video showing how to configure and diagnose Class B transponders with it. So we hope that not only Digital Yacht users but owners of other brands will benefit from this video.

Please note that the MMSI number cannot be changed once the product has been configured. To change the MMSI number, you must reset the product and for that, please contact us.

To find out how to use the proAIS2 software to configure an AIS transponder, please watch the video below: https://www.youtube.com/watch?v=FTiMynP8KDs

If you want to stop transmitting your position, you can either fit a physical silent switch on the AIS transponder or you can stop the AIS transmission through the ProAIS2 software.

You can stop the AIS transmission of our iAISTX & AIT5000 with their built-in web interface. Easy to stop the AIS transmission with your smartphone.

This is a very valid question. Especially if you have spent a few hours installing the transponder then knowing that it is working OK is very important. Using the proAIS2 configuration software allows you to see if the GPS position is OK. You can monitor the AIS reception of other vessels. As well as ensure that there are no errors or alarms. However, if you are new to AIS, there is always that nagging doubt as to whether other vessels are seeing you.

The best test of a Class B transponder is to ask someone else in your marina, who has AIS, to check that they are receiving you on their system. If your vessel is stationary, then a transponder will only transmit every 3 minutes. This increases to every 30 seconds when your speed over the ground (SOG) is greater than 2 knots. Therefore, do allow some time for them to detect you. Also when they first receive your transmission, the only data they will see is your position, speed, course and MMSI number. It can take up to 6 minutes to receive your “Static Data” (boat name, call sign, vessel type, dimensions, etc.). This is normal and is the way the AIS system regulates the amount of data being transmitted.

The other increasingly common method of testing an AIS transponder is to look on one of the online “live” AIS websites and the most popular of the free services is MarineTraffic.com

However, it is important for you to be aware of the limitations of these online sites. As a result, do not assume that you will always be picked up by them. Each of the different online services are only as good as their network of AIS receiving stations. In many cases enthusiasts/volunteers operate these. In some areas the coverage is great but there are definitely “holes” in coverage.

0.75m Power & NMEA0183 Data cable
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COMMENTS

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 ...
Understanding the Classification of Yachts A, B, C and D
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 ...
CE Yacht Compliance Classification
CE CLASS B yachts are designed to travel off the coast (200 miles or less) in which the winds can be up to force 8 (not exceeding) and waves can reach a height up to 4 meters (not exceeding). CE CLASS C boats are designed for travel close to the coasts and in large bays, estuaries, lakes and rivers in which winds can be up to force 6 (not ...
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 ...
Yacht classification definitions
Commercial yacht. A motor or sailing vessel in commercial use (i.e. charter) for sport and pleasure, carrying no cargo and not more than 12 passengers. Private yacht. A pleasure vessel solely used for the recreational and leisure purpose of its owner and his guests. Flag administration.
Classification: Statutory certification explained
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 ...
CE Categories Explained
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 ...
Class Notations on Yachts
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,
Yachts Vs. Boats: What's The Difference?
"Class B" Yachts are often called "offshore vessels" and are built for navigating coastal waters within 200 miles of the shore. "Class C" Boats are vessels built to navigate inshore and nearshore, including waterways such as lakes, rivers and bays, and generally can handle waves between 3-4 feet before they begin to get into trouble.
Yacht owners guide to Classification Societies
Yacht owners guide to Classification Societies. 21 January 2015 • Written by Benjamin Maltby. Alysia was built specifically for charter and complies to SOLAS. She can carry up to 36 passengers and is over 500GT. Classification societies (also known as 'class' societies) make an important contribution to maritime safety.
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 ...
Comparing Class B AIS Transceivers
Other companies like West Marine and Digital Yacht also market splitters designed for AIS connections, but we have not yet tested them. ... The MA-500TR (681) is a Class B AIS transponder designed for non-SOLAS vessels (non-commercial pleasure craft, work boats, and small vessels, etc). The 500TR receives dual AIS channels (87B and 88B ...
Understanding Yacht Classifications
Yacht classifications, also known as classification societies or class societies, are an important part of maritime safety. These classifications dictate the design, construction and ongoing maintenance of large commercial vessels and yachts. The classifications provide highly detailed and technical standards that cover the yacht's hull, its engines, and key safety…
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...
Yachts
It is crucial for yachts to comply with safety and technical regulations for ship design, structure and maintenance. Bureau Veritas' NR 500 Rules for the classification and certification of yachts under 100 meters [1] outline detailed requirements for building materials, hull structure, machinery, automation and more. Find out more about our Rules & Notations for Yachts
White Paper on New Class B "SOTDMA" technology
3 - The New Class B+ Technology. The new Class B+, often referred to as "Class B SOTDMA" or "Class B 5W", has been defined to bridge the gap between Class A and Class B transponders, offering some clear advantages for some types of vessels and applications. Class B+ uses the same SOTDMA technology as Class A and therefore has the same ...
Choosing & Using AIS
AIS is a method of tracking other vessels using a receiver or transceiver operating on the dedicated marine VHF Channels 87B (161.975MHz) and 88B (162.025MHz). Because of the considerable safety benefits offered by this technology, Class A AIS is mandatory for all SOLAS vessels over 300 tons. Class A or less powerful and less expensive Class B ...
Mercedes-Maybach Unveils Exclusive S-Class Inspired By SPHINX Yacht
Restoration of the SPHINX Yacht. The SPHINX 12mR yacht, a part of the famous "12 Metre R class", is a symbol of classic elegance and excellence in sailing history. Originally built in 1939, the yacht underwent a meticulous restoration process led by Robbe & Berking after being acquired by passionate sailor Oliver Berking.
AIS Transponder Class B and A
Nomad 2 - Portable AIS Transponder. $ 949.95. "Nomad 2 is a portable AIS navigation solution from Digital Yacht. It is a class B AIS transponder with a wireless and USB interface built in for tablets and PCs. It ships with a compact combination VHF and GPS antenna.".
International B-class catamaran
The International B-class/F20 Catamaran, is a development class, on the comeback after the fracturing of the original B-class, ... In 1967, the then International Yacht Racing Union (IYRU, now ISAF) decided to run a week long series of trials (August 5-12) to determine the best "A" and "B" classes of catamaran design to be selected for ...
Class B AIS
With the METS 2014 introduction of our new AIT1500 and AIT3000 Class B transponders, the Digital Yacht family is growing fast. Here's a quick 5 minute guide to the AIS system and the features of our new enlarged Class B AIS family. Digital Yacht have an AIS system for just about every application including receivers, shore stations, ATONs ...
Digital Yacht Class B AIS Transponder
The Digital Yacht AIT1500 is designed specifically to bring the benefits of Class B AIS to smaller vessels, it uses a high sensitivity internal GPS antenna to save on space and cut down on installation time. Simply connect to power and a plotter, plug in a VHF antenna and you're in business. Features: Built-in high sensitivity GPS antenna - saves on clutter and speeds installation
AIT1500
The AIT1500 is an ultra-compact Class B Transponder with two outputs; NMEA 0183 and USB, allowing it to work with the majority of existing and legacy AIS compatible chart plotters or computer software packages on the market today. Featuring a remote silence button option, two NMEA 0183 Inputs and Outputs, integral USB cable, four status LEDs ...
AIT2500
Digital Yacht have introduced a new range of Class B+ AIS transponders. Class B+, a new standard, utilises SOTDMA format transmissions which offer a 5W power output (2.5x more powerful than a regular Class B), a guaranteed time slot for transmission in busy traffic areas and faster update rates depending upon the speed of the vessel.It is therefore ideal for ocean sailors requiring the best ...