Monday, July 01, 2013
The World’s Largest Container Ship is Powered by Wärtsilä
When the ‘Marco Polo’ entered service in November 2012, it became the largest container ship in the world measured by capacity. It has a maximum TEU capacity in excess of 16,000, in other words, 97 km of containers in line. It is 396 metres long and nearly 54 metres wide. Just to give an idea of what these dimensions mean in day-to-day terms, the ship is larger than a US Navy aircraft carrier, and longer than four football pitches.
The ‘Marco Polo’ is owned by CMA CGM, a French container transportation and shipping company,and was built at the Daewoo shipyard in Okpo, Korea. It is the first of a series of three based on an extrapolated design slightly larger than that used for CMA CGM’s Christopher Columbus class. All of these giants are powered by the 14-cylinder, Wärtsilä RT-flex96C low speed diesel engine, the proven solution for large and ultra large container ships.
The development of these mammoth sized vessels is a fairly recent phenomenon. For instance, 30 years ago container ships were typically in the order of 4000 TEU in size. Ten years ago, they had grown to around 10,000 TEU and more, and today we are exceeding even that capacity by 60 per cent. The reason behind this rapidly evolving trend is simply that of economies of scale. Global trade expansion has occurred simultaneously with a hefty jump in fuel and other operating costs; a development that has caused owners and operators to reach the logical conclusion that one very big ship makes more economic sense than two or more smaller ships.
Efficiency, economy, environment
There are also environmental benefits to this trend, since the fuel consumption per TEU is somewhat lower than for smaller container vessels. But the greater sustainability benefits are brought about by the choice of the Wärtsilä RT-flex96C engine. This electronically controlled, 2-stroke diesel engine has particularly high efficiency, which naturally results in less fuel being burned and correspondingly fewer exhaust emissions. Furthermore, the engine provides different tuning capabilities to achieve the optimal fuel consumption at different load profiles, such as part and low load.
This retention of fuel efficiency at different speeds is a huge advantage in today’s container shipping sector. Driven by over capacity in the market, and by the necessity to reduce fuel costs, owners and charterers have had to adjust not only their services, but also the speeds at which the ships are operated. Lower speeds reduce fuel consumption and, therefore, costs, and this is likely to be a continuing trend in this sector. However, the engine must be capable of the flexibility needed to retain efficiency while adapting to running at slower speeds, which is why the RT-flex96C engine is Ideal.
Currently, more than 220 RT-flex96C engines are in service or on order, which is in itself a clear indication of the trust that owners and operators have in the reliability and technological advantages of this propulsion solution. The operating excellence and lifecycle cost efficiencies that it offers, are among the key reasons for it being the engine of preference for this shipping sector.
Martin Wernli, Managing Director of Wärtsilä Switzerland and Vice President, Ship Power 2-stroke, explains as follows: “The RT-flex96C is today the most powerful diesel engine in the world. It has proven to be the most efficient and flexible main propulsion engine for large and very large container vessels, and the experience gained from its operational success has formed the design basis for the new Wärtsilä X92 engine, which will be available from mid-2014.”
The launching of the ‘Marco Polo’ did indeed set a new benchmark in the size of modern day container ships. The widening of the Panama Canal, which is scheduled for completion in 2014, allows access to bigger vessels. The maximum breadth of ship that the widened canal will be able to accommodate is increased from 32.3 metres to 48.8 metres, and this triggered a new class of vessels known as the ‘New Panamax’ class. The ‘Marco Polo’ exceeds even this. But it is clear that the move towards these ultra large ships is likely to continue, and it is only a question of time before a new benchmark in container vessel size is set.
Environmental legislation, such as the Energy Efficient Design Index (EEDI) which is now mandatory for new ships, together with high fuel prices and fluctuating market conditions, has created the need for highly efficient solutions that offer the added value of operational flexibility. The new Wärtsilä X92, the soon-to-be successor to the RT-flex96C engine, will be delivered as from mid 2014 and is designed to provide optimum propulsion power to this new generation of large and ultra large container vessels. Savings in fuel consumption will be in the order of 10 per cent compared to previous solutions.
Reference: wartsila
Image Credits: cma-cgm-blog
Sourse :http://www.marineinsight.com/shipping-news/
Thursday, May 23, 2013
New Canadian LNG Terminal Becoming Real
New Canadian LNG Terminal Becoming Real
The Northern ViewWednesday, May 22, 2013
Pacific Northwest LNG awards FEED contract, takes next step toward an LNG export terminal island on Lelu Island, near Port Edward.
The front-end engineering and design (FEED) contract will see three firms working together to design the terminal and work on feasibility studies in the Port Edward area, were awarded to Bechtel, a KBR/JGC joint venture, and a Technip/Samsung Engineering/China Huanqiu joint venture, reports 'The Northern View'.
The FEED and Engineering, Procurement, Construction and Commissioning bid is expected to be complete by August 2014. At the end of 2014 Pacific NorthWest LNG partners, Malaysia's national energy company, PETRONAS and Japex, plan to make the final investment decision on the project.
Source: The Northern View
Saturday, September 20, 2008
14 years ago...ferry Estonia
General characteristics
Type: cruiseferry
Tonnage: 15,566 gross register tons (GRT)
Displacement: 2,800 metric tons of deadweight (DWT)
Length: 155.43 m (509 ft 11 in)
1984 onwards 157.02 m (515.16 ft)
Beam: 24.21 m (79 ft 5 in)
Draught: 5.55 metres (18 ft 3 in)
Decks: 9
Ice class: 1 A
Installed power: 4 × MAN 8L 40 /45 diesels
combined 17,652 kW (23,671 hp)
Speed: 21 knots (38.89 km/h/24.17 mph)
Capacity: 2000 passengers
1190 passenger berths
460 cars
Passenger ferry Estonia
The Estonia disaster occurred on September 28, 1994 between about 00:55 to 01:50 (UTC+2) as the ship was crossing the Baltic Sea, en route from Tallinn, Estonia, to Stockholm, Sweden. The Estonia was on a scheduled crossing with departure at 19:00 in the evening on September 27. She had been expected in Stockholm the next morning at about 09:30. She was carrying 989 passengers and crew.
According to the final disaster report the weather was rough, with a wind of 15 to 20 m/s (29–39 knots/33–45 mph), force 7–8 on the Beaufort scale[6] and a significant wave height of 3 to 4 meters (10–13 ft) [7] compared with the highest measured significant wave height in the Baltic Sea of 7.7 metres (25.3 ft).[8] Esa Mäkelä, the captain of MS Silja Europa who was appointed on scene commander for the subsequent rescue effort, described the weather as "normally bad", or like a typical autumn storm in the Baltic Sea. All scheduled passenger ferries were at sea.
The official report says that while the exact speed at the time of the accident is not known, Estonia had very regular voyage times, averaging 16–17 knots, perhaps implying she did not slow down for adverse conditions. The chief mate of the Viking Line cruiseferry MS Mariella tracked Estonia's speed by radar at approximately 14.2 knots before the first signs of distress, while the Silja Europa's officers estimated her speed at 14–15 knots at midnight.
The first sign of trouble onboard the Estonia was a strange sound of metal against metal heard around 01:00, when the ship was on the outskirts of the Turku archipelago; but an investigation of the bow visor showed no obvious damage. At about 01:15, the visor separated and the ship took on a heavy starboard list. At about 01:20 a weak female voice called "Häire, häire, laeval on häire", the Estonian words for "Alarm, alarm, there is alarm on the ship", over the public address system. Just a moment later an internal alarm for the crew was transmitted over the public address system. Soon after this the general lifeboat alarm was given. Soon the vessel lurched some 30 to 40 degrees to starboard, making it practically impossible to move about safely inside the ship. Doors and hallways became deadly pits. Those who were going to survive were already on-deck by then. A Mayday was communicated by the ship's crew at 01:22, but did not follow international formats. Due to loss of power, she could not give her position, which delayed rescue operations somewhat. The ship disappeared from the radar screens of other ships at around 01:50. Mariella arrived at the scene of the accident at 02:12; the first rescue helicopter arrived at 03:05.
Out of a total of 989 passengers and crew on board 137 were saved. The accident claimed 852 lives (501 Swedes, 280 Estonians, 23 Latvians, 10 Finns and 19 people of other nationalities), by drowning and hypothermia, (the water temperature was 10°C–11 °C/50–52 °F). 92 bodies were recovered.
The official report blamed the accident on the failure of locks on the bow visor, that broke under the strain of the waves. When the visor broke off the ship, it damaged the ramp which covered the opening to the car deck behind the visor. This allowed water into the car deck, which destabilized the ship and began a catastrophic chain of events. (Flooding on the car deck capsized the Herald of Free Enterprise, where the bow doors were left open, and the Princess Victoria, which sank in the same storm which caused the North Sea Flood of 1953. Roll-on/roll-off ferries are particularly vulnerable to capsizing due to the free surface effect if the car deck is even slightly flooded.)
The location of the hull is at 59°23′N, 21°42′E, about 22 nautical miles (41 km) on bearing 157° from Utö island, Finland. She lies in between 74 and 85 meters (243–279 ft) of water.
Official investigation and report
The wreck was examined and videotaped by remotely operated submersibles (ROVs) and by divers from a Norwegian company, Rockwater A/S, that was contracted for the investigation work. It was discovered that the locks on the bow door had failed and that the door had separated from the rest of the vessel. The official report indicated that the bow visor and ramp had been torn off at points that would not trigger an "open" or "unlatched" warning on the bridge, as is the case in normal operation or failure of the latches. There was no video monitoring of this portion of the vehicle bay either. However, a video camera monitoring the inner ramp showed the water as it flooded the car deck. If the crew had known of the condition it is likely that they would have slowed the ship or even reversed its motion, which might have prevented the swamping and sinking. Recommendations for modifications to be applied to similar ships included separation of the condition sensors from the latch and hinge mechanisms, and the addition of video monitoring.
Type: cruiseferry
Tonnage: 15,566 gross register tons (GRT)
Displacement: 2,800 metric tons of deadweight (DWT)
Length: 155.43 m (509 ft 11 in)
1984 onwards 157.02 m (515.16 ft)
Beam: 24.21 m (79 ft 5 in)
Draught: 5.55 metres (18 ft 3 in)
Decks: 9
Ice class: 1 A
Installed power: 4 × MAN 8L 40 /45 diesels
combined 17,652 kW (23,671 hp)
Speed: 21 knots (38.89 km/h/24.17 mph)
Capacity: 2000 passengers
1190 passenger berths
460 cars
Passenger ferry Estonia
The Estonia disaster occurred on September 28, 1994 between about 00:55 to 01:50 (UTC+2) as the ship was crossing the Baltic Sea, en route from Tallinn, Estonia, to Stockholm, Sweden. The Estonia was on a scheduled crossing with departure at 19:00 in the evening on September 27. She had been expected in Stockholm the next morning at about 09:30. She was carrying 989 passengers and crew.
According to the final disaster report the weather was rough, with a wind of 15 to 20 m/s (29–39 knots/33–45 mph), force 7–8 on the Beaufort scale[6] and a significant wave height of 3 to 4 meters (10–13 ft) [7] compared with the highest measured significant wave height in the Baltic Sea of 7.7 metres (25.3 ft).[8] Esa Mäkelä, the captain of MS Silja Europa who was appointed on scene commander for the subsequent rescue effort, described the weather as "normally bad", or like a typical autumn storm in the Baltic Sea. All scheduled passenger ferries were at sea.
The official report says that while the exact speed at the time of the accident is not known, Estonia had very regular voyage times, averaging 16–17 knots, perhaps implying she did not slow down for adverse conditions. The chief mate of the Viking Line cruiseferry MS Mariella tracked Estonia's speed by radar at approximately 14.2 knots before the first signs of distress, while the Silja Europa's officers estimated her speed at 14–15 knots at midnight.
The first sign of trouble onboard the Estonia was a strange sound of metal against metal heard around 01:00, when the ship was on the outskirts of the Turku archipelago; but an investigation of the bow visor showed no obvious damage. At about 01:15, the visor separated and the ship took on a heavy starboard list. At about 01:20 a weak female voice called "Häire, häire, laeval on häire", the Estonian words for "Alarm, alarm, there is alarm on the ship", over the public address system. Just a moment later an internal alarm for the crew was transmitted over the public address system. Soon after this the general lifeboat alarm was given. Soon the vessel lurched some 30 to 40 degrees to starboard, making it practically impossible to move about safely inside the ship. Doors and hallways became deadly pits. Those who were going to survive were already on-deck by then. A Mayday was communicated by the ship's crew at 01:22, but did not follow international formats. Due to loss of power, she could not give her position, which delayed rescue operations somewhat. The ship disappeared from the radar screens of other ships at around 01:50. Mariella arrived at the scene of the accident at 02:12; the first rescue helicopter arrived at 03:05.
Out of a total of 989 passengers and crew on board 137 were saved. The accident claimed 852 lives (501 Swedes, 280 Estonians, 23 Latvians, 10 Finns and 19 people of other nationalities), by drowning and hypothermia, (the water temperature was 10°C–11 °C/50–52 °F). 92 bodies were recovered.
The official report blamed the accident on the failure of locks on the bow visor, that broke under the strain of the waves. When the visor broke off the ship, it damaged the ramp which covered the opening to the car deck behind the visor. This allowed water into the car deck, which destabilized the ship and began a catastrophic chain of events. (Flooding on the car deck capsized the Herald of Free Enterprise, where the bow doors were left open, and the Princess Victoria, which sank in the same storm which caused the North Sea Flood of 1953. Roll-on/roll-off ferries are particularly vulnerable to capsizing due to the free surface effect if the car deck is even slightly flooded.)
The location of the hull is at 59°23′N, 21°42′E, about 22 nautical miles (41 km) on bearing 157° from Utö island, Finland. She lies in between 74 and 85 meters (243–279 ft) of water.
Official investigation and report
The wreck was examined and videotaped by remotely operated submersibles (ROVs) and by divers from a Norwegian company, Rockwater A/S, that was contracted for the investigation work. It was discovered that the locks on the bow door had failed and that the door had separated from the rest of the vessel. The official report indicated that the bow visor and ramp had been torn off at points that would not trigger an "open" or "unlatched" warning on the bridge, as is the case in normal operation or failure of the latches. There was no video monitoring of this portion of the vehicle bay either. However, a video camera monitoring the inner ramp showed the water as it flooded the car deck. If the crew had known of the condition it is likely that they would have slowed the ship or even reversed its motion, which might have prevented the swamping and sinking. Recommendations for modifications to be applied to similar ships included separation of the condition sensors from the latch and hinge mechanisms, and the addition of video monitoring.
Friday, January 05, 2007
International Yacht Crew Training
International Yacht Crew Training
There are basically two divisions of marine licensing. Merchant Marine (commercial) licenses apply to all ocean going vessels (including cargo ships, cruise liners, ferries and navy vessels) and the others are the various yachting association certificates which apply to recreational sailing and motor yachts. Recently with the addition of much larger yachts worldwide, most countries have been requiring commercial licenses for yachts over one hundred feet. Canada, USA and the UK each has their own recreational yachting associations (CYA, RYA, ASA) although most of their training and exams are very similar. These are mostly recreational licenses and do not apply to any charter yachts, nor vessels over 100 feet.
The Maritime Coastguard Agency of the British commonwealth has even created a new class of commercial license (Class 4) exclusively for yachts. They will also accept applications for a MCA Certificate of Equivalency (CoE) from other country's licenses by submitting an application to their agency. Canada and the United States do NOT recognize licenses from other countries, therefore it is recommended for Americans and Canadians to first obtain the license from their country, before applying for an equivalency to the MCA. Also these two countries will only permit crew who are citizens or with work visa to work on their yachts. There are training facilities out there offering recreational "yachtmaster" licenses up to 200 tons, however these are also limited to 70 feet in length (the only license with a length restriction). If you plan on advancing your career into the Superyacht and Megayacht categories, we recommend obtaining commercial licenses.
International Maritime Organization
The International Maritime Organization is the United Nations' specialized agency responsible for improving maritime safety and preventing pollution from ships. They created the Standards of Training, Certification and Watchkeeping (STCW) in 1978 and were revised and amended in 1995 (STCW-95). 157 governments comprise the members of the IMO and each is individually responsible for implementing the legislation adopted by the IMO. These countries basic emergency training are recognized as meeting the standard set out by the IMO. This emergency training consists of marine medical training, marine fire fighting, sea survival and personal safety & social responsibilities. This is required by ALL crew on board including Stewardesses, Chefs, and all Deck Crew and should be the starting point for anyone interested in working on a yacht !
United States Coast Guard
issued as a combination of the grade, route, propulsion and tonnage. Any combinations can be made of any of the fields below, for example: "Master, Oceans, Motor, 100 ton".
Grades: Master, Chief Mate, Second Mate, Third Mate, or Mate
Routes: Inland, Great Lakes, Near Coastal or Oceans
Means of propulsion: Steam, Motor, Sail or Auxiliary Sail
Vessel tonnage: 100T, 150T, 200T, 500T, 1600T or unlimited
American Sailing Association
Basic Keelboat: Able to sail a boat of about 20 feet in length in light to moderate winds and sea conditions in familiar waters without supervision. A preparatory Standard with no auxiliary power or navigation skills required.
Basic Coastal Cruising: Able to cruise safely in local and regional waters as both skipper and crew on an auxiliary powered sailboat of about 20 to 30 feet in length, in moderate winds and sea conditions.
Intermediate Coastal Cruising: An advanced cruising Standard for individuals with cruising experience. The individual can act as skipper or crew of a 30 - 50 foot boat sailing by day in coastal waters. The Standard includes knowledge of boat systems and maintenance procedures.
Coastal Navigation: Able to demonstrate the navigational theory required to safely navigate a sailing vessel in coastal or inland waters. There is no Sailing Skills part to this Standard and practical application of this sailing knowledge is found in the Advanced Coastal Cruising Standard.
Advanced Coastal Cruising: Able to safely act as skipper and crew of a sailing vessel about 30 to 50 feet in length. This is a day and nighttime Standard in coastal and inland water, in any weather.
Celestial Navigation: Able to demonstrate the Celestial Navigation theory required to safely navigate a sailboat on an offshore passage. The practical application is conducted in the Offshore passage making Standard.
Offshore Passage making: The sailor is able to safely act as skipper or crew of a sailing vessel on offshore passages in any weather. The Celestial Navigation Standard is performed.
MCA Maritime and Coastguard Agency UK
The Maritime and Coastguard Agency (MCA) of the United Kingdom issues licenses by oral exam for Class 4 and 5 commercial ticket holders for operating UK registered vessels. Also available are Certificates of Equivalent Competency (CEC) issued to holders of valid STCW certificates from other recognized nations, also by way of oral examination. If you hold a USCG license or a Canadian license, you qualify for an equivalent license from the MCA!!
STCW is comprised of:
Advanced Sea Survival: 3 day course dealing with all aspects of life saving equipment and training including practical abandonment from a yacht at sea.
MCA Medical Care aboard Ships: 8 day course covering all aspects of medical care on board.
Basic and Advanced Firefighting: 5 day fire fighting course covering theory and practical drills.
MCA Class 4 Certificate of Competence is comprised of:
Yachtmaster Offshore: 5 day theory and 5 day practical course in navigation and boat handling
Yachtmaster Ocean: 6 day course in Celestial Navigation
GMDSS General Operator's Certificate: 10 day course in MF/HF, Satcoms and D.S.C.
Navigation & Radar: 10 day module in chart work and radar techniques
MCA Ship Stability & Construction: 5 day course in ship stability & construction
MCA Business & Maritime Law: 5 day course in Shipmaster's Business & Maritime Law
CLASS 4 Oral Preparation: 3 day examination preparation course covering all areas of the syllabus. This is a revision course covering all M.C.A. Modules in preparation for your oral examination.
CLASS 4 Oral examination covering all areas of the syllabus by an MCA examiner.
RYA Royal Yachting Association UK
The RYA is the recreational yachting licenses for UK vessels up to 200 tons.
Day Skipper Sail / Motor Cruising: An elementary course in basic seamanship, navigation and meteorology suitable for beginners and people with little experience in yachts.
Coastal Skipper / Yachtmaster Offshore Cruising: A more advanced course in navigation and meteorology, suitable for students who have already completed the elementary course or who have a background of cruising or offshore racing. The course is definitely not for beginners. Minimum duration: 46 hours.
Yachtmaster Ocean Sail/Motor Cruising: This course covers astral-navigation and worldwide meteorology. Knowledge of terrestrial navigation and meteorology to the standard of Yachtmaster Offshore is assumed. Minimum duration: 40 hours.
VHF Radio Operators' Courses : These short courses prepare students for the examinations required for the operation of a marine VHF radiotelephone. Duration: 1 or 2 days.
Introduction to Motor Cruising : This is an informal course mainly run by motor cruising clubs. Although designated as a shore based course it does include some practical sessions.
Diesel Engine: A basic introduction to the marine diesel engine to give students the opportunity to change the impeller, bleed the fuel system and change fuel filters. Course numbers are limited to six per engine on this one-day course.
Canadian Merchant Marine
Watchkeeper Mate: Qualifies the holder to carry out duties as a 3rd Mate on a Foreign Going vessel, which usually requires an addition of the OSI-Astro-Navigation, or as a 2nd Mate on a Home Trade Vessel.
Command Endorsement: Qualifies the holder to act as a Master of a vessel not exceeding 350 tons gross tonnage (within the Home Trade limits), or of a tug of any size.
Ocean Navigator II: Qualifies the holder to act in the capacity of a 2nd Mate on a Foreign Going vessel or a 1st Mate on a Home Trade vessel.
Ocean Navigator I: Qualifies the holder to act in the capacity of a 1st Mate on a Foreign Going vessel or a Master on a Home Trade vessel.
Master Mariner: Qualifies the holder to act in the capacity of Master on a Foreign Going vessel or a Home Trade vessel.
Canadian Yachting Association
Basic Cruising: This covers the skills required to cruise safely in local waters as either skipper or crew of a sailing cruiser of 20-30 feet in moderate wind and sea conditions by day.
Intermediate Cruising: This covers the skills required to cruise safely a keelboat of 25-35 feet in familiar waters. It is recommended as the minimum qualification for bareboat chartering. The recommended time for teaching and examining the standard is five days or two weekends.
Advanced Cruising: This covers the skills needed to skipper or crew a sailing cruiser of 25-40 feet during the day and night in coastal waters in any weather.
Coastal Navigation: This covers the theory required to navigate safely in coastal or inland waters. This theory is applied in the Advanced standard.
Celestial Navigation: This covers the theory required to navigate safely on offshore passages. This theory is applied in the Offshore standard.
Yachtmaster Offshore: This is the highest level of the CYA Learn to Cruise Program. It covers the skills required to skipper or crew on offshore passages exceeding 500 miles in length and venturing more than 100 nautical miles from land.
Friday, December 08, 2006
CRUISE INDUSTRY WORK PASSPORT REQUIREMENTS
Passport Requirements
The cruise industry encourages all travelers to prepare for changes regarding travel within the Western Hemisphere. The Department of Homeland Security and Department of State issued the Western Hemisphere Travel Initiative which will require all U.S. citizens to have a passport or other accepted travel document when entering or re-entering the United States from any part of the Western Hemisphere (Canada, Mexico, Bermuda, Central and South America and the Caribbean).
The current deadlines are:
AIR: January 23, 2007 — A passport will be required for all air travel within the Western Hemisphere and abroad for citizens of the United States, Canada, Mexico and Bermuda.
U.S. citizens departing and returning to the United States by air beginning January 23, 2007, will be required to have a valid U.S. passport.
SEA and LAND: As soon as January 1, 2008 — A passport or other accepted document* will be required for land border crossings and sea travel within the Western Hemisphere.
*Sea and land travelers will also be eligible for the PASScard, a less expensive alternative document.
Although the requirement to possess a valid passport or PASScard for sea travel and land border crossings could be extended to as late as June 1, 2009, the government can accelerate this date based on meeting certain standards and is recommending that travelers be prepared for the passport requirement as early as January 1, 2008.
For more information on how to apply for or renew a passport, please visit http://www.travel.state.gov/passport
Friday, October 27, 2006
Automatic Identification System (AIS) – use by small-craft
Summary
This Note provides guidance on the use of AIS systems by small-craft.
AIS Class ‘B’ is being developed specifically for use by small-craft and the final specification is expected to be completed by mid-2005.
Receive-only AIS is currently available but it does not transmit own-vessel data for reception by other AIS equipped vessels.
1 Introduction / Background
1.1 Together with other maritime administrations, the MCA has been considering suitable interim advice for small-craft on the application and use of AIS by vessels for which there is no statutory carriage requirement (broadly, it is sea-going ships that are required to carry AIS).
1.2 For a number of technical and operational reasons, the UK strongly recommends that small-craft users delay equipping their vessels with full AIS until the class of device that is currently under development specifically for their use becomes available – known as AIS Class ‘B’.
2 Class ‘A’ AIS
2.1 Class ‘A’ AIS is designed for shipping and must be fitted to the majority of sea-going ships by 31 December 2004. Class ‘A’ AIS requires electronic inputs from the ship’s “transmitting heading device” (THD), usually a gyro compass; and also an accurate input from a type-approved GPS.
2.2 Small-craft tend not to fit THDs or type-approved GPS. It is vital for the accuracy of ship-borne AIS receivers and for the integrity of shore AIS networks, that vessels transmit accurate and reliable data.
3 Use of AIS by small-craft
3.1 Some other European maritime administrations enforce restrictions on the voluntary fitting and use of Class ‘A’ AIS on small-craft by imposing radio licensing conditions. In the UK, use of AIS is incorporated into vessels’ radio licences.
3.2 Receive-only type AIS devices (which do not transmit “own-vessel” position) are now on the market and Class ‘B’ AIS is in the latter stages of development. It is recommended that small-craft operators use either of these devices rather than opt for a class ‘A’ on-board system.
Issue of Yacht Rating Certificates
Summary
The Maritime and Coastguard Agency (MCA) have introduced a requirement for those ratings needed for the safe manning of Large Sailing and Motor Yachts (200gt or over) to be appropriately qualified.
Following representation from industry this Note details revised procedures and arrangements for seafarers applying for a Yacht Rating Certificate and reiterates who is required to hold a Yacht Rating certificate. The deadline for introduction of the certification system is extended until 30 June 2006.
1 Introduction / Background
1.1 MGN 270 - Yacht Rating Certificates for Service on Commercially and Privately Operated Yachts and Sail Training Vessels - requires a seafarer meeting the requirements for the issue of a Yacht Rating Certificate to make an appropriate application to the MCA.
1.2 Following representation from industry, and in order to benefit seafarers in the application process, it has been agreed that:
in line with the issue of Merchant Navy Watchrating Certificates approved companies will be able to issue the certificate on behalf of the MCA. Additionally, it has been agreed that in the case of Yacht Rating Certificates this facility is also being extended to Approved Training Providers (see Paragraph 3).
companies and Approved Training Providers issuing Yacht Rating Certificates may set their own administration fee for the service (see Paragraph 4).
arrangements for proof of identity are clarified (see Paragraph 5).
the deadline for the certification system coming into effect is extended until 30 June 2006: transitional arrangements are accordingly also extended until that date (see Paragraph 6).
1.3 The option remains to make a direct application to the MCA, as detailed in MGN 270.
2 Frequently asked questions
In response to frequently asked questions the following points are made:
2.1 Who has to hold a Yacht Rating Certificate?
Ratings required to be carried by a Safe Manning Document, or
on vessels 200gt or over but less than 500gt, where no Safe Manning Document is required, then the ratings necessary for the safe manning of the vessel.
2.2 What qualifications would preclude the need for obtaining a Yacht Rating Certificate?
an AB Certificate issued under the ILO AB Convention; or
a UK Efficient Deck Hand (EDH) Certificate; or
a Navigational or Engine Room Watch Rating Certificate issued under STCW; or
an IYT or RYA Coastal Skipper, Yachtmaster Offshore or Yachtmaster Ocean certificate.
2.3 Are there any exemptions from elements of the Yacht Rating Certificate?
Holders of the following certificates do not have to complete the Training Record Book and the 6 months yacht service requirement may be reduced to 2 months sea service on vessels 15 metres and over in load line length (anyone wishing to claim this exemption should contact MCA Seafarer Training & Certification Branch for advice):
Watchleader Certificate together with a Competent Crew Certificate; or
Day Skipper Certificate together with a Competent Crew Certificate; or
Yacht Rating Course Completion Certificate;
Holders of these certificates must still apply for a Yacht Rating Certificate and meet the other requirements
3 Approval to Issue Yacht Rating Certificates
3.1 UK companies that comply with the International Safety Management (ISM) Code, or are MCA Approved Training Providers, may apply to the MCA for approval to issue Yacht Rating Certificates on its behalf. To obtain approval companies or training providers should send the following details to the MCA at the address given at the end of this Note:
the contact details and remit of the organisation;
how the applications will be assessed;
who will assess the applications and their relevant qualifications and experience;
how records will be kept.
3.2 When an application is approved the MCA will provide:
guidance on issuing the certificates;
a pro-forma certificate to be used;
a prefix and series of numbers to be used with the certificates.
3.3 Provided the company or training provider is satisfied that the applicant fully meets the education and training, and service requirements detailed in Section 7 of MGN 270, and the medical standards detailed in Section 4 of MGN 270, an MCA Yacht Rating Certificate may be issued.
The original should be issued to the applicant, a duplicate returned to the MCA at the address given at the end of this Note and a second copy retained by the issuing company or training provider.
3.4 Additionally a copy of the application, seafarer’s training portfolio, recognised certificate or rating course completion certificate, service records and medical certificates must be retained by the issuing company or training provider as part of their ISM or quality management system.
3.5 The MCA reserves the right to inspect company or training provider records and procedures.
4 Fee
4.1 Should a seafarer make an application direct to the MCA an appropriate fee will be charged as required by the Merchant Shipping (Fees) Regulations, as amended. This is currently set at £15.00. Applicants requiring return of documents by courier will be charged an additional £20.00 fee for this service. Fees are subject to review.
4.2 Approved companies and training providers may also consider applying a charge to cover any administration costs and have previously been advised that this charge must not exceed that allowed by the Merchant Shipping (Fees) Regulations, as amended. Following representations from industry it is agreed that companies and training providers may charge a fee which they consider appropriate. However, applicants should be advised of the MCA fees so that they may choose whether to make their application directly.
5 Proof of identity
5.1 MGN 270 states that a passport or birth certificate should be provided with an application for a Yacht Rating Certificate. This is for proof of identity. It has been difficult for some ratings to make an application due to working on yachts in areas where they cannot relinquish their passport. In these circumstances, and for Yacht Rating Certificate applications only, the following will be acceptable: a photocopy of the passport signed as a true copy by the Master and giving the Master’s full name, date of birth, CoC number and contact details.
6 Deadline and transitional arrangements
6.1 Due to the representations made and the closeness of the originally published effective date it has been decided to extend the deadline. This certification system will now come into effect on 30 June 2006: transitional arrangements will also apply until that date.
6.2 The transitional arrangements are that until 30 June 2006 ratings requiring a Yacht Rating Certificate who can demonstrate 18 months yacht service on vessels 15 metres and over in load line length and have completed the four elements of STCW basic training will be exempt from completing the Training Record Book.
The Maritime and Coastguard Agency (MCA) have introduced a requirement for those ratings needed for the safe manning of Large Sailing and Motor Yachts (200gt or over) to be appropriately qualified.
Following representation from industry this Note details revised procedures and arrangements for seafarers applying for a Yacht Rating Certificate and reiterates who is required to hold a Yacht Rating certificate. The deadline for introduction of the certification system is extended until 30 June 2006.
1 Introduction / Background
1.1 MGN 270 - Yacht Rating Certificates for Service on Commercially and Privately Operated Yachts and Sail Training Vessels - requires a seafarer meeting the requirements for the issue of a Yacht Rating Certificate to make an appropriate application to the MCA.
1.2 Following representation from industry, and in order to benefit seafarers in the application process, it has been agreed that:
in line with the issue of Merchant Navy Watchrating Certificates approved companies will be able to issue the certificate on behalf of the MCA. Additionally, it has been agreed that in the case of Yacht Rating Certificates this facility is also being extended to Approved Training Providers (see Paragraph 3).
companies and Approved Training Providers issuing Yacht Rating Certificates may set their own administration fee for the service (see Paragraph 4).
arrangements for proof of identity are clarified (see Paragraph 5).
the deadline for the certification system coming into effect is extended until 30 June 2006: transitional arrangements are accordingly also extended until that date (see Paragraph 6).
1.3 The option remains to make a direct application to the MCA, as detailed in MGN 270.
2 Frequently asked questions
In response to frequently asked questions the following points are made:
2.1 Who has to hold a Yacht Rating Certificate?
Ratings required to be carried by a Safe Manning Document, or
on vessels 200gt or over but less than 500gt, where no Safe Manning Document is required, then the ratings necessary for the safe manning of the vessel.
2.2 What qualifications would preclude the need for obtaining a Yacht Rating Certificate?
an AB Certificate issued under the ILO AB Convention; or
a UK Efficient Deck Hand (EDH) Certificate; or
a Navigational or Engine Room Watch Rating Certificate issued under STCW; or
an IYT or RYA Coastal Skipper, Yachtmaster Offshore or Yachtmaster Ocean certificate.
2.3 Are there any exemptions from elements of the Yacht Rating Certificate?
Holders of the following certificates do not have to complete the Training Record Book and the 6 months yacht service requirement may be reduced to 2 months sea service on vessels 15 metres and over in load line length (anyone wishing to claim this exemption should contact MCA Seafarer Training & Certification Branch for advice):
Watchleader Certificate together with a Competent Crew Certificate; or
Day Skipper Certificate together with a Competent Crew Certificate; or
Yacht Rating Course Completion Certificate;
Holders of these certificates must still apply for a Yacht Rating Certificate and meet the other requirements
3 Approval to Issue Yacht Rating Certificates
3.1 UK companies that comply with the International Safety Management (ISM) Code, or are MCA Approved Training Providers, may apply to the MCA for approval to issue Yacht Rating Certificates on its behalf. To obtain approval companies or training providers should send the following details to the MCA at the address given at the end of this Note:
the contact details and remit of the organisation;
how the applications will be assessed;
who will assess the applications and their relevant qualifications and experience;
how records will be kept.
3.2 When an application is approved the MCA will provide:
guidance on issuing the certificates;
a pro-forma certificate to be used;
a prefix and series of numbers to be used with the certificates.
3.3 Provided the company or training provider is satisfied that the applicant fully meets the education and training, and service requirements detailed in Section 7 of MGN 270, and the medical standards detailed in Section 4 of MGN 270, an MCA Yacht Rating Certificate may be issued.
The original should be issued to the applicant, a duplicate returned to the MCA at the address given at the end of this Note and a second copy retained by the issuing company or training provider.
3.4 Additionally a copy of the application, seafarer’s training portfolio, recognised certificate or rating course completion certificate, service records and medical certificates must be retained by the issuing company or training provider as part of their ISM or quality management system.
3.5 The MCA reserves the right to inspect company or training provider records and procedures.
4 Fee
4.1 Should a seafarer make an application direct to the MCA an appropriate fee will be charged as required by the Merchant Shipping (Fees) Regulations, as amended. This is currently set at £15.00. Applicants requiring return of documents by courier will be charged an additional £20.00 fee for this service. Fees are subject to review.
4.2 Approved companies and training providers may also consider applying a charge to cover any administration costs and have previously been advised that this charge must not exceed that allowed by the Merchant Shipping (Fees) Regulations, as amended. Following representations from industry it is agreed that companies and training providers may charge a fee which they consider appropriate. However, applicants should be advised of the MCA fees so that they may choose whether to make their application directly.
5 Proof of identity
5.1 MGN 270 states that a passport or birth certificate should be provided with an application for a Yacht Rating Certificate. This is for proof of identity. It has been difficult for some ratings to make an application due to working on yachts in areas where they cannot relinquish their passport. In these circumstances, and for Yacht Rating Certificate applications only, the following will be acceptable: a photocopy of the passport signed as a true copy by the Master and giving the Master’s full name, date of birth, CoC number and contact details.
6 Deadline and transitional arrangements
6.1 Due to the representations made and the closeness of the originally published effective date it has been decided to extend the deadline. This certification system will now come into effect on 30 June 2006: transitional arrangements will also apply until that date.
6.2 The transitional arrangements are that until 30 June 2006 ratings requiring a Yacht Rating Certificate who can demonstrate 18 months yacht service on vessels 15 metres and over in load line length and have completed the four elements of STCW basic training will be exempt from completing the Training Record Book.
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