YACHT SAFETY INSPECTORS MANUAL Yacht Inspectors Appointed by Yachting New Zealand & Maritime New Zealand CONTENTS AUGUST 2009 Section 1 Administration Introduction YNZ s Delegation from Maritime New Zealand (MNZ) The Maritime Transport Act (MTA) MNZ Director s guidelines for the application of the MTA Inspector s Contract with Yachting New Zealand Master s Responsibility Inspector s Responsibility Procedures Fees Section 2 Inspections The Vessel Manning Inspector s Recommendations Reports to Yachting New Zealand Yachting New Zealand Contacts INTRODUCTION SECTION 1 New Zealand has always had a safety inspection process for NZ flagged pleasure vessels departing for overseas and Yachting NZ has also conducted inspections for yachts that race along the coast. The sole purpose of inspections is to make all levels of pleasure boat operation as safe as possible. That inspections have
saved many lives is beyond doubt, not only because vessels have been prevented from sailing, but because sound advice has been given to sailors. This advisory role is an integral part of the inspection process. Inspectors will continue to make decisions using their knowledge and experience, just as they have in the past. The purpose of this manual is to assist inspectors with those decisions; to provide a reference when making a difficult decision; to protect against an inspector being exposed to unjustified criticism or comment; and to ensure that every inspector understands the importance not only of making careful judgements, but of recording accurately the basis on which that judgement was made. Over time, there are increasing demands for individuals and organisations to take greater responsibility, not only for their own actions, but for actions taken on account of others, or actions they permit others to take. In respect of inspections of pleasure craft, Maritime New Zealand (MNZ), Yachting New Zealand (YNZ) and individual inspectors are bound by agreements that require each party to accept responsibility. In any enquiry or investigation, the evidence most acceptable is that recorded at the time the inspection was carried out. Ensuring that the paperwork is completed correctly and forwarded promptly to YNZ is an essential part of the inspection process. Inspectors also need to understand the procedures required by YNZ, which is the agent appointed by MNZ under a ministerial delegation to administer safety inspections. Contractual requirements mean it is essential that inspectors act with integrity and professionalism in the tasks for which they have accepted responsibility.
Yachting New Zealand s Delegation from Maritime New Zealand The delegation, in effect, means that each inspector is standing in the Director s shoes when undertaking an inspection. In order to ensure that the Director s requirements are carried out, the delegation refers to guidelines that will be issued to YNZ from the Director from time to time. There are a number of sections of the Maritime Transport Act 1994 and its associated Maritime Rules that impact on the work of inspectors. The Maritime Transport Act SECTION 21: Pleasure craft departing for overseas No master of a NZ pleasure craft shall permit that pleasure craft to depart from any port in NZ unless (a) The Director (of MNZ) has been notified in writing of the proposed voyage and the full name of the person who is in command of the pleasure craft; and (b) The Director is satisfied that the pleasure craft and its safety equipment are adequate for the voyage; and (c) The Director is satisfied that the pleasure craft is adequately crewed for the voyage; and (d) The pleasure craft and the master comply with any relevant maritime rules. SECTION 444: Delegation of Director s Functions The Director of Maritime New Zealand has delegated the Safety Inspection function to Yachting New Zealand who, in turn, appoints safety inspectors. SECTION 17: Requirement for Participants (4) (b) Every participant shall provide training and supervision to all employees of the participant who are engaged in doing anything to which the document relates, so as to maintain compliance with the relevant prescribed safety standards and the condition attached to the document and to promote safety; and (c) Every participant shall provide sufficient resources to ensure compliance with the relevant prescribed safety standards and the conditions attached to the document.
As a participant holding a maritime document, YNZ must fulfil this require-ment. With the pace of change caused by new technology so rapid, resources must also be provided to ensure any necessary training takes place. It also means that there must be a commitment of time from each inspector to keep up to date whether by reading, or by attending meetings or seminars when required. The Act also requires that records of information regarding inspections are retained, and that details of each inspector s address and telephone number(s) are kept up to date. SECTION 65: Dangerous activity involving ships or maritime products It is an offence to operate, maintain, service, or do any other thing in respect of any ship or maritime product in a manner which causes unnecessary danger or risk to another person or any property. The offence also applies to anyone who permits another person to do any of these things. This section highlights the responsibility carried by all who are involved in any aspect of maritime safety and that those who do not act properly are committing an offence.
The Director s Guidelines to YNZ for the application of Section 21 of the Maritime Transport Act. Yacht Inspectors, Maritime Safety Inspectors and/or other persons acting under delegated authority from the Director ( Inspectors ) must be satisfied that the vessel s crew and the vessel s structural condition including hull, rigging, sails and equipment are adequate for the proposed voyage. In determining the adequacy of the vessel, the inspector shall have regard to any previous offshore voyage undertaken by that vessel, or by the skipper and crew. Inspectors shall apply the YNZ Safety Regulations provided that inspectors shall have the discretion to vary or waive individual requirements of the applicable Regulations in exceptional cases. In all cases, the risk to safety will not be significantly increased by the granting of the waiver or variation of the particular regulation. The following situations may constitute an exceptional case where the inspector may vary or waive compliance with the provisions of the relevant regulation: The requirements of the regulation have been substantially complied with and the yacht inspector considers that further compliance is unnecessary; or Alternative action taken or provision made by the yacht owner in respect of the matter to which the regulation relates, is as effective, or more effective, than actual compliance with the regulation; or The prescribed requirements of the regulation are clearly unreasonable or inappropriate in the particular case; or Events have occurred that make the prescribed requirements of the regulations unnecessary or inappropriate in the particular case; The following safety requirements are a minimum on all vessels: (a) Safety Equipment a. A functional 406 MHz EPIRB (A PLB is not acceptable) b. Lifejackets that meet NZS 5823:2001 or 5823:2005 in good condition and the correct size for each crew member, fitted with crotch straps. c. A minimum of two suitable harnesses d. A communications receiver (at least VHF) which must have maritime distress capability, and suitable long range communications, MF/HF radio or satellite phone. e. A suitable liferaft that is in survey date. f. A medical kit g. A grab bag containing suitable pyrotechnics in survey date (b) Fitted Systems a. Suitable bilge pumping equipment b. Sufficient fresh water c. Suitable fire extinguishers d. Suitable anchoring system e. A suitable navigation system and equipment f. Basic tools and spare parts
(c) Skipper and crew The adequacy of the skipper and crew is a matter to be determined by inspectors. While it is not possible to establish rigid guidelines to determine the adequacy of a skipper and/or crew in individual cases, the following guidelines give an indication of the test to be applied by inspectors: (a) (b) (c) (d) (e) No pleasure craft shall depart on an offshore voyage without there being at least one person on board who has had previous experience of ocean sailing. The skipper of a departing vessel shall possess the requisite knowledge and experience to ensure the safe operation of the vessel on the proposed voyage and the wellbeing of all persons carried on board, including, but not limited to, knowledge and experience of: (i) The operation of all vessel s equipment, machinery, safety and communications equipment (ii) Weather patterns and resulting sea conditions (iii) The International Collision Rules (iv) Buoyage (v) Rigging and cordage (vi) Boat stability (vii) Boat handling (viii) Survival at sea (ix) Handling emergencies at sea (x) Management of crew A departing vessel must have on board at least on person (either skipper or crew) with experience of navigation. If children are on board, there should be sufficient accompanying adults to attend to the children s needs as well as look after the vessel. As a minimum, all adult crew members on board should be proficient in the following matters: (i) The use and stowage of safety harnesses (ii) Starting and stopping the vessel s engine (iii) Understanding the circumstances in which the skipper is to be called (iv) The operation and stowage of fire extinguishers (v) The stowage and operation of man overboard equipment, and knowledge of man overboard procedures (vi) The use of storm sails (vii) The use of white flares or spotlight (viii) Emergency use of the radio and EPIRB
(ix) The stowage and use of lifejackets (x) The stowage and use of the grab bag (xi) The stowage and deployment of the liferaft (xii) Abandon ship procedures (xiii) Use of emergency flares NOTE: Notwithstanding that the minimum equipment requirements and/or Category 1 requirements may be satisfied, an inspector has the right to withhold his certificate of inspection on the grounds that any other equipment or the rig or structure of the vessel is inadequate and may compromise the safety of the crew and vessel. It is against these guidelines from the Director and Section 21 of the Act that decisions made by an inspector will be judged should any accident or incident occur to a vessel heading overseas. An inspection is not intended to be a survey. It is a careful visual examination only (including a hull inspection out of the water), whereas a survey takes much longer, involves aural checking of the entire hull and decks, and possibly involves some sampling. Given that vessels may be fully stored at inspection time and being lived aboard, gaining access to every part may well be impractical. Inspectors are required to use careful judgement in making an assessment based on the parts of the vessel accessible at the time. Safety equipment is more easily checked. Master and crew abilities can in most cases be judged upon information provided by the master or owner. Qualifications claimed should, if doubt exists, be supported with documentation. An inspector is not required to conduct an examination to decide whether a skipper and crew is aware of every aspect of the collision rules, can navigate adequately, or make stability calculations. He is required to ascertain whether the skipper s preparations have included taking full account of these requirements including informing the crew of what is expected from them. When the skipper is unaware of his/her responsibilities in these matters, or is not willing to comply with these requirements, then it is not appropriate to issue a safety certificate on the grounds that preparations for the voyage are incomplete at that time. The master should provide information as to when crew training such as man-overboard practice has been done. All boats on ocean voyages should have a written action-plan for emergencies such as Abandon Ship.
THE INSPECTOR S CONTRACT WITH YACHTING NEW ZEALAND APPOINTMENT YNZ appoints as yacht inspectors persons it considers suitably qualified. The criteria used to assess applicants includes: experience of ocean sailing and navigation, knowledge or experience of good boatbuilding, equipping, and rigging practice. YNZ reserves the right to appoint inspectors for undertaking inspections of craft making ocean voyages, and/or coastal voyages. Categories 0 & 1 and Section 21 apply to ocean racing and cruising vessels, while Categories 2 & 3 apply to coastal racing yachts. YNZ will work actively to ensure that the inspection process is both consistent and to a professional standard. Where it is evident that an inspector does not comply with the required standards, the contract between YNZ and MNZ requires that the inspector s appointment be revoked. REPORTING Immediately following an inspection, inspectors are required to submit to YNZ the copy of form MNZ 12409, and the check list made during the inspection. NOTE: Form MNZ 12409 is used only for vessels departing from New Zealand to a place outside New Zealand.
MASTER S RESPONSIBILITY This responsibility applies to the master (skipper) of every vessel and is stated in Section 19 of The Maritime Transport Act 1994. The master of a ship shall: a) Be responsible for the safe operation of the ship on a voyage, the safety and wellbeing of all passengers and crew b) Have final authority to control the ship while in command and for the maintenance of discipline by all persons on board; c) Be responsible for compliance with all relevant requirements under this Act and regulations and marine rules It is the duty of an inspector under Section 21 to ensure that a master of a pleasure craft Is aware of his/her responsibilities and understands the relevant maritime rules, including the: (1) Collision Prevention Rules, (2) Navigation Safety Rules, (3) Ship Registration Act (4) Marine Pollution Regulations (5) Regulations and requirements set by Customs regarding outward and inward clearance of vessels Drawing the attention of the skipper to the wording in the YNZ Safety Regulations of Sailing is important to ensure a skipper understands his/her responsibilities. The safety of the yacht and her crew is the sole and inescapable responsibility of the skipper, who must do his/her best to ensure that the yacht is fully found, thoroughly seaworthy and manned by an experienced crew who are physically fit to face bad weather. He/she must be satisfied as to the soundness of the hull, rigging, sails and all gear. He/she must ensure that all safety equipment is properly maintained and stowed and that the crew know where it is kept and be trained in its use.. the inspection of the yacht under these regulations does not in any way reduce the complete and unlimited responsibility of the skipper.
INSPECTOR S RESPONSIBILITY When undertaking inspections in accordance with the Director s delegation and the instructions from YNZ, the inspector is indemnified from liability arising from inspections carried out for the purpose of fulfilling Section 21 of the Act. This indemnity does not extend to inspections carried out on yachts participating in Category 2 or Category 3 races. Here indemnification is provided by use of the Inspection Card which is signed by the skipper. While indemnity provides protection from liability, it does not provide any protection against criticism from any source. Criticism can be professionally damaging to an inspector who should do everything possible to avoid being placed in a such a position. It is very important to make sure all paperwork is completed thoroughly and the relevant copies forwarded immediately to YNZ. If an incident or accident involving an inspected yacht occurs, the inspector shall contact the CEO of YNZ immediately. An inspector shall not make any statement to the media or other members of the public without the prior approval of the CEO at YNZ. This requirement is to ensure that neither MNZ, YNZ nor the inspector is put at future risk in any judicial process that might take place.
PROCEDURES CATEGORY 0 & 1 AND SECTION 21 INSPECTIONS NZ registered cruising vessels heading overseas are to be inspected. All racing vessels, regardless of flag, are to be inspected. Inspections are valid for one voyage only. Category 0 & 1 certificates then revert to Category 2 for two years. CATEGORY 2 & 3 INSPECTIONS These categories apply to vessels coastal racing with a yacht club affiliated to YNZ. All are to be inspected. In almost all cases, the inspector will be contacted by telephone by the skipper or owner of the boat directly. An inspection cannot be demanded by an owner or skipper. Each inspector has the right to refuse to inspect a craft, or to continue an inspection. When first approached the inspector should: 1. Establish the type of vessel, safety category required, age, material, and indicate to the owner whether it is likely that a second inspector will assist with the inspection. In the case of more difficult boats, eg. Ferro-cement, older vessels, multihulls etc., an inspector should not hesitate to utilise a second inspector for all or part of an inspection. 2. In the case of non-racing vessels seeking a Category 1 inspection, ascertain whether the vessel is, or has recently been, in a Safe Ship Management system (i.e. commercial use) or whether it is over 20 metres in length. In either case, MNZ must be contacted before proceeding with the inspection. 3. Check that the owner has prepared the vessel using as reference the YNZ Safety Regulations book. 4. Check whether a recent survey (eg. pre-purchase) has been done. Reference to such a document is entirely appropriate in most circumstances. 5. Inform the owner of the fee for the inspection, including the cost of each visit. 6. Agree as to the time and place of inspection, and whether the boat is required to be out of the water.
7. Indicate to the owner the preparations that are to be made with regard to the vessel, its equipment, and any information regarding the abilities and qualifications of the master and crew. FEES Fees are set from time to time by YNZ in consultation with MNZ and communicated to inspectors in writing by newsletter. Fees to be paid include: (a) The fee to the inspector. (b) The administration fee charged by YNZ. If two inspectors are required, the fee is to be on a per inspector basis. (Only one YNZ administration fee is charged per certificate). Fees for subsequent visits, and charges for mileage travelled, are at the discretion of the inspector who is entitled to make reasonable charges which do not exceed those set from time to time by YNZ and MNZ.
SECTION 2 INSPECTIONS The Vessel Manning Inspector s Recommendations Reports to Yachting New Zealand Yachting New Zealand Contacts THE VESSEL YNZ SAFETY REGULATIONS ARE INCLUDED AS APPENDIX 1 OF THIS MANUAL This Inspector s Manual is to provide additional guidance for inspectors who will be well aware of the substantial difference between inspecting a well-found, well-travelled, yacht with an experienced crew, and a yacht departing on its first offshore voyage with a master and crew whose experience is limited. While the focus of any inspection is to encourage a skipper and crew to be selfreliant on a seaworthy, properly equipped boat, even the best sailors may find themselves in circumstances where outside help is required. PREPARATIONS Upon arrival at the boat the first few minutes spent can indicate a great deal to an inspector. While the question Would I sail on this vessel for the intended voyage? can be an oversimplification, it is still a very useful guide. The first view also indicates important impressions about how the boat is managed and maintained. An owner who takes pride in a boat is likely to be far more professional about standards regarding safety and maintenance. STRUCTURE Indications of structural problems may show as an irregular sheerline, or distortions in the hull shape. These are far more easily seen from the marina or hardstand. Inspectors are appointed because they have experience and knowledge to use practical judgement to assess the vessel s design and structure, and therefore its suitability to make voyages as safely as possible. STABILITY Some difficulty may occur from time to time regarding stability with power vessels, unusual designs, and boats with little freeboard.
All Category 1 keel yachts are required to have an angle of vanishing stability of 115. In some cases, (e.g. long-keel cruising yachts) this calculation may not have been made. However, the yacht may be of a type or class which has a history of successful ocean voyaging. In such cases the inspector is required to use discretion but if any doubt exists in an inspector s mind, calculations by a naval architect or similarly qualified person must be provided by the owner. Power boats on offshore voyages may need additional fuel supplies in temporary tankage not originally envisaged by the designer. The master in this case shall provide stability data with the boat fully loaded. DESTINATION The voyage destination must also be considered. Where the intention of the master is to undertake a voyage to more demanding places such as the Southern Ocean, or perhaps the tropics in the cyclone season, it is appropriate to provide advice in writing recommending against such a course of action, depending upon the circumstances. HULL AND KEEL It is always better to examine the hull out of the water whenever possible. This is a requirement for Categories 0, 1, and 2, including all vessels cruising overseas. If possible, such as inspection should be done prior to the application of antifouling paint. Anodic protection and all appendages should be inspected. Keelbolts should have been tightened recently if for no other reason than to assess a possible breakage. In the case of keels that rely on welding (refer Safety Regulation 9.2), a check on welding and appropriate certification is required. All yachts whose construction started after June 2009 are required to meet ISO specifications and certifications must be provided. In the case of conventional keel structures on non-racing yachts built after June 2009, the inspector may use discretion when issuing a Form MNZ 12409. However, if any doubt at all exists, the inspector must require ISO certification from the owner. The use of exotic materials has resulted in hull thickness, scantlings, and weight being reduced to a degree that makes a judgement very difficult. Owners of such boats should be advised that a certificate from both the designer and builder attesting to the strength of the structure and building procedure may be required at the time of inspection. DECK AND WINDOWS Deck lay out and structures vary greatly between types of boat. Where a coach house is fitted attention must be given to ensuring there is sufficient support provided from throughbolts or hanging knees to ensure the structure is as strong
as the deck itself. Again sufficient knees or gussets or similar reinforcing must be fitted to prevent working at the deck to hull join. Hatches must be open outward if forward of maximum beam, and all hatches must be clear of the water of the vessel is heeled 90. More and more boats are being fitted with large reinforced windows. While the window material itself has considerable strength, the method of fastening often relies on no more than sealant. If flexing of the area occurs in a seaway the failure of the seal could lead to loss of the entire window. This practice needs careful evaluation in each case and the assurance from the owner that car windscreens are fastened with just sealant is not sufficient for providing an inspection certificate for vessels heading offshore. Where a method of retaining such windows is required, fastening may be in the form of a metal plate at each corner of the window, throughbolted and crossing the corner of the glass. In all cases a certificate from both builder and designer stating that the window structure and fastening is adequate for the vessel to make ocean voyages is acceptable. The deck and cockpit structure must be assessed with the possibility of a 180 capsize in mind. While some leakage is inevitable, the washboards, lockers, and deck openings have to be able to withstand the resulting pressure as well as that of heavily breaking seas. DECK SAFETY EQUIPMENT Lifelines: Lifelines and terminals have proven to be a greater problem than pulpits and pushpits. Some countries have banned plastic covering since corrosion of stainless steel wire has been a problem inside the plastic tube with water and lack of oxygen. Stanchions need to be bolted and strong enough to withstand a substantial load. Alloy stanchions need careful evaluation; fibreglass may be acceptable but carbon fibre is not. Inspector discretion is required when deciding whether to allow continuous lifelines. ISAF requires lifelines to be terminated at each stanchion. Jacklines: Eye-bolts are not acceptable for jackstays or harness securing points. U-bolts, or fittings with multiple bolts, must be used. Multihulls are required to have jacklines both above and below the deck. Polyester tape, rope and wire are acceptable for use as jacklines. Liferafts: While it is best to have a liferaft stowed on deck or in the cockpit, it must be securely fastened with substantial through-bolted fittings. The painter must be secured to a substantial through-bolted fitting. There have been numerous occasions when liferafts have been swept away either through a fitting failure or because a hydrostatic release has operated during a knock-down or roll.
The stowage of the raft should take into account not only foundering, but an uncontrollable fire as well. Time expired liferafts on vessels are not acceptable and all must be serviced in accordance with the manufacturers requirements and in date at the time of departure. The raft should be examined for deterioration of the seal and any signs of water ingress. In this case a raft should be rejected even if it is in date. Skippers should be reminded that rafts with a capacity significantly larger than the number of crew are unsuitable in heavy seas. In multihulls the raft should still be accessible when capsized. Dinghies (Category 3) must be carefully assessed as to their suitability to provide support and protection for the crew in a variety of conditions. The manufacturer s certification regarding the number of person a dinghy can carry must not be exceeded. DROGUES AND SEA ANCHORS A sea anchor or drogue or similar device must be readily available for deployment on all offshore power boats and multihulls Category 1 and 2. It is also a requirement on both racing and cruising yachts heading overseas that have a crew of less than 5. While some skippers may decide to lay ahull in stormy conditions, there have been several yachts lost in recent years when managed this way. It is important that the boat has equipment readily available to keep it end-on. Acceptable devices may include a parachute, series drogue, sea-brake, or tyres with chain. The loads on the vessel from any of these devices are considerable. A crew of 5 or more is likely to be able to steer the boat continuously even allowing for tiredness and seasickness. LIGHTS Port, starboard, and stern lights must be fitted at rail or cabin level. Side-lights set into the hull are not acceptable. A forward facing steaming light must be fitted at least a metre above the side-lights. All these must be permanently fitted and wired. A tricolour lantern at the top of the mast is an optional extra that must not be on while motoring. Lights must be checked to ensure they are operational. LIFEBELTS Man overboard equipment should be checked to see that lights operate, and that all is in good order and able to be deployed quickly. Lifebelts must be predominantly brightly coloured and have reflector tape each side. GROUND TACKLE It is not seamanlike to have less than two anchors and most cruising boats carry more. The use of high tensile chain in order to save weight has become practice on racing yachts, but for any anchor to work the chain must have sufficient weight, and where high tensile chain is employed additional length will be
needed to achieve a similar weight to that required by the Safety Regulations. Aluminium anchors of the same dimensions, but lighter weight, are acceptable. One anchor should be stowed ready for immediate use, and the stowage system must be secure in bad weather or a knockdown. RIG, SPARS AND SAILS A visual inspection can not be expected to find every possible defect. Professional riggers are also unable to assess a swage fully without x-ray equipment. However, it is possible to make a careful visual check, and ensure that all locking devices and pins are in place at deck level, and that no obvious faults exist. Assessment of above deck fittings can only be done from aloft, and this is not usual at an inspection. The rig must have been inspected recently either by a rigger or the skipper. Working sails that are obviously tired after long exposure to UV will need to be examined more thoroughly. It is important that storm sails be hoisted and sheeted. COCKPIT STRUCTURE Very large volume cockpits will need to be carefully assessed. Drains may appear adequate but sometimes the hoses are linked below with no increase in hose diameter. Sufficient bracing, especially in wide cockpits, is necessary. With weight saving a priority in racing boats, washboards and the rails they slot into are sometimes barely adequate. A roll could well force such washboards inwards. The same applies to the moulded hatches in some yachts. Light displacement boats are frequently beamy, and this area must be assessed allowing for the yacht to be fully inverted for many seconds. GAS INSTALLATION Gas bottle installations require the bottle to be in a locker that drains overboard and that is accessible only from on deck. Hoses must be of an approved type, and only metal tubing should be used where a gas line passes through an engine room area. STEERING Emergency steering systems need to be understood by both the skipper and crew. Loss of a rudder on an ocean voyage will necessitate more than just an intention to use a spar over the stern with an attached blade. The use of a small drogue or similar, either from the quarters or rigged out further, is an option. PUMPS Bilge pumps need to be of sufficient capacity, and a crew using buckets will often be more effective. Consideration must be given to of how a crew of two persons
will be able to cope. Although electric pumps have problems, it may be that large capacity electric or engine-driven pumps could provide a vessel-saving option when sailing short-handed. STRUCTURAL BELOW Often the inspection below will reveal more about a vessel s condition than is apparent outside. Scantlings are more readily observed, chainplates and fastenings are usually inside, workmanship, signs of leaks, rot, and so on are more evident. Aside from the condition of the boat, the various means of spreading loads to avoid stress areas will need to be assessed. Particular attention must be given to the mast-step, chain plates, keel, rudder, and steering. Keelbolts are often difficult since knowledge of groundings is not normally available. If the bolts have recently been tightened, this usually will discover a broken bolt. Careful attention must be given to tanks, engines, internal ballast, and other heavy items bearing in mind the possibility of capsize. Multihulls must have a means of escape if inverted. Category 0 yachts and multihulls are required to have watertight bulkheads. At least two separated supplies of water are necessary. 2.5 litres per person per hundred miles is the minimum for ocean voyages. A separate container of at least 9 litres (2 gallons) must be carried in a separate container which should be coloured so as not to allow light to enter and cause algae to grow. Water is very heavy and securing arrangements need to be checked. GALLEY The stove must be secured and the correct gas hose in good condition. In case of a knock down sufficient thought should have been given to ensuring that equipment and supplies are secured in place as far as possible. A sign requiring gas to be turned off at the bottle must be obvious, and all boats over 12 metres long must also display a garbage disposal sign. NAVIGATION EQUIPMENT All inspectors are faced with the difficult question of whether to approve out of date charts and publications. Electronic charts are carried on most craft, but there also need to be sufficient paper charts to provide a safe back-up in case of electronic/electrical failure. In many vessels, a deviation card is either non-existent or out of date. On wooden and FRP boats a significant problem is unlikely provided ferrous metal objects, wiring, and electronics are kept well away (1 metre is usually safe). It is a requirement that steel and ferro boats have a deviation card made by a qualified compass adjuster within the previous 12 months and a second compass is required.
ABILITY TO NAVIGATE Virtually all boats rely on electronic systems, but lack of understanding of the system has resulted in many groundings. Navigators should be aware that the GPS system has an accuracy of 200 metres for 99% of the time, and also that charts do not have a similar accuracy. The error between charts and GPS may well be some miles. Recent charts indicate this inaccuracy, but older charts do not. A GPS is not an alternative to a compass or log for any category. Although a lead-line is allowed as an alternative to a depth sounder, very few boats would be so equipped. In reality a depth sounder is necessary to assure a ship s safe navigation in coastal waters. When radar is fitted, the skipper should have had some tuition in radar use. If radar is fitted its use is mandatory in keeping a lookout in poor visibility. WEATHER The skipper should have a good understanding of meteorology; particularly the seasons, behaviour, and destructive power of tropical revolving storms as well as the principles for avoiding them at sea. EPIRBS A 406 MHz EPIRB is mandatory on all vessels and evidence that has been registered with the Rescue Coordination Centre should be checked. Its battery must be checked for date, and it should be tested and the 15 digit number recorded. A GPS equipped EPIRB is strongly recommended. The EPIRB should be stowed near the companionway and crew made familiar with its use and the fact that it floats and operates best when floating attached on a line. From a search point of view, this item is the single most important piece of equipment on the boat. For Category 3 certificates, a 406 MHz PLB (personal locater beacon) is acceptable. RADIOS At least a VHF marine radio must be carried on all boats. Most rely on the mast to provide an aerial mounting, and a waterproof hand-held unit is required for most categories. Many vessels also carry HF equipment such as single sideband or ham. Appropriate operator and station licences are required. Some carry Inmarsat as an alternative, and soon Iridium type systems will become common. All Category 1 vessels must carry long range communication equipment. A sign displaying instructions for distress transmissions must be displayed near the radio.
The ability to receive weather forecasts at sea is required and a variety of means are acceptable. SSB or ham receivers can receive weatherfax and ocean forecasts. The source of forecasts for areas of the voyage is to be carried. SOUND SIGNALS All must have a foghorn, and skippers should be aware that the use of manoeuvreing sound signals is mandatory. FLARES Visual signals include the requirement for an orange rescue sheet and pyrotechnics. Vessels heading overseas have a legal requirement to carry red parachute and hand flares, and orange smoke. These must be in date (three years from manufacture) at the time of inspection. There is no legal requirement for other yachts on the coast to carry flares, but their carriage is required for racing. If a suitable spotlight is carried, there is no requirement to carry white flares to warn of collision. TIME EXPIRED SAFETY EQUPMENT. It is the responsibility of the skipper to ensure that any equipment that carries a date (liferaft, flares, EPIRB/PLB, fire-extinguishers, inflatable lifejackets) are kept in date at all times. Any out of date equipment renders a safety certificate invalid. EMERGENCY EQUIPMENT Harnesses One safety harness per crew member on sailing boats is necessary. They must be strong and in good condition, have a clip at each end of the tether and fit the intended wearer. On racing yachts, the clips must be double action to prevent them coming undone accidentally. The boat or wearer s name is required on harnesses and lifejackets. LIFEJACKETS Lifejackets and PFDs should be checked as to availability and condition. NZ vessels going overseas must carry type 401 jackets, but type 402 (sheltered water) are acceptable for Category 2 and 3. In all cases 1 lifejacket per person is required fitted with reflector tape and whistle. Inflatable lifejackets need to be checked at the time of inspection to ensure the gas cylinder is in good condition and properly screwed in. All lifejackets must be fitted with crotch straps. Particular attention must be given to children s lifejackets where they are part of the crew, particularly in regard to the size and fit. Personal lights, either a lifejacket light or strobe that can be attached either to the lifejacket or word by a person should be carried. LIGHTS
Emergency sidelights are to be carried. Where a boat has an optional tricolour in addition to sidelights at rail height, coloured red and green lenses to place over a torch will suffice for the emergency lights. FIRE FIGHTING Fire extinguishers should be recently serviced and free from corrosion. They must be checked and the location must be suitable to deal with fires in engine or galley. Three is a minimum for offshore yachts, and they must be big enough not only to put a fire out, but also to prevent re-ignition. Below decks, CO2 is suitable, and dry powder, AFFF (foam) are all acceptable. Carbon tetrachloride is not permitted. CO2 extinguishers should not be stowed where accidental leakage of gas could accumulate in the accommodation. BCF and halon are permitted to be carried. A fire blanket is to be installed in an obvious location in the galley and the skipper must ensure the crew fully understand how to operate extinguishers and where they are stowed. FIRST AID Skill levels will to some extent dictate how advanced a medical kit will be. The minimum is printed in the YNZ Safety Regulations. Alternatives that have been prescribed by a doctor are acceptable. A comprehensive and detailed manual is required for vessels heading offshore, and given that a doctor s advice is available by radio, this is an area which needs to be fully addressed on boats that may be a long way from support facilities. TOOLS The tool kit must contain hacksaw and new blades as well as a punch and hammer or suitable cutters that will cut rigging wire. Spare hoses, bilge pump kit, heavy tape, nails, screws, hoseclamps, electrical spares, bulbs, and tools need to be aboard boats going offshore. GRAB BAG The grab bag must be stowed where it is accessible in an emergency. Both the grab bag and emergency water container need to have lanyards to secure them to the inflated liferaft should abandoning become a reality. ENGINE INSTALLATION The areas to check include the mountings which must hold the engine in place during a capsize. Many flexible mounts do not, and a wire or polyester strop around engine mounts may be needed. The fuel supply should have a shut off valve at the tank and should be routed away from sources of heat and sparks from electrical shorts. If a sightglass is
fitted it must have a shut off valve at the bottom. The tank must be ventilated to a place outside and protected from water ingress. Batteries must be secured in acid resistant boxes and ventilated, unless totally sealed gel or AGM batteries are carried. Wiring should be neat and tidy and secured. Spares carried should include fuel filters, impellors, belts and oil. Longer voyages require much more, as well as tool and manuals. The coupling should be checked and the shaft for signs of corrosion or excessive leaking at the stuffing box. MANNING This is a very difficult area to judge, and one good crew member can make the difference between a voyage ending in success or disaster. All inspectors are faced with single-handers on one hand, and a family including young children on the other. No boat is permitted leave on an offshore voyage without at least one person who has had experience of ocean sailing on board. Where a crew contains someone with no experience, or young children, a person who can take over as skipper must be aboard. It is not too difficult to be satisfied with a crew that has sailed a yachts overseas before, but those departing for the first time need careful evaluation both in terms of numbers and ability, and whether this ability comes from training or experience. SECTION 54, MARITIME TRANSPORT ACT: INSPECTIONS This section includes provision for an inspector to require the master and/or crew of a vessel to demonstrate familiarity with essential shipboard procedures and maintenance for the safe operation of the ship. An inspector could require the skipper to demonstrate how they would operate electronic equipment, deploy man-overboard equipment, set storm sails, rig emergency steering gear, or any other aspect that the inspector felt was necessary in the circumstances. Obviously the experience of both the master and the crew would be taken into consideration when exercising this provision. If such a request were refused, a written request should be issued. Inspectors should decline to issue a safety certificate if, after a written request has been given, co-operation is not achieved, MASTER (Skipper) The master s ability to lead is difficult to assess, but his or her organisational skills are often apparent when inspecting the boat. The skipper s sailing history
and experience must be checked and whether the boat and crew have been prepared for the voyage in a methodical way. Qualifications have a value. No countries issue a certificate such as Ocean Yachtmaster unless a person has been tested in knowledge of navigation, meteorology, rules and regulations, and legal requirements that apply. Knowledge in these areas is a requirement for vessels going overseas. CREW A mix of experience and inexperience is common. If young children are included it is necessary that there are sufficient adults to look after the vessel in stormy conditions as well as tend to the youngsters needs in difficult and perhaps frightening circumstances. The skipper should be able to confirm that the crew are capable by day or night of the tasks as required by the Director in his interpretation of Section 21 of the Maritime Transport Act. CREW TRAINING The ability of the crew to cope in an emergency may well depend on training and practice, even for very experienced hands. Man-over-board drill, and an action plan for emergencies such as fire and abandon ship should be considered minimum requirements. INSPECTOR S RECOMMENDATIONS VERBAL AND WRITTEN If an inspector believes that advice should be given this can be done either verbally, or in writing. There is a section on the inspection check list to record this, and whether the inspector has requested that any advice be passed on to crew. It is not appropriate for an inspector to advise a crew directly without the permission of the master or owner. Even experienced skippers appreciate the advice and comments that an inspector is able to provide, while the opportunity to help the less experienced with a helpful comments should not be missed. From time to time every inspector is faced with difficult judgements, and perhaps some misgivings about a vessel or crew that do not quite require withholding a safety certificate. Written advice may be helpful in such a case. However, it must be remembered that there is no requirement to issue a certificate, and that a second opinion from another inspector is imperative in cases where doubt exists. REPORTS TO YACHTING NEW ZEALAND
Sometimes inspectors will be faced with a situation where a boat or crew clearly falls short of the required standard. The inspector may decline to inspect the boat, or tell the skipper the boat does not comply. Unless there is a clear intention on the part of the owner to comply willingly with the inspector s requirements, a report using the checklist should be forwarded promptly to YNZ. There have been several cases where such skippers have sought an easier inspector. YNZ views this practice with alarm. A report concerning a vessel that has been refused a certificate will be forwarded promptly to other inspectors upon receipt at YNZ. The two-page checklist provided by Yachting New Zealand is to be used on all inspected boats. As soon as the inspection has been completed: 1. Give the white copy to the skipper with the owner s half of the signed inspection card and the white copy of MNZ 12409 when applicable. 2. Send the green copy to Yachting New Zealand accompanied by the YNZ part of the inspection card and the green copy of MNZ 12409. This should be posted immediately in the Freepost envelope provided. 3. The inspector retains the yellow copies of the check list and MNZ12409. NOTE: In the past, some inspectors have waited many months before posting their documents. A delay breaches the agreement between the inspector and YNZ and, accordingly, inspectors are urged to operate within the spirit and requirements of the reporting process. In the case of a search and rescue situation, the inspection sheet provides valuable information to the Rescue Coordination Centre, and any delay getting it to YNZ is unhelpful.
YNZ CONTACTS Any inspector who has any difficulty or query should never hesitate to contact Yachting New Zealand at any time. With the use of mobile phones contact is available with staff at all times. Please note the following details: Yachting New Zealand Phone: (09) 361 1471 Email: mail@yachtingnz.org.nz Chief Executive: David Abercrombie Email: dabercrombie@yachtingnz.org.nz Safety & Technical Officer: Angus Willison Mobile: 021 560 011 Email: angus@yachtingnz.org.nz Maritime NZ contact: Baz Kirk DDI: 09 306 1082 Mobile: 027 465 2769 Email: baz.kirk@maritimenz.govt.nz