cat 1 yacht requirements

Picture perfect start. Photo Andrea Francolini/CYCA.

Offshore Safety – Category 1 vs Category 2

With the offshore season coming up soon, it’s time for all people contemplating going offshore to look at their safety equipment and training again. Not only is it a good time to consider existing safety equipment, it is also an opportune time to consider changes to safety regulations and developments in equipment. Each year safety regulations are tweaked to remain current, and to enhance sailor safety as much as possible. These changes and advancements in technology and processes mean the sport of sailing is getting safer each year. In addition, the start of the season is a good time to check that each sailor on a yacht has the necessary (and current) safety training. Not only is that training a necessary requirement for participating in races, it is essential in the case of an emergency. It is trite but true that good, well maintained equipment, and sufficiently trained crew members could save your life.

In this article I look at the differences and similarities between Category 2 (coastal) and Category 1 (offshore) safety regulations and requirements. Those regulations obviously inform any decision as to the suitability of existing equipment, and/or the need to acquire new equipment. The regulations also dictate what training and retraining each crew member requires.

I also highlight some of the tactical safety considerations any sailor should think about when planning their offshore season.

When I first began planning this article I intended to call it “A Step Too Far.” My initial impression was that the regulatory differences between categories of racing meant that moving from Cat 2 to Cat 1 was a complicated and expensive process. However, as I delved into this topic in more detail, I discover that such a shift is actually surprisingly easy.

What do the different categories mean?

Racing in Australia can be broadly divided in to three groups, inshore (Category 3), coastal (Category 2), and offshore (Category 1).

Racing in coastal water means that help and/or shelter is not too far away. There are often many bays and harbours within a few hours’ reach. However, in races such as Cabbage Tree Island (part of the Bluewater Pointscore Series), yachts can still encounter difficult weather. For this reason, no one participating in such a race should take their safety preparations lightly. Recognising both the relative easy “bail out” options, and the possibility of harsh conditions, the Cat 2 regulations require yachts to carry a comprehensive array of equipment. At the same time, the regulations also take into account the fact that help is likely to be close by.

Stepping up from category 2 to category 1

Stepping up from coastal racing to offshore races such as the Sydney Hobart, a greater level of preparation is required. This is so because significant proportions of those races take place a long way from help; yachts participating in these races need a great level of self-sufficiency. Again, the additional requirements of the Cat 1 safety regulations cover the differences between coastal and offshore racing in a comprehensive, yet reasonable, way.

The Yachting Australia special regulations applicable to Cat 1 races also contain additional, albeit minor, requirements for yacht structural integrity and stability from those required for Cat 2 races. Although not covered by this article, sailors should always check they meet those requirements before submitting any application to participate in an offshore race.

As to the additional safety equipment, the additional items required for Cat 1 races are surprisingly few. Essentially, all that is required are an additional torch, a more comprehensive medical kit, and a few more flares.

The more extensive differences relate to crew training. As noted above, the conditions the crew could face could be significantly more dangerous in offshore races than in Cat 2 races. For this reason it makes sense that Yachting Australia requires more of the crew to have greater training when participating in Cat 1 races. Untrained crew members are not only a risk to themselves, they also pose safety risks to their fellow crew members and any rescuers.

To participate in a Cat 1 race in Australia, 50% of the crew of each yacht must have undertaken a Yachting Australia safety and sea survival course. In addition, the boat is required to have two licensed radio operators instead of the one required for Cat 2 races. Finally, two of the crew members must hold a recognised first aid certificate. Again, all these additional requirements make sense in the context of the more dangerous conditions which sailors may face in offshore races as compared to coastal races. In addition, the differences recognise that a stricken yacht may have to be self-sufficient for a longer period of time when participating in a Cat 1 race than it would do in a Cat 2 race. In the event of an emergency, having two radio operators means they can man the radio in shifts, thus prolonging the time they can communicate with other vessels and the shore. Hopefully, enabling the radio operators to have some periods of rest will increase the accuracy of their broadcasts and make them more alert when receiving transmissions.

People matter

The focus on crew training and development in category 1 races reflects the reality that in the case of an emergency at sea more problems arise because of, and more people are harmed by, the actions of their fellow crew members than lack of specialised safety equipment.

If you are deciding to go offshore, keep this in mind when deciding which race to participate in and with whom. If the whole of a yacht’s crew is new to offshore races, they should think carefully whether each crew member, or a substantial number of them, should participate in some races with more experienced crews. As the old adage has it, there is no substitute for experience. In the case of any emergency, the more experience each crew member has, the more likely they are to remember their training and be more seasoned to the conditions. In addition, they may have experienced different approaches to certain situations. This way if a situation arises and one solution does not work, they will be able to rely on that experience to try different methods.

As the skipper of a yacht contemplating an offshore race, such crew decisions are also key. Not only are there issues about who should sail in each event, but the skipper should also think about rostering and who should be on watch at any time. Ideally, the two radio operators should be on opposite watches so one is as fresh as possible when the other is at their most tired.

In addition, the most inexperienced crew member should be on watch with the most experienced crew member. After that decision is made, the skipper should think carefully about other watch pairs: while it is tempting to continue pairing least experienced with most, this may not work if it means two only mildly experienced crew members will be on watch together.

Don’t let the step up from Category 2 to Category 1 be the reason for not participating, in fact if you can get to Cat 2, you are almost there. The bigger considerations are crew selection and training.

Consider your crew carefully and try to undertake the training as a team together, this will help your crew come together and work together.

– Ross Vickers

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Category 1 Offshore Certification

Cat 1 certification as its colloquially known, is the certification that your vessel is required to achieve if you intent to take your vessel offshore – for example to the pacific islands..

Your vessel is required to be sufficiently robust in construction and have a crew that is suitably qualified to make the passage – IE Offshore survival courses completed, ability to complete repairs etc.

A qualified inspector will check the vessel hull and design, tankage, mechanical and fitted systems, accommodation, spares retention and crew before giving the certification.

Once attained, the certification is generally valid for 60 days and the certification expires upon reaching your intended destination.

CAT 1 cert is not required to get back into NZ.

If you intend to take your vessel off-shore, to the pacific islands or beyond – speak to us about how we can get your boat passed through the CAT one certification and ensure that it’s safe for the intended passage.

We can fit polycarbonate shutters over your windows, install side deck fuel bladders with fuel pumps and ensure you have the right safety equipment installed.

CAT ONE: What does it mean for Motor Yachts?

Motor Yacht Service Centre is the only boating partner you’ll ever need

Motor Yacht Service Centre is uniquely a one-stop shop for all servicing, improvement and repair needs for Luxury Motor Yachts. Contact us today to learn more about how we can help you.

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New Cat 1 requirements

By cj! , January 20, 2019 in MarineTalk

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So, now Maritime NZ requires that a ll vessels must have the required ratio of crew with an Advanced Sea Survival qualification (30% of crew or at least two crew members) and a Procedures Manual. 

http://www.marinebusiness.com.au/news/maritime-nz-tightens-yacht-safety-rules

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Old news.  Been that way for a while, don't know the specifics.  Grrr.

harrytom 641

So, now Maritime NZ requires that a ll vessels must have the required ratio of crew with an Advanced Sea Survival qualification (30% of crew or at least two crew members) and a Procedures Manual.    http://www.marinebusiness.com.au/news/maritime-nz-tightens-yacht-safety-rules

and sailing solo,what use would the manual be??

The way they talk about it, it was standard for racing but new for recreational yachts. I suppose if they do end up dropping the registration fees then the money saved will be spent on more courses. Is there a template for the manual that people have used or has everybody just done it from scratch?

There is a template of sorts in the YNZ Safety Regulations of Sailing.  I downloaded a free copy some time ago, looking for it now seems they want $23.  To help keep you safe.  And their lavish lifestyle paid for.  Grrr.

Personally I think they are fantastic as they remove the need to have any knowledge of your boat, seamanship skills or common sense. Not unlike GPS and EPIRBS, there are too many cases of those doing the same thing.

Now that is just blatant trolling.

Yeap I agree. It certainly could seem that way but only for those with insufficient knowledge of their tools and how to use them correctly/safely.   The rest of us do not need to read what we already know.

Are you saying you've worked out how to use all the features on your new lectonics you've installed then?

There was a post a while back where you seemed surprised at some of the capability your gear had, that you weren't aware of.

I guess its good to know what you don't know, if you are sure you know it. Nothing worse than not knowing what you don't know.

But I do suspect that our discussions around flares and lectronics may be different if you did know.

It's still available, and still free...

https://www.yachtingnz.org.nz/racing/safety-regulations

There is also a copy of the inspector checklist which you can download, here:

https://www.yachtingnz.org.nz/racing/safety-inspections

I find it interesting that I don't need a Cat 1 to sail to the Kermadecs or down south to Campbell Island. Perhaps Maritime NZ thinks these are safer areas to sail?

It's still available, and still free...   https://www.yachtingnz.org.nz/racing/safety-regulations   There is also a copy of the inspector checklist which you can download, here:   https://www.yachtingnz.org.nz/racing/safety-inspections

Oops, my bad, didn't think to look under "Racing".  Best I buy something made from carbon fibre, paint it a shade of fluorescent and get with the program....

YNZ, a question - why don't YNZ take over the Part B registration process from Maritime New Zealand?  Would seem to be a better fit, and would be a lot more affordable.

They're too busy focusing on Olympics.

You'd need to start by explaining to YNZ what a cruising sailor is, then what a keel boat is...

Although that might change with the 2 handed offshore class now approved for the Paris Olympics..., that is a keel boat of sorts. Miles off cat 1 requirements but still a keel boat.

What do you need handbag overflow storage for KM? 

You can't say your missus, you've always said you were setting this up for solo...

Stage one fish is garden ornament by the way if you hadn’t figured

DrWatson 370

According to this, BP doesn't need a stability certificate to get Cat 1, but rather,

"For non racing yachts the inspectors may use their discretion regarding stability, providing that they are satisfied the vessel is self righting from a knockdown that submerges the masthead."

- YNZ Safety Regulations of Sailing 2017-2020, Page 24, part 6.0.

I thought this was previously a sticking point?

Black Panther 1,571

That's correct. Currently. But until recently I didn't have to do their pointless how to get rescued course either. Now that has changed. I don't trust them not to include this in future. Meantime racing is out for me.

I have gone ahead and added links to the Recreational section, which should hopefully help people find the information easier.

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CAT 1 Requirements for NZ Registered Yachts Heading Offshore

Booking safety inspectors.

Booking a safety inspector well in advance is highly recommended, as they can provide valuable feedback and recommendations to help you meet the CAT 1 requirements . It is important to note that these inspectors are independent and impartial, ensuring that your yacht is thoroughly assessed.

Medical Course and Sea Survival Course

In addition to the medical course, at least two crew members must have completed a sea survival course. These courses cover essential skills such as life raft deployment, emergency signaling, and first aid techniques specific to marine environments. By completing these courses, the crew will be better equipped to handle any emergencies that may arise during their offshore journey.

Preparation for the Boat

To meet the CAT 1 requirements, it is important to ensure that the yacht is properly equipped and prepared. Some key areas to focus on include:

• Safety Equipment: Check that all safety equipment is in good working condition and up to date. This includes life jackets, flares, fire extinguishers, and EPIRB (Emergency Position Indicating Radio Beacon).
• Navigation and Communication: Ensure that the yacht has reliable navigation and communication systems, such as GPS, VHF radio, and radar. Test these systems before setting sail.
• Emergency Procedures: Develop a comprehensive emergency plan and ensure that all crew members are familiar with it. This plan should cover procedures for man overboard, fire, medical emergencies, and abandon ship scenarios.
• Provisioning: Stock up on an adequate supply of food, water, and other essentials for the journey. Consider the duration of the trip and plan accordingly.

By thoroughly preparing the boat and ensuring that it meets the CAT 1 requirements, you can have peace of mind knowing that you are well-prepared for your offshore adventure.

Yacht Delivery Solutions with CAT 1 Qualified Skippers

If you are in need of professional yacht delivery services, it is essential to choose a company that has CAT 1 qualified delivery skippers and crew. Yacht Delivery Solutions with CAT 1 qualified skippers offer the expertise and experience necessary to safely deliver your yacht to its destination.

Whether you are purchasing a new yacht or need to deliver your existing one, entrusting the delivery to CAT 1 qualified skippers provides peace of mind and ensures a smooth and safe journey.

In conclusion, meeting the CAT 1 requirements for NZ registered yachts before heading offshore is crucial for the safety and well-being of the crew. By booking safety inspectors, completing medical and sea survival courses, and thoroughly preparing the boat, you can ensure that you are well-prepared for any challenges that may arise. Additionally, when seeking yacht delivery solutions, opt for CAT 1 qualified skippers and crew to guarantee a safe and reliable delivery service. Feel free to drop us a line and we will be happy to help any way we can!

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Astrolabe Sailing

Sailing, yachts, adventure and sailing around the world, yachting nz cat 1.

If you own a New Zealand registered yacht and are planning on sailing it offshore, you need to comply with the Yachting NZ Category 1 safety regulations.

As NZ is many hundreds of miles from any other countries, these safety regulations mean that boats are seaworthy and equipped with all the gear needed to make an offshore passage, and the crew are competent, and able to make the voyage.

Internationally registered yachts are exempt from this requirement, and they can leave without this inspection.

There is also Category 2 – which after you clear out of the country Category 1 status reverts to Category 2, and there is also Cat 3, 4 and 5 for shorter coastal trips and sailing around the harbour.

The inspection needs to be done while the yacht is out of the water, and once it has been done it lasts for a month – so you need to get the inspection done just before you plan on heading overseas. This means that you need to be pretty well prepared before the inspection to avoid any surprises which could delay intended your departure date. It is worth engaging the services of your inspector early on in the process to seek their advice on any things that could be of concern and to give yourself plenty of time to get prepared for the final inspection.

There are heaps of things that need to be checked, from the structure and stability of the yacht, right down to the equipment held on board. You can download the rules here :

I have noted some of the major points below. There are also some structural standard requirements as well. Modern boats are made to CE ratings . You want category A for ocean going vessels.

Having the original design plans can be handy as can any stability reports.

• Steering – the rudder will be checked for strength, there must be an emergency steering facility, and any alternative steering methods need to be demonstrated by the crew
• Keel – documents and designs of the keel could be requested, the keelbolts should be accessible and able to be inspected and tightened
• Decks – there are lots of structural things that will be checked in regards to the deck.
• Cockpit and Companionway – Washboards should be able to be secured in position with the hatch open or shut, and secured to the yacht with a lanyard to prevent loss overboard. The hatch should have a strong securing lock which is operable from above or below. Cockpits should be self draining – and there are also more structural things that will be checked.
• Hull – the designer plans are useful here and again lots of structural checks will be performed.
• Flood Protection – the hull should be able to be made in to a water tight unit, hatches should be of adequate strength and able to be opened as an emergency exit, there should be bilge pumps in appropriate areas as well as two manually operated pumps which can be operated from outside. The bilge pump handle must have a lanyard. You must also have four sturdy buckets with a lanyard and 9ltrs capacity
• Mast Step & Chain Plates – the mast must be adequately stepped, preferrably spanning several floors, chain plates must be through bolted, the anchor fairlead must be low chafe, there should be a water tight mast collar.
• Masts, Spars, Rigging & Sails – Rigging should be to appropriate specs, shackles should have split pins, yachts with self furling sails shall have a separate means of setting a trysail and storm jib. Masts should have at least two halyards, bulldog clips for emergency repairs or non-stretch rope should be carried. You should have tools able to sever standing rigging from the hull – axe , hacksaw and 10 blades, hammer & drift, bolt cutters ,  Bosuns chair . Storm sails should be orange – one trysail and a separate trysail track with a spare main halyard. One storm jib and a heavy weather jib. A reef in the main of at least 50%, and a sail repair kit .
• Accommodation – ability to exit due to a fire in the galley or engine, toilet, bunks and lee cloths, ventilation, stove with safe fuel shut off valve, gas installed by a registered fitter, turn gas off at the bottle sign, galley facilities including a sink, water tanks and the ability to divide in to two separate containers, stored water of at least 2l per person per day for the duration of the voyage, ballast and heavy equipment stowed, yachts name on life jackets, harnesses and life buoys, LPG locker with vapor proof barrier and marked accordingly – just for use of LPG.
• Safety Systems and Equipment – three fire extinguishers – serviced and tested, fire blanket, lifejackets for all crew with light attached, splash hood, crotch strap & whistle, harness and jacklines for all crew – double clipped, names on harnesses and no longer than 2m, 3 hook tethers to be carried for at least 1/3 of the crew. survival suit or thermotic floation clothing recommended. Life raft capable of carrying entire crew – stowed on deck, painter attached to a substantion through bolted fitting and certificate of service. At least one life buoy marked with yacht name and fitted with drogue, pealess whistle, and self igniting light, one additional life buoy with drogue, pealess whistle, light, dye marker or pole with flag, heaving line – brightly coloured line with float at one end. Emergency knife in cockpit, axe, second emergency knife.
• Medical kit and Marine Medic training for at least 50% of the crew.
• Safety rails – handrails on deck, life lines and staunchions of a specific height, jack stays, toe rails, 2 x anchors with chain at least the length of the yacht and 60m of extra rope or chain, a second cable of 6m chain and 40m of rope or chain ready for use at any time and securely fastened.
• Sea Anchor or drogue or another device.
• Communications – SSB radio, VHF installed radio, VHF handheld waterproof radio, radio for weather bulletins, additional radio for grab bag , EPIRB 406 with GPS installed, Flares, spotlight and two torches – one must be floating and waterproof with spare batteries and bulbs. Compass installed with deviation card, hand bearing or spare compass, NZ Almanac, charts of area to be sailed, plotting equipment, cruising guide or sailing directions, tide tables, GPS and operating instructions, mounted and back up GPS. Sextant, table and ability to use, depth sounder, log, radar is recommended, barometer, radar reflector, radar target enhancer, AIS, navigation lights, emergency navigation lights, fog horn , yacht safety diagram
• Engineering system – refer to the booklet – batteries should be secured in boxes, fuel storage shut off valve, and sea cocks with plugs attached.
• Crew Skills – they need to demonstrate the ability to operate all equipment on board, and show knowledge of weather patterns and conditions, knowledge of collision rules, buoyage, rigging and cordage, boat stability, handling, survival at sea, handling emergencies, crew management, knowledge of navigation, operation of fire extinguishers, man overboard, storm sails, use of flares, use of radio, EPIRB, location and usage of life jackets and harnesses, location of grab bag, stowage and deployment of the liferaft and abandon ship procedures.
• Sail numbers and name – should be displayed on the hull and sail number on the main at least. Portable sail number in black figures on air/sea orange background 2m x 1m, V sheet indicating assistance required and yachts name on all floating items.

Yachtmail Chandlery have got a fantastic range of boating safety equipment on their online shop.

So download the rule book and start checking off the things on your safety list. Get in touch with the inspector early and make contact with them to book your inspection. Perhaps they might be able to offer some advice on how to prepare your boat before the inspection is done.

If you have had a Cat 1 inspection done on your yacht, please let me know how you got on and share any tips in the comments section below.

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• Stability Requirements

ORCV Safety - Cat1 and Cat2 Stability

Which way is up?

The regulations require you to provide a proof of stability by one of the following methods for,

Category 1 Races:

• ORCI Stability Index of 115 or greater, OR
• ISO 12217-2 Design Category A STIX minimum of 35

Category 2 races:

• ORCi stability index of 110 or greater, OR
• ISO 12217-2 Design Category A (which requires a minimum STIX value of 32)

Please note that for an ORCi certificate to be a valid proof of stability, it generally needs to meet the following requirements:   • The boat is still owned by the holder of the certificate

  • The certificate has been issued in the last five years

  • The boat has not been modified in any way that impacts stability (this may need to be verified by confirming the current freeboard measurements are consistent with the certificate)

If a boat has an old IMS certificate and the boat has not been modified, the ORCV may consider it in part towards satisfying the stability requirements on a case by case basis.

What do I need to do if my boat does not currently comply? The first step is to find out if your boat has one of the following:   • ISO Category A statement from the designer or other appropriately qualified person (typically a naval architect) issued in accordance with ISO 12217-2. This should be sufficient for Cat2 races however for Cat 1 races, each individual boat needs to actually be inclined whether or not the designer has certified ISO Category A status for your boat.

   • IRC SSS assessment shown on IRC certificate (this can be found on most IRC certificates, and added by way of an application) which is useful only for Cat 3 races and above

  • ORCi certificate in your name that is less than five years old.

  • An old IMS certificate may be helpful and will be considered by the ORCV on a case by case basis.

  • Screening Value, a number derived in accordance with Appendix B, Section B5 of the Special Regulations but is only applicable to Cat3 races or above.

If you have one of the above and you are happy to declare that no changes have been made to your boat which will affect stability by submitting the ORCV Stability Declaration, then you will meet the new requirements.

NB: A GZ curve provided by the yacht designer is shown on an ORCi Stability & Hydrostatic Datasheet and is produced as part of the ISO 12217-2 calculations. By itself, for a Cat 1 race, a GZ curve does not meet the YA Special Regs for stability!!! In other words, the ORCV will not accept a GZ curve provided by a yacht designer on its own. Supporting documentation or calculations, typically requiring an inclination test will need to be provided to demonstrate that the boat's resistance to capsize matches the designer’s data provided.

A good video showing an inclination test is available HERE .

Next steps (Should you not have one of the above): 1. Engage a suitably qualified Inclination tester and Measurer (the ORCV can provide the contact details of locally qualified people). In order to interpret the inclination test results you will need to know the exact underwater shape of the hull which is provided in an electronic hull profile. This is usually be available from the yacht designer and if necessary can be determined by a local measurer which will involve additional time and cost.

2. Revalidate your boat's ORCi certificate, by contacting Australian Sailing on 02 8424 7441 to discuss the process required.

3. To have STIX information added to your IRC certificate, please visit the RORC Rating Office website to see if your boat has an assigned STIX Rating that can be in turn added to your IRC certificate by contacting the IRC Rating Office. This alone is generally sufficient to meet the requirements of Cat2 racing.

4. Send copies to the ORCV and upload into Topyacht

What will it cost me?

• Inclination and freeboard measurements typically a few hundred dollars. Keep in mind that this is a measurer determined fee and it may change depending on how much time it takes the measurer.

• Crane costs if weighing is required - note there are group weigh days organised by AS and/or clubs which is a cost effective way to obtain your boat's weight.

• Australia Sailing revalidation fee of about $250 (contact Australian Sailing for the exact fee).

Visit the Australian Sailing website for further information on stability.

Stability Curve.

The GZ or stability curve is a graphic presentation of a boats static stability and is produced during ORCi or STIX analysis. As the boat heels, it develops a righting moment, which is the force created by the ballast and hull buoyancy that works to resist the heeling. The stability curve shows this righting arm (righting moment divided by displacement) as a function of heel angle. When the righting arm turns negative (at 152 degree for this diagram) the boat will no longer resist the heeling force and will capsize. An important measurement on the righting curve is the relative areas under the positive and negative parts of the curve. In this curve the positive is 31 times greater than the negative. That means it takes 31 times as much energy to turn the boat from upright to capsize as from capsize to upright.

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Got a Cat 1, 2 or 3 Safety Certificate? Note this Safety Regulations Amendment…

Yachting New Zealand Safety and Technical Officer wants to let owners of boats that hold safety category 2 & 3 certificates, and those that are intending undergoing a category 1 inspection, that there has been an amendment to the Safety Regulations of Sailing 2013 – 2016 as follows; Page 49: 16.20

Internal stowage. In the event of a ‘knockdown’ or inversion to 180 degrees all fridge / freezer lids,  locker tops, cabin soles, bunk tops, engine cabinetry etc should have a secure fastening so that they remain in place.

Find out more about getting a Safety Inspection here.

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