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CONTINUED organizations which designate and administer standards for the
design and construction of ships. Classification is a third party affirmation that the yacht is built and maintained to the highest quality standards and is
a process that continues for the life of the boat. Though classification implies some assurance of structural safety, a separate safety certification is the third
player in pedigree. The United States does not currently require specific safety certifications for pleasure yachts under 500 gross tonnes, but most (if not all)
European and "red ensign" countries do. The two big players in safety certifications are the British MCA (Maritime Coastguard Agency) and SOLAS (Safety of Life at
Sea). Most large yachts are either required to comply or voluntarily comply with MCA's Large Yacht Code (LYC). Meeting Britain's MCA/LYC gives flexibility in choosing
a flag and in choosing charter destinations. Vessels over 500gt are held to even higher standards. Even within MCA parameters, the requirements for yachts over
500gt are essentially the same as SOLAS. Almost all coastal countries are signatories of SOLAS and will honor these ratings are supreme, but SOLAS compliance is extremely
expensive and aesthetically disruptive, so most yachts under 500gt comply with MCA/LYC standards. The US does not recognize MCA certifications, so those boats
that are required by US statutes to be certified (over 500gt and/or more than 12 paid passengers) must comply with SOLAS. Building to MCA standards is still
recommended, however, as it is necessary to allow the vessel to charter outside of US waters. Most builders today, whether European or North American, will build
to MCA. Classification and certification are expensive. However, a classed and certified yacht will always have a higher resale value, and yachts that are not
certified are prohibited from chartering in much of the Med. Novice charterers generally do not show a preference for yacht pedigree and rely on charter brokers to provide choices that meet geographic |
and logistical needs. Seasoned charterers and yachtsmen, on the other hand, will occasionally make a distinction in vessel pedigree, seeking out one build or class
over the others. And though the merits of pedigree are a clear factor in resale value, with respect to the charter market, that pendulum will swing.
Choose Your Charter Destinations
A well designed charter yacht will begin with far more than just a budget and a brand; it will be built with respect to a geographic agenda. When
it comes to chartering, different geographic regions will have requirements that can affect every aspect of the yacht from the draft of the vessel to the flag
it flies. Details like safety certifications, fuel capacity, freshwater capacity, electrical power, and waste management, along with a host of other important details,
will be affected by geographic ambition. For example, the Exuma Islands in the central Bahamas are a very popular charter destination. However, boats with a
draft in excess of seven feet are limited in their ability to access many of the most popular islands on this shallow bank. Yachts built with a shallow draft,
though, will lose precious volume not only for living space, but for tanks, which can then affect fuel capacity, fresh and black water capacity, bilge access, etc.
Furthermore, shallow draft boats often have a diminished sea keeping ability compared to yachts with deeper draft. If plans include the Bahamas and the Mediterranean,
then a calculated compromise will have to be made. This is just one example of an infinite number of cause and effect scenarios where a geographic priority may
affect styling and design. "it is not uncommon," cautions Wes Sanford, with Allied Richard Bertram, "for a poorly planned yacht to run over budget and time line."
So, having a "plan" for the yacht from the beginning is an essential element of a successful build. Charter marketing professionals can be a valuable resource in planning the geographic
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