cat 1 yacht requirements

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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What Cat 1 inspectors want

We have a Cat 1 Safety Certificate requirement for New Zealand-flagged vessels departing on an international voyage. It dates back to 1956 and has had various iterations. In a nutshell, under the Maritime Transport Act, the Director of Maritime New Zealand must be satisfied that the vessel, its equipment and crew, are suitable for the intended voyage. Yachting New Zealand and its network of Inspectors fulfill this requirement on behalf of the Director.

The issues surrounding the Cat 1 Safety Certificate are entrenched in the New Zealand international sailor’s psyche. Every year many hours are spent by what appears to be an increasing number of people debating the different issues surrounding yacht inspections.

Whatever your opinion of Cat 1, it’s a requirement for a New Zealand-registered vessel intending to leave the country. When approached in a constructive manner every sailor will gain from the process of gaining the certificate.

Should a skipper prefer not to undertake the process, there are several international registers that, for a fee, will accept a small vessel. Once that vessel is foreign-flagged, it does not have to comply with the Cat 1 inspection process. I do not support this option for several reasons, but they are not relevant to this article.

IN WATER INSPECTION

This is the greater part of the inspection and can be divided into Vessel, Equipment and Crew. For Equipment, lay it out in the order that it appears on the checklist, so the inspection is easier.

• Stability: Does it meet the stability requirements for Cat 1 as defined in the regulations? Some older New Zealand-built or -designed vessels with a history of voyages already undertaken can be grandfathered in. For example, the Farr 11.6 (38) does not meet the stability requirements under Cat 1 but is well-proven offshore.
• Suitable construction: This is a difficult area and to a certain extent has been helped by the CE classifications of European production vessels. Vessels like the Townson 32 typically are unsuitable for offshore conditions. They were never intended to venture offshore, but several have been modified and strengthened to do so.
• Cockpit drainage: There are volume calculations available.
• Companionway: It must be able to be secured from above and below. For example, a crew inside must be able to exit when the companionway is secured and vice versa. If washboards are fitted they should have lanyards to ensure that they can be secured to the vessel.
• Life lines: In good condition, correctly-sized, stanchions correctly spaced, tight and at the right height.
• Jack lines: adequate breaking strain (2,200kg), good condition, well thought out leads so that a crew can work the full length of the deck without unclipping.
• Standing rigging: the inspector will look carefully (up to head height) however the inspection is not a rig check. Pins or lock nuts on the rigging screws.
• Running rigging: in good condition, not chafed or damaged.
• Gooseneck: this is a weak point on every rig and requires constant monitoring and maintenance.
• Deck gear: (winches, clutches, deck organisers, turning blocks) undamaged and working correctly. Layout that is easy to handle.
• Sails: the Inspector will ensure that the sails meet the regulations.
• Steering gear: is working correctly and does not show signs of wear.
• Emergency steering: this should be able to be demonstrated if required.
• Navigation lights: working and correctly-configured.
• Lockers, freezer tops, bunk tops, cabin soles: are secured so that in the event of a knockdown they cannot become loose and the contents spilled across the cabin.
• Windows – meet the requirements as specified . This is a controversial area and will take some navigating. The intent of the regulation is that the vessel cannot lose a window therefore there will be a range of options to ensure that this doesn’t happen. Working with the Inspector will ensure that this doesn’t become a stumbling block.
• Gas installation: if the vessel has gas installed a current installation certificate is required.

• Liferaft: in service, correctly-sized for the number of crew. There are liferafts and liferafts – ensure yours meets the regulations. That is – manufactured to ISO9650 specifications, packed to more than 24 hours, and an ‘ ocean’ category raft.
• Life jackets: in service, lights and crotch straps fitted. Many people will add personal AIS and/or a personal locator beacon (PLB), but at this stage it’s not required for Cat 1.
• Harnesses and tethers: most crew are using life jackets as a harness so the Inspector will check that there is the correct number on board and that they are in serviceable condition.
• Life rings x 2: one with light, dan buoy, whistle and drogue; one with whistle and drogue. Most vessels will be using an inflatable option so the Inspector will require the service certificates and be satisfied that the crew are confident about using the equipment.
• First-aid kit: as specified in Appendix 1 of the Safety Regulations of Sailing. This kit is modular so the Inspector will look carefully to ensure that it has all of the relevant modules. The kit has been carefully specified and the required training supports the use of the kit, so don’t try to shortcut the requirements.
• VHF radio: the Inspector will require a radio check while on board, also handheld VHF radios. The Inspector will assess operator confidence using the equipment.
• Offshore communication: an email and voice call from the Iridium, a radio check on the SSB, or an email, voice call and confirmation that the Star Link is configured for offshore use. The requirement for voice communication is clearly specified in the regulations. As with VHF radios, the Inspector will assess operator confidence level when using the equipment.
• Flares: The Inspector might well hand you one and ask you how to fire it. For those of us who wear glasses, having a spare pair in the flare container, along with a leather glove, is a very good idea.
• Bilge pumps: working and correctly-configured.
• Tools: a well thought out tool kit that can be used for the equipment on the vessel.
• Spares: adequate spares to ensure that the vessel can get to a port for assistance. The list can be extensive and varies by boat, but as a minimum: screws, bolts, deck gear, line, fuel filters, oil filters, belts, engine and gearbox oils, and impellers. We left New Zealand with a minimal spares kit and are in the process of sourcing spare alternators (they are hard to source in Southeast Asia).
• Navigation equipment: electronic charting with redundancy and a mixture of cruising guides and hard copy charts for the intended destination.
• Manuals for the equipment on the vessel.
• Vessel manual: there is an example of a manual in the Safety Regulations. The intent of this requirement is to ensure the skipper and crew have thought specifically about their vessel. The manual ensures they are familiar with the equipment and the vessel, and have processes for reefing, abandoning ship, firefighting, man overboard etc. If the skipper is unavailable, the Vessel Manual ensures that the vessel can be run safely and efficiently. It doesn’t have to be elaborate, and a hand-written version is entirely acceptable provided it is relevant and up to date.

• Is the crew adequate for the voyage proposed? At least one person who has undertaken a similar voyage. Half the crew, or a minimum of two people, must have done the Advanced Sea Survival course. I assessed these courses and over the years participated in seven across different providers. Some were better than others and one provider in particular is making an ongoing effort to constantly improve its offering. I learned something in every course, so it’s a matter of keeping your mind open. The courses are valid for five years and are approved by World Sailing for ratified events. One of the providers offers a refresher you are eligible for if your last course was within the last 10 years.
• Offshore Medic: At least one crew member must have this qualification, but two is better. It is a great course that is designed around the first aid kit and has a significant practical component.
• Drills: man overboard, firefighting, abandoning ship, reefing, heaving to, emergency steering etc. Practising is part of voyage preparation. The Inspector will seek to understand whether your crew has the skills and can work together as a team. Having the equipment and not being able to use it is as bad as not having the equipment at all.

OUT OF WATER INSPECTION

THIS IS TO BE UNDERTAKEN within six months of the intended voyage and before fresh antifouling paint is applied. The timing should be taken into consideration while preparing for the voyage and it is sensible to tie it in with other jobs to be completed before departing.

Keeping in mind that the Category 1 process is an ‘inspection’ not a survey, the Inspector will be interested in the following:

• Rudder bearings: How much movement can be observed when moving the rudder from side to side and fore and aft. When a vessel sails a few hundred miles a season, movement in the bearings is unlikely to create an issue and can be rectified easily. However, with over 1,000 nautical miles to sail, compromised bearings will create difficulties that become a logistical challenge in even the larger international centres frequented by New Zealand cruising yachts
• Hull keel joint: There shouldn’t be any movement at this joint. There is much debate about tightening or inspecting keel bolts. As a guide, unless there are signs of movement at the hull keel joint, this area should be left well alone. The Inspector will be looking at the integrity of the vessel structure in addition to the joint to determine whether further investigation is warranted and will defer to a suitably-qualified expert to advise if in doubt
• Through-hulls and skin fittings below the waterline . I would like to say that this only affects older vessels, but Inspectors have seen new vessels with these issues. Inferior material appears to be the main offender but lack of maintenance and early detection of issues such as leaks are among the contributing factors. Every through-hull should have a correctly-sized wooden plug attached by a lanyard and double-opposing hose clamps. In preparation for our current voyage, I went through and checked the size of each plug and found several to be too big, despite them having been there for nearly 20 years! Hoses and skin fittings will be assessed for suitability
• Shaft bearings – cutlass bearings require a little movement for water to provide lubrication and support, but too much movement is an issue
• Propeller – movement in a feathering or folding propeller is an issue
• Anodes – should be correctly-sized and appear to be working as intended – pinking of propeller tips is a concern (an indication of electrolytic activity)

This is by no means a definitive list of an out of water inspection however it will provide an overview of the basics.

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Taking your boat overseas

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• Boating courses
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Information for:

On this page:

Your requirements.

Anyone intending to take their recreational boat (recreational craft) overseas must meet requirements in section 21 of the Maritime Transport Act, which is designed to support the safe passage of boats and their crew when departing for overseas.

Under section 21, a skipper (master) of a recreational craft departing for overseas must: 

• satisfy the Director of Maritime NZ that the vessel and its safety equipment are adequate for the voyage; and 
• satisfy the Director of Maritime NZ that the vessel is adequately crewed for the voyage 
• observe any relevant maritime rules and marine protection rules; and 
• notify the Director of Maritime NZ of their intention to depart New Zealand before they leave.  

Please note that before New Zealand Customs gives clearance for the boat to depart for overseas under the Customs and Excise Act, they will need to see evidence that the requirements under section 21 of the Maritime Transport Act have been met. 

Depending on whether your boat is foreign, or New Zealand flagged, the process under section 21 will be different.

Anyone intending to take a New Zealand-flagged recreational boat overseas must complete an application for an International Voyage Certificate (pleasure craft) from Maritime NZ. Please allow at least three months from the time of the application to your intended departure. Applicants for an International Voyage Certificate (IVC) must meet several safety and administrative requirements before they can depart. This process is outlined below.

If you have a foreign flagged vessel, you will have to meet the requirements of your flag and notify the Director of Maritime NZ of your intention to depart New Zealand.

Intention to depart notification form (foreign flagged)

Applying for an International Voyage Certificate (Pleasure Craft)

Before starting your application, it is recommended that you read the Guidance for International Voyage Certificate Application. This guidance has been prepared by Maritime NZ and provides information about the application process and adequacy requirements to be met. This guidance will be continually updated as the process and technology changes.  Please check back here to ensure you are referring to the latest version of the guidance.

• Fill out the application form. It can be completed electronically or on paper. This form will ask about your vessel and the experience of you and your crew. You will need to then email this form along with the other required information to [email protected]  
• Once your application has been received, Maritime NZ will send you a link for payment. A fixed fee of $490 (GST inclusive) will be charged. There will be no extra charge for travel related to the assessment.  
• A Maritime NZ Vessel Adequacy Assessor will review the application, and if the material meets the requirements, contact the applicant to arrange an onsite physical assessment of the vessel.  
• The purpose of the onsite assessment is to check the adequacy of the vessel and its safety equipment, and there will be one onsite visit per application including an out-of-water vessel assessment. 
• Applicants will need to confirm that all crew have completed the pre-departure drill checklist. You will not be able to get an International Voyage Certificate until you submit this checklist
• If the assessment is satisfactory and all documents including the pre-departure drill checklist are submitted, an International Voyage Certificate (Pleasure Craft) will be issued to the applicant.  
• The IVC will be valid for 60 days.  
• You can apply for a replacement certificate if you are unable to depart within 60 days of the IVC being issued, see below.  
• If there are material changes relating to the craft, crew or equipment, a fresh application for an International Voyage Certificate will be required.    

Applicants can contact a Maritime NZ Vessel Adequacy Assessor for more information, including before their application by emailing [email protected]  

Replacement Certificates

An International Voyage Certificate (Pleasure Craft) will be valid for 60 days from the date of issue. If an extension of time is required, and there are no changes to the vessel, its equipment or crew from the original certificate issued, skippers can apply for a replacement certificate that will be issued with a 30-day validity period. The request for a replacement certificate must be submitted to Maritime NZ within the original 60-day period of validity. Beyond this timeframe, the IVC will be invalid. The cost of a replacement certificate will be $245 (GST inclusive).   

If there are material changes relating to the craft, crew or equipment, a new application for an International Voyage Certificate will be required.    

Email [email protected] if you need a replacement certificate.  

Other information

Background to changes to administrative arrangements for craft, crew and equipment adequacy under section 21 – for new zealand craft  .

Administrative arrangements to meet the MTA section 21 adequacy requirements for New Zealand registered recreational craft going overseas were previously delivered by Yachting NZ and Yachting NZ Inspectors under delegation from the Director of Maritime NZ (referred to as a CAT 1 Certificate).  

From 1 July 2024, Maritime NZ assumed the administration and delivery of these requirements, following Yachting NZ’s decision to relinquish their delegation to perform this function. Skippers and crew will experience some changes in terms of the process and documentation to be completed, however, these are intended to be as efficient and effective as possible.  

As with all regulatory settings, Maritime NZ will keep the MTA section 21 regime under review and will seek input from the sector when opportunities arise, to ensure it remains fit-for-purpose. The associated fee will be reviewed as a regular part of future funding reviews.  

Yachting NZ will continue to manage their Category 1-5 inspections for boats competing in yacht races. If you are participating in a yacht race overseas (and your craft’s voyage starts in New Zealand), you will still need to meet the requirements under Section 21 and apply for an International Voyage Certificate (Pleasure Craft). You may also still need a Cat 1 Certificate from Yachting New Zealand

Registration

Registering your vessel will give you the protection of the New Zealand Government. The registration papers will provide proof of identity similar to a passport. New Zealand owned recreational vessels going on an overseas voyage must be registered as a New Zealand ship with the Registrar of Ships under the Ship Registration Act 1992

Register now

Ballast water management

If your vessel can carry non-permanent ballast water, and will be going overseas, you may have to ensure that the ballast water management systems onboard meet international standards.

Find out more on ballast water management

Information on NZ Customs requirements for vessels departing New Zealand can be found on their website.

Foreign Vessels

Click here for the intention to depart notification form

Our advice to skippers considering an overseas voyage is to read the guidance on our website about the International Voyage Certification (pleasure craft) (IVC) carefully and start to prepare your application as early as possible.

That includes enrolling early for sea survival and first aid courses, as they tend to fill up quickly.

We recommend you submit your IVC application at least three months before you intend to start your journey, even if there are outstanding items such as getting crew training or essential equipment to buy. An application can be submitted up to six months before the intended departure to allow time to plan, prepare and satisfy all requirements.

Once your application and IVC fee are received, you will get a response from Maritime NZ and be in line for processing.  

Liaise with your Assessor around haul out dates for the physical assessment and let them know once any outstanding items on your application get completed.

The IVC is valid for 60 days and starts from the day it is issued.

Applicants can make one application for an extension to the validity period (up to 30 days) and there is a fee payable.

We recommend that crew safety drills should be one of the last things a skipper finalises for their application, as some crew might change after your initial application is sent.

The skipper’s crew drill declaration must include the names of everyone departing. This ensures anyone joining a boat is familiarized with safety procedures and equipment before you set off.

If the vessel is well prepared for the assessment and the requirements are met, the cost is $490. The fee covers the cost of processing the application; including a single visit to the ship.

If all of the requirements for an IVC are not met, your application will be declined and a new IVC application will be required along with a second fee.

Race boats voyaging overseas need an International Voyage Certificate (pleasure craft) from Maritime NZ and a Category 1 Certificate from Yachting NZ.

We can liaise with skippers to try to align inspections.

Maritime NZ is coordinating processes to increase efficiency, while balancing the overall costs of the IVC. Our guidance and processes will be reviewed regularly, and changes will be communicated to the boating community.

We want to be as helpful as possible, within our legal requirements. We also need to structure the process in a way that keeps fees cost-effective for skippers.

Maritime NZ considered options for its Director to continue to meet legal obligations of Section 21 of the Maritime Transport Act 1994. This included potentially using third party assessors.

The current model that does not consider third-party assessments was chosen as it best meets the legal requirements placed on Maritime NZ’s Director.

The vessel assessment part of IVC application processing is not a specialist survey. It is for the purpose of checking if vessels are adequate for an intended journey and are not at a level that requires a specialist for each vessel type.

Lone skippers may obtain an IVC if Maritime NZ Assessors are assured that they can comply with all Maritime Rules, such as lookout and collision avoidance.

If you have a foreign flagged vessel, you will have to meet the requirements of your flag and notify the Director of Maritime NZ of your intention to depart New Zealand. You can do this by completing the form on our website here .

Section 6(2) of the Ship Registration Act 1992 requires all New Zealand recreational boats (pleasure vessels) going on an overseas voyage to be registered in either Part A or Part B of the New Zealand Register of Ships.

A New Zealand ship abroad is accorded the protection of the Government of New Zealand, much as a New Zealand citizen is while travelling overseas. A New Zealand registered boat is bound by New Zealand law across regions and jurisdictions. A vessel’s bona fides are established by its registration papers just as a passport establishes them for a person. Registration may also determine criminal jurisdiction in the event of any incident or accident in international waters.

Benefits of registration in either Part A or B

Registration in Part A:

• firmly evidences your title to your ship in law
• may increase the saleability of your ship because of the assurance it gives to prospective buyers that they are dealing with the person who has registered title. Saleability may also be aided by the existence of an authentic record of your vessel’s history from builder’s yard to current ownership
• will facilitate raising a mortgage against your vessel. In other words, a registered ship increases your capacity to use your vessel to help manage your finances, and
• has prestige attached to it. It gives your vessel a pedigree.

Registration in Part B:

• makes it possible to sail overseas, as registration will enable you to move quickly to apply for International Voyage Certification
• protects your vessel’s name, for as long as the vessel is registered. Once your chosen name is registered, it belongs uniquely to your vessel; no other registered New Zealand ship can use the same name.

More information on our Ship Registration page .

Maritime NZ has Vessel Adequacy Assessors based in Auckland, Kerikeri and Nelson. Applicants are required to have their boats in one of these locations for the assessment and should liaise with the local assessor around exact location and dates. 

The analysis of applications over previous years shows that the assessors based in those regions will be convenient for the majority of applicants. However, we recognize that this may be inconvenient for some people based outside of those areas, however, they are currently required to travel to an assessor.

Related information:

Prep and maintain your boat

Learn how to keep your boat in safe working condition.

Check your gear and prepare

Know what gear you need onboard and how to keep it in good working order.

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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Safety Categories

Click here for Back Issues of YBQ Magazine 

Yacht races are classified as either category 5, 4, 3, 2 or 1 in the sailing instructions or notices of race.

Category 4 or 5 is, in general, round-the-buoys type or short course racing in sheltered or warm waters. Compliance is self-regulated and requires only a skipper's declaration. Skippers should be aware that, in the event of a spot check, failure to comply may result in disqualification.

Category 3, 2 or 1 classifications refer to affiliated club-run events with different categories specified depending on the distance, duration and location of the race. Skippers must be able to present a current safety inspection certificate seven days prior to the start of a category 3, 2 or 1 race.

Updated 1 July 2024

Category 1 safety certificates are no longer required by New Zealand-registered recreational craft leaving New Zealand on ocean passages for overseas.  From 1 July 2024, Maritime NZ has assumed the administration and delivery of section 21 requirements. Those wanting to take their New Zealand registered recreational craft overseas will apply to Maritime NZ for an  International Voyage Certificate (Pleasure Craft). 

For more information about taking your boat overseas click here.

Yachting NZ will continue to manage Category 1-3 yacht inspections for boats competing in yacht races. If you are participating in a yacht race overseas (and your craft’s voyage starts in New Zealand), you will still need to meet the requirements under Section 21, and apply for an International Voyage Certificate (Pleasure Craft). You will also still need a Cat 1 Certificate.

Category definitions for yacht racing events

Ca t ego r y 0

Yachts in m a jo r t r a n s - o c ea n r a c e s m u s t b e c omp l e t e l y s e l f - s u f f ic i e n t f o r e x t en de d p e r i od s o f t i m e, c a p a bl e o f wi t h st andin g he a v y s to rm s an d p r ep a r e d t o me e t s e r io u s e m e r g e n c i e s wi t ho u t t h e e xpe c t at io n o f o u t s id e a s s i st a n c e . They w il l pa s s t h r oug h a r e a s i n w h ic h a i r o r s e a t em p e r at u re s a r e like l y t o b e l es s t ha n 5 de g r e e s C e l s i u s ot he r t ha n t em p o r a r i l y .

Ca t ego r y 1

Ra c e s o f l on g d i st a n c e s an d w el l o f f s ho r e, w he r e y a c h t s m u s t b e c omp l e t e l y s e l f - s u f f ic i e n t f o r e x t en de d p e r i od s o f t i m e, c a p a bl e o f wi t h st andin g s to rm s an d p r ep a r e d t o  me e t s e r io u s e m e r g e n c i e s wi t ho u t t h e e xpe c t at io n o f o u t s id e a s si s t a n c e.

Ca t ego r y 2

R a c e o f e x t en de d du r at io n a l on g o r n o t f ar r e m o v e d f r o m s ho r elin e s o r i n l a r g e unp rot e c te d b a y s o r lak e s , w he r e a hig h de g r e e o f s e l f - s u f f ic i e n c y i s re qui r e d b u t wi t h t h e r e as ona bl e p r o b abil i t y t h a t o u t s id e a s s i st a n c e c ou l d b e c a l le d u p o n f o r a i d i n t h e e ve n t o f s e r io u s e m e r g e n c i es .

Categor y 3

R a c e s a c ro s s o p e n w at e r , mo s t o f w h ic h i s r el at i ve l y p rot e c te d o r c l o s e t o sho r elin e s .

Ca t ego r y 4

Sho r t r a c e s , c los e t o s ho r e i n r el at i ve l y w a r m o r p rot e c te d w a t e r s .

Ca t ego r y 5

S ho r t r a c e s , i n s id e ha r b o ur li m it s o r wi t h i n f u l l y p ro t e c t e d w a te r s to C a t e go r y 4 o r 5 a r e , i n g ene r al, r o u n d - th e - bu o y s - t yp e racing o r s ho r t c o u r s e, h ar bo u r an d ins hor e r a c ing.