Question: “I work in a floating palace, but I sleep in a rabbit hutch. What happened to my rights under the MLC 2006?” Crew Accommodation in Large Yachts To All news 27 April 2021 Cutting through all the legalese in the MLC definitions, if you work on a commercially registered seagoing palace then you are a seafarer and are fully entitled to accommodation standards as per Title 3 of the Convention. MLC was written by the ILO (International Labour Organization), in accord with its members, in a tripartite setting which included representatives of governments (MCA in the case of the UK), of shipowners (Councils of Shipping), and of seafarers (their Unions). It was developed as a Bill of Rights for seafarers, covering all aspects of their welfare, such as employment contracts (SEAs), social security, leave, medical care, hours of work limits, and also decent and spacious accommodation. MLC was entered into international law in 2006, and implementation was due to follow as soon as a given number of countries holding a given shipping tonnage had entered the IMLC provisions into their own national laws. There was no going back. Paradise on earth was awaiting seafarers after implementation of MLC. So, good question, why are you still living in a rabbit hutch eight years after MLC implementation? Two reasons. The first is that MLC was not retrospective in its application, and would not apply to vessels which were pre-existing or were already in build before 20th. August 2013. The second reason, regarding new yachts, is both very simple and very complex. The simple part you can see for yourself. Go out on deck with your cabin mate and tape out an area of 7 square metres, say 2 m x 3.5m, as specified in Standard A3.1.9 (h) (for officers, the requirement is 7.5 sq.m. per person). Stand in that space and visualize the floor area of your shared cabin. Eureka, you understand. Stand up for full MLC rights, then try looking for owners who are prepared to build a 50, 80m or even 100m yacht with 7 sq.m. of floor space in each double cabin for crew, and 7.5 sq.m. per officer, with whatever volume is left over to be shared between machinery spaces and themselves. Obviously, MLC as written was totally impracticable in yachts, as far as accommodation standards are concerned. Further, the procedure for any amendments to MLC covers three pages of the published Convention, and would obviously be a years-long process. The entire yachting industry was facing the potentially drastic consequences of an indefinite moratorium on any new builds which were intended to operate in the charter market. As soon as the PYA became aware of what lay ahead, a small work group of three PYA Council members took responsibility for pursuing the matter. We flew to Geneva to convey our concerns across the table with top ILO representatives at the ILO headquarter in Geneva. Following this meeting the ILO challenged us to complete two surveys that would help them in assessing any proposals put forward. Those surveys were quantative and qualitative. We flew to London to share our concerns with Nautilus, the seafarers' trade union. We brought the matter to the attention of yacht builders via The Superyacht Builders Association (SYBAss), the Worldwide Yachting Association (MYBA), and the International Council of Marine Industry Associations (ICOMIA), and we called our contacts at the Maritime & Coastguard Agency (MCA). Subsequently at various times we invited to Antibes representatives from the ILO, Nautilus and the MCA. We walked them round the interiors of a selection of yachts, sail and motor, traditional and modern, of various sizes, and we got their attention. Meanwhile the MCA was anyway starting to realize that although they had been very active in the drafting of MLC, the yachting sector had been totally overlooked, and the clock to implementation date was ticking. To confront the urgency, the MCA assembled a Large Yacht Sub-Group (LYS-G) with a mandate to study and address the impact of MLC on yachts <3000 gt. The LYS-G was made up from representatives from all the Red Ensign Group (REG), SYBAss, ICOMIA, MYBA (to represent yacht owners via their yacht management divisions), Nautilus (as representatives of the interests of seafarers in general) and the PYA (to represent yacht crew). And this brings us to the complex part of the answer as to why the rabbit hutches are still being built into the palaces. We had to find a way to squeeze a quart into a pint pot. The only possible solution lay within Article VI of MLC, allowing “Measures which are substantially equivalent”. All parties in the work group dissected MLC Regulation 3.1 – Accommodation and recreational facilities, and contributed suggestions as to what might be deemed to be substantially equivalent to the legal MLC Standard. ICOMIA wrestled with the reality of the space available in smaller yachts such as Sunseekers. SYBAss contributed their expertise in naval architecture and experience with spaces in larger yachts, and their appointed naval architect carried out the quantative survey for submission to the LYS-G while the PYA carried out the qualitative survey. REG surveyors made their technical design contributions. The undersigned PYA council member was delegated to write the preliminary draft proposals, collate all additions and corrections in further drafts, and prepare the final draft. The MCA acted as a moderator throughout, using their experience at the ILO to set out parameters for what would or would not be politically acceptable at ILO level. After requisite adjustments for approval by the MCA upper echelons, who had to convince the ILO that they were acting in good faith, the proposals for substantial equivalency were submitted, were accepted, and are embedded within the MCA Large Yacht Code. Similar work was done for another category, the Large Passenger Yachts. You now occupy the outcome of the PYA’s sounding of the alarm bell and the LYS-G’s consequent work: living in old rabbit hutches in pre-existing yachts, and in much nicer rabbit hutches in yachts built post-implementation. However, the story does not end there. It was assumed that provision had been made to cover builders’ future needs for the very large yacht which were beginning to appear on the scene at that period. But since then, owners have been challenging builders with demands for super-mega-giga yachts of >5000 gt, and again there are problems with MLC compliance even at that size. The reasons are twofold. Firstly, these huge yachts cannot operate safely or effectively as pleasure palaces without a significant number of crew. Secondly, even at their size, they remain the wrong shape for MLC accommodation. On a typical merchantman, the crew accommodation is contained in a rectangular box above main deck level. In yachts, the crew quarters are below main deck within a space which narrows significantly towards the bow and shrinks in width with distance below the main deck. Accordingly, the MCA has reinstituted the LYS-G, and the PYA is once again a member. We shall be contributing to the search for a solution to recognition of the ambitions of a new generation of ultra-wealthy owners and the effect of MLC strictures on realizing those ambitions. The first step will be for the PYA to participate in the distribution of a survey to record crew attitudes and preferences in various equivalency permutations of cabin layout. Once again the goal is to achieve an acceptable balance between the desirable and the practicable. Notwithstanding the outcome of the work of the LYS-G, there remains an issue which is peculiar to yachting and to no other sector of the shipping industry. In the merchant service, officers generally are in single-occupancy cabins and may exceptionally be permitted to have a shore-based partner with them during voyages, which is of no consequence to MLC compliance. Due to the nature of yacht accommodations and crew makeup, the sharing of a cabin between seafarers of different genders or different sexual orientations is not uncommon. For MLC compliance it is essential that, given the number and genders of the crew on board, the overall number of cabins and of berths (beds) is sufficient for full separation of genders theoretically to obtain. If that requirement is met, then the actual occupancy of cabins and berths is not a matter for flag or Port State Control (PSC) to comment on or become involved with, as long as the shared cabin arrangements are acceptable to the parties concerned. The situation often arises where a captain has a partner who is a crew member, and they share a cabin and a berth (i.e. bed) together. Of itself, this situation does not fall within the remit of MLC. However, what is mandated under MLC Standard A3.1.9(c) is that “a separate berth for each seafarer shall in all circumstances be provided”. In other words, in a strict interpretation of MLC< there must exist a berth on board for the captain’s partner within a cabin which is compliant with MLC or with the LY Code or LYP Code. If at a given time the captain’s berth is a shared one, and all other approved berths on board are occupied, the yacht is not in compliance. The existence of an unoccupied nanny cabin, for instance, would not correct the situation if such cabin was not itself compliant with MLC or with the LY Code or LYP Code. Guest cabins would normally be more than compliant, but again if they were all occupied, they do not offer an acceptable alternative. The above situation would probably not be considered by flag during the design stage, as it is an operational matter. However, it could theoretically be challenged by a PSC officer as a major non-compliance, as it offends against an essential right under an MLC Standard. It could lead to a detention until corrected. In practice, as long as the yacht has a valid Maritime Labour Certificate and Declaration of Maritime Labour Compliance and there are no obvious causes for concern, a PSC officer will not investigate beyond sighting these Certificates. So it is a scenario not to lose sleep over, but which should be borne in mind by captains and managers so that a Plan B can be immediately implemented in the event of a PSC challenge. Captain Rod Hatch ILO certified trainer of MLC inspectors and PYA Director Training (Deck & Engineering) In consultation with John Cook (Lesia Group, Guernsey) More news Sea Changes Forum 2026 The PYA is pleased to invite you to the 2026 Sea Changes Forum, taking place on Thursday, 24 September 2026, at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. Read more Upcoming Webinar: Water Safety On Yachts The Professional Yachting Association is pleased to invite yacht crew and industry professionals to an upcoming live webinar dedicated to Water Safety On Yachts, taking place on 10 June 2026 from 15:00 to 16:00CET. Led by recognised experts in water management and regulatory compliance, this session will explore the common bacteria found in vessel water systems, the risks they pose to crew, guests and operations, and the practical measures that can be implemented to maintain safe onboard water standards. Read more Schengen EES Update: Guidance for Yacht Crew The new Schengen Entry/Exit System (EES) replaces passport stamps with digital records for non-Schengen nationals. While procedures remain largely unchanged for yacht crew, entries and exits are now tracked electronically—with no physical proof provided—making it essential for crew to monitor their own Schengen days. Read more

The RYA has updated its latest guidance on preparing first aid at sea, a vital skill that every seafarer should seek to acquire at any stage of their career. RYA reveals latest first aid advisory for yacht crew To All news 6 October 2023 The RYA has updated its latest guidance on preparing first aid at sea, a vital skill that every seafarer should seek to acquire at any stage of their career. First aid can become vital in an unexpected situation either on land or onboard a vessel out at sea. This can also be the case in circumstances where another ship may be in distress. Crew members and guests can become unwell despite good sea conditions and first aid can help to manage minor to major incidents. Proper first aid can also prevent medical emergencies in the case of injuries and other unforeseen circumstances. “Most first aid on a boat requires nothing more than people do every day looking after their family. But accidents do happen and knowing what to do first can be very important. This is where some first aid knowledge can help,” said RYA National First Aid Advisor and Yachtmaster Examiner, Sara Hopkinson. Among Sara’s top tips for staying safe at sea include:

 Having both land and sea first aid knowledge to learn how to adapt to situations such as head injuries, water shock, hypothermia and drowning. Packing a first aid kit and having the correct items from bandages to pain relief and motion sickness tablets. Calling for help in an emergency with a handheld VHF radio for out-of-range areas. Being aware of cold-water shock and how to manage an emergency situation. Taking action in an emergency situation when it is better to do something rather than observe. The impact first aid can have in saving lives and providing care to people suffering at sea where there is no immediate access to medical facilities. To learn more about first aid, explore the RYA’s guidance that goes more in-depth on the topic and how seafarers can best prepare. More news Sea Changes Forum 2026 The PYA is pleased to invite you to the 2026 Sea Changes Forum, taking place on Thursday, 24 September 2026, at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. Read more Upcoming Webinar: Water Safety On Yachts The Professional Yachting Association is pleased to invite yacht crew and industry professionals to an upcoming live webinar dedicated to Water Safety On Yachts, taking place on 10 June 2026 from 15:00 to 16:00CET. Led by recognised experts in water management and regulatory compliance, this session will explore the common bacteria found in vessel water systems, the risks they pose to crew, guests and operations, and the practical measures that can be implemented to maintain safe onboard water standards. Read more Schengen EES Update: Guidance for Yacht Crew The new Schengen Entry/Exit System (EES) replaces passport stamps with digital records for non-Schengen nationals. While procedures remain largely unchanged for yacht crew, entries and exits are now tracked electronically—with no physical proof provided—making it essential for crew to monitor their own Schengen days. Read more

The PYA in collaboration with Seascope France will launch a webinar this November covering lithium-ion battery awareness and a new training course based on the MCA’s MGN 681. © Jéan Cloete PYA to launch Lithium-ion Batteries webinar with Seascope France To All news 9 November 2023 The PYA in collaboration with Seascope France will launch a webinar this November covering lithium-ion battery awareness and a new training course based on the MCA’s MGN 681. The discussion will welcome a number of experts from across the yachting industry familiar with lithium-ion battery systems and their implementation on board yachts of various sizes. The webinar will also explore the important areas that underpin safety on vessels and the often overlooked component of lithium batteries including their role in the yachting industry. “Leading yacht industry experts will be taking part in our latest webinar with Seascope France to better understand the safety aspects of yacht management and lithium-ion batteries. This discussion follows a number of fires on yachts in recent months and will enable yacht crew to learn valuable insights on safety procedures. We want to thank Seascope France for working with us to arrange our latest webinar which will bring in-depth knowledge to the industry,” said Christophe Bourillon, CEO for the PYA. Yachting industry experts with years of experience in areas such as health & safety, fire & rescue training, the merchant navy, surveying and maritime law will share their unique insights. Discover our guest speakers Mr Kevin Howlette, Director of Ferndale Fire Ltd. and Emergency Fire & Safety Ltd Kevin is a Health & Safety Consultant who specialises in fire and rescue training. His companies specialise in providing cutting-edge solutions for extinguishing Lithium Ion Battery Fires, including robotics. Ferndale Fire Ltd is a Joint Venture between Emergency Fire & Safety Ltd from Belfast and Ferndale Lane Investments Ltd from Cork, London and Dublin. Working both locally and widely abroad, Kevin, a former member of the NIFRS, has extensive health and safety knowledge in the fire & rescue sector and a proven track record for managing and delivering training in his field. Master Mariner Gerard Pollock, who developed the course around the MCA’s MGN 681 Gerard Pollock is a Master Mariner who began his career in the merchant navy before entering yachting 20 years ago. Gerard has worked on several prominent yachts, including as Master on MY Musashi. Since moving ashore in 2016, Gerard has worked as a Port State Control Officer before joining the Pacific Maritime Safety Programme as a Maritime Advisor to governments in the South Pacific. Gerard is also an author and writes on maritime safety and regulation. His third book is due out from Witherby’s later this year. Captain Herbert Magney Herbert Magney is an active captain of a 135' private yacht and in the U.S.C.G. Auxiliary. He works with Sectors Miami and Boston Commanders in the Accident and Incident Investigation Branches. After launching a working group initially made up of members of the ISS, Captain Magney has worked with several flag and class surveyors plus various law firms, insurance underwriters and insurance providers. He has also led the creation of On Board Safety Management Plans and On Board Training for large and small vessels of various types of construction. Allan Love, MCA Policy Lead – Fire Safety & Engineering Allan Love represents the MCA on policy and works within the UK Technical Services Ship Standards. He is the main author for The MAC’s MGN 681. To take part in this webinar, you can reserve your place by booking via our event page . If you would like to host a webinar with the PYA, please contact us on info@pya.org with the subject ‘Webinar Partner’. We look forward to welcoming you to our latest webinar hosted by the PYA and Seascope France. To access our previous webinars, you can visit our website to see the latest discussions in the archive . More news Sea Changes Forum 2026 The PYA is pleased to invite you to the 2026 Sea Changes Forum, taking place on Thursday, 24 September 2026, at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. Read more Upcoming Webinar: Water Safety On Yachts The Professional Yachting Association is pleased to invite yacht crew and industry professionals to an upcoming live webinar dedicated to Water Safety On Yachts, taking place on 10 June 2026 from 15:00 to 16:00CET. Led by recognised experts in water management and regulatory compliance, this session will explore the common bacteria found in vessel water systems, the risks they pose to crew, guests and operations, and the practical measures that can be implemented to maintain safe onboard water standards. Read more Schengen EES Update: Guidance for Yacht Crew The new Schengen Entry/Exit System (EES) replaces passport stamps with digital records for non-Schengen nationals. While procedures remain largely unchanged for yacht crew, entries and exits are now tracked electronically—with no physical proof provided—making it essential for crew to monitor their own Schengen days. Read more

Overcoming the hazards of the yachting industry Overcoming the hazards of the yachting industry To All news 7 February 2020 The Times recently published an article about the lives of crew in the superyacht industry, highlighting that although crew enjoy large salaries, exotic destinations and long breaks in between seasons, they’re paying a heavy price to live up to the industry’s relentless demands with depression, sexual harassment and burnout being all too common. The article which was clearly written to shock and leans towards sensationalism, in places, does manage to highlight some of the harsh realities that many crew, unfortunately, still face. It also labels the industry as one of the few places where the super-rich still ‘get what they want without being subject to a single authority’. Whilst, this may make for good reading, it’s not entirely accurate and fails to capture the fact that the vast majority of crew, including both men and women, have been able to build happy and successful careers in the industry, despite its perceived reputation. Below, we provide some further explanation on some of the key points raised in this article and provide solutions to those crew suffering from burnout or sexual harassment. Is the industry ‘above all authorities’? No. Although the article states that crew working on private vessels are essentially working on ‘billionaires’ own personal floating kingdoms’, it’s important to understand that all vessels are subject to the laws of the countries in which they are registered. On top of this, many vessels are regulated by the International Labour Convention (ILO) which enforces the Maritime Labour Convention (MLC) 2006. The use of an MLC-compliant employment contract is becoming more and more commonplace - even on private vessels - and is pushing the industry into an era where private vessels are being required to offer MLC compliant contracts in order to attract and retain more experienced and valuable crew. Whilst it is not easy for a seafarer to trigger legal proceedings if he/she has been wronged whilst working onboard, it’s worth noting that there are several organisations , including the PYA, which are dedicated to the welfare of yacht crew and can provide assistance to crew who need help. The PYA regularly attends meetings with regulatory bodies which create and enforce the standards to which the industry is regulated, so as a crew member, it’s important to align yourself with an organisation which is aware of the regulations and can help advise you in the event that something goes wrong. Are there any options for crew who have experienced sexual harassment or assault? Whilst The Times reported that crew who have experienced sexual harassment feel helpless, they failed to mention that those who are working under the terms of MLC 2006 are entitled to protection from sexual harassment and have the right to decent conditions of work. For full details of the Maritime Labour Convention and how to make a complaint, visit the Seafarers’ Rights International website . If you are being harassed, REPORT IT, either to your HOD, captain or management company. It’s important to document all incidents and keep the evidence for possible future reference. If you’ve reported the incident but nothing has been done, there are a number of organisations which can help provide advice and support. The PYA is available to direct all members who are victims of sexual harassment to an appropriate support service. What to do if you’re experiencing burnout or mental health issues Whilst the Maritime Labour Convention (MLC) 2006 requires that crew must not work for more than 14 hours out of every 24, it is widely recognised that some yachts do not comply, claiming that it is necessary to exceed these limits in order to provide the level of service expected by owners and guests. One solution for crew is to track their hours using time-tracking apps like Workrest , which helps track each crew member’s hours of work and shows if they comply with MLC and ILO regulations. Crew suffering from burn-out or other mental issues shouldn’t hesitate to contact organisations such as the PYA and ISWAN which can put them in touch with experienced professionals who can provide help. More news Sea Changes Forum 2026 The PYA is pleased to invite you to the 2026 Sea Changes Forum, taking place on Thursday, 24 September 2026, at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. Read more Upcoming Webinar: Water Safety On Yachts The Professional Yachting Association is pleased to invite yacht crew and industry professionals to an upcoming live webinar dedicated to Water Safety On Yachts, taking place on 10 June 2026 from 15:00 to 16:00CET. Led by recognised experts in water management and regulatory compliance, this session will explore the common bacteria found in vessel water systems, the risks they pose to crew, guests and operations, and the practical measures that can be implemented to maintain safe onboard water standards. Read more Schengen EES Update: Guidance for Yacht Crew The new Schengen Entry/Exit System (EES) replaces passport stamps with digital records for non-Schengen nationals. While procedures remain largely unchanged for yacht crew, entries and exits are now tracked electronically—with no physical proof provided—making it essential for crew to monitor their own Schengen days. Read more

The GUEST Program, governed by the International Association of Maritime Institutions (IAMI) representing maritime educators and regulators and are experts in developing and delivering maritime education globally, is recognized internationally within the superyacht industry. The GUEST Program, governed by the International Association of Maritime Institutions (IAMI), stands as a hallmark of excellence in superyacht education. IAMI, representing maritime educators and regulators, is renowned for its expertise in developing and delivering maritime education worldwide. The GUEST program is internationally recognized within the superyacht industry as the definitive standard for the Large Yacht qualifications and assessments for industry led education. It offers a comprehensive portfolio of short courses that align with the regulatory requirements for seafarers' qualifications. GUEST training is meticulously designed to provide targeted education tailored to the diverse responsibilities and activities crew members are expected to perform. The program equips professionals with the technical skills and attributes necessary to excel in their roles, enhancing their careers both onboard and ashore. These courses not only align with the mandatory aspects of superyacht operations but primarily focus on developing the advanced skills required for high-level performance in this specialized industry. In addition, the IAMI CoC is achievable for GUEST students working within the various Interior department’s onboard, where superyacht professionals can demonstrate their commitment to excellence and adherence to the highest standards of safety, service, and operational competence, as well as enhancing their career prospects. The GUEST Program utilizes blended learning platforms to offer flexible and accessible training. This approach allows students across different time zones to progress at their own pace, ensuring that the education is accommodating and effective. With a network of approved GUEST trainers and specialists located worldwide, students receive consistent support and guidance throughout their training journey. This personalized mentorship ensures a high level of engagement and provided a deeper understanding of the course material. On successful completion of each course, students earn the industry-recognized IAMI GUEST Certification, highly regarded to enhance their career progression and professional journey within the superyacht sector. To ensure that GUEST courses remain current, effective, and of the highest quality, they are regularly inspected and updated by teams of professional experts and qualified trainers. IAMI plays a critical role in upholding these standards through ongoing audits of its Training Providers, meticulously reviewing and monitoring course delivery, qualification standards, and learning outcomes. This rigorous quality assurance process guarantees that the education provided across IAMI GUEST Accredited Training Providers continues to be a valuable investment for students, contributing to their professional growth and advancing the standards of superyacht education. By maintaining this high level of oversight, the GUEST Program not only benefits individual learners but also contributes to elevating the overall professionalism and competence within the superyacht industry. Services Accredited Training Programs: Providing a comprehensive portfolio of accredited short courses designed to meet the unique demands of the superyacht industry, covering areas such as onboard operations, hospitality, and safety. Certification and Qualifications: Issuing internationally recognized IAMI GUEST Certifications upon successful course completion, which are highly regarded in the superyacht industry for enhancing professional credentials. With the completion of a GUEST Hospitality Program leading to the issue of an IAMI Yacht Hospitality Certificate of Competency. Approved Trainers and Specialists: Connecting students with a network of approved GUEST trainers and specialists worldwide, providing expert guidance and support throughout their training journey. Curriculum Development: Developing and regularly updating course content to align with industry standards and regulatory requirements, ensuring that training remains relevant and effective. Quality Assurance and Auditing: Conducting ongoing audits and inspections of IAMI GUEST Accredited Training Providers to ensure consistent delivery of high-quality education and adherence to established standards. Industry Standards Alignment: Ensuring that the GUEST Program aligns with regulatory mandatory seafarers' qualifications and industry best practices, maintaining a high level of professionalism in superyacht training. Career Enhancement and Professional Growth: Providing targeted training that supports career advancement for superyacht professionals, enhancing their skill sets and improving job prospects within the industry. Blended Learning Platforms : Offering flexible learning options through blended learning platforms, allowing students to study at their own pace and in various time zones, with both online and in-person components. Skills and Competency Development: Focusing on the development of technical skills and attributes required for a broad range of responsibilities within the superyacht sector, both onboard and ashore. Networking and Professional Community: Offering opportunities for students and trainers to connect with industry professionals, creating a network of peers and mentors within the superyacht sector. Contact information Joey Meen International Association of Maritime Institutions IAMI Director (BoD), IAMI GUEST Sub Group Sec & IAMI GUEST Director +44 7399 662408 guest@iami.org.uk www.guest-program.com Guest Program The GUEST Program, governed by the International Association of Maritime Institutions (IAMI) representing maritime educators and regulators and are experts in developing and delivering maritime education globally, is recognized internationally within the superyacht industry. Visit website Back to All Partners Become a member and enjoy the exclusive offers from our partners. Become a member

Last month’s news was that the crew on the 31m M/Y La Dolce Vita had to abandon their burning yacht off the Florida Keys before fire totally gutted it and the yacht sank. Other than the watches on their wrists and the smartphones in their pockets, they may not have managed to take many other of their personal belongings with them when they abandoned the yacht. Repatriation of Personal Possessions To All news 13 April 2021 Last month’s news was that the crew on the 31m M/Y La Dolce Vita had to abandon their burning yacht off the Florida Keys before fire totally gutted it and the yacht sank. Other than the watches on their wrists and the smartphones in their pockets, they may not have managed to take many other of their personal belongings with them when they abandoned the yacht. This was not a unique occasion when yacht crew have been unexpectedly separated from their personal effects in a traumatic manner. A brief online search will reveal a series of other yacht fires and founderings, including some very large yachts. Recently, the 75m S/Y Enigma burned out and sank off Langkawi. The 60m M/Y Yogi sank in heavy weather in the Aegean in February 2012. The Yogi episode was spread over several hours before the crew were lifted off by helicopter, and they reportedly had time to assemble all their belongings to take with them. In other incidents, the speed of abandonment was such that few of the crew members’ personal effects left with their owners. Bicycles, surfboards, parachute packs, and even laptops are unwelcome candidates as survival equipment in a life raft. The above examples illustrate one category of separations between crew and their possessions, namely accidents to vessels. Accidents to individuals, leading to unexpected hospitalization and/or repatriation, are another category. Fatalities, occurring either onboard or during the period of service, are a third category. The Covid-19 crisis has brought to our attention a fourth category of enforced separation of seafarers from their belongings. A combination of quarantine/isolation/lockdown restrictions, plus limited or total unavailability of air travel to particular destinations, has meant that some of our PYA members have been unable to rejoin their yachts after a period of leave and have consequently been paid off. The return of their belongings has not always gone smoothly. The foregoing serves to show that there exists a niche area of crew welfare that is often overlooked and unprepared for until a critical situation arises. Whenever seafarers are separated from their onboard personal possessions for whatever reason, there are specific regulations and protocols to follow. The particular duties and responsibilities of owners/managers and masters, and the rights of the seafarer concerned, will be found in the flag state shipping regulations (for instance the UK Merchant Shipping (Maritime Labour Convention) (Minimum Requirements for Seafarers etc.) Regulations 2014, Part6). In some instances the seafarer’s rights under such regulations may be embodied in, appended to, or referred to in the SEA. With regard to the UK Statutory Instrument referred to above, note the following paragraph: (13) The seafarer or the next of kin, as the case may be, must reimburse the shipowner for the reasonable delivery costs if demanded. A similar clause may be found in the regulations of other flag registries. There is no guidance as to the grounds for reimbursement of such delivery costs. Justifiable grounds could be extreme misconduct on board, leading to instant dismissal and police escort to the airport, or criminal conduct leading to imprisonment under the regime of the port being visited, such as possession of drugs or pornography. No matter who pays for the shipment, a proper accounting of all left-behind possessions is called for in all circumstances. In the event of personal belongings having to be shipped to a former crew member, or their next of kin, the circumstances leading to separation from those belongings, whether fire, foundering, sickness, injury or death are certain to create stress for those involved. The last thing that anybody needs is to compound the stress by controversy over the belongings which have been left behind on board. The best precaution to take in order to avoid a dispute over such possessions is to maintain onboard an electronic register into which each crew member can enter all relevant details regarding their personal belongings. Entries should include a photograph of each item (face and back of the case of expensive watches,) photograph of proof of purchase, make, model, serial number, a brief description, and any other pertinent information (such as provenance). The electronic format allows for easy updates as crew change or they buy themselves new toys, and remote cloud storage safeguards the list in the event of catastrophic annihilation of onboard records. The full list should be password protected, with at least one person ashore, possibly the DPA, having access. With this data always retrievable, appropriate action can be taken in the event of shipment of one person’s belongings, or a post-loss insurance claim by all crew members. If no central registry is kept on board, it would behove each individual crew member to maintain their own personal inventory in a similar remotely stored manner. In all instances, the Master or a delegated officer should verify the existence of all items listed. More news Sea Changes Forum 2026 The PYA is pleased to invite you to the 2026 Sea Changes Forum, taking place on Thursday, 24 September 2026, at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. Read more Upcoming Webinar: Water Safety On Yachts The Professional Yachting Association is pleased to invite yacht crew and industry professionals to an upcoming live webinar dedicated to Water Safety On Yachts, taking place on 10 June 2026 from 15:00 to 16:00CET. Led by recognised experts in water management and regulatory compliance, this session will explore the common bacteria found in vessel water systems, the risks they pose to crew, guests and operations, and the practical measures that can be implemented to maintain safe onboard water standards. Read more Schengen EES Update: Guidance for Yacht Crew The new Schengen Entry/Exit System (EES) replaces passport stamps with digital records for non-Schengen nationals. While procedures remain largely unchanged for yacht crew, entries and exits are now tracked electronically—with no physical proof provided—making it essential for crew to monitor their own Schengen days. Read more

There's a lot of misinformation and confusion amongst yacht crew who hold Schengen visas when it comes to being stamped in and out of the Schengen area when starting and finishing their employment onboard a vessel. Guidelines for being stamped in and out of the Schengen area for visa holders To All news 7 October 2019 There's a lot of misinformation and confusion amongst yacht crew who hold Schengen visas when it comes to being stamped in and out of the Schengen area when starting and finishing their employment onboard a vessel. Unfortunately, far too many yacht crew are still taking their questions to yacht crew Facebook groups with the hope of finding answers. Whilst advice from fellow yacht crew might provide some general guidance, we would highly discourage members from relying on this information as visa advice is tailored to each individual's passport, visa and circumstances. In addition, visa regulations are constantly being updated by authorities, so it's important to get advice which is current and in line with the latest information. By relying on advice from unqualified sources, you might end up breaking the rules of your visa which could prevent you from being granted future Schengen visas and, subsequently, jeopardise your career in yachting. We interviewed immigration officials at the Cannes and Nice Ports in France on 3 October 2019, which are two ports in the French Riviera which have immigration offices. They have provided the following guidance for yacht crew with Schengen Visas: Stamped out - To be stamped out of the Schengen area, the crew member should visit the immigration office at Le Vieux Port Cannes or Nice Port with a valid passport and Schengen Visa. Stamped in - Once a crew member has returned from their time at sea, they can visit the immigration office with a valid passport and visa to be stamped back into the Schengen area, provided they still have available days left on their visa. Please note: The crew member needs to be present in order for their passport to be stamped. Also, the type of Schengen visa a crew member holds might affect their ability to be stamped back in and out multiple times, so we advise crew to check if this possible in advance. Documents required - Only a valid passport and Schengen visa. However, be prepared to show additional documentation to prove your employment, such as an Employment Agreement and/or the Crew List, a Seafarer’s Identity Document, the Yacht’s Certificate of Registry and/or a return ticket back to your home country. The flag under which the boat is registered - This does not affect the immigration requirements and crew can still be stamped in and out of the Schengen area when working on a boat which is registered in a Schengen country. The PYA does not currently provide tailored visa advice, however, we've put together some basic guidelines you should follow: Most of the Schengen countries are in the European Union, BUT some are not. It's important not to confuse the Schengen Area with the EU. Yacht crew can be stamped out of the Schengen area by a Port's Immigration Officer with an official immigration stamp in their passport. Due to the fact that a crew member is officially on a vessel and out of Schengen territory, the number of days that they're allowed in the Schengen area on their visa should not be affected and they should be able to pick up where they left off when being stamped back in by immigration officials. Please note - this is usually only allowed if your visa grants you multiple entries and should be confirmed by an official source. Many Schengen authorities are very strict on stamping crew back into a Schengen country once they've completed their employment on board a vessel and will only do so if the crew member has a repatriation ticket back to their home country. Do not rely on your Captain, management company or the vessel's owners to solve your visa issues. Make sure you know the rights and the regulations of your visa without your employer's assistance. Never ever overstay the number of days allowed on land on your visa. Never overstay your visa expiry date without being stamped out the Schengen area. If you are looking to leave your vessel via a Schengen airport after overstaying your original visa, you will usually need to apply for a transit visa which can usually be issued by an agent at the port of disembarkation. If MLC 2006 applies to your Seafarers Employment Agreement, the cost of this visa and agent should be covered by your vessel. Important - The type of visa and passport you hold might affect the guidelines provided above. We advise all crew to discuss their situation with the port's immigration officials or a verified visa agent. We recommend our members search online for a verified visa agent or speak directly with their local Immigration Officials. Here's a list of useful resources you can also refer to, although be mindful some of this content might be out of date: Official Schengen Visa Website Onboard Online - The Dilemma: Yachting and Schengen Visas (published 21.05.2015) Crew Compass App (published 27.04.2018) Please note: The information provided in this article is believed to be correct at the time of publishing (07.10.2019) and has been verified to be the best of the PYA's ability, however, cannot be guaranteed. Watch our latest webinar on Visas & Crew Immigration (published 28.02.2024) More news Sea Changes Forum 2026 The PYA is pleased to invite you to the 2026 Sea Changes Forum, taking place on Thursday, 24 September 2026, at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. Read more Upcoming Webinar: Water Safety On Yachts The Professional Yachting Association is pleased to invite yacht crew and industry professionals to an upcoming live webinar dedicated to Water Safety On Yachts, taking place on 10 June 2026 from 15:00 to 16:00CET. Led by recognised experts in water management and regulatory compliance, this session will explore the common bacteria found in vessel water systems, the risks they pose to crew, guests and operations, and the practical measures that can be implemented to maintain safe onboard water standards. Read more Schengen EES Update: Guidance for Yacht Crew The new Schengen Entry/Exit System (EES) replaces passport stamps with digital records for non-Schengen nationals. While procedures remain largely unchanged for yacht crew, entries and exits are now tracked electronically—with no physical proof provided—making it essential for crew to monitor their own Schengen days. Read more

You can find both links here PYA Welfare Group Webinar Recording & Crew Wellbeing Survey for Management Companies To All news 31 January 2023 You can watch the webinar recording here . Additionally, we have prepared a survey for Management Companies on crew wellbeing. With the focus on mental wellbeing and welfare issues, we are asking for your assistance to see where we can guide crew further. After all, in many cases better communication between parties, awareness and training can help avoid certain situations. It is the PYA's aim to raise awareness of these issues in our high-stress industry and encourage professionalism. Your feedback will help us do this. Please fill out the survey here. More news Sea Changes Forum 2026 The PYA is pleased to invite you to the 2026 Sea Changes Forum, taking place on Thursday, 24 September 2026, at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. Read more Upcoming Webinar: Water Safety On Yachts The Professional Yachting Association is pleased to invite yacht crew and industry professionals to an upcoming live webinar dedicated to Water Safety On Yachts, taking place on 10 June 2026 from 15:00 to 16:00CET. Led by recognised experts in water management and regulatory compliance, this session will explore the common bacteria found in vessel water systems, the risks they pose to crew, guests and operations, and the practical measures that can be implemented to maintain safe onboard water standards. Read more Schengen EES Update: Guidance for Yacht Crew The new Schengen Entry/Exit System (EES) replaces passport stamps with digital records for non-Schengen nationals. While procedures remain largely unchanged for yacht crew, entries and exits are now tracked electronically—with no physical proof provided—making it essential for crew to monitor their own Schengen days. Read more

On the morning of February 24th, Captain Simon Johnson was lining up MY Go in preparation for the 10.30am bridge in St. Maarten. If you’re in the yachting industry, you’ve probably been hiding under the proverbial rock if you don’t know the rest of the story. Safeguarding crew reputation in the age of social media To All news 28 March 2021 On the morning of February 24th, Captain Simon Johnson was lining up M/Y Go in preparation for the 10.30am bridge in St. Maarten. If you’re in the yachting industry, you’ve probably been hiding under the proverbial rock if you don’t know the rest of the story. Despite the onboard computer systems telling him all was in normal working order, the yacht’s gearbox seized into ahead. His split-second decision to make a controlled impact with the St. Maarten Yacht Club wooden dock averted a far worse disaster with the busy road bridge. Within 20 minutes, video footage of the event had been uploaded to social media and the judgement began to flow. “Asleep at the helm,” said one. “You wouldn’t let this guy Loose in charge of a row boat (sic),” said another on one post which has been viewed 128,000 times. Fortunately, no one was physically hurt in the incident, but in spreading a story before the facts had been established, the reputation Simon had built up in yachting (and Captain roles onboard M/Y Lady Lau and M/Y St David among others in a career spanning 40 years) threatened to collapse unless he retook control of the story. “To be annihilated like that in the industry was extraordinary,” says Simon. “With the Owner’s support, I put a statement on my Facebook page within 12 hours so we could take control of the narrative” he explains. “I explained that this was not an issue of incompetence, but of a major malfunction.” The next day an article in a local newspaper, The Daily Herald, was published after Simon was interviewed by one of its journalists. By presenting the truth, Simon was able to take the scandal out of the story. He also ensured that, when the news was picked up by global media outlets, (as superyacht incidents inevitably do), the facts ran alongside the footage. A high-profile figure in the industry, Simon says his reputation was established enough to ride out the crisis, although he acknowledges, nearly a month on, that he still feels stung “But if it were a 30-year-old Captain in their first command role, they may struggle to come back from this,” he explains. Aware of the link between social media and reputation (he explains he has previously engaged an independent audit of his social media presence), Simon was obviously savvy enough to understand the steps he needed to take, but not everyone in his situation would. In this age of fake news, the incident has raised an important question: should superyachts be proactive about putting in place a strategy to manage a social media storm? Continue reading here . More news Sea Changes Forum 2026 The PYA is pleased to invite you to the 2026 Sea Changes Forum, taking place on Thursday, 24 September 2026, at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. Read more Upcoming Webinar: Water Safety On Yachts The Professional Yachting Association is pleased to invite yacht crew and industry professionals to an upcoming live webinar dedicated to Water Safety On Yachts, taking place on 10 June 2026 from 15:00 to 16:00CET. Led by recognised experts in water management and regulatory compliance, this session will explore the common bacteria found in vessel water systems, the risks they pose to crew, guests and operations, and the practical measures that can be implemented to maintain safe onboard water standards. Read more Schengen EES Update: Guidance for Yacht Crew The new Schengen Entry/Exit System (EES) replaces passport stamps with digital records for non-Schengen nationals. While procedures remain largely unchanged for yacht crew, entries and exits are now tracked electronically—with no physical proof provided—making it essential for crew to monitor their own Schengen days. Read more

If you are looking to apply for a Safe Manning Document for Yachts, the MCA has just released the MSF4208 application form. Updated application for safe manning documents To All news 10 April 2020 If you are looking to apply for a Safe Manning Document for Yachts, the MCA has just released the MSF4208 application form . Applications will need to complete the form and send it (with the appropriate fee and enclosures) to the address in panel 8 on the form. All queries should be sent to large.yachts@mcga.gov.uk . More news Sea Changes Forum 2026 The PYA is pleased to invite you to the 2026 Sea Changes Forum, taking place on Thursday, 24 September 2026, at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. Read more Upcoming Webinar: Water Safety On Yachts The Professional Yachting Association is pleased to invite yacht crew and industry professionals to an upcoming live webinar dedicated to Water Safety On Yachts, taking place on 10 June 2026 from 15:00 to 16:00CET. Led by recognised experts in water management and regulatory compliance, this session will explore the common bacteria found in vessel water systems, the risks they pose to crew, guests and operations, and the practical measures that can be implemented to maintain safe onboard water standards. Read more Schengen EES Update: Guidance for Yacht Crew The new Schengen Entry/Exit System (EES) replaces passport stamps with digital records for non-Schengen nationals. While procedures remain largely unchanged for yacht crew, entries and exits are now tracked electronically—with no physical proof provided—making it essential for crew to monitor their own Schengen days. Read more