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The French authorities have provided official clarification regarding social security payments for yacht crew. French Social Security Clarification To All news 25 June 2018 The French authorities have provided official clarification regarding social security payments for yacht crew. The document, provided in French and English, has answered the question of how French residency is determined (more than 6 months in total during a 12 month period), and also specifies that time spent in the shipyard does not count towards the days you have spent in France / French waters. It also confirms that you do not need to subscribe to ENIM if you can show that you have suitable equivalent insurance from a different provider in place. Please do take the time to read this document. English Version Social Security clarification from French authorities - ENGLISH .pdf Download PDF • 78KB French Version Social Security clarification from French authorities - ENGLISH .pdf Download PDF • 78KB We are grateful to the French authorities for providing clear explanation and for being receptive to the negotiations from the yachting industry. More news PYA - the Voice of yacht crew Discover how our actions go beyond membership to strengthen the entire yachting sector. Read more Sea changes Forum 2025 Edition - Everything You Need to Know The PYA is proud to present the 2025 Sea Changes Forum, taking place on Thursday 25 September at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. From 16:00 to 20:00, this key industry event will bring together professionals, regulators, and crew representatives to discuss the latest developments in yachting, from regulations and certification to crew welfare and career opportunities. The Forum will conclude with a networking reception, offering a unique opportunity to connect with colleagues and stakeholders in the heart of Monaco. Read more Next Generation in Yachting Forum 2025 - Highlights The PYA Next Generation in Yachting Forum, held on 11 April in Antibes, offered aspiring yacht crew an invaluable insight into the yachting industry. With contributions from leading recruitment agents including Bluewater, Hill Robinson, The Crew Network, and YPI, the event covered essential topics such as CV preparation, interview techniques, and professional etiquette. Attendees also received guidance on visas, welfare support, and career pathways across all departments, with practical advice from Captains, trainers, and experienced crew. The afternoon concluded with focused breakout sessions and networking, providing a unique opportunity to connect with industry professionals and prepare for a successful career at sea. Read more

Become a PYA member to get acess to services like: Sea Service Verification, Training Record Book, Career Advice and more. Explore three available plans and choose which suits you the most. MCA & Transport for Malta approved Digital Service Record Book Yacht Sea Service Testimonial Verification service OOW 3000 Deck Training Record Book (if applicable and only if requested) Yacht Rating Certificate (if applicable and only if requested upon joining) Online storage of documents on PYA Members’ area Advice and Support on Sea Service and Certification NOE, LIA, Revalidation, Conversion applications support (appointment based) Documents certification (Recognized by the MCA) Welfare support Membership Assistance Service (MAS) (work-related issues) Receive PYA Publications/Newsletter Participation in PYA Activities/ Workshops/ Webinars Reduced/Free entry to PYA or partner Events PYA-negotiated Discounts and Special Offers Vote at General Meetings REG Representation Complimentary ISS Membership ($200 Value) Mailbox service (have your mail sent to our Antibes' office) — — ✓ €40 ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ — €100 See all benefits 85€/year Suitable for those working at levels that do not require a Digital Service Record Book (D-SRB) or verified Sea Service Testimonials (SSTs) but still require the rest of our services. Associate Member MCA & Transport for Malta approved Digital Service Record Book Yacht Sea Service Testimonial Verification service OOW 3000 Deck Training Record Book (if applicable and only if requested) Yacht Rating Certificate (if applicable and only if requested upon joining) Online storage of documents on PYA Members’ area Advice and Support on Sea Service and Certification NOE, LIA, Revalidation, Conversion applications support (appointment based) Documents certification (Recognized by the MCA) Welfare support Membership Assistance Service (MAS) (work-related issues) Receive PYA Publications/Newsletter Participation in PYA Activities/ Workshops/ Webinars Reduced/Free entry to PYA or partner Events PYA-negotiated Discounts and Special Offers Vote at General Meetings REG Representation Complimentary ISS Membership ($200 Value) Mailbox service (have your mail sent to our Antibes' office) ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ €100 See all benefits 185€/year Advance your career in the yachting industry with our Full Membership. Get MCA-approved D-SRB and verified SSTs to prove your professional qualifications and experience, and avoid delays with the MCA in the process. Full Member MCA & Transport for Malta approved Digital Service Record Book Yacht Sea Service Testimonial Verification service OOW 3000 Deck Training Record Book (if applicable and only if requested) Yacht Rating Certificate (if applicable and only if requested upon joining) Online storage of documents on PYA Members’ area Advice and Support on Sea Service and Certification NOE, LIA, Revalidation, Conversion applications support (appointment based) Documents certification (Recognized by the MCA) Welfare support Membership Assistance Service (MAS) (work-related issues) Receive PYA Publications/Newsletter Participation in PYA Activities/ Workshops/ Webinars Reduced/Free entry to PYA or partner Events PYA-negotiated Discounts and Special Offers Vote at General Meetings REG Representation Complimentary ISS Membership ($200 Value) Mailbox service (have your mail sent to our Antibes' office) — — €20 €60 — ✓ — — ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ — €100 See all benefits 35€/year Get career support and advice, one-to-one help, stay informed on industry updates, attend networking events and more with our Basic Membership. Suitable for people new to yachting or at the beginning of their career. New to Yachting member Register and chose your plan or service Discover a plan that suits you the most Register and chose your plan or service Need to get your Sea Service verified? The cost of this service is EUR 50 per SST with a minimum charge of EUR 100, and you will receive a credit of 2 tokens. These tokens don't expire. You can get your Sea Service verified as a member or by ordering our certification service individually.

The MCA has issued MIN 535 to update MIN 520 and so reduce the confusion in some parts of our industry about the requirements for seafarers to undergo what is known as 'refresher' training. Clarification regarding STCW 'refresher' training To All news 22 January 2017 The MCA has issued MIN 535 to update MIN 520 and so reduce the confusion in some parts of our industry about the requirements for seafarers to undergo what is known as 'refresher' training. In particular, it: Shows the extent to which training certificates from other flag administrations will be accepted by the MCA States clearly that everyone applying for a new CoC or upgrading/revalidating an existing CoC must submit documentary evidence that they have completed initial training or refresher training for Personal Survival Techniques, Fire Prevention and Fire Fighting, Proficiency in Survival Crafts and Rescue Boats and Advanced Fire Fighting within the last five years. (Some seafarers will also need a certificate for Fast Rescue Boats) Gives details of what evidence seafarers must have with them when aboard. States that you don’t need to refresh Personal Safety and Social Responsibilities, Elementary First Aid and Medical First Aid. Confirms that if crew hold a UK CoC, they do not need to do the full courses again, just the refresher courses Clarifies that the Advanced Sea Survival certificate may be accepted in lieu of Proficiency in Survival Craft and Rescue Boats, however, your Certificate of Competency will be endorsed with the following limitation: “Not for use on ships equipped with davit launched lifeboats”. States that the non-STCW Advanced Sea Survival must be updated every 5 years in line with Proficiency in Survival Craft and Rescue Boats. The MCA would recommend all seafarers hold an STCW Proficiency in Survival Craft and Rescue Boats Certificate of Proficiency, due to potential problems of Port State Control Officers outside of the UK not accepting non-STCW Advanced Sea Survival. Seagoing members are recommended to study this MIN and make sure they are fully compliant with the various requirements. Download the file: MIN_535 - Clarification on STCW refresher training .pdf Download PDF • 628KB More news PYA - the Voice of yacht crew Discover how our actions go beyond membership to strengthen the entire yachting sector. Read more Sea changes Forum 2025 Edition - Everything You Need to Know The PYA is proud to present the 2025 Sea Changes Forum, taking place on Thursday 25 September at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. From 16:00 to 20:00, this key industry event will bring together professionals, regulators, and crew representatives to discuss the latest developments in yachting, from regulations and certification to crew welfare and career opportunities. The Forum will conclude with a networking reception, offering a unique opportunity to connect with colleagues and stakeholders in the heart of Monaco. Read more Next Generation in Yachting Forum 2025 - Highlights The PYA Next Generation in Yachting Forum, held on 11 April in Antibes, offered aspiring yacht crew an invaluable insight into the yachting industry. With contributions from leading recruitment agents including Bluewater, Hill Robinson, The Crew Network, and YPI, the event covered essential topics such as CV preparation, interview techniques, and professional etiquette. Attendees also received guidance on visas, welfare support, and career pathways across all departments, with practical advice from Captains, trainers, and experienced crew. The afternoon concluded with focused breakout sessions and networking, providing a unique opportunity to connect with industry professionals and prepare for a successful career at sea. Read more

Working on a Russian-linked vessel? Get the latest advice on your financial and legal status. PYA Advice for Crew on Russian-Linked Vessels To All news 8 March 2022 Watch Webinar There are concerns among some of our PYA members regarding their legal and financial status if they are working on yachts which are Russian flagged or are owned by Russian individuals or Russian entities. The current crisis is a constantly evolving situation, and we are all in uncharted waters. The PYA is following the situation closely and has been in direct contact with its legal adviser, and with three REG members - MCA, Cayman Islands and Isle of Man. We are also offering crew free personalised advice via our PYA Member Assistance Service, plus a discount on our membership (see details below). Moving a Russian-Linked Yacht Recently, the Cayman Islands Shipping registry office in the South of France has received calls from some captains and crew on yachts with Russian connections, currently in Italian ports, who are worried about the implications if they were to assist in moving these yachts from Italy into international waters or “safe havens”. Some Russian-connected yachts have already arrived in the Maldives and Montenegro, however, their ultimate “safe haven” there may not be assured. Provided that a yacht has not been formally placed under a detention order by flag or port state, and complies with all normal departure procedures, then moving a yacht from A to B in compliance with orders from the usual operational command centre would not place the crew in legal jeopardy. Moving, or attempting to move, a yacht that is under formal detention would constitute a serious offence. The UK has recently announced that it has banned Russian-linked vessels from docking at any of its ports, whereas the EU is still allowing the entry of Russian-linked vessels which are not subject to sanction. Crew on Sanctioned Vessels Overall, the legal situation is that the owner of a vessel is the person or entity listed as such on their vessel's Certificate of Registry. Crew may actually be employed by the vessel owner, or more commonly by an offshore “cell” entity. They may or may not know the identity of the yacht’s beneficial owner(s). Where such owners have been identified and sanctioned by state authorities, their assets, including yachts, face denial of access to the said owners or their representatives. This likely means that, in the case of a sanctioned yacht, the crew would, after an uncertain period, be required by the local port state officials to leave the vessel, which would then become a “Navire Désarme”. The concerns for crew members then become (i) where do they go next, and (ii) how to recover any outstanding wages. Leaving a Sanctioned Vessel In answer to (i) above, there will be several factors to consider. If the yacht is in an EU port, then EU crew on board are free to consider whether to go home, or travel to or remain in an EU port where they can seek new employment while dealing with recuperation costs and unpaid wages. Non-EU crew with or without Schengen visas and whose 90 days have not expired, may also return to or remain in the EU, but they have no right to approach crew agencies or otherwise seek new employment. Legally, they need to return home and apply for a new job from there. To avoid any entanglement with the vagaries of US immigration laws, non-US crew on a sanctioned vessel in a US port should, if required to leave such vessel, leave the US as soon as possible. However, as US immigration regulations require all crew to hold a valid visa to enter a port, there should be no issue leaving the vessel. Russian nationals would find themselves in a particularly invidious situation on a sanctioned vessel. If funding were to dry up, it is sure that individually their shipmates would not see them go hungry. However, as a group they would elicit little public sympathy anywhere, and their best course of action would be to return home as soon as possible and by any means. Repatriation costs Repatriation costs should be paid by the yacht owner. In the case of commercially registered yachts, insurance coverage is compulsory to cover such costs in the event of an owner’s inability to do so. However, access to such pay-out may not be a simple process for any individual crew member. The flag state then has a responsibility to assist the stranded seafarer with repatriation. If the flag response is slow or is unforthcoming, one’s consulate would normally assist with repatriation, or the port state may intervene to assist in returning the crew home. (In the foregoing scenarios, the flag, consular or port state authorities would then have the option to recover costs from the insuring entity). Recovery of unpaid wages With regard to concern (ii), unpaid wages (including leave and any other contractual benefits) may only be recovered after the fact. No pre-emptive action is possible by any port or flag state authority, or by any seafarers’ organization of any kind. In order to protect their claims, seafarers should remain with the vessel as long as possible, and assemble a portfolio of evidence of entitlement to wages. Documentation should include, but not be limited to, a SEA or other contract, previous pay slips, copies of relevant notations in the Official Log Book, copies of crew lists, and copies of any crew uniform issuance list(s) on which their signature occurs. The PYA is working with Maritime Lawyers who can provide our members with further assistance to claim unpaid wages. Free Advice - PYA’s Member Assistance Service (MAS) In any situation involving crew’s unpaid or disputed wages, if there is no satisfactory outcome achieved by the efforts of the captain or management company, the next port of call is flag state. Exceptionally, e.g. in France under specific circumstances, port state may enforce payment of retained wages. Regardless, our members should also contact the PYA office for reference to our Member Assistance Service (MAS), which is a free service available to all crew, including non-members. This service has a track record of successfully resolved wage disputes, and is totally private and exclusively confidential between only the parties concerned. There is no public disclosure of the identities of crew, owner, management or yacht, thereby protecting the reputation and career path of our involved member. (It is only an extremis, as for example an entire crew remaining unpaid by an intransigent or vanished yacht owner, that resolution can only be obtained by resort to court action, with its attendant undesirable publicity). Please note, we will be following up shortly with some additional advice. Captain Rod Hatch PYA Director for Training (Deck) Useful contact details PYA’s Member Assistance Service (MAS): advice@pya.org French Mediterranean Coastguard: +33 (0) 970278692 Flag states Cayman Islands Shipping Registry: France (Valbonne): +33 (0) 489027609 Marshall Islands Registry: yachtcrew@register-iri.com Virgin Islands Shipping Registry: 1(284)-468-9646 | vishipping@bvimaritime.vg Transport Malta: +356 21222203 Red Ensign Group: REGsecretariat@mcga.gov.uk Help the PYA Support Crew in Need The PYA represents yacht crew worldwide and can only continue to provide our advice and support services through the support of our members and partners. To further grow our capacity and membership network, the PYA is offering all crew a 20% discount on new memberships until 30 April 2022, using the code ‘ADVICE22’. More news PYA - the Voice of yacht crew Discover how our actions go beyond membership to strengthen the entire yachting sector. Read more Sea changes Forum 2025 Edition - Everything You Need to Know The PYA is proud to present the 2025 Sea Changes Forum, taking place on Thursday 25 September at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. From 16:00 to 20:00, this key industry event will bring together professionals, regulators, and crew representatives to discuss the latest developments in yachting, from regulations and certification to crew welfare and career opportunities. The Forum will conclude with a networking reception, offering a unique opportunity to connect with colleagues and stakeholders in the heart of Monaco. Read more Next Generation in Yachting Forum 2025 - Highlights The PYA Next Generation in Yachting Forum, held on 11 April in Antibes, offered aspiring yacht crew an invaluable insight into the yachting industry. With contributions from leading recruitment agents including Bluewater, Hill Robinson, The Crew Network, and YPI, the event covered essential topics such as CV preparation, interview techniques, and professional etiquette. Attendees also received guidance on visas, welfare support, and career pathways across all departments, with practical advice from Captains, trainers, and experienced crew. The afternoon concluded with focused breakout sessions and networking, providing a unique opportunity to connect with industry professionals and prepare for a successful career at sea. Read more

New anchorage regulations in the South of France have caught a number of yacht captains by surprise, leading to court summons by the Maritime police. Anchorage regulations on the French Riviera and how to avoid infringement To All news 9 August 2023 New anchorage regulations in the South of France have caught a number of yacht captains by surprise, leading to court summons by the Maritime police. Following our discussions with captains as well as exchanges with the Prefecture Maritime’s office, we are issuing new guidelines to all captains with some of the best practices to reduce risks when anchoring in France near restricted maritime areas. At present, other than in the Bay of St Tropez, the Gendamerie Maritime does not have a large number of vessels on patrol. However, they will rely on radar, AIS and other electronic means to confirm anchoring in restricted areas. They can also rely on visual assessments from sworn officers, on watch in the local radio station (semaphore). The anchoring regulations are such that, the anchor may be outside a restricted area but if the vessel is seen within the restricted area, it is infringing the regulation. The vessel, anchor and chain must remain outside the restricted area at all times. Avoiding breaches of regulations There are a number of ways to avoid being summoned by maritime authorities. See our guidance list below: Ensure that you have the latest charts, publications and local bylaws. Select a safe anchoring area for the vessel. Always seek confirmation with the local radio station (semaphore) that you are within an authorised area. If not, ask them for coordinates for an authorised area. Record the radio exchange with the radio station (their own calls are recorded). Take photos of your vessel’s position, from your displays on the bridge, note the latitude and longitude of the anchor position in the Log Book. When at sea and at anchor, maintain a listening watch on Channel 16 at all times. From our discussions with the Prefecture Maritime, it appears that a number of vessels previously anchored in restricted areas had missed one or two calls from the Semaphore. Being able to contact you is extremely important for maritime authorities. Mooring buoys are available in Cannes, Beaulieu Sur Mer and Golfe Juan, these can be booked via the Donia App. The Prefecture Maritime’s own recommendations are as follows: Choose sandy areas, easily identifiable by their clear bottom, using sonar. If unsure, anchor at a depth greater than 30m in the French Riviera or 40m in Corsica. Reverse at a maximum of 0.5 knots and lift the anchor with the bow of the boat directly above it. For short mooring periods, avoid using excessive chain length. Please note that as safety is paramount, if you have to seek shelter in a restricted area, you can. However, you will have to demonstrate afterwards that the conditions of the vessel and/or weather were such that you could not avoid anchoring in the restricted area. In any case, it is important that you maintain communication with the radio station (semaphore) at all times. You can find the latest information on the topic here . To get the latest updates on changes to regulations directly in your inbox keep a lookout for our newsletters. If you are not yet registered as a member, you can explore options here . More news PYA - the Voice of yacht crew Discover how our actions go beyond membership to strengthen the entire yachting sector. Read more Sea changes Forum 2025 Edition - Everything You Need to Know The PYA is proud to present the 2025 Sea Changes Forum, taking place on Thursday 25 September at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. From 16:00 to 20:00, this key industry event will bring together professionals, regulators, and crew representatives to discuss the latest developments in yachting, from regulations and certification to crew welfare and career opportunities. The Forum will conclude with a networking reception, offering a unique opportunity to connect with colleagues and stakeholders in the heart of Monaco. Read more Next Generation in Yachting Forum 2025 - Highlights The PYA Next Generation in Yachting Forum, held on 11 April in Antibes, offered aspiring yacht crew an invaluable insight into the yachting industry. With contributions from leading recruitment agents including Bluewater, Hill Robinson, The Crew Network, and YPI, the event covered essential topics such as CV preparation, interview techniques, and professional etiquette. Attendees also received guidance on visas, welfare support, and career pathways across all departments, with practical advice from Captains, trainers, and experienced crew. The afternoon concluded with focused breakout sessions and networking, providing a unique opportunity to connect with industry professionals and prepare for a successful career at sea. Read more

What is a Seaman Discharge Book (SDB), how to obtain one and what makes it different Discharge Books are not a primary identity document. They are initially issued by the flag state of the vessel on which a seafarer is employed or the flag state of the country of origin and are intended to be a record of service. Application for the first issuance of a Discharge Book has to be passed through an owner’s representative, such as a captain or appointed manager. You must have a contract to apply . The entries record the dates and ports of joining and leaving the vessel. It cannot be filled in retroactively. Unless otherwise proscribed by the issuing flag state, a Discharge Book can be carried by the seafarer onto other vessels under different flags , and the entries will still be valid as a record of service on all vessels recorded in the Book. It is essential to understand that in the context of a Discharge Book issued by a Red Ensign Group flag state, “service” relates only to the period of employment in a vessel . The nature of service is not attested to, except that it was performed in a certain rank. That is why you will still need to obtain Sea Service testimonials . A Discharge Book is a valid record of a seafarer’s employment as required under MLC, 2006, and may form part of the evidence to be submitted for validation of sea service at various stages of a yacht crew member’s career. As stated above, it is not intended to be an identity document with the same international acceptance as a passport. It may be useful when travelling on a seaman’s ticket to attest to an airline representative that the ticket holder is a genuine seafarer. Some non-European immigration authorities may prefer to see a Discharge Book before issuance of a local shore pass. If you are a UK citizen or you work on a UK-flagged yacht, you can apply for an MCA Seaman's Book . If you work on a Malta (TM) -flagged yacht, you can apply for a Transport Malta Seaman's Book . If you work on a Cayman Islands (CI) -flagged yacht, you can apply for a Cayman Islands Seaman's Book . If you work on a Marshall Islands (MI) -flagged yacht, you can apply for a Marshall Islands Seaman's Book . If you work on an Isle of Man (IOM) -flagged yacht, they are no longer issuing Seaman's Books. They now offer the Seafarer's Record of Sea Service . If you work on a British Virgin Islands ( BVI )-flagged yacht, you can apply for a British Virgin Islands Seaman's Book . If you work on a Cook Islands -flagged yacht, you can apply for a Cook Islands Seaman's Book . The application is to be sent electronically to seafarers@maritimecookislands.com The Digital Service Record Book (D-SRB) is intended to provide detailed evidence of approved courses taken, qualifications obtained, and the associated specific types of sea service , such as actual sea service, stand-by service, yard service, etc. The D-SRB is issued by the PYA only. All entries are made only after testimonials regarding the service to be entered have been scrutinized and checked. It can be filled in retroactively . The OOW 3000 GT Training Record Book for Deck is published by the MCA and locally printed by the PYA for members and is part of the requirements for obtaining an OOW 3000 Yacht CoC. Entries are certified by the Captain or Chief Officer on board. It contains a detailed record of each task required. Latest update: 09/08/2023 Seaman Discharge Book (SDB) and others To Knowledge Base

Captain Thomas Auckland shares his first-hand account of the rescue of 16 migrants at sea off the coast of St Kitts & Nevis SY Genevieve crew rescue 16 migrants at sea off the coast of St Kitts & Nevis To All news 5 April 2023 16 migrants have been rescued at sea off the coast of St Kitts & Nevis after their fishing skiff capsized. Another 16 are presumed dead. Genevieve was en-route from Antigua to Saint Maarten when the faint sound of a woman’s scream was heard at around 11.30pm. The sail-yacht Captain immediately slowed and backtracked and at first found a man in the water clinging to a damaged lifejacket who became unconscious once on board, and, sure of a woman’s presence, they carried on the search to find her 400m away clinging to a plastic barrel. After being pulled from the water she mentioned an upturned boat that a further 30 persons had been onboard. She was in a very distressed state. The small boat had been heading for St. Thomas and broken down causing it to take on water that caused it to capsize in the 20kt winds and 2m seas. Captain Thomas Auckland, then coordinated his crew’s efforts to locate and rescue anyone else that could be close to them in the water. He discharged two red parachute flares to alert anyone in the area of their presence and sent out alerts to all of the required search and rescue organizations close by, including shipping. “With no knowledge of whether or not the vessel was still afloat, we decided to continue slowly downwind towards the brightest looms of St Kitts which would be visible from the water,” said Captain Thomas. The boat crew would soon encounter more objects floating in the water leading them to more survivors. “At around 00:28, the crew started spotting plastic drums floating in the water, and shortly afterwards they noticed a light coming in and out of sight, which later proved to be the light of a mobile phone being waved around. On approach we discovered the upturned fishing skiff, “La Belle Michelle” with 15 persons straddled on the hull, approximately 1.1nm from the first casualty.” “All the crew assembled on the aft deck, and together we quickly constructed a plan of how best to remove the individuals from the capsized vessel. This was a solid-hulled boat with two upturned outboards, so bringing it alongside in the given prevailing sea state was never a viable option. We therefore used the floating line and fender attached to a long Dyneema tail, which was floated downwind to them; then the line was tied around the leg of one of the outboards by one of the casualties, under instruction from our crew. We brought this to our STB stern and on to a primary winch for control. This line was at once under several tonnes of load, so once it was affixed we were very reluctant to move it. We then used a rescue sling with a thick Dyneema tail for grip and additional safety line attached. This rescue sling proved invaluable.” 

Each crew member was assigned a specific role during the rescue and incredibly 14 of the 15 migrants were brought onboard, unfortunately due to what is thought to be exhaustion, the last casualty fell into the water, and with the crew unable to recover him, was sadly lost. The local coastguard had been informed and by now several vessels were en-route to help. “Events now entered a new phase. I was clearly aware that we had 16 migrants on board, 13 of whom were male, of which we knew nothing other than the fact that they were willing to risk their lives being smuggled across to St Thomas. So we locked down the exterior of the boat and placed the female members of crew up forward, with everyone in direct radio contact. All casualties had been given water, sugary drinks, food and blankets, and were grouped together in the cockpit. The male crew members remained at the helm station, while I ran back and forth on the VOIP line with MRCC Fort du France, who requested that we remain at the scene until air support arrived. As there was evidently a security risk on board, at 03:42 we were given permission to depart the scene and headed directly to Basseterre in St Kitts, which was approximately 34nm away,” added Captain Thomas. “Once the day dawned and we were under coastguard escort, it became quite clear that these terrified Cameroonian nationals were extremely grateful to us and posed no risk to us at all. The female crew came and administered basic first aid; fed, watered and tried to dry out as much of their clothing as possible, before we arrived in Basseterre. On arrival in Basseterre they were transferred via coastguard boat to their base, where I went ashore and made statements to the various authorities.” A former PYA member, Captain Thomas wanted to share his story with seafarers in the hope that they could be better prepared for any incidents and what is now a growing issue globally, especially in both the Mediterranean and English Channel. He also wants to raise awareness for the Cameroonian Nationals stranded in Antigua with the hope of improving their quality of living. Sharing his first-hand account of the night of 27th March, his quick response and coordination with the onboard crew managed to save many lives.
 “I think what I take away most from this is just how well the crew performed under immense pressure: they were all making very sensible and rational decisions in a situation in which they have had very little training. We of course were incredibly lucky to hear a scream in the dark over the wind, and also unbelievably lucky that we were able to save so many people. We have sat together with an industry professional and dissected the night’s events in great detail, and we are also discussing it very openly among ourselves. All of the crew, myself included, are still in a stage of processing all that occurred. It is affecting everybody in a slightly different way, but knowing that there were 32 people on board, and only 16 survived is perhaps the hardest part for us all to comprehend.” Reflecting upon the rescue mission, and having had to come to terms with the fact that not all the migrants were able to survive the incident, Captain Thomas shared the following statement for all sea crews and captains should they ever be in a situation like theirs:

“ I sincerely hope that none of you ever have to encounter such an event during your time at sea, but if you do I hope this account may be of some use. In conclusion, never underestimate the importance of good watch-keeping – and rest assured that the teamwork and professionalism exhibited by your crew will leave you feeling very, very proud.” “I would like to thank, MRCC Fort du France, MV Britannia, Marine Assist Osprey, SY Midnight, St Kitts Coastguard and the numerous other vessels, that came together so selflessly, “it is an honour to sail the waters with you”. The rescue has reminded us how important it is for sea crews to work together during extraordinary circumstances, and to rise to the challenges that come. Thanks to their efforts and this personal account, crews can consider such events and become better prepared for them in the future. We want to thank Captain Thomas Auckland for sharing this extraordinary account with us, and we wish him and his crew all the best. More news PYA - the Voice of yacht crew Discover how our actions go beyond membership to strengthen the entire yachting sector. Read more Sea changes Forum 2025 Edition - Everything You Need to Know The PYA is proud to present the 2025 Sea Changes Forum, taking place on Thursday 25 September at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. From 16:00 to 20:00, this key industry event will bring together professionals, regulators, and crew representatives to discuss the latest developments in yachting, from regulations and certification to crew welfare and career opportunities. The Forum will conclude with a networking reception, offering a unique opportunity to connect with colleagues and stakeholders in the heart of Monaco. Read more Next Generation in Yachting Forum 2025 - Highlights The PYA Next Generation in Yachting Forum, held on 11 April in Antibes, offered aspiring yacht crew an invaluable insight into the yachting industry. With contributions from leading recruitment agents including Bluewater, Hill Robinson, The Crew Network, and YPI, the event covered essential topics such as CV preparation, interview techniques, and professional etiquette. Attendees also received guidance on visas, welfare support, and career pathways across all departments, with practical advice from Captains, trainers, and experienced crew. The afternoon concluded with focused breakout sessions and networking, providing a unique opportunity to connect with industry professionals and prepare for a successful career at sea. Read more

Find out which RYA certificates are now valid for Spanish-registered vessels. RYA certificates now valid for Spanish registered vessels To All news 16 June 2021 Since the UK left the EU on 31 December 2020, it has officially been listed as a ‘third country’ by the EU. This has resulted in some RYA certificates no longer being recognised by the Spanish Government for use on Spanish flagged boats, as this UK certification was seen as coming from outside the EU. Following persistent and coordinated consultations by the RYA through the UK Government with Spain’s General Directorate for Merchant Marine (DGMM), they have received confirmation that its International Certificates of Competence (ICC) and several of its course completion certificates and other Certificates of Competence remain valid for skippering Spanish flagged boats. The British titles now valid for sailing in Spain are as follows: RYA Yachtmaster Ocean Certificate of Competence; RYA Yachtmaster Offshore Certificate of Competence; RYA Yachtmaster Coastal Certificate of Competence; RYA Day Skipper; RYA Powerboat Level 2; RYA International Certificate for Operators of Pleasure Craft (ICC). For full details, visit the RYA website. Article source: wwww.rya.org.uk More news PYA - the Voice of yacht crew Discover how our actions go beyond membership to strengthen the entire yachting sector. Read more Sea changes Forum 2025 Edition - Everything You Need to Know The PYA is proud to present the 2025 Sea Changes Forum, taking place on Thursday 25 September at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. From 16:00 to 20:00, this key industry event will bring together professionals, regulators, and crew representatives to discuss the latest developments in yachting, from regulations and certification to crew welfare and career opportunities. The Forum will conclude with a networking reception, offering a unique opportunity to connect with colleagues and stakeholders in the heart of Monaco. Read more Next Generation in Yachting Forum 2025 - Highlights The PYA Next Generation in Yachting Forum, held on 11 April in Antibes, offered aspiring yacht crew an invaluable insight into the yachting industry. With contributions from leading recruitment agents including Bluewater, Hill Robinson, The Crew Network, and YPI, the event covered essential topics such as CV preparation, interview techniques, and professional etiquette. Attendees also received guidance on visas, welfare support, and career pathways across all departments, with practical advice from Captains, trainers, and experienced crew. The afternoon concluded with focused breakout sessions and networking, providing a unique opportunity to connect with industry professionals and prepare for a successful career at sea. Read more

Have you found yourself in dispute between your current or old employers after being fired or voluntarily leaving? Unfortunately, far too many yacht crew are still finding themselves in the situation of being treated unfairly or aren't paid after leaving a vessel and aren't quite sure what their rights are. What to do when things go wrong... To All news 26 August 2019 Have you found yourself in dispute between your current or old employers after being fired or voluntarily leaving? Unfortunately, far too many yacht crew are still finding themselves in the situation of being treated unfairly or aren't paid after leaving a vessel and aren't quite sure what their rights are. Long standing PYA Director and Captain, Richard Le Quesne, who has been providing guidance to our members on what to look out for in their work contract and what to do in the instance of being fired, has given the following advice: Terms of your contract... If you're working on a commercial or charter yacht, you should have been given, before you joined the vessel, a contract, now known as a Seafarers Employment Agreement (SEA) which conforms to the Maritime Labour Convention 2006 (MLC 2006), which is an international convention regulating the employment of seafarers. This convention has created the benchmark for private ‘pleasure' vessels and meant many crew are now being employed under SEA-type contracts, even though this still doesn’t provide the same legal protection and employment terms as MLC 2006. Because crew on private vessels aren’t required to be contracted under this convention, their employment terms are usually governed by the national laws of the Flag States. Far too many crew are still finding themselves in situations where their contract doesn’t meet any of these standards, or they’re given no contract at all – especially if they're hired for a temporary period. Here are some steps you can take if you find yourself in one of the following situations: If you leave voluntarily... In most cases, notice of one month is required but longer notice periods are sometimes used for senior crew. Always give notice in writing, even if you have first done so verbally. Regardless of the contractual notice period, it’s desirable to give as much notice as possible so as to make the task of finding your replacement easier for the Captain and so increase the chances of getting a good reference. Do not, except under the most extreme circumstances, quit without giving notice. Not only does this put you in breach of contract and so possibly liable for expenses incurred in replacing you but it will be a blot on your record and may make finding a job harder in the future. When the time comes to leave the yacht, you may be asked to sign a document setting out the financial details (salary owed, accrued holiday pay, etc.) of your departure. If you are, insist on being given a signed copy. Also, remember to ask the Captain or the Mate to make an entry in your Discharge Book and to give you a Certificate of Discharge – in the form of a Sea Service Testimonial, ideally on the PYA’s template, as this covers all required information. They can refuse to give you a reference but they must give you a Certificate of Discharge if you ask for it. If you are fired... In reality, there is no job protection in yachting and anyone can be fired at any time, without reason. Your SEA or Crew Agreement will have a list of serious faults that can lead to instant dismissal but it’s very unusual, in yachting, for these to be invoked. Much more common is for the Captain to tell you that you are to be fired for some other reason – but he does not have to specify it. Commercial yachts and larger pleasure vessels will have a set disciplinary procedure with a series of formal warnings before you are dismissed. If fired, you should insist on being provided with transport back to the agreed repatriation destination and are entitled to ask to be paid in full on the day you leave, but, if you have confidence in the Captain, you can, instead, accept a written undertaking that you will be paid a stated amount by a stated date. As mentioned above, ask for your Discharge Book to be completed and for a signed Sea Service Testimonial /Certificate of Discharge. Once off the yacht, don’t bad-mouth the owner, the yacht or the crew because it makes you look unprofessional and could rebound on you in the future. If you have a complaint... On commercial yachts you should have been given a copy of the complaints procedure when you joined. Many pleasure vessels, especially the larger ones, also have a formal complaints procedure. On a commercial vessel, if you are not satisfied with the outcome of your formal complaint, you have the right under MLC 2006 to take it to the shoreside management and, ultimately, to a Port State Control inspector or a Flag State representative. On a pleasure vessel you may have the right to take your complaint to shoreside management. What your contract should include As stated above, crew on commercial yachts are supposed to have been given, before they joined the vessel, an MLC 2006 compliant Seafarer’s Employment Agreement . This SEA must include the following: The seafarer’s name, date of birth and place of birth The name and address of the ship owner (or employer) Date and place of signing the SEA The seafarer’s job on board Details of the seafarer’s pay including, if relevant, how it’s calculated. The seafarer’s entitlement to paid holidays Termination arrangements. Note: The notice period for the employer cannot be shorter than the notice period for the seafarer. Health and social security benefits to be provided by the employer Repatriation details Reference to the Collective Bargaining Agreement, if any Any other particulars required by the law of the Flag State Important inclusions in the Convention Reg. 1.4 – A seafarer must not be made to pay in any way for obtaining a job. Reg. 2.2 – Wages must be paid, in full, at least every month. Reg. 2.3 – Hours of work / Hours of rest must comply with international rules and must be recorded. Reg. 2.4 – In general, all seafarers must be given at least 2.5 days of paid holiday per month worked. Reg. 2.5 – In most circumstances, a seafarer leaving a ship must be given free transport back to his/her home. Reg. 4.1 – In most circumstances, a seafarer must be provided with free medical care. Reg. 5.1.5 – There must be an established on-board complaints procedure and every seafarer must be given a copy of it when joining. Reg. 5.2.2 – Seafarers have the right to make a complaint to a shore official and this official must follow set procedures in dealing with it. For more information or assistance contact advice@pya.org Image credit: Photo by Simon Lund on Unsplash More news PYA - the Voice of yacht crew Discover how our actions go beyond membership to strengthen the entire yachting sector. Read more Sea changes Forum 2025 Edition - Everything You Need to Know The PYA is proud to present the 2025 Sea Changes Forum, taking place on Thursday 25 September at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. From 16:00 to 20:00, this key industry event will bring together professionals, regulators, and crew representatives to discuss the latest developments in yachting, from regulations and certification to crew welfare and career opportunities. The Forum will conclude with a networking reception, offering a unique opportunity to connect with colleagues and stakeholders in the heart of Monaco. Read more Next Generation in Yachting Forum 2025 - Highlights The PYA Next Generation in Yachting Forum, held on 11 April in Antibes, offered aspiring yacht crew an invaluable insight into the yachting industry. With contributions from leading recruitment agents including Bluewater, Hill Robinson, The Crew Network, and YPI, the event covered essential topics such as CV preparation, interview techniques, and professional etiquette. Attendees also received guidance on visas, welfare support, and career pathways across all departments, with practical advice from Captains, trainers, and experienced crew. The afternoon concluded with focused breakout sessions and networking, providing a unique opportunity to connect with industry professionals and prepare for a successful career at sea. Read more

Read about the MCA's updates on manning tables, conversion from foreign licenses, dual role, and training record book Hello I am a new text. Update from the MCA on Engineering To All news 14 June 2023 The PYA Sea Service team attended the latest IAMI Subgroup meeting for engineering on 13th June 2023, together with the MCA, Colleges and Training Providers that offer MCA engineering training. The MCA announced that manning tables and conversions from foreign CoCs to SV ones will be published next week on the UK Government website. The SETO (Senior Electrical Technical Officer) modernisation workgroup is discussing questions for exams and aims to make the first one available in December. The same modernisation process will then happen for the ETO after the SETO exam is finalised. The MCA is working on a new non-mandatory course that will focus on alternative fuels for the domestic market. Clarification on the SV entry requirements for the dual role and the filling in of the Engineering Training Record Book was provided. For those working in a dual role , who have been doing a minimum of 4h daily duty in the engine room (on average) while the vessel is at sea, their time will be accepted at 100% ( evidence might be required ) towards the entry requirements for the SV Experienced Route (minimum 24 months onboard service, of which at least 6 months at sea on vessels > 200 kW). Post registration, this rule won’t apply , therefore the sea service requirements as stated in MSN 1904 will be doubled for anyone working in a dual role. Regarding the completion of certain tasks that may prove difficult, the MCA will not make any exceptions unless the candidate can prove the impossibility of doing so otherwise. The MCA explained that the SV CoC will enable the engineer to work on a variety of yachts and other vessels that will have the equipment mentioned in the TRB on board, therefore the lack of it on the boat that they are serving on will not justify the non-completion of related tasks. The candidate must find alternative ways to complete the requirements. An example of this is inviting a Senior Engineer on board who will mentor the candidate, followed by a detailed report on what was learned showing one understands the principles. The burden of proof relies on the candidate and the workbook is an imperative tool that must record the essence of the tasks and show they’ve been done correctly. Incomplete tasks are likely to be the subject of examination during the oral assessment. The matter showed the potential need for training providers and colleges to fill in the gaps. We advise you to contact your college/training provider should you not find alternative ways to complete some of the tasks. We also suggest creating a detailed sheet for every piece of equipment on board for each boat that you’ve worked on and that a copy be sent to us . This will allow the PYA to start a dossier to submit to the MCA for tasks requiring review based on what equipment is commonly found on board and what isn’t. Concerning the signing off tasks by a captain, if the captain has engineering competence that can be proven, then his/her signatures will be fully accepted, if not, they will need to be countersigned by someone with an engineering background/license. Specific circumstances will always be assessed on an individual basis by contacting engineering@mcga.gov.uk More news PYA - the Voice of yacht crew Discover how our actions go beyond membership to strengthen the entire yachting sector. Read more Sea changes Forum 2025 Edition - Everything You Need to Know The PYA is proud to present the 2025 Sea Changes Forum, taking place on Thursday 25 September at the International Hydrographic Organization (IHO) in Monaco, during the Monaco Yacht Show. From 16:00 to 20:00, this key industry event will bring together professionals, regulators, and crew representatives to discuss the latest developments in yachting, from regulations and certification to crew welfare and career opportunities. The Forum will conclude with a networking reception, offering a unique opportunity to connect with colleagues and stakeholders in the heart of Monaco. Read more Next Generation in Yachting Forum 2025 - Highlights The PYA Next Generation in Yachting Forum, held on 11 April in Antibes, offered aspiring yacht crew an invaluable insight into the yachting industry. With contributions from leading recruitment agents including Bluewater, Hill Robinson, The Crew Network, and YPI, the event covered essential topics such as CV preparation, interview techniques, and professional etiquette. Attendees also received guidance on visas, welfare support, and career pathways across all departments, with practical advice from Captains, trainers, and experienced crew. The afternoon concluded with focused breakout sessions and networking, providing a unique opportunity to connect with industry professionals and prepare for a successful career at sea. Read more