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gross tons

 minimum outfitting for crew cabins, including provi-sion for wash basins, and number and size of lockers and drawers

 upper bunks are prohibited in some cases

 requirements regarding color and surface textures for materi-als in crew accommodations  requirement for single berth crew cabins, with exemptions possible but not assured for yachts under 3,000 gross tons  minimum sizes for bunks and heads

 restrictions on shared heads, with separate facilities for men and women required in some cases

 requirements for light and natu-ral ventilation, as well as climate control  minimum size, equipment and outfitting require-ments for crew mess, head, laundry and recreation areas

 provision for a crew-only off-duty recreation area on an exterior deck

 “consideration should be given to including,” among a list of 10 items for the crew, a bar, a library, and a swimming pool for their use

 provision for dedicated hospital space on yachts car-rying 15 or more crew on voyages of more than 3 days, and for medical equipment and other mini-mums on smaller yachts

 approval of materials used in construction and outfit-ting

Chris van Hooren, technical and environmental director of SYBAss, reported recently on the group’s conclusions about the likely impact. The effects, understandably, were more drastic for smaller yachts and less so for larger yachts. At 500 gross tons, motor yachts would require an increase of about 50 percent in crew accommodation volume. Existing yacht designs in that size range would thus lose about 40 percent of their guest accommodation space. For sailing yachts, the re-sults were even worse, with a corresponding loss of over 60 percent of the guest accommodation.

To mitigate the dramatic effect on the sale of both new and brokerage yachts in the next few years, SYBAss and the Inter-national Council of Marine Industry Associations (ICOMIA) have developed an alternate proposal for consideration by ILO. It proposes compromise “equivalencies” that, while im-proving on the status quo and requiring some upgrades, will have much less impact on yacht design.

The MCA notes, “it may be very difficult for yachts in the 200gt to 500gt bracket to comply with the full crew accom-

modation provisions,” and “is working with representativ from the sector and social partners to agree a revised ver sion of Chapter 21 of the Large Yacht Code, which meet the objectives, of MLC 2006, but recognizes the particula

constraints on this sector.”

The process of amending the MLC, h ever, is cumbersome and will, even in the best of circumstances, be slow. A result, yacht owners will find it neces to live within the convention’s terms f the foreseeable future. Those eyeing yachts at the upper end of the spectr will simply adapt and order yachts th are a few meters longer. Some, will scramble to start the construction of their new yachts before the conventio enters into force. Others will take the opposite tack, keeping their yachts u der the size limit that would trigger re lation. Still others will confine their sh ping to existing yachts, and finally, some may forego the c ter opportunity, keeping initial costs lower but sacrificing r sale value in the bargain.

Some flagging registries and classification societies are al-ready gearing up to help owners with these decisions. The Marshall Islands, for example is proposing to exempt yach in commercial service less than half of the year, but other states might not recognize that exemption. Owners would wise to seek advice from professionals on any decisions th could be affected by the convention.

Sources for further information:

International Labour Organization , www.ilo.org, i ncluding f Convention and Guideline text online SYBAss, www.sybass.org

Reprinted courtesy of ShowBoats International

A licensed professional engineer with a degree in naval a chitecture and marine engineering from Webb Institute, ley Dawson is president of Dawson Marine Group, a mari design and consulting firm based in Roxboro, North Carol

Dudley served as a U.S. Coast Guard officer for nine year and his personal design portfolio includes powerboats, m toryachts, sportfishing boats and commercial ships up to 625 feet in length. Dudley was a designer and vice presid with J. B. Hargrave Naval Architects for thirteen years, an was chief naval architect of Hatteras Yachts for six years.

He serves as technical editor of Yachting magazine, wher he concentrates on coverage of motoryachts and everyth associated with them. Dudley also writes feature articles marine design and construction for Professional BoatBuil magazine as a contributing editor, and is a regular contri tor to Southern Boating, ShowBoats International and Bo International magazines.

“Working with several other in‐ dustry bodies and many SYBAss members, we were able to present a clear case to MCA as to how the new MLC would reduce guest ac‐ commodation on superyachts by up to 40 percent,” Van Hooren explained. “MCA has in turn pre‐ sented a paper (TWG 95) to ILO that takes into account the spe‐ cific needs of superyachts.”

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