cso yachts management

I used to be a Property Manager in Sydney managing commercial assets. A couple of tenants brought a bottle of Champagne as a Christmas gift. The owner heard the tenants coming into the office and he was astounded as it had never happened in his 30 + years of experience. It proved that issues can always be positively resolved when you have the right state of mind. It is all about your attitude and putting yourself in other’s people shoes.

When there is a will, there is a way. Determination brings you to the top. It may take time but you will eventually get there as the road to success is always under construction.

Feeling superior because of a status. I truly dislike professionals who feel they can disrespect or take advantage of someone simply because of a title. Working as a team and being humble are crucial elements for long-term success, maintaining relationships and coming up with creative ideas.

SPORTS AND NATURE

“I adore snowboarding and the fresh mountain air: it teaches me to get up when I fall, literally and metaphorically. The panorama of the snow and mountains with a blue sky gives me a greater respect and appreciation of nature. In addition, I enjoy riding my motorbike along the coast and in the mountains, it allows me the freedom to explore and gaze at stunning viewpoints. Lastly, I have a soft spot for sports cars: the sound, the sensation and the speed. There is a certain feeling that can only be experienced racing for the first time on a track. I am grateful to experience these adventures in such beautiful areas.”

Head of Accounts

Certification : Master UK Degree in International Accounting Finance Strategy; BA (English Literature); Business & Management qualification: ACCA qualification. Experience : 4 years of Business Management; 10 years Accounting & Finance. Languages : English and Chinese.

Martina is the ultimate multi-tasking centre at JMS. Fluent in three languages and educated at an International School in the Netherlands, her unique skillset, character and experience has benefited a number of multi-national companies including British Telecom, HP and ING.

Today, it’s at JMS where Martina really gets to juggle the excellence, working on everything from translations, logistics, administration and planning for the considerable amount of travel required by JMS Yacht Managers and Directors.

“You might expect me to come up with something from the big corporate days, but honestly I think it has to be working with Franc setting up JMS in what was then a small basement office opposite a bakery. There were some amazing hurdles to get over but the beauty of it was always having a fresh croissant on our doorstep every morning!”

“Orange is the new Black. I love Orange, I love Holland – I am even proud to wear an orange dress from time to time 😉”

Driving to Monaco and getting a fine for fast driving??!!

🙃….but thats not what you mean by a prof gripe I guess, lol.

Well, French Administration really annoys me, but that’s part of my job.

“If it keeps me fit and it’s outdoors then I love it – running, mountain biking, swimming and especially canyoning. And where we live in the South of France there are some fantastic places to go canyoning. Real adrenaline rush stuff. “I guess what thrills me, what makes me feel alive is being out there in it with nature and people and different cultures, different languages. That’s the variety of life. The fun of it. I recently bought a house in a little village down here in the South of France and I love it, the countryside around us, the beaches, the nature and we are right next to the most amazing ice-cream shop in the world. Dee-lish!”

Arne Jansson

• Experience : 20 years yachting
• Languages : English, Swedish
• Certifications: Masters ticket

Carola has 9 years of expertise in naval architecture and marine engineering.

Let’s dive into her incredible journey !

Born in Genoa, Italy, Carola’s passion for the water began early through years of dedicated swimming.

Fluent in Italian, English, German, and French, Carola’s linguistic prowess reflects her passion for connecting with diverse maritime communities.

Her journey started at RINA Classification Society, where she conducted surveys and refits on yachts between Tuscany and the South of France. Yachting became her first love.

In 2018, Carola joined Lloyd’s Register, overseeing five shipyards in Tuscany as a site surveyor and project manager for new build yachts and passenger vessels. An opportunity to witness the entire delivery process, bridging the gap between owners and shipyards.

In 2020, she returned to Genoa as LR team leader, steering a team of three surveyors in the construction of Seabourn project. Two luxury expedition sister ships, navigating the complexities of DP and Polar Code compliance at T. Mariotti shipyard.

I was very happy when, after the delivery of the last big NB project, both shipyard and Owner were thankful and recognised that I had been helpful and contributed to the successful delivery of the vessel, also because of continuous efforts to keep open and positive communication between all parties, I was proud to hear my work was an added value.

Be here now. A gentle self-reminder to avoid multitasking inclination and allow people around me to have 100% of my attention.

Arrogance, prevarication and bad manners in general. There is nothing that cannot be said with a smile and kindness.

• Experience : 20 years – RYA/MCA Yachtmaster Offshore (sail), RYA Cruising Instructor (sail)
• Languages :English (native) French

We are thrilled to introduce you to Ramon, our newest addition to the fleet team support. Ramon brings a wealth of experience and passion for the sea.

Ramon has been navigating the waters of the yachting world since 2017, bringing 7 years of expertise to our team. From his beginnings as a deckhand to achieving the title of Chief Mate on ships up to 1600 GT, Ramon’s journey is as inspiring as it gets.

Fluent in English, Catalan, and Spanish, Ramon adds a multilingual flair to our team, ensuring smooth communication across borders and seas.

Despite facing a major back injury, Ramon’s determination and resilience shone bright as he fought his way back to the deck, proving himself as a true sailor and earning the role of Chief Mate. His mantra, “An hour of planning can save you ten hours of doing,” reflects his dedication to excellence.

Ramon firmly believes in the power of teamwork. For him, collaboration and support are not just buzzwords but essential elements for success in any endeavour.

When he’s not navigating the seas, you can find Ramon hitting the waves for a surfing session, enjoying a leisurely sail with friends, or exploring the mountains on a hiking adventure.

With professional degrees in Sea Transport and supervision of ship machinery and installations, Ramon’s expertise extends beyond the waves. From his first position as a deckhand on a sailing yacht to serving as a Chief Officer and Project Manager, his journey has been nothing short of remarkable.

As he embarks on his first shore-side job, Ramon brings with him a wealth of sea-faring wisdom and a fresh perspective to our team.

After experiencing a major back injury while working as a deckhand, I worked hard for 18 months to be fit again and fulfil my days as a sailor and become a Chief Mate on ships up to 1600 GT.

An hour of planning can save you ten hours of doing

“Lack of teamwork”, for me it is essential to work as a team and support each other no matter what role you have.

SURF, SAILING, HIKING

Lucia badano, fleet manager, dpa & project manager (refit + new construction).

• Experience : 20+ Years
• Languages : Italian, English, German & Spanish
• Certificates : Naval Architect with certification in ISM, ISPS, MLC, Environmental

Lucia has worked most of her career in the yachting environment. As surveyor for RINA, Lloyds’ Register, Cayman Island and Isle of Man she dealt with all you can imagine in our business. From Plan Approval to new construction surveyor and existing ship surveyor.

“Speed, being it motorcycles, skiing or cars… my passion is to feel the power to accelerate and get rid of the rest… Downhill from the slopes or driving up a mountain in the curves. On the other hand, I love my peace and rest. Working in my garden or cuddling my cats.”

Luca Mastrogiovanni

• Experience : 14 years
• Languages : Italian, English and French

Fluent in English, French and Italian, Luca has a strong interest in sustainability and innovation. In the past, Luca was a Captain Engineer on MY Noga and MY Sabbia which included a wide range of responsibilities such as defining the right type of vessel and shipyard, supervising the construction including the commissioning and technical acceptance and in charge of the technical decisions.

Memento Audere Semper – Gabriele D’Annunzio, 1918

 The lack of respect. Everyone deserves respect regardless of his role or status.

Motorbike racing on track, Dog training and Hard Hard Rock Music!

Tom vannieuwenhuyse.

• Experience : 11 years SEAGOING
• Languages : English, Spanish, French, Portuguese, Flemish (Dutch)

After sixth form she left to start her yachting journey which began in Palma. After several satisfying years of working her way up to second stew, Hannah decided to make the transition to land life.

Don’t wish for it, work for it.

 Ego’s and bad customer service. No thank you!

TRAVEL, MY FURBABY

“Did you know there’s girls out there that serve drinks on yachts and travel the world”. Moments later I had booked my STCW and left for Palma.

Whether it was swiffering a window looking out onto the ocean, stepping off on a fuel dock, or getting some down time in some really cool places, it all added to the global tick list and I loved that! It was also important for me to do some independent travelling so me and my partner bought a campervan (sleeping in another small space) to see some new sights and then booked some flights to Japan, New Zealand and Australia.

• Experience : Yachting – 7 years

I was probably one of the first woman to gain an unlimited DPO certificate. I have worked on many different vessels: supply, survey, DSV, cable layers, salvage and flotels and for companies such as Stolt Offshore (now Subsea 7), Smit International and Prosafe.

In 2003 I came ashore and moved to The Netherlands. For the last 17 years I have worked in QSHE Dept for two Dutch Shipping companies, these being general cargo vessels. I was DPA, CSO and carried out the usual tasks related to this function: internal audits – vessels and office, ISM, ISPS, MLC , implementation of international and national regulations, accident investigation and more!

I was probably one of the first woman to gain an unlimited DPO certificate. I have worked on different vessels: supply, survey, DSV, cable layers, salvage and flotels and for companies such as Stolt Offshore (now Subsea 7), Smit International and Prosafe.

Miquel Sole Rebull

• Experience : 10 years in maritime industry
• Languages : English, Catalan, French and Spanish. Miquel also has a fair understanding of Dutch

Born in Cambrils in Catalonia Miquel is currently living in the beautiful Tarragona area.

Miquel brings with him and incredible level of hands-on technical knowledge and a long list of academic qualifications; with two bachelor’s degrees: in Ship Systems & Propulsion, and in Nautical Science.  In addition, Miquel also has two master’s degrees in Marine Engineering and in Naval Architecture & Ocean Engineering.

His passion for the sea began at a very young age. Miquel started sailing on a small single-handed dinghy (Optimist) when he was only 8 years old. He then moved to the vaurien class. Miquel has been in many ranks and positions both onboard and ashore. From Cadet to Technical Superintendent. His first position on board was on a fishing trawler as a deckhand. A lot of hard work but rewarding!

Well-travelled, Miquel has cruised the Med, the Caribbean, the Atlantic, the North Sea, the Guld of Mexico, the Black Sea and the Japan sea. His favourite spot is the Marina port Tarraco, the unknown pearl of the Mediterranean Sea.

James Kirby

• Experience :16 years from deckhand to Captain & 1 year as a Yacht Manager
• Languages : English and Spanish, basic French and Italian

” I love watching and playing football. Although I do not play as much as I’d like to anymore, football has always been a huge passion of mine. Other past times include the gym, exercising and being outdoors. Being in a good routine and working out helps encourage a positive mentality which I can translate into other aspects of my day-to-day activities.”

“Spending time with friends and family is also an important part of my life. Having great people around you and being able to have a good laugh is vital!”

With every opportunity I have had, whether it be abroad or on home soil, I have tried to get out on the sea and soak in the endless ocean and calmness of the waves. I am an avid traveller and recently was lucky enough to spend a week in Malta with roasting hot weather and beautiful seas, easily my favourite travel destination thus far.

I was previously working for a large international fashion retailer Boohoo, and enjoyed the experience thoroughly. It really helped to grow my passion for the industry and my own creativity with style.

Dimitris Frosynos

For the past 20 years I managed to expand my small company to new industrial niche markets as well as to turn the family business to a vertically integrated firm. Furthermore, I enjoyed a lot being responsible for the CRM implementation and advancement of plans and strategies, retaining existing customers and gaining new ones, and carrying out tasks related to project management and internal audits as a safety and health engineer.

I adore walking with my family in the Great Wood area of the wonderful Stanmer Park. There are a lot of different routes that explore glorious woods spread around the park. After appreciating the fresh air and feeling the importance of nature we are having enjoyable moments into the heart of the pretty village of Stanmer with its church and tea rooms.

Apart from walks, I enjoy playing the piano which is actually a great motive for inviting my friends and singing together on Saturday nights.

Lucas Jarman

Based in Brighton, Lucas grew up surrounded by the sea, making his transition to the yachting industry a natural fit. A business management graduate from Liverpool John Moores University, his journey from a paper route to a Finance Assistant role in Horsham, West Sussex, showcases his dedication and determination.

Lucas’s proudest professional moment was graduating from university and landing his first finance role, setting the stage for a promising career. His mantra? “Every day is a new opportunity to do something amazing, go for it!”

Lucas values effective communication in a team and believes it’s the key to success in any industry. Outside of work, he cherishes spending time with family, often travelling to Spain to enjoy the sunshine and delicious Spanish cuisine.

Now with a young daughter and a partner who is still active in yachting as Senior Crew, she has settled in the Channel Island of Guernsey where she is looking forward to continuing and progressing her shore side career in recruitment.

JMS Yachting Panorama Building C 57 Rue Grimaldi 98000, Monaco Tel: +377 97 70 01 73 Email: [email protected]

JMS Yachting USA 1019 S.E. 17th Street Fort Lauderdale ,Florida 33316 USA Tel: +1 954 533 5428 Email: [email protected]

Yacht Management & Crew Services

Frequently asked questions Yacht Management

Why do ships need to have a ship security assessment and a ship security plan, why is there a need for a company security officer and ship security officer, what would need to be addressed by a training provider regarding a "conversion course" for csos to do the sso coursealso what would be required from the training provider for them to do a combined cso/sso course, if they were approved seperately, does mca recognise cso/sso courses provided by class societies like: bureau veritas (bv) det norske veritas (dnv), germanischer lloyd (gl) etc, if the cso moves on, leaves the company etc, if the ssp is sealed then does it have to be returned to the flag state for amendment, how can i find out who mca have approved to conduct isps related training courses for cso and sso, can a cso request a declaration of security, will there be a vetting procedure for csos, ssos and pfsos (port facility security officers), what should a ship do when entering a foreign port, can the uscg advise us of the additional requirements for vessel security plans in the mtsa in relation to those for the ship security plan in the isps code which would need to be included in the ship security plan to comply with the requirements of mtsa, will all modus be required to obtain isscs, where can information on piracy be obtained, what is the isps code, who is responsible for implementing the isps code in the uk, what are the requirements of the isps code, which ships need to comply with the isps code, certain vessels were given an mca dispensation from ism compliance because they were built under the 1969 rules and when the conversion from grt to gt took place, they fell above the 500 gt line. do they have to comply, to what extent does the isps code apply to commercial and private yachts, where can i purchase a copy of the isps code, how do uk registered ships gain a uk international ship security certificate (issc), what language does the ship security plan need to be in, is a ship visit required before an ssp is approved, when do we need to have ship security alert systems, how should the ships identification number (sin) be marked on a ship, what arrangements need to be made in the case of a one ship company where the master is the owner/operator, regarding the appointment of a company security officer (cso), in the case of a company, for whatever reason, eg small size, appoints another person not a company employee, ie an agency to act as cso for them, in a similar way as ism allows this for the dpa function, multi flag management companies, does the cso have to have an mca validated certificate, when should this information be provided, what happens if all necessary information is provided but the member state believes we are not in compliance with the isps code, does the usg concur with the contention that a foreign ship owner that fails to comply with the security plan requirements of the mtsa runs the risk of not limiting its liability in the event of a terrorist attack involving the vessel in us waters, concerning offshore installations, is a uk ship travelling from a uk port to an installation in the uk sector considered to be on a domestic voyage, and if the installation is in a foreign sector, on an international voyage, what is the isps definition of a modu, the mca been delegated to do.

The Ship Security Assessment (SSA) is an essential and integral part of the process of developing and updating Ship Security Plans (SSP).

Shipping companies are required to designate a Company Security Officer (CSO) to co-ordinate the security activities of the company and its ships on one hand and port facilities and Governments on the other. The CSO is also responsible for ensuring the security systems are fully maintained and internally audited. Each ship is to have a designated Ship Security Officer (SSO), who may be the ships master. The CSO and SSO are required to have knowledge of the security system and to have received appropriate training; this also applies to other personnel assigned security duties. In addition to maintaining the SSP they are to ensure its effective implementation by carrying out drills and exercises at appropriate intervals. The guidance gives a three month interval for drills, or within a week of changing more than 25% of the crew (if they have not participated in a drill on that ship within 3 months) and annual exercises.

This is being looked over by Seafarer Standards at the moment. The demand for a "conversion course" is not seen as high and has been given low priority. However the possibility of a combined course (duration 5 days) is being investigated.

MCA will recognise them if they have gone through the approval process.

Do not return the SSP as we could be inundated. It could be amended on board by the first available MCA Surveyor to visit the vessel for any survey as you would for class items, minor changes in certificates etc.

Please contact mcga.gov.uk for details.

A company can instruct the SSO to request a Declaration of Security.

CSOs and SSOs will not be vetted. It would be very difficult to vet SSOs in particular bearing in mind most would not be UK citizens. Regarding PFSOs, bearing in mind the limited numbers of PFSOs it is likely they will be vetted though the final decision remains to be made by TRANSEC.

When ships are intending to enter a foreign port they may be required to provide information by the port state including: - Confirmation the ship possesses a valid ISSC, - Security level at which the ship is operating, - Security level at which the ship operated in the last ten ports of call, - Special or additional security measures undertaken at the last ten ports of call, - Confirmation that appropriate procedures were maintained during any ship-to-ship activity between the last ten ports of call, - Other practical security related information.

An International Ship Security Certificate issued under the ISPS Code will be accepted as prima facie evidence that the ship is in compliance with the MTSA and its implementing regulations, with the exception of 33 CFR Parts 104.240, 104.255 and104.295 as appropriate. We will verify implementation of the ship security plan through our robust port state control regime.

If a MODU is mechanically propelled " ie able to make a voyage as opposed to being just able to move around a wellhead " it will need an ISSC, with no exceptions.

International Chamber of Commerce (International Maritime Bureau) run a website at http://www.iccwbo.org/ccs/menu_imb_bureau.asp IMO publish monthly, quarterly and annual reports of piracy and armed robbery against ships at MSC Circulars. The Latest annual report is MSC.4/Circ.32 which can be found at: http://www.imodocs.imo.org

The International Ship and Port facility Security Code was adopted at the IMO on 12 December 2002. The Code has two parts: Part A which contains mandatory requirements and Part B which contains detailed guidance. Contracting Governments must implement the mandatory requirements of the Code, taking into account the guidance, by 1st July 2004.

Transport Security Division (TRANSEC), part of the Department for Transport (DfT), has overall responsibility for implementing IMO requirements and will deal primarily with port facility and passenger ship security. The Maritime and Coastguard Agency (MCA) is responsible for cargo and freight ship security.

Responsibilities of Contracting Governments, e.g. setting security levels and providing guidance for protection from security incidents, establishing the requirements for a Declaration of Security, testing the effectiveness of ship security plans and or port facility security plans and exercising control and compliance measures in accordance with SOLAS X-1 2/9; - A Declaration of Security addressing the security requirements that could be shared between a port facility and a ship (or between ships) and stating the responsibility each shall take. - Obligations of the company to "ensure the ship security plan contains a clear statement emphasizing the master’s authority" and "ensure the company security officer, the master and the ship security officer are given the necessary support to fulfil their duties and responsibilities". - Ship security with activities defined as to how a ship is required to act upon security levels set by Contracting Governments. - Ship Security Assessments to be "carried out by persons with appropriate skills to evaluate the security of a ship" and to include an on-scene survey and a number of other elements. - Ship Security Plan approved by the Administration and carried on board ship. - Records of certain "activities addressed in the ship security plan shall be kept on board for at least the minimum period specified by the Administration" These records to be protected from unauthorised access or disclosure. - Provisions for designated company security officers and ship security officers. - Training, drills and exercises concerning ship security. - Verification and certification for ships. Other requirements under Amendments to SOLAS chapters V and XI include: - Carriage requirements for ship borne navigational systems and equipment. - Requirements as to where and how the ship’s identification number will be permanently marked. - Every ship to which chapter I of SOLAS applies must have a Continuous Synopsis Record containing specified information. - Provision of a ship security alert system as specified in SOLAS XI-6

The ISPS Code and the Amendments to SOLAS apply to the following types of ships engaged on international voyages: - Passenger ships, including high-speed passenger craft. - Cargo ships (including commercial yachts) also includes high-speed craft, of 500 gross tonnage and upwards, - Mobile offshore drilling units (MODUs). They also apply to port facilities serving such ships engaged on international voyages. The Code does not apply to Warships, naval auxiliaries or other ships owned or operated by a Contracting Government and used only on Government non-commercial service

No. If an administration recognises the old tonnage (as the MCA Does) then it is applicable to apply compliance requirements for the old tonnage. So in this case the ship need not comply. The proviso is that the administration should issue the ship with a letter or some other form of authority to continue using the old tonnage.

The ISPS Code will apply to commercial yachts over 500 GT. It will not apply to commercial yachts under 500GT or to private yachts. A yacht carrying over 12 fare paying passengers will be classed as a passenger vessel. If it is also over 500 gt and engaged on international voyages, then the ISPS Code will apply. The reference to this in the code is ISPS Code reference is A/3.1.1.

From International Maritime Organisation, details as follows: Product: International Ship and Port Facility Code Code: 1116E Price: €14.00 Tel: + 44 (020) 7735 7611 Email: [email protected] Website: www.imo.org

The following steps need to be taken: - Appoint and organise approved training for, the Company Security Officer and Ship Security Officers. - Ensure a Ship Security Assessment (ISPS Code A/8.2) is undertaken for each ship by people with appropriate skills. This will include as on-scene survey of the ship (ISPS Code A/8.4) and could involve the use of a consultant. - The Ship Security Assessment shall be documented, reviewed, accepted and retained by the Company. - Develop a Ship Security Plan (ISPS Code A/9.4) taking into account the findings of the Ship Security Assessment. This could involve the use of a consultant. - Submit SSP and Ship Security Assessment for approval to the Administration. - Arrange for an internal review of the ship security system prior to verification visit.

The SSP is to be developed from the SSA written in the working language of the ship. If that language is not English, French or Spanish a translation into one of these languages shall be included.

There is currently no requirement in either SOLAS XI-2 or the ISPS Code for this to take place. MCA have based their maritime security process on the basis of a single ship visit for the verification. However, for training purposes a limited number of ship visits will be made to liaise with CSO regarding SSA and SSP. ISPS Part A Section 9.1 Requires Administration to approve SSP Section 9.3 Requires SSPs submitted for approval to be accompanied by SSA along with the Security GA Plan with all security equipment identified. Section 9.5 Requires administrations to specify which changes to SSP require approval ISPS Part B Para 9.6 Requires SSP security measures to be in place before initial verification.

SOLAS Ch IX/2 - Reg 6 - 1 All ships shall be provided with a Ship Security Alert Systems as follows Point 4. Other Cargo ships (including Commercial Yachts) of 500 gross tonnage and upward ………… not later than the first survey of radio installation after 1 July 20067

The marking shall be plainly visible and painted in a contrasting colour in the form of "IMO XXXXXXX". On ships constructed of steel or metal the marking shall be made by: - raised lettering, or - cutting it in, or - centre-punching it, or - any equivalent method of marking which is not easily expunged. high (width proportionate to the height). The positioning of the external marking is subject to a range of options: - on the stern of the ship, or - either side of the hull, amidships port and starboard, above the deepest assigned load line, or - either side of the superstructure port and starboard, or - on the front of the superstructure, or - In the case of passenger ships, on a horizontal surface visible from the air. Internally the permanent marking shall be in an easily accessible place and shall be not less than 100 mm high (width proportionate to the height). The positioning of the internal marking is also subject to a range of options: - on either end of the transverse bulkheads of machinery spaces as defined in regulation II-2/3.30, or - one of the hatchways or - in the case of tankers in the pump room, or - In the case of ships with ro-ro spaces as defined in regulation II-2/3.41, on one of the end transverse bulkheads of the ro-ro space.

The ISPS Code requires a shore based CSO to be appointed, However a discussion with your flag administration will guide you.

The ISPS Code doesn’t specifically disallow this therefore it could be a runner. However the Code does impose some executive powers in the CSO such as ensuring the SSA’s are carried out (A?11.2.2) etc which would need addressing.

No, if the number of ships on another flag exceeds the number on the UK flag, then that Flag's CSO course would be required. You can always check with Seafarer Standards.

When a ship announces its intention to enter the port of a Member State, the competent authority for maritime security of that Member State shall require that the information referred to in SOLAS Ch XI/2 Reg 9 paragraph 2.1 of Regulation 9 be provided: - At least twenty-four hours in advance; or - At the latest, at the time the ship leaves the previous port, if the voyage time is less than twenty-four hours.

If, after receipt of this information, there are clear grounds for believing that the ship is in non-compliance with the ISPS code, port state officers are to attempt to establish communications with and between the ship and its Administration in order to rectify the situation. Should this fail they may take proportionate steps that include: - A requirement to rectify the non-compliance, - A requirement that the ship proceed to a location specified in the country's territorial seas or internal waters, - Inspection of the ship, if it is within their territorial sea, - Denial of entry into port.

Specifically with regard to the limitation of liability issue, the MTSA and our regulations do not address third party liability. We have concluded however, that the requirements of the MTSA are satisfied through participation in the international regime and that an owner’s ability to limit liability is not in jeopardy by complying with the MTSA regulations. In our view, compliance with a plan will not only prevent a TSI (Transport Security Incident) but also will allow an owner of a SOLAS vessel who has complied with the SOLAS amendments and the ISPS Code to limit liability. This can be accomplished by those responsible for security effectively implementing its plan so that the requirements of the ISPS Code are met. Of course we re-emphasise the point that this assumes the plan being implemented fully complies with the SOLAS amendments and the ISPS Code and takes into account the relevant provisions of Part B. We will be vigorously overseeing this implementation through a very active port state control regime and through our foreign country audit program.

A UK ship travelling from a UK port to an installation in the UK sector (of the North Sea) would not be travelling to a port, so this is not an international voyage. Even if the installation was in a foreign sector of the North Sea, it would still not be a port. The word port is not defined in SOLAS Chapter 1, however it is considered that it would be stretching the natural meaning too far to make it include an offshore installation.

The reference to MODU is shorthand for that contained in SOLAS XI-2/1. MODU means a Mechanically propelled Offshore Drilling Unit as defined in regulation 1X/1 not on location. Regulation IX/1 defines MODU as "a vessel capable of engaging in drilling operations for the exploration or exploitation of resources beneath the sea-bed such as liquid or gaseous hydrocarbons, sulphur or salt". IMO's Maritime Safety Committee at its 77th session, which met in May 2003 after the ISPS Code was ratified, agreed that Floating Production Storage and Offloading (FPSO) units and Floating Storage Units (FSU) were not subject to the ISPS Code. It was also agreed that Single Buoy Moorings (SBM) would be covered either by the security regime of the offshore facility or port facility as appropriate.

The MCA have been delegated the tasks of; - Approving ships' security assessments and security plans, the associated verification activities for cargo ships and the issuing of ISSCs. - Undertaking inspections of foreign flagged ships visiting UK ports MCA's through Port State Control Officers. - Issuing ships' Continuous Synopsis Records. This is a document that remains with the ship for its whole life detailing, the ships' identification number, name changes, ownership, operating company, ISM and ISPS issuing and maintaining authorities. - Communicating security levels set by TRANSEC to ships; both UK ships world-wide and foreign ships in UK waters. - Monitoring ships operating at higher security level than those set for UK Port Facilities. - Approving training courses for Company Security Officers and Ship security Officers.

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Yacht Management

We differentiate ourselves by singularly focusing on excellence in Superyacht management.

MCM  – The authority in Superyacht management.

We provide the personal attention that our clients deserve and remain agile and resourceful in the way we react to fast-changing situations on board.

MCM’s depth of experience coupled with our reputation of trustworthiness, integrity and transparency allow our clients to rest assured that while we manage the yacht’s operations, they can enjoy that most valuable commodity – time onboard with family and friends.

For further information contact:

Bolt LaMotte – E: [email protected]   P: +1 401 849 3387 Ext 121  M: +1 401 855 1774

• 24/7 Shore-side Emergency Response
• Global tracking
• MCMFleet – cloud-based Yacht Management portal
• Registration and Corporate Services liaison
• ISM & ISPS services – including provision of DPA and CSO
• Mini-ISM for yachts under 500 GT
• Secure email and software services
• Marine and Crew Insurance administration
• Cruising itinerary and travel advice
• Crew administration, including MLC compliance
• Technical management
• Cybersecurity Audits, preparation and planning
• Survey planning, scheduling and orchestration
• Refit management
• Crew search

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• Yachting Monthly
• Digital edition

How to improve power management on a yacht

• August 21, 2024

Mike Morgan offers advice on how to improve power management on a yacht and preserve precious amps for those that like their home comforts

I confess, I’m not a marine electrician, and my understanding of boat electronics is at best rudimentary, but I’ve now been managing my boat’s power generation and consumption for three seasons and have developed an approach which seems to work well. Hopefully, you will find some of the following advice useful when it comes to managing your own yacht’s energy needs.

Every boat has its own particular balance of power generation and demand, so my system may not work perfectly for you, but it might help you start managing your precious amps a lot more effectively.

My wife Debbie and I sail up to nine months a year around the Med, predominantly lying at anchor. We avoid marinas and use our generator infrequently, to help save the planet and our budget.

I won’t address power needs whilst under sail here, as it’s not relevant to our cruising profile. Clearly, if you’re taking on an Atlantic crossing , then you’ll need to consider the power demands from your navigation equipment, lights and auto pilot.

We bought our pride and joy, Spirit, a Bavaria C57, brand new in 2021, and made several upgrades in an attempt to achieve the holy grail of self-sufficiency at anchor. We opted for 800 amp hours (Ah) hours provided by lithium batteries that weigh less than a single 150Ah lead acid battery.

Because lithium offers roughly twice the capacity of lead acid, that’s equivalent to 16 100Ah lead acid batteries with a combined weight of just over a third of a ton. Given Spirit’s generous beam, we’ve been able to accommodate four 420W solar panels, giving a potential maximum of 1,680W.

A few of the electrical galley appliances aboard Mike’s Bavaria C57 and the wattages that similar products might draw off your battery if you have an inverter

State of charge

The amount of electrical power you have available is all about batteries. Boat batteries are usually measured in amp hours (Ah) – the total number of amps devoured in one hour of use. So, a 120Ah battery will, theoretically, deliver 120A for one hour or 1A for 120 hours. But, of course, this is a little simplistic.

If you have lead acid batteries, you must never completely discharge them, unless you want to replace them regularly. Lead acid batteries should never be discharged below 50 per cent, so the practical Ah they really offer is half the theoretical Ah rating. In the above example, 60 hours at 1 amp would be the limit before you had to recharge the battery. Typically, the state of a battery’s charge is monitored by volts or a shunt battery monitor.

Knowing the state of charge of your batteries is critical to managing your power needs.

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I replaced our Bavaria’s standard 240Ah of domestic lead acid batteries with 800Ah of lithium batteries. The advantage of a lithium battery is its light weight. And, unlike a lead acid battery, it can be run down to a much lower charge. The downside is that lithium batteries have been known to explode.

To avoid this, they need to be paired with a battery management system, which is best left to a professional, who knows what they are doing, to install.

Oceanvolt lithium batteries aboard a Feeling 32

Charging sources

A standard ‘off the shelf’ mid-size production boat is likely to be fitted with a 60A battery charger which is used by the boat’s generator, if it has one, or when shore power is plugged in. The engine will also have an alternator which will typically produce between 35 and 60A of charge, depending on the size of the engine.

Assuming a 60A charge source, the batteries will receive 60A of charge in one hour. So, to put it very simplistically, if you have, as I do, 800Ah of lithium batteries and they are at 50 per cent, to charge them up to capacity would take 6.6 hours (400 amps divided by the charging source of 60 amps equals 6.6 hours).

Unfortunately, it’s not quite as simple as that. For example, there are various charging states – bulk, absorption and trickle (also known as maintenance or float) – and different types of batteries with different ratings, but I have kept it as simple as possible here for the purposes of explanation.

If you don’t have shore power (when at anchor, for instance), or don’t have a generator, the alternative is to run your engine for six hours under light load, which is not good for the engine and won’t win you many friends nearby who are trying to relax and enjoy a peaceful sundowner.

Mike’s customised electrical control panel

Battery charger

Increasing the size of your battery charger will speed up the process of charging from both a generator and shore power. I opted to fit a 120A charger and a 3kW inverter for my 240V appliances. There is always the option to beef up the engine alternator to feed a hungry family of batteries, but again, this means the boat engine needs to run for prolonged periods of time.

The 9kW Paguro 9000 generator I fitted produces a lot more power than we ever need. The generator powers both the 240V ‘ring main’ and the battery charger. However, the battery charging will be limited by the power rating of the charger, which in my case is 120A.

Four solar panels on Spirit’s stern arch produce a maximun 1,600W

Renewable energy

Renewable energy for boats is either wind, hydro or solar. I opted for solar on a custom-made stern arch. I fitted four 400W panels, which produce a theoretical maximum output of 1,600W at 12V or, in amp speak, 133A.

Like lithium batteries, the voltage and charge from solar panels needs to be managed, so each panel is equipped with an MPPT (maximum power point tracking) controller to ensure the batteries are getting the right amount of charge when the sun is shining. The next conundrum was to get all this in perfect balance based on the boat’s power consumption.

The stern arch was custom-built to support the solar panels

Background noise

I started by building a spreadsheet to calculate the various power ratings of my many onboard electrical appliances. However, this isn’t simple as you must calculate the power demand of each appliance, estimate how long you will run it for, and when you will run it.

You then need to map this over time to calculate a theoretical power demand and how much power you need to be generated. Estimating the power output from my solar panels alone became a headache: calculating the assumed number of ‘sunny’ daylight hours, the angle of the sun, solar panel efficiency, and when the next solar eclipse would be! So, like all people with limited brain capacity, I gave up.

I decided, instead, to take a more pragmatic approach. The first thing I did was to measure the ‘background noise’ of my boat; that is, the power being consumed whilst at anchor and not running any major appliances.

It turned out to be around 200A, which is very high; but then I do have three fridges, a deep freeze and more internal lighting than Blackpool Illuminations.

The time it takes to recharge my batteries once the sun has dragged itself up to the right angle differs dramatically based on which way the boat is lying. If my stern is exposed to the sunny side my batteries will fill to the brim in a few hours. However, if my bow is facing the sun, it takes a lot longer.

On an average day, we are at 100 per cent by midday or early afternoon, leaving a good four or five hours of surplus power generation for running more critical systems.

Air-con is a battery power ‘killer’

We have a lot of power consuming paraphernalia on board, for example the kettle, coffee maker, hair dryer, microwave oven, and so on, but I ignore these when it comes to power management as they are used randomly and are never on for long.

However, we do have several appliances that are critical to our power management, including a washing machine, water maker, ice maker and water heater. All of these have high demand and can run for long periods of time. I also have air-conditioning which can be run off the inverter, but I prefer to use fans and open hatches to keep the temperature tolerable when we are at anchor. Air-con is a battery power killer and is best left to when shore power is connected or the generator is running.

Our Bavaria came with a built-in utility room, so we decided to fit a full-sized washer-dryer, which has proven to be our favourite upgrade.

For this equipment I simply use a rota and allocate a specific day to run either water production, laundry, ice making or water heating. We do laundry once a week without using the drying function and relying instead on nature’s outside dryer, which does tend to lower the tone of an idyllic anchorage.

The water maker produces 60 litres an hour and I typically run it for around four hours, which will then keep us going for several days. I fit in ice-making and heating the water at other times.

Having guests on board who insist on having a shower every time they go for a dip off the swimming platform requires the water maker to be run most days. Inevitably under these circumstances I lose the battle of consumption versus generation and will need to resort to running the generator.

We chose a Schenker Smart 60-litre-per-hour, 12V water maker rated at 20A, which enables free freshwater production all day long thanks to Spirit’s cluster of four solar panels.

I always delay this until my battery charge is showing 30 per cent or less in the morning. At that point I will run the generator for three to four hours, which is enough to get my batteries back up to around 70-80 per cent, and then let the solar panels take over.

When I run the generator, I take advantage of the surplus power it produces by running as many devices as possible: I make water, run the air-con and heat water. Never waste any of those precious amps! I find that I run the generator, on average, every eight to 10 days when we’re on our own and every four to five days when we have guests.

Batteries can be easily distributed around a yacht

Before increasing the capacity of your service battery bank you need to calculate your total power requirement by multiplying the amperage of all the equipment by the period of time it will be run over a charge cycle (usually 24hrs).

Tally up the amp hours and then double the result (to allow for not going below 50 per cent of your charge capacity). Then add another 20 per cent to ensure you will always have enough to spare.

If you already have separate engine start and service batteries but want to add further service batteries, they should all be of the same age, type and capacity (Ah rating) to the first. It’s best to create your service bank from a number of smaller batteries and then link them together to achieve the total voltage and capacity you require.

If you’re planning to install a large bank (500Ah or more), it is often better to use 6V cells for this as these allow a large deep-cycling bank to be created, while still having the ability to move them around easily or distribute them evenly over a greater area.

Create an improved service bank by connecting a number of smaller batteries

Stay in charge

Once you’ve decided on the battery type, make sure you have enough charging power to fully charge them between cycles. As a rough guide you will need to be able to bulk-charge the bank at a minimum of 10 per cent of its rated capacity (ie. 20A for a 200Ah battery).

However, 20 per cent is a better figure to aim for if you’re looking to fully recharge over one night in a marina. Modern AGM (absorbent glass mat) style batteries can usually take a greater charge than wet lead-acid type, although gel cells require a more particular regime if they are not to be damaged.

Chargers (both mains and alternator regulators) should be of the multi-stage type, with bulk, absorb and float stages. This allows the batteries to be rapidly charged until they reach around 90 per cent charge, then the charge voltage drops to attain the final part of the charge more slowly, keeping temperature (and hence internal resistance) down, and eliminating gassing.

A smart battery monitor will allow you see your state of charge and remaining capacity

Temperature noticeably affects a battery’s ability to give out and absorb charge. The colder a battery gets, the greater the power required to charge it fully. For this reason, always fit a charger or regulator with a temperature sensor that will automatically compensate for these differences.

Most power devices produce a trickle charge, and are used to keep the engine battery topped up. However, if you’re planning to install a powerful (5A+) wind or water generator, or a large solar array, then you’ll need to install some sort of voltage regulator to prevent overcharging. This can vary, from a small solid-state switch for small solar panels, to a large dump resistor that dissipates excess charge from a wind generator through heating up a wire-wound resistor.

Monitoring your batteries

The easiest way to ensure your batteries are kept in tip-top condition is to observe their state of charge every day you’re on board, using a modern ‘smart’ battery monitor. This will give you a real-time display of the current going in and out, the state of charge (SOC), and the remaining capacity available. They also often have alarms to warn you when the voltage is dropping dangerously low, or if too high a charge is being applied.

A rough idea of the SOC can be attained using a voltmeter, but this is not particularly accurate and can indicate a false condition when recently charged or under a heavy load. It’s far better to install a monitor that has a shunt, which measures current flow over time and can calculate the available charge capacity remaining much more precisely.

Hydrogenerators, like this Remoran Wave 3, will quickly recharge a yacht’s batteries underway

Optimising solar power

The efficiency of solar panels can be compromised by saltwater and long-term exposure to UV and high temperatures. Good regular maintenance will improve a solar panel’s performance.

Clean your solar panels early in the morning, while they are at their coolest, as cleaning them when they are warm or exposed to direct sunlight can cause internal thermal stresses.

Use distilled or deionized water to avoid the formation of mineral stains or deposits on the surface of the panels, and avoid using harsh chemicals or abrasive solvents that could scratch the photovoltaic cells. Let the panels air-dry or use soft cloths, and make sure no water residue is left. Check regularly for cracks, breaks or loose connections.

Hydrogenerators

Hydrogeneration has become a great deal more efficient in recent years. It’s a very simple concept: the yacht’s motion through the water turns an alternator on the transom-mounted hydrogenerator which generates electricity to recharge the boat’s batteries. Achieving 300Ah each day is a realistic expectation when cruising at 7-8 knots.

Oceanvolt’s High Power ServoProp 25 electric saildrive

Main prop regeneration

You can also use your main propeller to ‘regenerate’ electricity whilst under sail by using a parallel hybrid propulsion system where an electric motor is installed alongside the engine. Lynch Motors in Devon has supplied its systems to Vendée Globe boats for years, purely as a re-generator, and now produces a Red Snapper electric motor for cruising yachts.

The only problem with a regeneration system is that the pitch required for the propeller to drive the boat efficiently through the water may not always be the same as the pitch for optimum regeneration. Manufacturers have tackled this in different ways.

Oceanvolt has developed its ServoProp for saildrives, which electronically adjusts its pitch depending on speed and function. The latest incarnation allows total 360° blade mobility and faces forwards, increasing efficiency: at six knots, it produces an eye-watering 1kW of power.

Bruntons has another solution with the cleverly engineered Autoprop, which automatically pitches up to match the boat speed. Its Ecostar version of the prop can generate 200W at five knots and up to 1kW at 10 knots when connected to an electric motor.

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