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This Sleek New 180-Foot Superyacht Is Longest Steel and Aluminum Vessel in Its Class

That means it bypasses a whole heap of regulations., rachel cormack.

Digital Editor

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A superyacht that spans 180 feet is rather run-of-the-mill these days. So too is a vessel with a volume of less than 500 GT. However, combine the two and you end up with something pretty special. That’s exactly what Alia Yachts has done with the newest member of its growing fleet.

Al Waab II , which was just launched by the Turkish yard, has been dubbed the world’s longest steel and aluminum superyacht below 500 GT. This means she offers plenty of space onboard yet results in far less red tape. That because vessels with an interior volume greater than 500 GT are subject to additional regulations, so both owners and designers often work to stay under that threshold.

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“Yachts are getting longer and wider, but owners still want to stay below the 500 GT mark,” Alia’s president Gökhan Çelik said in a statement. “We’ve seen increasing interest in this kind of yacht and so to be one of the first with such an impressive project is an important milestone for Alia.”

“Al Waab II” was just launched by the Turkish yard.  Alia Yachts

To set the new standard for volume in this category, the yard said it focused on emphasizing the custom vessel’s hull form and exterior areas. The design and engineering both inside and out was executed by Vripack as per the owner’s brief.

“The owner wanted a customized yacht that feels modern, fresh and most importantly like a home, and by that he means comfort, space, luxury, privacy and stability at sea,” Francesco Pitea, CEO of SF Yachts, added. “The amount of outdoor space and the simplicity of the layout makes a big difference to the owner’s enjoyment of his yacht. It’s a dream moment after two years of hard work.”

The superyacht will now undergo sea trials before delivery to her new owner.  Alia Yachts

The floating condo can sleep up to 12 guests across six staterooms and includes a lavish split-level master suite on the upper deck. Naturally, there’s also a sprawling beach club and all the requisite luxury amenities.

“The owner of Al Waab II had the explicit desire to use his boat as a family apartment,” added Vripack’s co-creative director Bart Bouwhuis. “That desire became the founding principle of the entire design. The result is the very essence of living on the water.”

What makes Al Waab II even more impressive is the fact that it was built during a global pandemic. After a challenging two-year construction period, the vessel was delivered only a few weeks behind schedule. Once outfitting is complete, Al Waab II will undergo sea trials before delivery to her new owner. It will make its official world debut in September. Stay tuned.

Rachel Cormack is a digital editor at Robb Report. She cut her teeth writing for HuffPost, Concrete Playground, and several other online publications in Australia, before moving to New York at the…

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Introducing the Cosmopolitan 125, a marvel of luxury yachting that seamlessly blends opulence with adventure. Approaching a majestic 500 GT, this superyacht redefines maritime elegance, offering a unique combination of comfort and cutting-edge design.

VIP cabins on the main deck feature expansive views, bringing the beauty of the sea inside, while dedicated spaces below deck for crew and technical operations ensure impeccable service and smooth sailing. The aft deck, adaptable for tender storage or as a lavish beach club, provides an intimate connection with the ocean.

Highlighting our bespoke approach, the option for a private owner’s cabin with a terrace on the bridge deck offers unmatched privacy and panoramic views. The Cosmopolitan 125 stands as the pinnacle of luxury travel on the seas, crafted for those who seek to explore the world without sacrificing comfort or elegance.

With a focus on sustainable luxury, including advanced fuel-efficient technologies and eco-friendly materials, the Cosmopolitan 125 is not just a yacht but a testament to responsible and grand exploration. Welcome aboard the future of luxury yachting, where every journey is an unparalleled experience of discovery.

RELIABILITY

We introduce a hybrid electrical propulsion system that harnesses the strengths of electric motors and the latest generation of engines. This system synergizes with a robust energy storage setup and solar panels, ensuring optimal fuel efficiency and dependable propulsion.

Our expert team of naval architects, work with the most advanced software to innovate, validate and integrate perfected hull shapes and foil designs.

• Reduced yacht motions.
• Lower resistance and consumptions.
• Light, strong and safe.
• Higher speeds and range.
• Improved maneuverability.

Our setup works together with state-of-the-art energy storage and solar panels, making sure the fuel is used efficiently and the boat moves reliably. The design also lets us recover energy, so the boat can be quiet when anchored and sail a certain distance without using a lot of fuel, all without sacrificing faster speeds.

Aluminium will offer added safety and peace of mind that will result in a more enjoyable experience.

• Increased corrosion resistance
• It offers recyclability.
• Simple to understand and predict.
• Easy to repair
• Flexible to customize.
• Higher re-sell value.
• Ability to deform without breaking.

AL WAAB II yacht on water © Alia Yachts

She is the first superyacht to be launched with the new 2,000-tonne capacity ship lift at the Antalya Free Zone as part of its investment into yacht building infrastructure.

AL WAAB II leaving shed © Alia Yachts

The Owner of the motor yacht AL WAAB II wanted to use his yacht as a ‘home on the sea’ for his family, and this principle was the key influence on the entire design. The accommodation sleeps up to 12 guests across 6 en-suite cabins, including a spectacular split-level master suite on the upper deck. Guests onboard have an abundance of outdoor space to connect with the environment, and there is a spacious beach club.

Motor yacht AL WAAB II © Alia Yachts

Vripack provided the design and engineering for the build, which was completed in only two years despite the setbacks created by the pandemic.

aft decks © Alia Yachts

Following outfitting, M/Y AL WAAB II will complete her sea trials and then make her public debut in late September 2021.

Please contact CharterWorld - the luxury yacht charter specialist - for more on superyacht news item "Superyacht Al Waab II launched - world's longest steel and aluminium luxury yacht under 500 GT".

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Exclusive First Look at World Yacht Group's Sub 500GT Semi-Explorer Artemis

By Jenna Mehdi

In partnership with Karatas Yacht Design, Joan Plana Palao and his team at World Yacht Group have been hard at work over the past 12 months, developing a project that has until now been kept highly under wraps. Now, Superyachts.com brings our readers an exclusive first look at Artemis, the 150ft / 47m luxury semi-explorer set to break the mould of yacht design and build.

Weighing in at 490GT, the defining feature of this new-wave project is her remarkable volume while remaining under the all-important 500GT threshold.

“One of the main features is her enlarged main deck, ” Joan Plana Palao, World Yacht Group Co-Founder and CEO, tells us, “ Once you’re under 150 feet that’s very difficult to achieve while enjoying enough living space.”

And ‘enough living space’ Artemis certainly has. Packing six double cabins, a full-sized swimming pool, beach club, gym and tender garage, this modern explorer is quite unlike any 47m superyacht the yachting world has ever known. 

But getting to this stage was no stroke of luck, Joan explains. After almost a year of intensive research and development, born out of close attention to his yachting clients’ feedback, World Yacht Group’s brainchild is fully-developed and will meet MCA, LY3 and RINA Commercial compliance for unrestricticted navigation.

With her long, straight bow, and a modern, sporty aesthetic, Karatas Design has successfully achieved the delicate balance between luxury and explorer. She will be equipped with a hybrid propulsion system allowing 5000 miles range using combination generator propulsion, as well as being capable of zero-emission cruising at 7 knots for 3.5 hours or 9 knots for 2 hours.

Joan tells us, “Artemis is a yacht for an owner who loves yachting. That is, someone who enjoys the traditional milk-run of the Med and Caribbean, but wants to discover less conventional protected destinations like Norway or the Pacific Ocean too.”

Every aspect of Artemis’ design ethos and choices have been meticulously thought through by Joan and the team - from the positioning of the glass-walled gym behind the wheelhouse to afford sea views, to the selection of brands such as TRIBU, Minotti and Cattelan Italia for her main deck furnishings. 

“ I’ve never seen a yacht with such high-tech equipment ,” Joan adds, in praise of US-based A/V & Automation provider No-Static Pro Audio. “ The Sky-lounge has a six-panel door that folds to both sides featuring an amazing surround system which can be opened and form a kind of cinema. No-Static Pro will program everything in LA and install it directly onto the yacht in Turkey while they will be able to monitor the A/V functionality remotely.”

Arkin Pruva Yachts in Antalya, Turkey is the chosen shipyard for the build of Artemis, promising a rapid build time of between 18 - 24 months. This project is a priority for Arkin Pruva and thus the yard will mobilize any necessary resources to complete the project on schedule. Her interior design concept is by Istanbul-based CA Architects & Buju Design, though her potential future buyer would be welcome to bring their own interior designer into the project for complete customisation. 

“I chose the Greek Goddess Artemis because she is wild and free-spirited, she breaks the moulds and was the favourite Goddess among the Populace,” says Joan, “That’s exactly what we’ve done here with semi-explorer yachting.”

Artemis is available to buy for 17.2 million EUR. For more information, get in touch with Joan Plana Palao of World Yacht Group. 

"I chose the Greek Goddess Artemis because she is wild and free-spirited, she breaks the moulds..." Joan Plana Palao, World Yacht Group Co-Founder & CEO

"I chose the Greek Goddess Artemis because she is wild and free-spirited, she breaks the moulds..."

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PHI: THE WORLD’S LONGEST MOTORYACHT BELOW 500 GT

…Royal Huisman is excited to present an impressive new fact: PHI will be the world’s longest motoryacht below 500 GT.

Until now, PHI’s length was a mysterious “55m+”. With her launch coming up in 2021 it is time to reveal her actual overall length: 58.5m / 192ft, which makes her – based on today’s Classification rules – by far the longest motoryacht in the sub-500GT category.

PHI’s sleek, low hull and superstructure profile are considered by outsiders to be a great challenge to engineer and build. But Royal Huisman has delivered over thirty low-profile and unique, award winning sailing superyachts, and is not intimidated by the prospect of fitting complex motoryacht systems and technology into sleek, low hulls.

The team has all the knowledge and experience at hand to explore, develop and optimize the ideas of the Owner, designers and architect into tailormade solutions – using proven expertise for a brand new creation without any shipyard requirement of adapting an existing basis of previously delivered yachts.

Cor D. Rover, responsible for PHI’s general concept, exterior design & interior layout, explains the design philosophy: “Rather than just building a large yacht on a so-called shipyard ‘platform’ to enjoy the pleasures of being at sea, the Owner of PHI wanted to build a yacht with a profound underlying story, a deep-rooted knowledge that runs through all aspects of the yacht, from her exterior appearance all the way to internal experience.

After a lot of internal deliberations at our studio, exploring numerous concepts, we discovered the rich and detailed story behind the symbol PHI. Evidence of this is all around us. The more you study, for example, growth sequences in nature, the more amazed you become. The perfect mathematical way that a Nautilus shell or a Sunflower grows is truly amazing. Some call it coincidence, others call it natural evolution, I, being a spiritual person, will definitely call it “Divine”.

“Although a motoryacht of this size looks pretty large in a building hall or marina, it seems less so when you are in the middle of the ocean. With the endless galaxy above you, the vast water surface – sometimes calm and friendly, sometimes brutal and violent – around you, and beneath your feet, the little explored and mysterious sub-aquatic world, the overwhelming magnitude of nature and natural forces can make any sailor feel pretty small and humble. This formed the basis for our design philosophy.

We wanted the upper deck, where the Owner has his penthouse apartment, to be closest to the skies, to follow the PHI philosophy with a focus on the galaxy. The main deck, where most daytime guest activities happen, has a more horizontal focal connection with the ocean surface, whereas the lower deck, physically rooted in the water, is strongly ‘connected’ with the underwater-world.”

“The resulting overall design speaks a very organic visual message, and will all around the deck show a range of subtle hints to the natural world that surrounds the yacht. If you should have an opportunity to visit PHI you will find that, no matter where the Owner will take you, he will have a story for you: why details look like they do, and what has been the thinking behind them.

Apart from the fact that PHI has an aesthetic story to tell, she also fulfils the Owner’s wish for a technically highly advanced vessel that sets new standards. First of all, when PHI “hits the water” in 2021, she will be the longest sub-500 GT motoryacht in the world. The Owner wanted to achieve this without compromising on the highest quality standards. As a natural and logic result, the project ended up with Royal Huisman, the best sailboat builder in the world. The more we see PHI come alive, the more I am convinced that only a sailboat builder has the know-how and ambition to execute miracles on a square inch, and Royal Huisman is the epitome of this watchmakers skill.

By using Van Oossanen’s XL Fast Displacement Hull Form, PHI will be extremely fuel efficient. Given the fact that there are no electric chargers between the Azores and the Caribbean, this is the best thing we can reasonably do at this moment, trying to burn as little fossil fuel as possible until the day renewables will be the reliable mainstream.”

PHI offers significantly more exterior and semi-interior entertainment area on the aft deck than conventional designs, and instead of a typical “wedding cake” silhouette, she will have a very sleek and appealing low profile.

Another “first” can be found on the pool deck with Cor D. Rover’s patented DEPP swimming pool. This pool uses a minimum volume of fresh water since the body of water can stay in the pool, heated and treated overnight, when not in use. The pool itself turns into a sealed tank and visa-versa at the touch of a button, avoiding lengthy pumping of water in and out of a separate, dedicated dump tank, which means, guests can first play a game on top of the flush pool cover and swim within 5 minutes in the pool that’s underneath.

“…the lower deck, physically rooted in the water,

Is heavily ‘connected’ with the underwater-world”, cor d. rover – phi’s general concept, exterior design & interior layout.

Cor D. Rover continues: “A cool gimmick can be found in the lower deck lobby where we created an infinite wine-cellar.” What this means? You will have to exercise patience for a couple of months to see it with your own eyes…!

Guy Booth, Owner’s representative and project management comments: “From the early days, it was fairly clear that this Owners vision would take a unique combination of some extraordinary skills. The Owner knew that he wanted a deep, intelligent and thought-provoking core concept, that reflects elements of several great personal interests.

We initially met with six or seven of the most pedigree yacht designers in the world. There was something about Cor [D. Rover]’s approach that resonated with the Owner, asking thousands of questions, and proposing thousands of crazy ideas.

In the early days, no one had any answers for the Owner. It took Cor and his team almost a year of deliberation before they eventually proposed the idea of ‘PHI’, how it related to the Owner, and Cor’s vision of how it would translate into design.

From this moment, she has always been ‘PHI’. With such a powerful vision, a demand for the absolute highest level of quality available anywhere and such difficult engineering challenges, Royal Huisman were clearly the best partner to build the boat.”

“With such a powerful vision, a demand for the absolute highest level of quality available anywhere and such difficult engineering challenges, Royal Huisman were clearly the best partner to build the boat.”

Guy booth –  owner’s representative and project management,  “the more we see phi come alive, the more i am convinced that only a sailboat builder has the know-how and ambition to execute miracles on a square inch, and royal huisman is the epitome of this watchmakers skill.”.

Complementing motoryacht PHI will be a 36m / 118ft shadow vessel, which is currently under construction at Alia Yachts. Carrying the same DNA as her bigger “beauty queen” sister, the shadow vessel is the hard working sibling. Both will have Cor D. Rover styling and a patented Van Oossanen Fast Displacement Hull, but her “make-up” will be a no-filler-matt-finish (albeit in the same color scheme as her big show-off sister).

PHI will, upon launch in 2021, surely leave an impression…

The English press release with editor’s notes can be found via the following link: click here (opens in new tab).

Sub-500GT yachts – more space, less length

Published 10 May 2023

The popularity of sub-500GT yachts on a 40-45m (131-148ft) platform is due to a range of factors. First and foremost, owners get the sort of volume one might expect of a yacht up to 10m (33ft) longer. So you get more space but berthing is less of an issue than it would be with a 50-55m (164-180ft) yacht as there are more 40-45m berths provided, and running costs are lower.

There is enough space on board for a larger crew, depending on the service levels you require as an owner – all five of these yachts have service levels of very nearly one-to-one. Charter demand is obviously higher for yachts in this sector and price point too, were you to choose to offset costs by operating the yacht commercially, and of the five, three have transatlantic range for dual season operation.

From a regulatory perspective, the sub-500GT yacht is far less onerous – this does not mean standards are lower but are in fact aligned with size and operation. The safety of vessel, guests and crew remains paramount both in construction and operation. There is no requirement to maintain International Safety Management (ISM) or International Ship and Port Security (ISPS) compliance. Commercially, the requirement is to operate a mini-ISM system which is a pared back, manageable requirement favoured by captain and crew.

All of the above means there is a compelling case for ownership of high volume yachts on a 40-45m platform. Here are four of the options we have in our sales fleet.

RUYA - for sale and charter

The 499GT RUYA , also for charter with Burgess , is built in composite to Lloyd’s classification and MCA compliance. She won the World Superyacht Awards’ Displacement motor yacht below 500GT category as well as ShowBoats Design Awards for her naval architecture and her Outback-inspired interiors. There is a sea-level beach club with a hydraulic swim platform.

Full-height glass in the main saloon and dining room create a sense of openness. There's shaded open-air dining on the upper deck aft and inside is a home cinema. A full-beam main deck owner’s suite has large picture windows and an en suite with bath and shower room. Zero speed stabilisers ensure comfort on board.

Length: 41.4m (135.8ft) Build: 2016 (2021), Alia Yachts, Turkey Exterior design: Sam Sorgiovanni Interior design: Sam Sorgiovanni Guests: 12 in 5 cabins Asking price: EUR 15,750,000 Charter rate: from EUR 182,000 per week

GLADIATOR - for sale

The 499GT GLADIATOR , the fourth Feadship F45 Vantage, has a steel hull and aluminium superstructure built to Lloyd’s classification and MCA compliance. Since 2021, the owner has invested millions of euros in technical and cosmetic improvements, including a full repaint. Her owner and guest accommodation is all on the main deck and convertible, excluding an optional sixth guest cabin on the bridge deck. A full-beam owner’s suite has large skylights above the bed and en suite.

She has huge windows throughout, especially the opening windows in the sky lounge. Outside there is open-air dining beneath the overhang, with a buffet bar and sun lounge aft. The sun deck has a jacuzzi surrounded by sunpads, buffet bar and exercise space forward, lounge seating beneath the hardtop, which has a fold-down TV for movie nights, and a sun lounge aft. Also for charter with Burgess, she has a range of 4,500nm.

Length: 44.6m (146.5ft) Build: 2010 (refit 2022), Feadship, The Netherlands Exterior design: De Voogt Interior design: Sinot Exclusive Yacht Design Guests: 12 in 6 cabins Asking price: EUR 24,900,000

MUCHOS MAS – for sale and charter

Built in GRP to Lloyd's classification, the 491GT MUCHOS MAS is a much sought-after charter yacht, also for sale with Burgess . She features rich walnut burl panels, grey tweed wall coverings and rift-sawn white oak flooring throughout. MUCHOS MAS has a sensational sun deck with a full bar, BBQ, dayhead, large sunpad forward, two misting systems for hot days, and a glass-backed corner waterfall jacuzzi with 54 jets and a swim-up bar. The main deck owner’s bathroom features a therapeutic two-person Vichy shower with six heads and four modes, with natural light from a skylight in the foredeck jacuzzi.

Shallow 2.3m (7.7ft) draft allow her entry into most anchorages and twin 2,735hp MTU engines give her a top speed of 18 knots, a cruising speed of 13 knots and a maximum range of 2,300nm with zero speed stabilisers for comfort on arrival. After a full repaint and five-year survey in 2022, MUCHOS MAS presents in immaculate condition and is a turn-key purchase opportunity, giving a new owner significant cruising time before any next yard period is due.

Length: 43.9m (144ft) Build: 2016, Crescent Custom Yachts, Canada Exterior design: Jonathan Quinn Barnett Interior design: Jonathan Quinn Barnett Guests: 11 in 5 cabins Asking price: USD 24,499,000 Charter rate: from USD 210,000 per week

SERENITY II - for sale

In turnkey condition after an extensive maintenance period, the 394GT  SERENITY II has a steel hull and aluminium superstructure, a range of 4,620nm at 11 knots and zero speed stabilisers. She features walkaround teak decks and uses her internal space to capacity. Forward on the main deck, 180-degree windows create amazing views in the VIP guest suite, which also has private use of the foredeck. The upper deck owner’s suite has an aft facing cabin with floor-to-ceiling sliding glass doors opening onto the aft deck for private dining and relaxation.

Another full beam VIP guest suite is situated on the lower deck, and there are three further double cabins on the lower deck. For living space, the main deck offers a saloon with an open plan lounge-dining room and a bar, which leads a partially covered aft deck with an outdoor table and banquette seating. On the extensive sun deck, guests can dine outside at another large table, sheltered by the hardtop, or sunbathe on the sunpads surrounding the jacuzzi forward with drinks from a sit-up bar. She is also for charter with Burgess.

Length: 40.1m (131.5ft) Build: 2010 (refit 2021), Mengi-Yay, Turkey Exterior design: Endaze Muhendislik Interior design: H2 Yacht Design Guests: 13 in 6 cabins Asking price: EUR 7,450,000

To hear more about the advantages of sub-500GT yachting and to find out what's on the market, get in touch and we'll be happy to show you some options.

To find out more about Burgess’ yachts for sale and yachts for charter , please contact a Burgess broker . Alternatively, get in touch with one of our offices directly: London , Monaco , New York , Miami , Singapore or all other locations .

- Yachts, prices and availability are correct at the time of publication.

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Yacht classification definitions

The merchant shipping sector is ruled by safety regulations developed since the beginning of the 20th century, and is familiar with international conventions such as SOLAS, MARPOL and Load Lines. But the application of common safety requirements to pleasure vessels is something relatively new – a continuous work in progress – and is very much dependant on the service and the flag of the yacht.

Defining the problems

Definitions do not help. How often have we read of large yachts, superyachts, megayachts, gigayachts or other bombastic adjectives? How many times have we mentioned MCA, RINA, and Lloyd’s, without having a clear idea of who’s doing what?

A good starting point for understanding the subject is to clarify the main definitions and the roles of the main players:

Large yacht

A large yacht is a pleasure vessel with a load line length equal to or over 24m. Almost all the flag administrations have adopted safety codes dedicated to large yachts and this is, therefore, the only definition having a universal meaning in the international regulatory framework of yachts.

Commercial yacht

A motor or sailing vessel in commercial use (i.e. charter) for sport and pleasure, carrying no cargo and not more than 12 passengers.

Private yacht

A pleasure vessel solely used for the recreational and leisure purpose of its owner and his guests.

Flag administration

The government of the state whose flag the yacht is entitled to fly . This administration sets the safety regulations, manning requirements and fiscal aspects relevant to the yacht registration.

Different flag administrations can inspect the safety aspects of yachts with their own inspectors (see MCA for example) or delegate this activity partially or totally to other recognised bodies such as the classification societies.

The main flag authorities in the yachting industry are: The UK-MCA, Cayman Islands, Isle of Man, Malta, the Marshall Islands, Italy and Luxembourg.

Classification societies

Organisations that establish and apply technical standards in relation to the design, construction and survey of ships.

Classification rules are developed to assess the structural strength and integrity of the essential parts of the hull, the reliability and function of the propulsion, steering systems, power generation and all the other features installed on board which contribute to guarantee the main essential services.

In addition to this ‘third party check’ function, class societies carry out statutory duties on behalf of the major flag administrations in accordance with specific delegation agreements signed with each government.

The main class societies involved in yachting are: American Bureau of Shipping, Bureau Veritas, Det Norske Veritas, Germanischer Lloyd, Lloyd’s Register, and RINA.

Large yachts: Applicable rules and certificates

Private yachts

The mandatory requirements for these boats are very light. For the majority of flag states, a registration survey and a tonnage measurement, carried out by an authorised surveyor, are sufficient.

The only mandatory international conventions are those relevant to the marine environment: MARPOL and the Anti-Fouling System Convention.

The International Convention for the Prevention of Pollution from Ships (MARPOL) is intended to eliminate the intentional pollution and to minimise the accidental pollution of the marine environment caused by harmful substances.

The Anti-Fouling System Convention’s purpose is to eliminate the presence of harmful substances for the marine environment contained in anti-fouling paints applied to ships.

Classification

While classification is not mandatory, building and maintaining a private yacht in class is the only evidence that the boat has been designed, constructed and operated in compliance with appropriate technical standards. It is therefore highly desirable, especially in relation to insurance and re-sale purposes.

Commercial yachts

All flag administrations require commercial yachts to be certified in accordance with a specific large yacht safety code.

The most popular of these safety codes, and the first that was developed, is the MCA Large Commercial Yacht Code (LY2) published in 2004. It replaced the Code of Practice for the Safety of Large Commercial Sailing and Motor Vessels (LY1) published in 1997.

LY2 is applied by the Red Ensign Group Flags (UK, Cayman Islands, Isle of Man, Bermuda, Gibraltar, British Virgin Islands, etc.) and is recognised as a reference standard for all the yachting industry.

Other flags have developed similar codes. Luxembourg, Italy, Marshall Islands, Malta, Belize and The Netherlands are some examples.

While introducing a stricter set of rules and regulations compared to private yachts, commercial registration offers yacht owners the possibility of making a profit from the chartering activity of their boats, and allows them to take advantage of all the other benefits of a commercial operation (in particular VAT exemption on the purchase, sale, bunkering, provisions, dry-docking, and others).

Mandatory certificates

The number and type of the mandatory certificates depends on the size of the vessel; the following is an indicative list:

• International Tonnage Certificate : A measurement of the internal volumes of the yacht expressed in gross tons (GT). This measurement should not be confused with displacement tonnage, which quantifies the weight of a vessel.
• Large Yacht Code Certificate : Covers life-saving appliances, fire protection and means of escape, navigational and signalling equipment, intact and damaged stability, manning and crew accommodation.
• Class Certificate : This mainly deals with the yacht’s hull, machinery, electrical equipment and outfitting.
• International Load Line Certificate : This certifies the weather-tightness of the yacht.
• Safety Radio Certificate : This is applicable if gross tonnage exceeds 300GT This concerns the radio communication and distress installations.
• MARPOL Annex I Certificate : This is applicable if gross tonnage exceeds 400GT This deals with the disposal of oil and bilge water from machinery spaces.
• MARPOL Annex IV Certificate : This is applicable if gross tonnage exceeds 400 or the yacht is certified to carry over 15 persons. This deals with the disposal of sewage from ships.
• MARPOL Annex V : This is applicable to all ships. It covers the disposal of rubbish.
• MARPOL Annex VI : This is applicable if gross tonnage exceeds 400GT as well as to all main and auxiliary engines with a power exceeding 130kW. It concerns the emissions from main and auxiliary engines (NOx and SOx).
• Safety Construction and Safety Equipment : These are additional prescriptions on machinery, electrical parts, life-saving and navigational equipment for yachts with a gross tonnage above 500GT.
• International Safety Management Certificate : This is only applicable to yachts having a gross tonnage greater than 500GT. A certified management company is requested to carry out this service, preparing operational manuals, procedures for drills, and taking care of the maintenance of the yacht and its installations.
• International Ship and Port Security Certificate : This is only applicable to yachts having a gross tonnage greater than 500GT and deals with the anti-piracy certification. A certified management company is requested to provide the ashore assistance and establish on-board procedures and operational manuals.

The GT Factor

The gross tonnage value (GT) is a key issue, not only as a reference for the registration fees applied by the different flag administrations, but also because it determines whether an international convention, rather than a particular safety standard, applies to a yacht.

The table below summarises how the conventions and relevant certificates come into force depending on the gross tonnage of the yacht. In particular, the following values may have a critical impact:

300GT: In many codes, when you reach this value the yacht must be certified in unrestricted service (stricter requirements regarding stability, load line and life-saving appliances).

400GT: This is the threshold for almost all the environmental conventions such as MARPOL and Anti-fouling System.

500GT: This is the threshold for the application of the SOLAS Convention, meaning stricter requirements on machinery, safety systems, materials of construction, fire protection, life-saving appliances and navigational equipment. Furthermore an external certified management company is requested for the ISM and ISPS certifications.

The tonnage issue could also arise on existing yachts when undertaking major refits or modifications, in that any change to the internal volumes of the boat – such as adding enclosed deckhouses or superstructures, or modifying the hull transom or bow – will modify the tonnage value with the risk of subjecting the yacht to stricter mandatory rules.

UPDATE: Since this article was originally published, LY2 has been superseded by Large Commercial Yacht Code Revision 3 (LY3) .

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MASTER OF YACHTS 500 GT / CHIEF MATE 3000 GT

Courses and certifications are approved and issued by Transport Malta. The course will give students the essential knowledge and training to be eligible to undergo examinations leading to a Certificate of Competency as Master of Yachts less than 500 GT and Chief Mate 3000 GT (STCW Regulation II/2). ELIGIBILITY CRITERIA -Have accumulated 12 months of approved seagoing service on vessels not less than 24 m in length or 80 GT whilst holding a certificate of competency as Officer in Charge of a Navigational Watch on yachts less than 3000 GT. Modules you will be studying: -Maritime Law (Candidates who have successfully passed a Transport Malta (TM) Business and Law exam may be exempted.) -Oral Exam Preparation Submit documentary evidence of valid related mandatory underlying training: -Certificate of Competency as Officer in Charge of a Navigational Watch on Yachts Less Than 3000 GT; -STCW Basic Safety Training -Advanced Fire Fighting -Medical First Aid -Medical Care on board Ships -Proficiency in Survival Craft and Rescue Boats (other than Fast Rescue Boats) -RADAR / ARPA Management Level -Use of Leadership and Managerial Skills (HELM Management Level) -GMDSS General Operator’s Certificate. CAREER PATH If you hold the MoY 500 GT/ Chief Mate 3000 GT you are qualified to work as a captain on vessels up to 500 GT and as a Chief Mate on vessels up to 3000 GT. PRICE EUR 2000 (1750 for OOW students) *Without accommodation HOW MUCH YOU CAN EARN ON A SUPERYACHT? The salaries for these positions start from EUR 7,500 +

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By SuperyachtNews 23 Nov 2017

The Belgian 500gt yacht ticket

Why has this coc been growing in popularity with superyacht crew.

Increasingly frustrated with current superyacht licensing pathways, deck crew are seeking more flexible routes to fit in with the demands of their careers. A relatively new STCW Officer of the Watch and Master 500gt ticket, issued by the Belgian Federal Administration for Mobility and Transport, is becoming a more viable option for yacht crew looking to progress from Master 200gt. The Belgian 500gt Commercial Yachting Certificate of Competency (CoC), a European 500gt commercial ticket endorsed by STCW specifically for the yachting industry, is increasingly popular with senior crew seeking alternatives to the traditional training routes. Once endorsed, the ticket allows all captains and officers to commercially sail yachts up to 500gt with a maximum of 12 passengers.

The Belgian Maritime Administration has so far recognised and audited only two organisations to deliver the courses: the Antwerp Maritime Academy and NaviClass Nautical Training Centre. While the CoC is not endorsed by the Maritime & Coastguard Agency (MCA), which means it cannot be used on board UK-flagged commercial yachts, some familiar flag states within the yachting sector do endorse it and these include the Republic of the Marshall Islands (RMI) Maritime and Corporate Registries.

“The RMI will accept certificate holders from major maritime nations whose educational systems and examinations are found acceptable,” explains Patrick Bachofner, business development director of International Registries, in affiliation with the RMI. “As of today, we recognise the Belgian Maritime Administration, who are signatory to STCW as an equivalent in terms of endorsements. As such, we are obligated to accept any STCW-compliant certificate that they may issue.”

The Belgian CoC may still be relatively unknown outside of Belgium, but word is spreading in the global yachting community and NaviClass has reported a significant increase in the number of foreign students taking its courses. The main appeal for yacht crew is certainly the fewer resources the route demands compared to the more traditional training routes. While it is difficult to directly compare the Belgian system to the MCA system, as they are derived from different national legislation, the time and money required to achieve the Belgian CoC is significantly less.

This is for a couple of reasons. Firstly, a 3,000gt yacht ticket does not exist in the Belgian system as it does in the MCA system. Therefore, whereas candidates taking the MCA route would have to undertake their MCA OOW (Yachts less than 3,000gt) before progressing to the MCA Master (Yachts less than 500gt), this is not necessary in the Belgian system. While the obvious drawback here is that the Belgian CoC limits candidates to yachts under 500gt, it means that one phase of training is not necessary.

Secondly, the modules at both Belgian organisations are considerably shorter and less expensive than the equivalent MCA course. At NaviClass, for example, the Master module, combined with the Master Ocean Upgrade module, can be completed in less than two weeks and currently costs €2,100. There is also no oral examination included in the process, although written and/or practical examinations apply after each module.

There are, however, some who are cynical of the Belgian CoC and they mainly question the ticket’s seemingly less rigorous training process and suggest the assessment is not sufficient. Its supporters, however, reinforce the fact that candidates are required to hold a STCW Master 200gt (Yachts), or equivalent that is subject to an evaluation committee, to be eligible to start the training for the Belgian CoC. This should, therefore, ensure there is a certain recognised standard from which the students must start.

One such advocate is Captain Peter Carron, instructor at NaviClass, who is quick to reject any insinuation that the Belgian CoC is not adequate in today’s industry. “The time may be shorter than the MCA route but it is still a very professional CoC,” he explains. “The students who come to us always have much more sea time and experience than is required due to the need to hold the STCW Master 200gt ticket beforehand. Furthermore, the training is done by experienced merchant captains and maritime pilots, with use of modern radar and navigation simulators and continuous updates in line with changing legislation.”

Another assumption often made about the Belgian CoC is that its candidates are looking for an easier route to progress to the next level. However, Captain Carron says that the students he encounters are not looking for a shortcut, but are instead serious and professional candidates seeking other options that fit their career ambitions. “When NaviClass first started running these courses, we only had Belgian students. Now we have foreign students coming from all over,” he adds. “It shows that some people feel that there is a monopoly in the training sector, are fed up with the expense of other licences and are, therefore, looking for alternatives.”

While the Belgian route may not open as many doors as the traditional MCA route for crew, not just because of its 500gt glass ceiling but also in terms of its versatility and recognition, it does provide a welcome option. Captain Carron believes the Belgian CoC is more than just an alternative and while it may not satisfy the career ambitions of those crew looking to work on larger yachts, for others it might be the perfect fit.

This article will appear in full in issue 183 of The Superyacht Report - out soon. If you are a yacht owner, manager, senior crewmember, broker, designer, shipyard representative, owner’s representative, or  family office, you can apply for your VIP subscription to the magazine here .

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MCA Master (Yachts less than 500gt/3000gt) Certification & Requirements

Work towards your master (yachts <500gt/3000gt) certificate of competency.

To command vessels up to 500gt/3000gt commercially, you’ll need a Master (Yachts less than 500gt/3000gt) Certificate of Competency.

Proficiency for Persons in Charge of Medical Care on Board Ship

Celestial Navigation Refresher and Exam

• Human Element, Leadership and Management (Management Level)

• Stability (Master Yachts)

• Seamanship and Meteorology (Master Yachts)

• Business and Law (Master Yachts)

Navigation, Radar and ARPA Simulator (Master Yachts)

Orals Preparation Master (Yachts <500gt/3000gt)

Why master (yacht<500gt/3000gt), about the course.

Before you can obtain the Certificate of Competency, you will be required to complete a number of Master (Yacht) and MCA Ancillary courses before you can sit the Master (Yachts less than 500gt/3000gt) Certificate of Competency oral examination.

Required modules & certifications

Required certification course modules:.

• Navigation, ARPA and Radar Simulator (Master Yachts)

Required ancillary course modules:

• Proficiency for Persons in Charge of Medical Care on Board Ship (STCW A-VI/4-2)
• Electronic Chart Display and Information Systems (ECDIS)
• Celestial Navigation Exam (MCA Approved)

Recommended additional course modules:

• Orals Preparation Master (Yachts <500gt/3000gt)

To qualify for the Master (Yachts <500gt/3000gt) Certificate of Competency Oral examination you will be required to hold the pass certificates from the training courses above and also meet the following entry requirements.

Entry requirements

Entry requirements for master (yachts <500gt) certificate of competency (coc) oral examination.

• Have a minimum of 12 months Onboard Yacht Service as a Deck Officer, including not less than 120 days Watchkeeping Service, in vessels of 15 metres or over in load line length whilst holding an accepted OOW STCW Reg. II/1 (Yachts <3000gt) CoC.
• Have fully met the education and training requirements for the issue of the MCA Chief Mate STCW Reg. II/2 (Yachts <3000gt) CoC.
• Hold all of the pass certificates for the training required to obtain the Master (Yachts <500gt) CoC (please find required training modules above).

Entry Requirements for Master (Yachts <3000gt) Certificate of Competency (CoC) Oral Examination

• Have a minimum of 24 months Onboard Yacht Service as a Deck Officer, including not less than 240 days Watchkeeping Service whilst holding an accepted OOW STCW Reg. II/1 (Yachts less than 3000gt) CoC. All of this service must be completed in vessels of 15 metres or over in load line length and include 12 months in vessel of 24 metres or over in load line length, or 6 months in vessels of 500gt or more.
• Hold a Certificate of Proficiency for Person in Charge of Medical Care on Board Ship (STCW A-VI/4-2)
• Hold either a MCA Master STCW Reg. II/2 (Yachts <500gt) or have passed all written examinations and short courses required for the issue of that certificate. Note : As training module pass certificates are valid for three years, candidates are advised to obtain the MCA Master (Yachts <500gt) CoC where circumstances may preclude them from attempting the Master (Yachts <3000gt) oral examination before the modules expire.
• Pass the Master (Yachts <3000gt) oral examination

Please Note: The above entry requirements are not required to attend the training courses for Master (Yachts <500gt/3000gt), However are required to apply for your Notice of Eligibility (NoE) and sit the final CoC Oral Examination. Full details can be found on the MCA Oral Examination Form  MSF 4343 .

For full Training and Certification Guidance of the UK requirements of Deck Officers on Large Yachts (over 24m) please refer to  MSN 1858 .

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Officer of the watch and Master 500GT for Commercial Yachting

With a professional licence commercial yachting one is allowed to commercially sail with yachts up to 500 gt with a maximum of 12 paying passengers. NaviClass is recognized by the Belgian Maritime Administration to organize these courses ( according to Royal Decree 22/08/2020 amended april 2024).

Target group 

• Officer of the watch coastal (< 200 NM)
• Master coastal (< 200 NM)
• Officer of the watch Ocean  (unlimited)
• Master Ocean (unlimited)

Prior knowledge

To participate, you must have a STCW Master 200GT certificate or equivalent.

* OOW module (<200NM)

5 days – Price € 1.515,- incl VAT

• Navigation (part 1)
• Seamanship & Meteorology ( part 1)
• Ship construction and stability (part 1)
• Regulations and documents (part 1 and part 2)
• OOW written exam

Minimum 4 students.  

* OOW Final assessment

1 day – Price € 375,- incl VAT

• OOW practical exam

* RADAR/ARPA module (II/2 management level)

3 days – Price € 1.450,- incl VAT

• Radar/Arpa theory – 1 day
• Practical exercises in bridge simulation (Antwerp Maritime Academy) – 2 days
• Practical evaluation

Minimum 4 students.

4 days – Price € 1.360,-  incl VAT

• Ship construction and stability (part 2)
• Regulations and documents (part 2)
• Crisis Management and Human Behaviour
• Passenger Ship Crowd management training
• Master written exam

Minimum 4 students.

* OOW/Master Ocean Upgrade module 

5 days – Price € 1.550, – incl. VAT

• Celestial navigation (part 2)
• Seamanship & Meteorology (part 2)
• Great circle navigation (part 3)
• Ocean upgrade exam

* Ocean Final assessment

1 day – Price € 485, – incl. VAT

• Ocean upgrade practical exam

Additional requirements

To apply for the Belgian COC you need to fulfil to following requirements:

– NaviClass OOW & Master modules (II/1 & II/2)

– STCW Basic Safety (VI/1-1,1-2,1-3,1-4)

• Personal Survival Techniques (VI/1-1) (to be refreshed every 5 years)
• Fire Fighting and Prevention (VI/1-2) (to be refreshed every 5 years)
• Elementary first aid (VI/1-3)
• Personal Safety and Social Responsibilities (VI/1-4)

– STCW Security Awareness (VI/4-1)

– STCW Medical First Aid (VI/4-1)

– STCW Medical Care (VI/4-2) ( only for unlimited)

– STCW Advanced Fire Fighting (VI/3)

– STCW Rescue boats other than fast rescue boats (VI/2-1)

– GMDSS GOC (to be revalidated every 5 years)

– STCW Medical Fitness (doctors approved by Belgian Maritime Administration)

– Proof of seatime ( 1 year for OOW500 + training book, 3 extra years as OOW500 for Master500) (to be recorded on Certificates of Service)

Application and admission

After registering via the login button, we need to check if you fulfill to the minimum requirements. For that you need to send an e-mail to [email protected] This mail should contain your contact information, your certificates (in PDF) and a nautical CV.

Since there are similar certificates in several IMO countries, the NaviClass evaluation committee will decide whether you can start this program and / or you can obtain an exemption for a specific training module.

Certification

For each course you’ve completed, you will get a NaviClass certificate. This certificate, along with your STCW safety certificates, GMDSS certificate, certificates of service and medical fitness certificate must be delivered to the Belgian Maritime Administration (for more details please contact [email protected] ). They will assess your file and provide the STCW certificate of competence for commercial yachting.

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davidg New Member

My boss wants to build a new private M/Y. The one we have is 334 GT and the one he wants is 45-50 Meters and most likely over 500GT. Can anyone tell me the major differences and/or problems that we will face? One Builder is saying we should stay at 49.9 meters to avoid more regualtions. FYI- The vessel will be foreign flag and registered private, not commercial. Your help is greatly appreciated as the boss is looking to me for answers!!! Thanks.

Loren Schweizer YF Associate Writer

davidg said: My boss wants to build a new private M/Y. The one we have is 334 GT and the one he wants is 45-50 Meters and most likely over 500GT. Can anyone tell me the major differences and/or problems that we will face. Click to expand...

Ken Bracewell Senior Member

davidg said: My boss wants to build a new private M/Y. The one we have is 334 GT and the one he wants is 45-50 Meters and most likely over 500GT. Can anyone tell me the major differences and/or problems that we will face? One Builder is saying we should stay at 49.9 meters to avoid more regualtions. FYI- The vessel will be foreign flag and registered private, not commercial. Your help is greatly appreciated as the boss is looking to me for answers!!! Thanks. Click to expand...

K1W1 Senior Member

Hi, I must be missing something here. Ken- What does SOLAS have to do with the marina you visit?

That's a good question which I'm not qualified to answer. My post is in reference to the same question which I am continually asked when booking dockage in the northeastern US. Many of the marinas will not take a yacht over 500GT citing that they do not meet SOLAS requirements. Since we are 334GT, I've never really worried too much about it; hopefully someone else will be able to shed some light on this.

Hi, SOLAS is short for Safety of Life at Sea. There are not many if any yachts that fit into normal yacht marinas that would comply with more than 1 or 2 points off the SOLAS List. What the Marinas might be trying to ask is if you are a commercially registered vessel over 500 GRT and operating ISM/ISPS onboard. MARMOT would probably be a good one to give this an expanded answer as he seems to have some good knowledge in that end of the business.

K1W1 said: Hi, SOLAS is short for Safety of Life at Sea. There are not many if any yachts that fit into normal yacht marinas that would comply with more than 1 or 2 points off the SOLAS List. What the Marinas might be trying to ask is if you are a commercially registered vessel over 500 GRT and operating ISM/ISPS onboard. MARMOT would probably be a good one to give this an expanded answer as he seems to have some good knowledge in that end of the business. Click to expand...

PeterSmall New Member

Yachts that are over 500GT which are commercially registered need to be built to comply with SOLAS and also have to operate under the ISM and ISPS codes. The reason for being put in a commercial dock is that many marinas are not ISPS compliant, therefore you are not allowed to berth there. However, if the yacht is being registered as a private vessel then the above does not apply, the yacht does not operate under the ISM or ISPS codes, unless voluntarily, and therefore is not subject to the same restrictions when entering and berthing at a marina. Under the ISPS code though, you are not allowed to berth at a compliant marina if you are not ISPS compliant. When the yacht is built, the resale value in the future will be much higher if she is built to class and complies with SOLAS, this will allow future owners to easily charter her. Many yards will automatically assume that if the yacht is over 500GT then you will want her to comply with SOLAS. Hope this helps.

PeterSmall said: Yachts that are over 500GT which are commercially registered need to be built to comply with SOLAS Hope this helps. Click to expand...

K1W1 said: Hi, The above statement is not completely true and can easily cause anyone unfamiliar with the industry to be mislead and confused. Some SOLAS elements come into play when over 500 tons but not all by any means. Click to expand...

HONGKONG Senior Member

Solas Passenger ships - usually defined as a ship carrying more than 12 passengers - on international voyages must comply with all relevant IMO regulations, including those in the SOLAS and Load Lines Conventions. This was taken from the IMO's page on passenger ships and as such takes passenger cabin count before gross tonnage. Many large yachts have passenger cabins for more than 12, but mysteriously these so called surplus "passengers" become nannies or personal staff and are manifested as part of the crew. I'm a little confused as to the original posters boss looking for a new boat over 500 ton. The usual requests fall into the on-board capability/ overall size and from that tonnage can be determined. A sharp NA can make quite a large yacht still fall under 500 tons due to the vagaries of the ad-measurement systems.

Thanks guys for all your responces. Hong Kong- One American builder just told us that with the size we were thinking about , 55 meters and with the 6 staterooms and sauna, etc., that this vessel would be over 500gt. Turns out though from all my research and help from you all, this builder doesnt really have a full understanding of the rules and regs. Probably because they dont build boats this large. This would be the largest they have built. they have never built anything over 400 gt. Thanks

Innomare Senior Member

Hi DavidG, if the yacht is truly a private yacht, and not intended to be chartered (commercial use), it is not mandatory to comply with MCA or SOLAS regulations (as far as I know). It may make a huge difference in insurance payments though. Most large yachts (even private ones), are built to comply with the regulations for charter yachts (MCA Large Yacht Code e.g.). If not for anything else, at least for a possible future resale, or for the increased safety level. In the MCA code there is quite a big difference between sub-500 GT and over 500 GT. Mainly regarding structural fire protection (use of combustible materials), mandatory sprinklers etc. Also ISPS becomes mandatory (security regulations). Nonetheless, it is perfectly doable to build a yacht over 500 GT and yards are building them all the time (Lurssen, Feadship, Amels, Oceanco, ...) It's a lot worse to go over the 12-passenger treshold than over the 500 GT, because over 12 passengers, you exit MCA-code and enter SOLAS grounds (small passenger ship). At 55 m, it'll be tough to stay under 500 GT, unless the design is very sleek (narrrow beam and low profile). Also keep in mind that many boats grow a few metres during the design process. Good luck with your project, Bruno

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