Medical Care & Elementary First Aid

Ultimo aggiornamento: 20 ottobre 2020 Ministero della Salute,

Gente di mare, certificati di formazione “First Aid” e “Medical

Care”

1. È ancora possibile effettuare la convalida del certificato di formazione First Aid o Medical Care?

No, i termini per le convalide dei certificati “First Aid” e “Medical Care” sono scaduti il 31 marzo 2017

2. Come sono stati considerati i periodi di navigazione ai fini della conversione dei certificati “Medical care” e “First Aid” da parte degli Uffici

USMAF-SASN?

Al marittimo con almeno 1 anno di navigazione negli ultimi 5, la validità è stata concessa per altri 5 anni, a partire dal giorno in cui il

marittimo formulava la richiesta all’USMAF-SASN, a prescindere dalla data del certificato in suo possesso.

Al marittimo con meno di 1 anno di navigazione negli ultimi 5 e con certificato rilasciato negli ultimi 5 anni, la validità è stata concessa

solo fino allo scadere dei 5 anni dalla data del certificato già in suo possesso.

Al marittimo con meno di 1 anno di navigazione e con certificato rilasciato da oltre 5 anni, non è stata concessa alcuna convalida.

3. Esiste un registro dei certificati di formazione “Medical Care” e “First Aid”?

Come da disposizioni impartite dall’art. 8 del DM 16 giugno 2016, sono state avviate le procedure per l’istituzione, a fini statistici e di prevenzione delle

frodi, di un registro presso ogni USMAF-SASN dei certificati di addestramento di primo e di secondo livello rilasciati ai sensi del suddetto decreto; sono allo

studio soluzioni informatiche per la condivisione in tempo reale da parte di tutti gli USMAF-SASN dei dati dei rispettivi registri, utilizzando l’applicativo

informatico NSIS USMAF.

4. È necessaria la conversione dei certificati di formazione denominati “Elementary First Aid”?

I certificati di formazione “Elementary First Aid” non rientrano nell’ambito di applicazione del DM 16 giugno 2016, essendo regolamentati dal Decreto

del Ministero delle Infrastrutture e dei trasporti 28 dicembre 2009 e smi “Modalità di conseguimento dell’attestato di competenza in materia di primo

soccorso sanitario elementare a bordo di navi mercantili”, che prevede già la loro validità quinquennale, automaticamente rinnovata al marittimo che

abbia effettuato dodici mesi di navigazione nei sessanta mesi precedenti la scadenza della stessa.

Pertanto tali certificati non erano soggetti a conversione da parte degli USMAF-SASN, che provvedono a convalidare soltanto i certificati di formazione

“First Aid” e “Medical Care”.

5. Quali erano le strutture autorizzate a svolgere i corsi di formazione Medical Care prima del DM16 giugno 2016?

Prima dell’entrata in vigore del DM 16 giugno 2016 il Ministero della Salute aveva autorizzato le seguenti strutture sanitarie pubbliche:

REGIONE CAMPANIA

Azienda Sanitaria Locale Napoli 2 Nord)

REGIONE LAZIO

Azienda Sanitaria Locale USL Roma H – Anzio)

REGIONE SICILIANA

Azienda Unità Sanitaria Provinciale ASP 7 – Ragusa

Azienda Unità Sanitaria Provinciale ASP 9 – Trapani

Università degli Studi Messina

REGIONE TOSCANA

Azienda Sanitaria USL12 Viareggio

REGIONE DEL VENETO

Azienda Sanitaria USSL 12 Veneziana di Venezia Mestre

REGIONE CAMPANIA

Azienda Sanitaria Locale NA/5 Castellammare di Stabia (NA)

Fondazione Salvatore Maugeri – IRCCS

REGIONE FRIULI VENEZIA GIULIA

Ospedali Riuniti Trieste

REGIONE CAMPANIA

Azienda Sanitaria Locale NA/5 Castellammare di Stabia (NA)

REGIONE LOMBARDIA

Fondazione Salvatore Maugeri – IRCCS

REGIONE LIGURIA

Ospedale San Martino Genova

Unità Sanitaria Locale n. 3 “Genovese” – Genova

Fondazione Salvatore Maugeri – IRCCS

REGIONE PUGLIA

Azienda Sanitaria Locale Regione Puglia – Taranto

Azienda Ospedaliera “Summa” Brindisi

Ospedale di Martina Franca Azienda USL TA/1

Fondazione Salvatore Maugeri – IRCCS

REGIONE SICILIANA

Azienda Sanitaria Provinciale Ospedaliera S. Antonio Abate (TP)

Università degli Studi Catania

Ospedale Maggiore Modica

REGIONE TOSCANA

Azienda USL 2 Lucca

Azienda USL 1 Massa Carrara

REGIONE DEL VENETO

Fondazione Salvatore Maugeri – IRCCS

I certificati di formazione emessi dalle predette strutture, entro la data dell’8 maggio 2015 (data della Circolare del Ministero della

Salute che ha effettuato la ricognizione delle strutture autorizzate), sono stati convalidati dagli USMAF-SASN, su richiesta degli interessati

in possesso dei requisiti di cui alla domanda n. 2.

I certificati di formazione emessi da strutture non autorizzate dal Ministero della Salute, non essendo validi, non sono stati convalidati

dagli USMAF-SASN.

Con l’entrata in vigore del DM 16 giugno 2016, tutte le autorizzazioni rilasciate in precedenza sono scadute e deve essere richiesta una

nuova autorizzazione, secondo la nuova normativa, dalle strutture che intendono tenere i corsi.

6. Quali sono le strutture sanitarie autorizzate ad effettuare i nuovi corsi di formazione e di aggiornamento “Medical Care” e “First Aid” ai sensi del

DM 16 giugno 2016?

I corsi di formazione e di aggiornamento “Medical care” e “First Aid” previsti dal DM 16 giugno 2016 possono essere effettuati dalle

seguenti strutture sanitarie pubbliche, che risultano essere state autorizzate dalla Direzione Generale della Prevenzione Sanitaria del

Ministero della Salute con i Decreti Dirigenziali di seguito indicati:

Regione Abruzzo

Azienda Sanitaria Locale di Pescara

Autorizzata con D.D. 15 marzo 2018

Protocollo.aslpe@pec.it

Alberto.albani@ausl.pe.it

Corsi.easc@ausl.pe.it

Autorizzata dal 24 aprile 2020, per il periodo di emergenza Covid-19, a svolgere i corsi in modalità FAD

Regione Campania

Azienda Sanitaria Locale NAPOLI 2 NORD

Autorizzata con D.D. 24 luglio 2020

U.O.C. formazione e aggiornamento

Via Campania 268 – Pozzuoli – Napoli

formazione@aslnapoli2nord.it

massimo.delprete@aslnapoli2mord.it

formazione@pec.aslnapoli2nord.it

Azienda Ospedaliera di Rilievo Nazionale “Antonio Cardarelli”

A.O.R.N.A. Cardarelli

Autorizzata con D.D. 17 dicembre 2019

biotecnologie@aocardarelli.it

santolo.cozzolino@aocardarelli.it

aocardarelli@pec.it

Autorizzata dall’11 marzo 2020, per il periodo di emergenza Covid-19, a svolgere i corsi in modalità FAD

Azienda Sanitaria Locale ASL Napoli 3 Sud di Torre del Greco

Autorizzata con D.D. 1 ottobre 2018

sfap@pec.aslnapoli3sud.it

fap@aslnapoli3sud.it

sgab@pec.aslnapoli3sud.it

Regione Liguria

Università degli Studi di Genova

Centro di servizio di ateneo di simulazione e formazione avanzata – SimAv

Autorizzata con D.D. 7 giugno 2018

simav@pec.unige.it

simav@unige.it

direttore.simav@unige.it

didattica@simav.unige.it

Autorizzata dal 15 maggio 2020, per il periodo di emergenza Covid-19, a svolgere i corsi in modalità FAD

Ente Ospedaliero

OSPEDALI GALLIERA – Genova

Autorizzato con D.D. 30 settembre 2020

Protocollo@pec.galliera.it

Segreteria.formazione@galliera.it

Regione Sardegna

Azienda Ospedaliero Universitaria Cagliari

Autorizzata con D.D. 8 maggio 2018

Dir.generale@pec.aoucagliari.it

Serv.formazione@aoucagliari.it

cfadda@aoucagliari.it

Regione Sicilia

Azienda Sanitaria Provinciale di Ragusa

ASP RAGUSA 7 Presidio Ospedale Maggiore di Modica

Autorizzata con D.D. 29 luglio 2020

Dirsan.modica@asp.rag.it

Dirsan.scicli@asp.rg.it

Regione Toscana

Azienda USL TOSCANA NORD OVEST

U.O.C. Formazione

Autorizzata con D.D. 19 dicembre 2019

Serena.deiaco@uslnordovest.toscana.it

Andrea.nicolini@uslnordovest.toscana.it

Direzione.uslnordovest@postacert.toscana.it

Regione Veneto

Azienda Sanitaria Locale ULSS 3 Serenissima

AULSS 3 Serenissima U.O.S.D. Scuola di Formazione e Ricerca in Sanità

Autorizzata con D.D. 22 giugno 2020

Protocollo.aulss3@pecveneto.it

Francesco.lunetta@aulss3.veneto.it

Autorizzata dal 20 maggio 2020, per il periodo di emergenza Covid-19, a svolgere i corsi in modalità FAD

Ministero della Salute, D.G. Prevenzione sanitaria, Ufficio 3 (Coordinamento USMAF SASN)

Dopo 10 anni di abusi , forse questa volta anche il MIT riconoscera’ i corsi stcw fatti in EU

HOME PAGE

 

http:/https://www.torremare.net/marittimi/decreto130720.html

13-07-2020

DIRETTIVA (UE) 2019/1159 DEL PARLAMENTO EUROPEO E DEL CONSIGLIO del 20 giugno 2019 recante modifica della direttiva 2008/106/CE concernente i requisiti minimi di formazione per la gente di mare e che abroga la direttiva 2005/45/CE riguardante il reciproco riconoscimento dei certificati rilasciati dagli Stati membri alla gente di mare

Con l’entrata in vigore della direttiva UE 2019/1159 avvenuta 20 giorni dopo che è stata pubblicata sulla gazzetta ufficiale europea del 12/07/2019 e che dovrà essere recepita dagli Stati membri entro il 2 Agosto del 2021, mi auguro che anche ai marittimi italiani possano essere riconosciuti i certificati di addestramento conseguiti nei vari centri europei.

Il paragrafo 5 della direttiva, recita testualmente:

Uno degli obiettivi della politica comune dei trasporti nel settore marittimo è facilitare la circolazione della gente di mare all’interno dell’Unione. Tale circolazione contribuisce, tra l’altro, a rendere il settore del trasporto marittimo dell’Unione attrattivo per le future generazioni, evitando così una situazione in cui il settore marittimo europeo si trovi a fronteggiare una carenza di personale competente dotato della giusta combinazione di capacità e competenze. Il reciproco riconoscimento dei certificati rilasciati dagli Stati membri alla gente di mare è essenziale per facilitare la libera circolazione della gente di mare. Alla luce del diritto ad una buona amministrazione, le decisioni degli Stati membri concernenti l’accettazione di certificati di addestramento rilasciati alla gente di mare da altri Stati membri ai fini del rilascio di certificati di competenza nazionali dovrebbero basarsi su ragioni riconoscibili da parte del marittimo interessato.

L’art.5 ter, inserito nel testo della direttiva 2008/106/CE dalla direttiva UE/2019/1159 stabilisce che:

1) Ogni Stato membro accetta certificati di addestramento e prove documentali rilasciati da un altro Stato membro, o sotto la sua autorità, in formato cartaceo o digitale, al fine di autorizzare la gente di mare a prestare servizio a bordo di navi battenti la propria bandiera.

2) Al fine di autorizzare la gente di mare a prestare servizio a bordo di navi battenti la propria bandiera, ogni Stato membro accetta certificati medici rilasciati sotto l’autorità di un altro Stato membro conformemente all’articolo 11. e si applica alla gente di mare che possiede un certificato rilasciato da uno Stato membro, indipendentemente dalla loro nazionalità.»;

Come si evince dall’art.5 ter, bisogna riconoscere ai marittimi i certificati di addestramento e i certificati medici rilasciati da uno Stato membro, indipendentemente dalla loro nazionalità; ciò che al momento non avviene nel nostro paese, in quanto la nostra Amministrazione, non riconosce i certificati di addestramento conseguiti dai marittimi Italiani nei vari centri di formazione dell’unione europea, in quanto tali certificati devono essere conseguiti effettuando i corsi, solo ed esclusivamente in Italia. Infatti il paradosso che ho già segnalato in diverse occasioni e che, se un marittimo rumeno effettua i corsi di addestramento in Romania ed imbarca su nave battente bandiera Italiana è autorizzato a poter lavorare, invece se gli stessi corsi li effettua un marittimo Italiano nello stesso centro dove li ha effettuati il marittimo rumeno, non può lavorare sulle navi italiane, in quanto la nostra Amministrazione non riconosce i certificati conseguiti.

Concludo facendo un serio appello sia alle parti sociali e sia alla nostra Amministrazione, affinché si attivino al fine di riconoscere i certificati conseguiti nei centri europei.

C.L.C Mario Collaro

Francia riapre allo yachting , con limitazioni

France resume Boating

Rinnovo automatico CoC e GoC in scadenza fino al 31/12/2020

Scarica le circolari:

VPTM.REGISTRO UFFICIALE.2020

GMDSS

Sailors , there is always an horizon to stare at.

ILO ► Information note on maritime labour issues and coronavirus (COVID-19)

► Information note on maritime labour issues and coronavirus (COVID-19)ILO

 

Download the doc.

wcms_741024

Seafarers must be exempt from travel bans, say ICS and ITF

TAGS:

International Chamber of Shipping Crewing Coronavirus

TAGS:

The coronavirus pandemic has left crew around the world in a precarious position. National travel bans threaten their access to ports and global industry bodies are stepping in to ask for protection

• 19 Mar 2020

• NEWS

• 
  Anastassios Adamopoulos@Anastassios_LL Anastassios.Adamopoulos@informa.com

National travel bans threaten crew access to ports and global industry bodies are stepping in to ask for protection. The move comes as the IMO calls for a ‘practical and pragmatic approach’ to crew changeovers

A TOTAL OF 100,000 SEAFARERS HAVE TO CHANGE OVER EACH MONTH.

THE WORLD’S biggest shipowner and seafarer bodies are calling for seafarers to be exempt from national travel bans, while the head of the International Maritime Organization has called for pragmatism in dealing with crew changeovers.

The International Chamber of Shipping and the International Transport Workers’ Federation have sent a joint letter to the heads of United Nations agencies stressing the importance of seafarers in the circulation of global trade and the integrity of supply chains.

“In particular, this means keeping the world’s ports open for calls by visiting commercial ships, and facilitating crew changes and the movement of ships’ crews with as few obstacles as possible,” the two organisations said.

The letter was sent to the heads of the IMO, the International Labor Organisation, the UN Conference on Trade and Development and the World Health Organization.

Certain European Union countries are imposing national travel bans, while the EU will introduce a 30-day ban for travel to the EU for non-EU nationals. Meanwhile, regions elsewhere have set their own restrictions; ships and crews coming into Queensland, Australia face new prohibitions.

European industry bodies asked for similar help from the EU and its governments on Wednesday.

At the same time several large shipping companies, including Maersk, have suspended crew changes because of the coronavirus.

The ITF and ICS said that 100,000 seafarers must change over every month to comply with rules and regulations.

“We therefore wish to emphasise the vital need for the world’s professional merchant seafarers to be granted appropriate exemptions from any national travel restrictions, when joining or leaving their ships, to keep the world’s maritime supply chains functioning,” they said.

Regardless of their nationality, seafarers should be treated as any other international “key workers”, such as airline crew and medical personnel, they said.

“As such, they should be afforded special consideration and, notwithstanding the need to comply with emergency health protocols, treated with pragmatism and understanding when seeking to travel to and from their ships,” ITF and ICS added.

Meanwhile, IMO secretary-general Kitack Lim released a video statement on the situation that he will be initiating meetings with leaders from shipping, ports and other sectors to help find solutions.

“Defeating the virus must be the first priority, but global trade, in a safe, secure and environmentally friendly manner must be able to continue, too,” said Mr Lim.

Seafarers are at the frontline of the current “global calamity” and their health is as important as anyone else’s according to Mr Lim.

“Again, I urge a practical and pragmatic approach, in these unusual times, to issues like crew changeovers, resupply, repairs, survey and certification and licensing of seafarers,” he said.

The IMO has postponed scheduled meetings through the end of March.

The coronavirus pandemic has left crew around the world in a precarious position. National travel bans threaten their access to ports and global industry bodies are stepping in to ask for protection

• 19 Mar 2020

• NEWS

• 
  Anastassios Adamopoulos@Anastassios_LL Anastassios.Adamopoulos@informa.com

National travel bans threaten crew access to ports and global industry bodies are stepping in to ask for protection. The move comes as the IMO calls for a ‘practical and pragmatic approach’ to crew changeovers

A TOTAL OF 100,000 SEAFARERS HAVE TO CHANGE OVER EACH MONTH.

THE WORLD’S biggest shipowner and seafarer bodies are calling for seafarers to be exempt from national travel bans, while the head of the International Maritime Organization has called for pragmatism in dealing with crew changeovers.

The International Chamber of Shipping and the International Transport Workers’ Federation have sent a joint letter to the heads of United Nations agencies stressing the importance of seafarers in the circulation of global trade and the integrity of supply chains.

“In particular, this means keeping the world’s ports open for calls by visiting commercial ships, and facilitating crew changes and the movement of ships’ crews with as few obstacles as possible,” the two organisations said.

The letter was sent to the heads of the IMO, the International Labor Organisation, the UN Conference on Trade and Development and the World Health Organization.

Certain European Union countries are imposing national travel bans, while the EU will introduce a 30-day ban for travel to the EU for non-EU nationals. Meanwhile, regions elsewhere have set their own restrictions; ships and crews coming into Queensland, Australia face new prohibitions.

European industry bodies asked for similar help from the EU and its governments on Wednesday.

At the same time several large shipping companies, including Maersk, have suspended crew changes because of the coronavirus.

The ITF and ICS said that 100,000 seafarers must change over every month to comply with rules and regulations.

“We therefore wish to emphasise the vital need for the world’s professional merchant seafarers to be granted appropriate exemptions from any national travel restrictions, when joining or leaving their ships, to keep the world’s maritime supply chains functioning,” they said.

Regardless of their nationality, seafarers should be treated as any other international “key workers”, such as airline crew and medical personnel, they said.

“As such, they should be afforded special consideration and, notwithstanding the need to comply with emergency health protocols, treated with pragmatism and understanding when seeking to travel to and from their ships,” ITF and ICS added.

Meanwhile, IMO secretary-general Kitack Lim released a video statement on the situation that he will be initiating meetings with leaders from shipping, ports and other sectors to help find solutions.

“Defeating the virus must be the first priority, but global trade, in a safe, secure and environmentally friendly manner must be able to continue, too,” said Mr Lim.

Seafarers are at the frontline of the current “global calamity” and their health is as important as anyone else’s according to Mr Lim.

“Again, I urge a practical and pragmatic approach, in these unusual times, to issues like crew changeovers, resupply, repairs, survey and certification and licensing of seafarers,” he said.

The IMO has postponed scheduled meetings through the end of March.

Nuove circolari per rinnovi corsi SSO CSO,“Istruzione e addestramento per il personale in servizio su navi passeggeri” (D.D. 15 febbraio 2016).certificazioni relative ai corsi M.A.M.S. (D.D. 25 ottobre 2016), M.A.B.E.V. (D.D. 25 ottobre 2016), Antincendio Base ed Avanzato (D.D. 2 maggio 2017) e Sopravvivenza e Salvataggio (D.D. 2 maggio 2017).

Scarica qui il testo della comunicazione e delle 3 circolari del COMANDO GENERALE DELLE CAPITANERIE DI PORTO

 

 

 

WhatsApp Image 2020-03-19 at 13201.51

WhatsApp Image 2020-03-19 at 13.01.51

CGCCP.REGISTRO UFFICIALE.2020.0034468

WhatsApp Image 2020-03-19 at 10.01.52

WhatsApp Image 2020-03-19 at 11.01.51

CGCCP.REGISTRO UFFICIALE.2020.0034461

CGCCP.REGISTRO UFFICIALE.2020.0034597

scadenze prorogata per biennale CoC

in allegato scarica il pdf

 

WhatsApp Image 2020-03-13 at 13.51.08

 

VPTM.REGISTRO UFFICIALE.2020.0007428

Fatigue in Captaincy

Fatigue in Captaincy

An Update From The Bridge – an article written by the captain’s committee

The International Superyacht Society (ISS) is the representative organisation of the Large yacht industry with a mission to; “Promote Excellence and Ensure Sustainability in the Global Yachting Industry”. Within the ISS are committees established to work towards this mission.

The Captain’s Committee is a collective of current seafaring Captains from varying backgrounds and locations that work together to represent the concerns of yacht crew and Captains. Major projects include, the support for ISWAN and the launch of the yacht crew helpline www.superyachthelp.org and the publishing of issues of wide industry concern.

In this first article, from the ISS Captains, is the unanimous view of the greatest challenge to today’s Yacht Captains is fatigue management. Their own and that of the Crews they lead.

There is a sense that we, the Captains, are sitting on the greatest “Dirty Little Secret” in the yachting industry. In this article we will break out some of the reasons we feel this and that it is not constrained to any one size or segment within yachting.

“A Symptom, not a Problem”

As the Captains began sharing anecdotes, one in the committee members spoke up and asked if we were all looking at this the wrong way: “Is fatigue not a problem in itself but a just a symptom of the wider problems in modern yachting?” The penny dropped and the group on the call took a pause, ‘If fatigue that is such a concern is the symptom, what are the cause(s)?”.

When looking for causes it became tricky as we have what could be called a “Progress Paradox”, in that everything is better, but the Captains and crews are feeling worse.

Breaking this quandary to its components:

     I.       The yachts have never been built better, and this extends to operational capability, environmental considerations and with MLC now well entrenched better accommodation and facilities for crew.

    II.       The Crew are better trained, more professionally focused and their terms are better than the past.

   III.       Supporting companies are stronger, more comprehensive and staffed by more qualified personal.

So with all this, the industry’s performance must be ‘never-better’, right? Why then, are we, the Captains, feeling stretched like never before?

There is no single answer of course, more layers of factors that when combined leave Captains and their Crews feeling physically and mentally exhausted trying to hold the tails of the ocean-going tigers they work within.

The Culture

The stakeholders in the larger maritime world, have had a decades long campaign a positive error culture, where all are empowered to speak out on safety. Parallels have been drawn with aviation and medical industries which have successfully increased safety and reduced costs by empowering staff to report and document their mistakes so their industries can learn from it. Excellent further reading on this can be found at: “Making Critical Decisions at Sea”, which was recently published by CHIRP and distributed by the Nautical Institute amongst others.

Many yacht Captain’s feel the opposite situation is entrenched within their yachts. Captain’s do not feel empowered to openly state;

 “I am stretched to breaking point and fatigue is endangering myself and my crew.”

The shore support teams rely and demand the Captain to have and execute the authority to operate the vessel safely. Does this extend to stopping the yacht when fatigue is placing crew at risk? If this is said there are too many cases where the resolution is to replace the non-cooperating Captain at the next opportunity that doesn’t impact the Owners enjoyment with another Captain that will accept the motto of yachting “Harden Up, Sleep later and deliver the Guest Experience”.

Ironically, all the ISS Captains have been guilty of this view as it is how they entered the industry and it is ingrained in their DNA. Now the industry has outgrown this Neanderthal-esque view and the question is; How can this cycle be broken?

Is this critical problem even known by the most important members of our yacht community, the Yacht Owners? The yachts that are being marketed are so capable that the crew cannot maintain them. Is there meaningful representation by the DPA to the highest levels of Ownership of this concern as required by the ISM code?

The legislation has flexibility, and, in many cases, fatigue could be easily mitigated by sensible turnaround times or an industry wide education campaign, so guests understand the yachts are not resorts with shifts – there is only one crew. No harm, no foul is only going to work while the yachts ride their luck until some terrible tragedy shakes the industry out of our self-induced blindness where fees and commissions exceed a true commitment to safety.

There are more incidents in yachting than are reported. This is a whispered, though well-known fact. Yes, the responsibility for reporting returns to the Captains, but when fatigue is a contributory factor there is no action, or worse the captain is held to improve the work rosters, something they have too little control over when the charter or private guest routines exceed what they can address with crew numbers available.

It ought to be so easy to explain to an UHNWI that the commitment to crew rest is in place for the safety of themselves, their families, their asset and their crews. They are also in place to protect all in the operation against liability issues.

It is beyond the capacity of the Captain, with their single source of income to speak out, Captains will buckle in deference to their job security. It takes an industry-wide commitment.

The Yachts

The wonderful new yachts are a privilege to call a workplace, but they are so capable that the crew struggle to keep up.

This begins from the day of the launch where challenges range from storage, to cleaning to operation. The crew are brought on too late in construction to provide an operational perspective and then are instructed to ‘make it work’. A series of innocuous compromises in construction combine to make a workplace that is physically improbable to operate efficiently.

An ISS Build Captain recently was asked to sail a 90m yacht from the shipyard 24 hours after taking delivery. The shipyard stated the ‘normal’ period post-delivery was 4 to 8 weeks. This time allows a completed yacht to be Seaworthy with crew trained, stores loaded, and the vessel secured. The Captain spoke out but none in the process would accept the concerns. This included the; owner, broker, shore side support company, and comfortingly the DPA. With such a start this yacht will struggle to truly ‘make it’ as a sustainable operation the stress and fatigue such a rushed delivery builds into the culture is hard to shake.

Once in operation the yachts the yachts limp through guest periods. Crew openly talk of ‘just making it’ through several weeks with guests. To an outsider this may seem strange.

“How hard can it be fetching drinks, making beds, driving people to the beach or wakeboarding? Hardly work at all, right?”

The Yachting Industry promotes an unparalleled guest experience with everything on call and no limitations to the guests. This is not possible for those tasked to deliver this model. Too many times limited crew numbers have seafarers navigating and maintaining engine watches through the nights after full days of guest service.

The Crew

Career focused and trained crew are amazing but impatient. The ‘hop onboard for adventure’ that yachting once represented has been replaced by a more mercenary approach.

Crew are well-informed on what remuneration, leave and entitlements they seek. This should be held up as a positive, though with an expectation of black and white employment terms yachting’s long-held refrain of working together for a single goal of guest benefit is waning.

Tenure on yachts is measured in months and not years, this is a great cost to the industry in administration, training, accidental damage and of course the ultimate measure being the team performance to the guests. This alone should bring to question the way crew employment is being handled. Too often a crew member leaves as they are just tired and want a break, they then repeat the cycle again in their next employment.

The ISS Captains understand this, and all are aware of their guilt in not having the time in their own days to speak to crew and guide them through their work routines and indeed their career decisions. “If only the time” seemed to be a common response to the conversation between Captains on how much time do you really dedicate to speaking and listening to crew.

The Shore Support Community

There has never been better support. This extends through; forward-leaning management companies, recruitment firms, medical providers, trainers, IT firms and suppliers. So many professionals all knowledgeable and all passionate wishing to assist.

The shortfall being all these companies want a piece of the Captain’s and Senior Crew’s time. There is an irony that everyone offering to make a Captain’s life easier actually takes just a little more of their time. Training is the one area all Captains say is lacking; however, it is not through lack of providers. Too many of the Captains speak of booking, re-booking and eventually cancelling valuable training due to lack of time or variations in the schedule making a booking improbable.

Overlaid with the amount of support firms needing time (particularly on larger yachts) there are layers upon layers to gain basic operational decisions and the Captains now struggle under the weight of communicating to all.

Lastly, in day-to-day operations the dance floor is full, however, what is also apparent when there is an incident of significance the Captain is alone. All the Captains are aware that it is the Captain that will be legally accountable when there is an incident involving serious casualty, discharge to the marine environment or damage to the vessel or a third party.

The Solution

We, the ISS Captains, as authors and concerned representatives of the yachting community would like to offer a simple solution, but if it were that simple it would already be in place. It is a multi-faceted problem that need multiple paths to find a solution

Hidden within this article is a plea. A plea to those involved in selling (charter and private), design and construction to seek operational input and then use your respective voices to educate and manage client expectations.

Even the largest of yachts are restricted in the resources that are available when in operation. Unlike shore residences, there is no second shift or the chance to parachute in five more staff to help out at peak times, in times of sickness or fatigue.

This article speaks to the daily operations where fatigue becomes a symptom. There is another layer that is compounding this. There is a privilege afforded to yacht owners to determine the programme at their whim. This is certainly their right due to the investment made, however, for crew this results in a situation where they ae unable to have a clear picture of when and where they may take their earned leave. Again, it is beholden to those in the higher levels of the yachting community that have direct access to Yacht Owners to make this stressor known to their clients.

For the love of yachting the ISS Captains ask that we all become stakeholders in supporting our Captains and crew in this most critical aspect of their safety and performance.

Sincerely,

Your Fleet Captains