large yacht code part a

Red Ensign Group Yacht Code - Part A | Marine training course

Learn the construction, safety and operational standards of reg a.

Red Ensign Group Yacht Code (REG Code) was implemented to replace two codes: Part A to Large Yacht Code 3 (LY3) & Part B to Passenger Yacht Code (PYC). 

REG A includes requirements for yachts that are 24 metres and over in load line length, are in commercial use for sport or pleasure, don’t carry cargo and don’t carry more than 12 passengers. 

Enroll in this course and learn the design criteria, construction standards and other safety measures for pleasure yachts to which this Code apply.

Our team remains available to provide you with any further information you may need. Contact us by writing to [email protected] .

Duration and price

Online course

Duration:  1 day

Price: EUR 300 (plus VAT, if applicable)

Physical classroom at Greece's facilities

Duration:  1 day

Price:  EUR 330 (plus VAT, if applicable)

Course objectives

Content summary.

• Introduction to the RedEnsign Group
• Application to the code Part A
• Other applicable international conventions and national legislation
• Construction and stability requirements for pleasure yachts carrying up to 12 pax (24m and above)
• Weathertight integrity
• Machinery and electrical installations
• Structural fire protection
• Life saving appliances and means of escape
• Radio and navigation equipment
• Requirements for anchor and cables
• Accommodation and recreational facilities
• Protection of personnel
• Manning, Certification and Hours of Work
• Surveys & Certification

Target audience

- Shore personnel of maritime companies managing large commercial yachts

- Crew of large commercial yachts

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REG Yacht Codes

The Red Ensign Group (REG) has developed a new regulatory framework for yachts, titled ‘Red Ensign Group Yacht Code’. The code consolidates an updated version of the Large Yacht Code (LY3), and the latest version of the Passenger Yacht Code (PYC).

The Code’s aim is to further develop the well-established industry standards of LY3 & PYC, combining the lessons learned from the REG members from almost 20 years of regulating the large yacht sector since the first version of the Large Yacht Code was published by the Maritime and Coastguard Agency in 1997.

Highlighted in the Code are the necessary steps required to adapt to the IMO’s new four yearly adoption and amendment cycle for its Conventions to which the Codes form equivalences (SOLAS, Load Line & STCW). This will make the REG Yacht Code more dynamic to industry change and development, whilst slowing the annual PYC editions to continue to meet the new international requirements for passenger ships.

The new Red Ensign Group Yacht Code is one of 2 parts with common annexes such as for over-side working systems & helicopter landing areas, enabling builders and designers to continue to recognise the familiar formats of the existing REG Codes. An updated version of LY3 in ‘Part A’ will continue to be applicable to yachts which are 24 metres and over in load line length, are in commercial use for sport or pleasure, do not carry cargo and do not carry more than 12 passengers. ‘Part B’ consist of the latest version of the PYC applicable to pleasure yachts of any size, in private use or engaged in trade, which carry more than 12 but not more than 36 passengers and which do not carry cargo.

The new Code makes larger use of industry best practice and international standards such as ISO, as well as following the IMO’s overarching remit for increased ‘Goal Based Standards’ as a form of regulations, allowing room for more flexibility and innovation in the design and construction of yachts.

The new REG Code came into force on 1st January 2019, to give the industry time to become familiar with it. The new Code also has what is known as a ‘retrospective application clause’. This means that there are sections within the Code that will be applied not just to new vessels, but to existing vessels also that are currently certificated under the existing Large Yacht Code or Passenger Yacht Code, from the first annual survey after 1st January 2019.

Since the entry into force of the REG Code, there have been two updates in the form of corrigenda.  These corrigenda were drafted following receipt of extensive industry feedback and a consultation process involving designers, shipyards, management companies and classification societies. The latest of these is Corrigenda No. 2, which was released on 31 st December 2020 and will enter into force (keel laid on or after) 1 st June 2021.

How Does It Affect You And Your Yacht?

We have created a handy guide to help take you through the application of the new Red Ensign Group Yacht Code, and how it affects you.  Download it here and learn how to get your yacht ready for the new changes coming into force in January 2019.

Download The Code

REG-YC January 2019 Edition – Part A (2 MB PDF)

REG-YC January 2019 Edition – Part B (3 MB PDF)

REG-YC January 2019 Edition – Common Annexes (1 MB PDF)

REG-YC January 2019 Edition – Corrigenda No.1 (521 KB PDF)

REG-YC December 2020 Edition – Corrigenda No.2 (455 KB PDF)

REG Safe Return To Port 2019 Edition (1,400 KB PDF)

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Rules for the Charter of Yachts Over 24 Metres under the British Flag

The purpose of this guide is to provide information concerning the flag state rules applicable to British registered yachts of over 24 metres in Load Line length that are operated for charter.

The  Red Ensign Group Yacht Code (known as “REG Code”) provides the framework for the construction and operation of commercially operated yachts over 24 metres in Load Line length.

The Red Ensign Group is the collective working party for the shipping registries comprising the British Register of Ships. This includes the United Kingdom, the Crown Dependencies (Isle of Man, Guernsey and Jersey) and eight UK Overseas Territories (including the British Virgin Islands and Cayman Islands).

Any vessel registered in the UK, a Crown Dependency or UK Overseas Territory, is a “British ship” and is entitled to fly the Red Ensign flag. The Red Ensign is the most popular international flag flown by large yachts due to its high level of quality, prestige and universal acceptability. It is estimated that around 80% of the world’s large yacht fleet flies the British flag.

The REG Code prescribes standards of safety determined by the relevant International Conventions or by equivalent standards where it is not reasonable or practicable for yachts to comply. The REG Code is therefore an equivalence under the provisions of Article 8 of the International Convention on Load Lines, 1966, Regulation I-5 of the International Convention on Safety of Life at Sea, and Article 9 of the International Convention on Standards of Training Certification and Watchkeeping for Seafarers 1978 as amended.

The development of the REG Code was based on the consideration that full compliance with the provisions of applicable International Conventions are often unreasonable and in some instances disproportionately onerous compared to the incremental increase in safety levels achieved for yachts which operate under very different conditions when compared to a typical commercial ship.

The REG Code further develops the well-established industry standards of the current codes and assimilate the lessons learned from many years of regulating the large yacht sector since the first version of the Large Yacht Code was published by the Maritime and Coastguard Agency (MCA) in 1997.

The REG Code is divided into two parts (A & B) with a set of common annexes. The latest update of the RED Code was first published on the 1st January, 2024 with an implementation date in July, 2024.

Part A is an updated version of the Large Yacht Code applicable to yachts which are 24 metres or over in load line length, in commercial use for sport or pleasure and don’t carry cargo or more than 12 passengers.

A copy of Part A of the code can be accessed through the following link:

Part A REG Red Ensign Group Yacht Code

Part B is an updated version of the Passenger Yacht Code applicable to pleasure yachts of any size, in private use or engaged in trade, which carry more than 12 but not more than 36 passengers and do not carry cargo.

A copy of Part B of the code can be accessed through the following link:

Part B REG Red Ensign Group Yacht Code

The annexes include sections for areas that are common to both Part A and Part B.

A copy of the annexes can be accessed through the following link:

Annexes REG Red Ensign Group Yacht Code

It should be remembered that the coding of a yacht used for charter is only one stage of the process and that advice should always be taken in respect of local legal and fiscal obligations prior to the commencement of any commercial activity.

Oceanskies in conjunction with class and flag state is able to provide a complete charter yacht registration package combining commercial British flag yacht registration under red ensign with coding certification and the employment of crew through Oceanskies Crew Limited in a Maritime Labour Convention (MLC) environment.

Please do not hesitate to contact us for further information.

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The REG Yacht Code – Bringing Regulations Up-to-Date

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25 August 2021

How we help you navigate the REG Yacht Code

In the last two decades, the introduction of various regulations has reshaped the yachting industry and improved safety standards.

Depending on how many guests are to be carried, owners must now ensure they adhere to ISM compliance , ISPS, LY3, MLC, the Passenger Yacht Code (PYC) and the REG Yacht Code.

What is the Passenger Yacht Code?

In 2017, the Passenger Yacht Code was replaced by the Red Ensign Group Yacht Code Part B regulations.

Prior to this, the PYC was a safety standard that applied to all private and commercial pleasure yachts of any size that wished to carry 13 to 36 passengers, without cargo.

The Passenger Yacht Code was developed to address the practical difficulties of applying international Convention standards to yachts and super yachts when they were originally designed for merchant ships, particularly the Safety of Life at Sea (SOLAS) Convention and the Load Line Convention.

The aim of the PYC was to minimise the risk to vessels, on-board personnel and the environment by introducing stringent design criteria, construction standards and other safety standards.

What is the Red Ensign Group (REG) Yacht Code?

In 2017, the Passenger Yacht Code was replaced by the Red Ensign Group (REG) Yacht Code Part B – a natural progression and improvement on the Large Yacht Code (LYC).

The LYC had previously tried to sets minimum standards for commercial yachts measuring over 24m, weighing less than 3000gt that were permitted to carry a maximum of 12 passengers.

The Red Ensign Group (REG) code Part A also superseded by the Large Yacht Code at the same time.

Why was the REG Yacht Code introduced?

Designing an aesthetically-pleasing luxury yacht that could carry 36 guests whilst adhering to all the requirements of the Passenger Yacht Code, proved to be far from easy.

In truth, this was due to the stringent SOLAS requirements which were intended for ships. Red Ensign Group developed the new Part A and Part B code so that technical, safety and operational standards could be maintained but were easier to accommodate within the design of a private vessel.

How are captains and owners affected?

Every experienced captain will have had to explain the 12-guest limit at some point, particularly on charters. This can often become a source of contention for all the parties involved.

While some guests understand the regulations better than others, it’s not unusual for people to plead for a slight ‘bending’ of the rules. Asking for small children to be discounted from the 12-guest limit is probably the most common, closely followed by requests for ‘few extra friends’ to sleep on the sofas.

To remain compliant with the Part A and B of the REG Yacht Code, it is essential that all of the rules are adhered to at ALL times.

Whilst there are several differences between Part A (12 guests maximum) and Part B (36 guests maximum), for larger vessels the measures primarily focus on steps that will help keep the additional guests safe.

Some of the safety measures that must be adopted include:

• Taking steps to reduce the spread of fire
• Increased usage of fire-retardant materials
• Better emergency floatation – watertight compartments
• Improving escape routes – more fixed ladders
• Segmented engine room

Helping you sail through Yacht Code compliance

Whether you own a luxury yacht or Superyacht, we can provide all of the ISPS and ISM compliance a vessel needs.

Depending on your other yacht management requirements, we offer this as a standalone service or as part of our full management package.

To take the stress and hassle out of cruising, you’ll be provided with a Flag State approved Safety Management System (SMS) so you’re compliant at all times.

For further reassurance, you’ll also be assigned with a Dedicated Person Ashore (DPA) to conduct annual on-board compliance audits and act as a main port of call. If new safety or security legislation is issued, we’ll take care of it.

For a friendly and informal discussion about any of these issues, please get in touch – we’ll be happy to help.

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Australian regulation of yachts and training vessels, and the Red Ensign Group Yacht Code Part A

The Red Ensign Group Yacht Code Part A has been developed jointly by the United Kingdom, its relevant overseas territories and crown dependencies, and international industry representatives. The Code prescribes standards of safety and pollution prevention which are appropriate to the size and type of yacht. The standards applied are either set by the relevant International Conventions or by equivalent standards where it is not reasonable or practicable for yachts to comply. 

Australia is a corresponding member of the Red Ensign Group.

Marine Order 52 does not apply to domestic commercial vessels (DCVs) or recreational vessels.

Australian implementation of the Red Ensign Group Yacht Code Part A

AMSA implements the Red Ensign Group Yacht Code Part A using Marine Order 52 (Yachts and training vessels) 2022 supported by the  Australian National Annex to the Red Ensign Group Yacht Code Part A (PDF 477.52 KB)  which was introduced on 1 January 2023.

New yachts and training vessels

Vessels built after 1 January 2023 must comply with Marine Order 52 (Yachts and training vessels) 2022 .

Yachts, including large yachts, and training vessels will still have to comply with all international conventions not altered by the marine order, related to that vessel’s size and operations.

Existing Australian yachts and training vessels certified under the Navigation Act (2012)

Currently certified under:

• Marine Order 31 (Vessel survey and certification)
• Marine Order 52 (Sailing ships) 
• Marine Order 52 (Yachts and training vessels) 2016 .

Any ship, whenever built, which is converted to a yacht or training vessel, or undergoes repairs, alterations and modifications which substantially alter the dimensions of the ship, or substantially increase the ship’s service life, shall be treated as a new vessel constructed on the date on which such conversion, repairs, alterations or modifications commenced. 

Vessels seeking Red Ensign Group Yacht Code Part A certification

Vessels that are not built after 1 January 2023 nor currently certified under Marine Order 31 (Vessel survey and certification) , Marine Order 52 (Sailing ships) (PDF 441.12 KB) or Marine Order 52 (Yachts and training vessels) 2016 can apply to have their vessel certified under the Red Ensign Group Yacht Code Part A. Operators will need to arrange a gap analysis with a recognised organisation to find out what may be required to achieve compliance.

If the vessel does not comply due to its construction or existing arrangements, AMSA may determine if an equivalent solution will be acceptable, so the vessel can then be considered compliant under the Red Ensign Group Yacht Code Part A. Owners should liaise with their respective recognised organisation when considering a potential application for compliance.

Yachts and training vessels must still comply with the other international conventions, as relevant to the vessel’s size and operations. However the Red Ensign Group Yacht Code Part A and the LY3 Code may be used as an equivalence arrangement under the provisions of Article 8 of the International Convention on Load Lines, 1966, Regulation I-5 of the International Convention on Safety of Life at Sea, and Article 9 of the International Convention on Standards of Training Certification and Watchkeeping for Seafarers 1978 as amended. Australia has notified the IMO of the above. 

How does Marine Order 52 (Yachts and training vessels) 2022 apply to foreign yachts?

If your foreign flagged yacht, including large yacht, or training vessel arrives at an Australian port, it may – if eligible – be inspected. It is the responsibility of the owner/operator to make sure that the yacht/large yacht/training vessel is appropriately surveyed, certified and maintained. Australia has requirements for commercial vessels as required by AMSA’s marine orders.

When you are inspected, the yacht/large yacht/training vessel must follow one of the following:

• comply with all the international conventions that apply to a foreign flagged vessel of its size and operations.
• have evidence issued by the flag state saying that the vessel is seaworthy if an international convention does not apply to the vessel because of its size.
• be certified as a large yacht under the LY3 code, Red Ensign Group Yacht Code Part A or another contemporary code adopted by the flag State.
• if the vessel does not carry evidence issued by the flag State of certification as a commercially operating large yacht, the LY3 Code or the Red Ensign Group Yacht Code Part A will be applied in order to assess compliance of the vessel.

Last updated: 

By SuperyachtNews 12 Jul 2017

A closer look at the REG Code

Will the red ensign group code enable more flexibility within yacht design.

With the recently announced Red Ensign Group (REG) Code, to which the Cayman Islands Shipping Registry is taking the lead in the secretariat role, the group hopes to address certain frustrations associated with superyacht construction within a new regulatory framework for yachts. The new code will consolidate an updated version of the Large Yacht Code (LY3) and the latest version of the Passenger Yacht Code (PYC) and aim to make the code more usable.

This all-encompassing concept will not be a first for yacht coding – the Marshall Islands Shipping Registry’s RMI Code has one document that covers both large yachts and passenger yachts. However, the REG wants to differentiate the new code by including greater flexibility for naval architects, designers and yards. While the REG is developing the new code to match international conventions – and they expect to update the Load Line, SOLAS and STCW requirements to keep up with the steady trickle of updates from the International Maritime Organization (IMO) – the focus is also on giving opportunities to yards and designers to explore unique and innovative ideas that owners want.

“Although the codes will remain mostly the same, we want to ensure that within the prescriptive framework, we have alternative design and arrangement clauses,” says Jo Assael, Cayman’s senior surveyor and yacht codes specialist. “This will enable designers to go a little more off-piste and allow them, through rigorous design and engineering principles, to prove that an alternative standard is just as safe as the prescriptive one. Hopefully, this is going to open the doors to these unique designs that haven’t been allowed by the code in the past.” The REG is expecting publication of the new code in September 2017, which would lead to an application date for vessels with keels laid after 1 January, 2019.

“We are trying to make the codes as easy to understand and use as possible, but we do always have to remember that the underlying regulations or conventions come from the IMO and are designed for the international shipping community, which is inherently more experienced and more professional in their applications of the regulations,” adds Assael. “Designing and building a superyacht isn’t a simple thing and the Large Yacht Code and Passenger Yacht Code are very technical documents – we can’t dumb them down too much because they have to achieve a certain standard that is acceptable to the wider shipping community when we notify the IMO of the codes.”

With the new code, the Red Ensign Group also wants to look at industry best practice: certain construction equivalents have become such standard industry practice over the years and it is intended that these are written into the code. “We want to streamline that and make sure we are regulating how people are building boats today, as opposed to how they were building boats when we first wrote the Large Yacht Code in 1997,” explains Assael.

Examples of such standard practice tend to be on the engineering side of the vessel; for instance, ventilator exhaust and air pipes are required to have weathertight, closure, but on yachts they are generally all hidden in the bulwark or in the headlining. They are in protected locations so either there isn’t ready access to them or their protection from the weather is already afforded in the design, meaning the requirement for weathertight closure is not necessary.

“It is these ‘behind-the-scenes’ tweaks that never actually affect the owner’s enjoyment of a vessel or the aesthetics but define the way that we build the vessels and the way that they are operated today,” advises Assael. “We are trying to get them written into the code so builders can take advantage of them, and reduce the burden on build time and cost when it is something that we are happy for them to do from the start, as long as they follow X, Y and Z.”

To date, the REG has been hosting a number of working groups through which it hopes to ascertain what the industry itself hopes to see change. Various working groups have been created, spanning LY3, PYC, helicopter-landing areas and passenger limits. It is hoped that one of the key factors addressed will be allowing innovation while ensuring safe construction.

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Cayman Islands Shipping Registry

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• Maritime and shipping
• Seafarer management, training and certification
• Ship crew training and certification

MGN 695 (M) - Training Standards for Crew Taking Part in Helicopter Operations on Large Commercial Yachts

• Maritime & Coastguard Agency

Published 11 March 2024

© Crown copyright 2024

This publication is licensed under the terms of the Open Government Licence v3.0 except where otherwise stated. To view this licence, visit nationalarchives.gov.uk/doc/open-government-licence/version/3 or write to the Information Policy Team, The National Archives, Kew, London TW9 4DU, or email: [email protected] .

Where we have identified any third party copyright information you will need to obtain permission from the copyright holders concerned.

This publication is available at https://www.gov.uk/government/publications/mgn-695-m-training-standards-for-crew-taking-part-in-helicopter-operations-on-large-commercial-yachts/mgn-695-m-training-standards-for-crew-taking-part-in-helicopter-operations-on-large-commercial-yachts

1. Introduction

1.1 background.

In 2008, an industry Working Group was established by the Maritime & Coastguard Agency (MCA) to consider “Certification of equivalent courses” to the Offshore Petroleum Industry Training Organisation (OPITO) standard, which would be accepted by the UK Marine Administration under The Large Commercial Yacht Code and the Passenger Yacht Code.

In considering the issue of accepting an equivalent course the Working Group also had the objective of identifying the difficulties surrounding the achievement of the requirement and identifying how the requirements may be modified to more appropriately reflect the needs of the Large Yacht Industry.

In 2019 the Red Ensign Group (REG) published the REG Yacht Code. The new Code consists of two parts;

• Part A, being an update to the existing Large Yacht Code (LY3); and
• Part B, being an update to the Passenger Yacht Code 6th Edition (PYC).

The helideck crew training requirements are contained in the Common Annexes of the REG Yacht Code.

Following the changes in certification requirements with the introduction of the REG Yacht Code, including the removal of reference to OPITO standards, an industry Working Group established in 2022 has reviewed the REG Yacht Code training requirements and amended the “ Large Yacht Helideck Safety Training ” course syllabuses to meet these requirements.

The REG Yacht Code requires that Helicopter Landing Officers (HLOs) and Helideck Assistants (HDAs) are trained by an ‘appropriate training provider’. Completion of the MCA approved “Large Yacht Helideck Safety Training” courses are considered to meet these requirements.

Reasonable transition periods to the amended course syllabuses will be agreed on a case-by-case basis with the approved training providers.

The REG Yacht Code also requires that where there are refuelling facilities onboard, at least one member of crew shall be trained in the handling of aviation fuel and associated quality control procedures. The MCA approved “Large Yacht Helideck Safety Training” refuelling course only covers the handling of aviation fuel. Therefore, at least one member of the crew must have undertaken appropriate training in aviation fuel quality control procedures.

2. Guidance Available

As a result of the 2022 industry Working Group’s meetings the “ Large Yacht Helideck Safety Training ” has been published on the gov.uk and is available separately to this notice.

The 2022 industry Working Group has withdrawn the following documents:

• Large Commercial Yacht Helicopter Operations Handbook
• Large Commercial Yacht Helicopter Refuelling Handbook

This decision was made on the basis that the REG Yacht Code requires each helicopter facility (including any refueling and hangar facilities) shall have an operations manual, including a description and a checklist of safety precautions, procedures and equipment requirements. This manual may be part of the ship’s emergency response procedures. In addition, operators may find it useful to refer to industry publications and guidance, such as the International Chamber of Shipping’s Guide to Helicopter/ Ship Operations and relevant International Civil Aviation Organisation (ICAO) publications.

Courses approved by the MCA and run in accordance with the requirements set down in the “ Large Yacht Helideck Safety Training ” will be considered as meeting the training requirements of the REG Yacht Code.

3. Approval of Courses

Providers wishing to run a course in accordance with the syllabus produced should contact the MCA Seafarer Examiners and Technical Delivery Team [email protected] for further information on course approval.

4. Certification

On successful completion of an MCA approved course, a course pass certificate for an HLO or HDA may be issued by an MCA approved training provider.

5. More Information

Seafarer Customer Maritime Services Maritime and Coastguard Agency, Bay 2/13 Spring Place, 105 Commercial Road, Southampton, SO15 1EG.

Email: [email protected]

Website Address: www.gov.uk/government/organisations/maritime-and-coastguard-agency

General Enquiries: [email protected]

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12.1 General Requirements

(1) The freeboard for the vessel and its marking shall be approved by the Assigning Authority for the assignment of freeboard and issue of the International Load Line Certificate (1966).

(2) Vessels shall comply with International Convention on Load Lines (1966) for the assignment of a freeboard mark which corresponds to the deepest loading condition included in the stability information booklet for the vessel.

(3) The freeboard assigned shall be compatible with the strength of hull structure, intact and damage stability requirements for the vessel, and shall ensure that minimum bow height requirements of the International Convention on Load Lines (1966) are met.

(4) The Assigning Authority shall provide the Company of the vessel with a copy of the particulars of the freeboard assigned and a copy of the record of particulars relating to the conditions of assignment.

12.2 Freeboard Mark and Loading

(1) The freeboard mark applied shall be positioned port and starboard at amidships on the load line length and may be an all-seasons mark. The mark shall be a permanent disc and be of contrasting colour to the hull of the vessel in way of the mark.

(2) The fresh water freeboard allowance shall be obtained by deducting from the all-seasons freeboard assigned, the quantity

Δ = displacement in salt water in tonnes at the all-seasons draught

T = tonnes per centimetres immersion at the all seasons load waterline

Alternatively the deduction may be taken as 1/48th of the all-seasons draught of the ship at amidships.

(3) A vessel shall not operate in any condition which shall result in its appropriate freeboard marks being submerged when it is at rest and upright in calm water.

12.3 Datum Draught Marks

(1) Datum draught marks shall be provided at the bow and stern, port and starboard, and be adequate for assessing the condition and trim of the vessel. Such draught marks may be single datum lines.

(2) The marks shall be permanent and easily read but need not be of contrasting colour to the hull. The marks need not indicate more than one draught at each position and shall be above, but within 1000 millimetres, of the deepest load waterline.

(3) The draught to which marks relate shall be indicated either above the mark on the hull and/or in the stability information booklet for the vessel. The position of the marks shall be verified at initial placement by the Administration or the vessel’s Assigning Authority.

12.4 Additional Equivalence Considerations