CHIRP Superyacht FEEDBACK 8 (December 2025)

An independent and confidential

MARITIME FEEDBACK reporting system for the Maritime industry

Issue 08 SUPERYACHTS December 2024

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Building a Safe and Inclusive Superyacht Sector Adam Parnell By continuing to promote training and clear policies, Director (Maritime) the industry can create safe spaces where all crew members feel valued and heard. Similarly, safety concerns such as improperly

T he latest reports received by CHIRP highlight opportunities to strengthen safety, professionalism, and well-being within the maintained life rafts and other critical equipment reveal areas for improvement in oversight and education. These findings highlight the importance industry. While challenges such as workplace of thorough inspections, routine maintenance, and harassment and equipment maintenance issues are fostering a safety-first mindset at all levels. While concerning, they also serve as a reminder of the vital it’s encouraging to see crew members taking the role every stakeholder plays in fostering a positive initiative to identify risks, this responsibility must onboard environment. be shared by companies and regulatory bodies. A crew member’s account of harassment by Working together, we can ensure that vessels a captain sheds light on the importance of open remain not only operationally sound but also communication and accessible reporting channels. prepared for any emergency. Harassment can deeply affect one’s confidence and Every challenge presents an opportunity for ability to perform, but this incident also showed the growth. By embracing a culture of accountability, power of solidarity. Fellow crew members rallied to compassion, and proactive safety practices, the provide support, demonstrating how teamwork and a superyacht sector can develop a culture of safety and shared commitment to respect can make a difference. inclusivity for all.

Please note all reports received by CHIRP are accepted in good faith. Whilst every effort is made to ensure the accuracy of any editorials, analyses and comments that are published in FEEDBACK, please remember that CHIRP does not possess any executive authority.

M 2299 Factors related to this incident Design – If your super yacht has a similar design, ask the

A ‘bitt’ of a hazard! manufacturers to confirm its safe working load (SWL).

Local Practices – Any equipment designed to take a load Initial report should be documented in the vessel’s SMS and inspected/ The mooring bitts pictured below had a D-ring attached to tested as appropriate. them, which was used as the strong point for connecting a rope stopper. When the weight of the mooring line came onto the stopper, the D-ring’s connecting screws sheared M2293 off, and the D-ring was fired into the air towards the mooring party. Luckily, no one was injured.

CHIRP Comments Harassment on board Stoppers – and whatever they are connected to - must be Initial report capable of supporting the loads transmitted through the The reporter told CHIRP they were in an uncomfortable mooring lines. The small-diameter screws connecting this situation on board while working on a temporary contract. D-ring to the bitts were entirely inadequate for this task. A “Our captain has acted unprofessionally, creating a better arrangement would be to attach the standing end of hostile work environment that makes it hard for me to do my the stopper around the bitt or a nearby cleat. job. This is my first role in the industry, so I reached out to a colleague, who confirmed that the captain’s behavior was not normal or professional. The captain constantly sought me out, especially during my night shifts, to discuss personal matters, which made me feel uneasy. He stayed awake to talk even though it was not his usual habit, and it disrupted my focus. One incident really stood out: we had an hour to go ashore, and the captain insisted on joining me. Another crew member noticed my discomfort and assured me that others found his behavior inappropriate, too. During this outing, he kept asking me to join him at a restaurant, despite my refusals. When I reminded him that I was there to work, he pushed back, asserting his authority as captain to justify taking more time. I had to set boundaries repeatedly, but he ignored them. Back on the vessel, the night shift issues continued— he’d stay up, offer to do my tasks, and try to start personal conversations. I had to find another area to work, but he followed me, persisting with the interactions. At one point, he presented a new seasonal contract, despite my earlier refusal, and seemed upset when I declined again. The situation escalated during another night shift. After promising to drop the subject, he returned from bed shortly after to try discussing personal matters again, disregarding my request to keep things professional. I was so uncomfortable that a crew member offered to stay with me so I wouldn’t be alone with him. Later, at a crew gathering, he followed me back to the boat and tried engaging in more personal talk. I eventually began recording the conversation to document his behaviour. When he wouldn’t stop, I called a friend, then another crew member, to avoid being alone with him. The tension culminated in him making a derogatory remark before finally leaving. This morning, the captain created a group chat and called for a meeting today. He also sent me contract termination rules, saying I need to give seven days’ notice. Right now, I’m in my cabin, unsure how to proceed. I feel very uncomfortable here and cannot continue in this environment. While I am unharmed, I am deeply upset that this situation has disrupted my work, my contract, and my learning experience. I’ve stayed professional, but I’m at a loss on how to handle this. Any advice on how to proceed today would be greatly appreciated. Thank you.”

If you are facing harassment or discrimination on board, here are some practical steps that you can take: If you feel safe doing so, tell someone or contact one of the organisations below. Keep a record. This will be useful evidence if you decide to make a formal complaint or report.

YachtCrewHelp +44 2037 133273 (call) Provides emotional, wellbeing and practical support +44 7514 500152 (WhatsApp) 24/7/365 – free and confidential

Safer Waves support@saferwaves.org

Befrienders Support For Seafarers Have call centres in Spain, Gibraltar, China/HK Worldwide and Philippines.

CHIRP +44 20 3876 8588 Report your safety concerns 24/7/365

CHIRP Comments Upon investigation, the crew detected acrid-smelling No crew member should endure this harassment. smoke and discovered that two generator starter batteries Companies employing masters must provide firm guidance had exploded in the engine room and were severely that any form of harassment is unacceptable and will not damaged. The force of the explosion shattered the battery’s be tolerated. Such guidance should apply to all superyacht fibreglass covers and damaged the floor plates. crew and contractors. A build-up of hydrogen gas, a by-product of the CHIRP understands that the master was dismissed chemical reactions that occur when charging the batteries, by the company, but nothing prevents them from being was assessed as the cause of the explosion. A spark from rehired by another company. The reporter has also left nearby electrical equipment possibly ignited it. this company and found safer and more rewarding A more thorough investigation revealed that the work elsewhere. batteries were not of sufficient capacity for their intended use, which significantly increased the risk of uncontrolled Factors related to this report failure. The previous chief engineer was aware of this issue Culture – Unbeknownst to the company, the master used but failed to communicate it to the incoming chief engineer their position of authority to behave unacceptably. A safety during the handover process. culture cannot exist if people feel unsafe. CHIRP Comments Communications – The crew rallied around the reporter to Although recent focus has been on issues surrounding shield and protect them. Reporting your concerns is one of Lithium-Ion batteries, many other battery types remain the most powerful tools you have—do not suffer in silence. common across the industry. This incident underscores two critical areas of concern: battery management and Alerting – Many organisations in the maritime domain operational handovers. are very willing to assist anyone going through such Regular maintenance and inspection of battery harassment, including CHIRP Maritime, which will systems are critical, especially regarding capacity, escalate the matter to the DPA and Flag State if the condition, and proper ventilation. Insufficient ventilation company cannot resolve it. You are not alone. Please can lead to danger. Batteries smaller than the spread the word. recommended size or lower in ampere-hour (Ah) capacity can explode when used or charged. The outgoing engineering team demonstrated poor M2301 engineering standards in continuing to knowingly use under- capacity batteries, which should have been replaced at the earliest opportunity. At the very least, the design deficiency Battery explosion on a should have been documented, reported to management, and mentioned during the handover to a new engineering team. super yacht Factors related to this report During a shift of anchorage positions, the vessel Alerting – The off-going engineer did not arrange for the experienced an incident in the lower engine room when batteries to be replaced immediately despite knowing they the power management system (PMS) initiated the startup were unsuitable. of a third generator. This action was necessitated by the increased load on the switchboard and the use of the bow Overconfidence – Even though the team knew the risks of thruster. Shortly after the generator was brought online, a using the incorrect equipment, they continued using it. This loud, short-duration bang was heard and felt throughout inaction could have cost someone their life and threatened the lower engine room. Following this noise, the generator’s the vessel’s safety. battery alarm was triggered, prompting immediate concern. The engine room crew quickly reported the situation to the Communications – It is unlikely that the chief engineer was bridge, and as a precaution, the yacht was anchored as the only person who knew about the underrated batteries. safely and swiftly as possible. Critical equipment items must be discussed so that risks can

be communicated, safety concerns can be identified, and In our first edition of Superyacht FEEDBACK (Report action can be prioritised. M2088), we noted that one of the more difficult tasks for a CHIRP has received several incident reports concerning captain is to moderate the owner’s or guests’ expectations. battery maintenance and use and wants to provide some This includes the uncomfortable conversation that their key safety tips. vessel might not be crewed to safely operate at sea 1 Make sure the batteries are correctly rated for overnight—even at anchor—while simultaneously running the installation tenders ashore and supervising the use of water toys, etc. 2. Check for deformation, corroded terminals and This is one instance where a comprehensive risk blocked vents assessment, which refers to scenarios like the one above, 3. Ensure that the electrolyte, where appropriate, is can help. And as we noted in that first edition: maintained at the correct level “Shrewd owners will accept that the captain is looking 4. Battery storage boxes are to be well-ventilated and after their interests… [and if they don’t]… this should be a ‘red capable of regular physical inspection flag’ to the captain that safety on board at some point will be 5. Battery load tests to be carried out regularly compromised. Better to seek alternative employment.” 6. Voltage monitoring to ensure that overcharging is not occurring. Factors related to this report. Situational Awareness – The bridge should remain operational Remember – Correct rating, preventing overcharging, to identify and control reasonably foreseeable hazardous and safe ventilation of hydrogen fumes are key to scenarios even when at anchor. This includes timely observation preventing an explosion. of changing weather conditions and the risk of collision.

Culture – Safety is always paramount, even if that means M2302 disappointing owner/guest expectations.

Local Practices – Review existing risk assessments Collision at anchor regularly. Refer to incident reports published by CHIRP and others to identify potential safety risks. Initial report A wind shift caused the swinging circles of two superyachts anchored overnight in close proximity to M2296 overlap. One vessel noticed this and started its engines to manoeuvre away from the other, but it could not do so before they inevitably collided. The other vessel did not respond to verbal and radio calls from the first vessel Unsafe pilot transfer until after the collision because its bridge was unmanned. Luckily, the damage was minimal. arrangements Initial report CHIRP Comments A pilot informed CHIRP that during embarkation onto a super Although at anchor, a vessel is still at sea and should ideally yacht, the pilot ladder rungs were not horizontal, and the remain on sea watches, including with a manned bridge. ladder was not shackled to the deck. There were no fixed However, many smaller vessels do not have sufficient stanchions, and oversized fenders obstructed the ladder. personnel to stay on sea watches and simultaneously meet There was no cut-out in the deck-level belting, so the ladder guests’ needs. hung away from the ship’s side.

CHIRP Comments CHIRP has previously highlighted the dangers of working The overhanging superstructure makes it impossible aloft when the crew’s safety is completely disregarded. The to meet SOLAS regulations for boarding arrangements, Flag State has been notified of the matter and is investigating. which require the ladder and spreader bar to rest firmly Whilst the fundamental principle is that we are all against the hull. This is a fundamental design flaw. Note responsible for safety, many crew members will not that boarding arrangements have to be SOLAS compliant challenge the orders of a superior officer if it means they will irrespective of whether or not the vessel itself has to be risk losing their employment. SOLAS compliant. The International Maritime Pilots’ Association (IMPA) poster Pilot Ladder Poster.pdf is free to download and provides guidance on rigging compliant boarding arrangements. Surveyors for Flag states and classification societies must ensure boarding arrangements meet safety standards. CHIRP will raise this issue with the Flag State concerned. In consultation with pilots, CHIRP has suggested that the following guidance be provided for all visiting super yachts to ensure compliance with the pilot transfer arrangements (PTA) regulations. Specific super yacht pilot ladder guidance will be issued to visiting yachts during their visits. Specific super yacht pilot ladder guidance is to be issued to pilots. Vessels that do not comply with the requirements must receive a letter stating that they must rectify Factors related to this report this before their next call. Culture – In an industry where reputation is paramount, The Harbour Master is to be contacted when booking it is shocking that overt signs of poor safety culture are vessels for their next visit for early engagement to still prevalent. This dangerous practice must not become ensure that past issues have been rectified. normalised. Transforming the culture of safety is not just necessary—it is urgent. Factors related to this report Design – Designed for aesthetics and not for operational Teamwork – Vessels with a strong teamwork ethic can requirements. stand together and challenge unsafe work practices. Have you experienced this type of teamwork on your vessels? If Local practices – Check that your boarding arrangements not, CHIRP is here to advocate for you. comply with the regulations – use the poster referred to above for guidance. M2307

Life raft maintenance M2290

Working aloft without is ignored proper PPE (again!) Initial report Upon boarding a large superyacht that had relocated from Initial report a port on a different continent, the reporter undertook a This photograph, taken from a nearby yacht, shows crew comprehensive set of safety checks. They discovered members working aloft without visible fall arrest equipment defects in the material condition of the hydrostatic release (e.g., harness, safety line) or other PPE. units (HRUs) for both life rafts. The HRUs were also incorrectly set up, which meant that neither life raft could be CHIRP Comments relied upon to become free and inflate automatically if the We often receive photographs of similar incidents. When vessel capsized or sank. we contact the vessels concerned, we are usually told that The reporter immediately sent the rafts to a nearby these are individual crew members who have not complied manufacturer for annual servicing. The manufacturer with the vessel’s SMS for working at height. identified serious discrepancies, including oversized The regularity of the photos submitted to CHIRP - often strapping that would have hindered the inflation of the life several each month - suggests that such behaviour is raft canister. normalised across the industry. At best, it demonstrates During an inflation test, the yacht manager and deck that many vessels do not adequately supervise their crews, crew witnessed that both rafts exhibited alarming issues: and at worst, it suggests that, on some vessels at least, water infiltration, mould, corrosion of some fittings, and such behaviour is actively condoned to save time. In reality, disconnected gas cylinder firing pins. Corroded high-pressure donning a safety harness is much swifter than dealing with gas lines further compromised safety, leading to one line’s a severe medical emergency following a fall from a height. failure during testing, emitting CO2 into the workshop.

These findings underscored the poor condition of the life standards are upheld and reassures the crew that the life rafts, with expired flares and unprotected safety equipment, rafts will function correctly when needed. The reporter which would have posed grave risks in an emergency. deserves commendation for prioritising safety upon joining The new management implemented a rigorous the vessel. The flag state has been contacted to raise inspection regime to ensure the vessel’s safety and awareness of poor-quality inspections. operational readiness. Factors relating to this report CHIRP Comments Capability – The failure to recognise an unsafe situation Essential life-saving appliances must be properly with the life rafts highlights a lack of knowledge and maintained and installed. The service company responsible experience among the