The Ship
Following much consultation, research, analysis, and debate concept drawings have been produced. Safety closely followed by educational functionality and running costs were the main factors that influenced the design. The ship's current dimensions are 48m long, 3.8m draught, 8.3m beam, steel hull, and barquentine rig. She has been designed to full passenger ship rules incorporating all safety regulations. Below is a more detailed look at how we came to this position.
Spirit of New Zealand
The Atlantic Youth Trust has been established as a youth development organisation focused on providing educational and personal development opportunities on a tall ship. We believe a tall ship is the best way to deliver intensive youth development programmes.
Rules, regulations, and educational standards have changed dramatically since we began using sailing ships to educate young people. Hence we have to design and build in accordance to modern standards and do so with a view to future proofing the ship for what may be coming.
There are a number of contributing factors that led us to the decision that 45-49 metres is the ideal size ship to operate as a youth development organisation in UK and Irish waters. We have broken them down into various categories, some more technical than others, but all have undergone considerable research and analysis.
1. Output & Outcomes – We are a youth development charity aimed at providing opportunities to young people.
* We will provide as many opportunities as possible without impacting the quality of the programmes.
2. Trainee Numbers – From a regulatory perspective operating a ship with 12 passengers or under is very different to 12 and over. In order to create a more transferable community environment on board with a more diverse group of young people we concluded over 12 was best, and based on further research and consultation we found 40 was optimal.
* The New Zealand model has proved successful for 40+ years, the programme is academically proven, and independent research highlighted it as the most suitable model for our needs. Their ship has capacity for 40 trainees.
* We are replacing two previous ships, Asgard II and The Lord Rank.
* The population on the island of Ireland has risen by over 20% since the Asgard II was launched.
* Decision – 40 trainees optimal.
3. Trainee / Passenger Classification – Tall ships and sail trainers are treated differently in various jurisdictions. Given the nature of our programme, the focus on safety, and the dual certification requirements we found that classing the young people as Passengers is the most suitable and the only option accepted by both the Irish and UK regulators. Additionally STCW (Standards of Training, Certification and Watchkeeping) specifies that trainees have a minimum certification requirement that is not feasible for young people taking part in a one off voyage.
4. Regulations & Design – In order to operate and be certified in both Ireland and the UK the design and build of a ship must meet the minimum safety standards both state agencies set (Marine Survey Office – Ireland, Maritime and Coastguard Agency – UK). Therefore the only suitable internationally recognised standard is to design as a passenger ship, SOLAS and the International Convention on Load Lines. It adds complexity and costs but is considered to greatly improve safety. The ship will also comply with the appropriate EU Directives on passenger ship safety. The vessel will be classed by an IACS Recognised Organisation (RO), such as Lloyds Register, approved by the Administration who will oversee and approve the design and build of the vessel. MLC (Maritime Labour Convention) rules and regulations must be met in terms of design and layout of crew cabins. This is aimed to ensure suitable working conditions and in turn requires considerably more space than would have been on previous sailing vessels. The management of the vessel will comply with the ISM (International Safety Management Code) requirements for passenger ships and in particular the activities carried out by trainees will be specially considered, with risk assessments, familiarisation, training and safety oriented procedures developed to ensure safety on board. In addition, the ship will comply with the requirements of the MARPOL (International Convention for the Prevention of Pollution from Ships) convention in relation to environmental protection.
5. Manning – The Certification of the ship, in this case Passenger Ship, STCW, MLC and the administration determine the safe manning numbers for the vessel. Therefore to achieve optimum operational efficiency and economies of scale the ratio of trainees to paid and qualified crew is important to ensure the highest quality of programmes are delivered at an affordable cost.
Conclusion – To provide ample opportunities to young people on the island and to meet the forecasted and growing demand - we decided on the following parameters:
* Steel hull
* Under 50 metres
* Less than 500 gross tonnes
* Less than 4m draught
* Low maintenance
* SOLAS Passenger Ship regulations, Load Line, MARPOL and MLC to be complied with
* 7/8 permanent crew, 4/5 volunteers (classed as passengers), 40 young trainees (classed as passengers)
Rules, regulations, and educational standards have changed dramatically since we began using sailing ships to educate young people. Hence we have to design and build in accordance to modern standards and do so with a view to future proofing the ship for what may be coming.
There are a number of contributing factors that led us to the decision that 45-49 metres is the ideal size ship to operate as a youth development organisation in UK and Irish waters. We have broken them down into various categories, some more technical than others, but all have undergone considerable research and analysis.
1. Output & Outcomes – We are a youth development charity aimed at providing opportunities to young people.
* We will provide as many opportunities as possible without impacting the quality of the programmes.
2. Trainee Numbers – From a regulatory perspective operating a ship with 12 passengers or under is very different to 12 and over. In order to create a more transferable community environment on board with a more diverse group of young people we concluded over 12 was best, and based on further research and consultation we found 40 was optimal.
* The New Zealand model has proved successful for 40+ years, the programme is academically proven, and independent research highlighted it as the most suitable model for our needs. Their ship has capacity for 40 trainees.
* We are replacing two previous ships, Asgard II and The Lord Rank.
* The population on the island of Ireland has risen by over 20% since the Asgard II was launched.
* Decision – 40 trainees optimal.
3. Trainee / Passenger Classification – Tall ships and sail trainers are treated differently in various jurisdictions. Given the nature of our programme, the focus on safety, and the dual certification requirements we found that classing the young people as Passengers is the most suitable and the only option accepted by both the Irish and UK regulators. Additionally STCW (Standards of Training, Certification and Watchkeeping) specifies that trainees have a minimum certification requirement that is not feasible for young people taking part in a one off voyage.
4. Regulations & Design – In order to operate and be certified in both Ireland and the UK the design and build of a ship must meet the minimum safety standards both state agencies set (Marine Survey Office – Ireland, Maritime and Coastguard Agency – UK). Therefore the only suitable internationally recognised standard is to design as a passenger ship, SOLAS and the International Convention on Load Lines. It adds complexity and costs but is considered to greatly improve safety. The ship will also comply with the appropriate EU Directives on passenger ship safety. The vessel will be classed by an IACS Recognised Organisation (RO), such as Lloyds Register, approved by the Administration who will oversee and approve the design and build of the vessel. MLC (Maritime Labour Convention) rules and regulations must be met in terms of design and layout of crew cabins. This is aimed to ensure suitable working conditions and in turn requires considerably more space than would have been on previous sailing vessels. The management of the vessel will comply with the ISM (International Safety Management Code) requirements for passenger ships and in particular the activities carried out by trainees will be specially considered, with risk assessments, familiarisation, training and safety oriented procedures developed to ensure safety on board. In addition, the ship will comply with the requirements of the MARPOL (International Convention for the Prevention of Pollution from Ships) convention in relation to environmental protection.
5. Manning – The Certification of the ship, in this case Passenger Ship, STCW, MLC and the administration determine the safe manning numbers for the vessel. Therefore to achieve optimum operational efficiency and economies of scale the ratio of trainees to paid and qualified crew is important to ensure the highest quality of programmes are delivered at an affordable cost.
Conclusion – To provide ample opportunities to young people on the island and to meet the forecasted and growing demand - we decided on the following parameters:
* Steel hull
* Under 50 metres
* Less than 500 gross tonnes
* Less than 4m draught
* Low maintenance
* SOLAS Passenger Ship regulations, Load Line, MARPOL and MLC to be complied with
* 7/8 permanent crew, 4/5 volunteers (classed as passengers), 40 young trainees (classed as passengers)
Regulators and Certifying Bodies
Vessel Advisors
