New Zealand

Manson Anchors

Founded in Auckland in 2008, anchor deployment manufacturer <a data-gid="gid://syiq/Company/7726" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bowmaster (Company)">Bowmaster</a> has taken a lead in its sector despite a remote location in New Zealand. The company was originally the deployment system department of anchor manufacturer <a data-gid="gid://syiq/Company/2634" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Manson Anchors (Company)">Manson Anchors</a> set up by Kiwi offshore sailor Kerry Mair. The decision to create a stand-alone business to design and build modular and bespoke anchoring systems led to the foundation of <a data-gid="gid://syiq/Company/7726" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bowmaster (Company)">Bowmaster</a>. Recent projects to carry its systems include <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a>’s 710 <a data-gid="gid://syiq/Yacht/10316" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Obsidian84.2m (276'3&quot;)Feadship2023">Obsidian</a>, <a data-gid="gid://syiq/Company/44" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Abeking & Rasmussen (Company)">Abeking &amp; Rasmussen</a>’s <a data-gid="gid://syiq/Yacht/7928" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Liva O118.2m (387'10&quot;)Abeking & Rasmussen2023">Liva O</a>, <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a>’s latest <a data-gid="gid://syiq/Yacht/8278" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kismet122.0m (400'3&quot;)Lürssen Yachts2024">Kismet</a>, and the <a data-gid="gid://syiq/Company/4342" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Echo Yachts (Company)">Echo Yacht</a>'s catamaran <a data-gid="gid://syiq/Yacht/10088" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Charley 256.0m (183'9&quot;)Echo Yachts2023">Charley 2</a>. We sat down with Ned Wood, Technical Sales Director, to find out more. <img src="https://photo-assets.superyachttimes.com/photo/316296/image/large-e89b4fd9283a6da3c02c2b7be3f97649.jpg" data-gid="gid://syiq/Photo/316296">What is the scope of&nbsp;<a data-gid="gid://syiq/Company/7726" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bowmaster (Company)">Bowmaster</a>’s portfolio?From small tenders to 200 metre-plus vessels, we have a range of approximately 40 different systems for integrating 15 different anchors into a vessel. The systems – chain, anchor and windlass – are customised depending on the size of the vessel and the hull material, and from a material perspective we design and build systems in aluminium, carbon steel, duplex and ordinary stainless, as well as titanium. Today we produce 40-60 systems per year for the luxury marine industry. <img src="https://photo-assets.superyachttimes.com/photo/316299/image/large-42847b1b37aa1ea7873203e08d5d0176.jpg" data-gid="gid://syiq/Photo/316299">How have anchor systems evolved in terms of design and materials used?<a data-gid="gid://syiq/Company/2634" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Manson Anchors (Company)">Manson Anchors</a> have launched 10 new Class-approved anchors in the last 10 years. The use of higher strength materials means that the anchor is getting material where it’s structurally needed and ensures greater holding power. This has resulted in the most recent anchors achieving Super High Holding Power certification and a much more robust construction. We continue to use more exotic materials such as titanium to ensure an optimised anchor combined with weight saving.<img src="https://photo-assets.superyachttimes.com/photo/117844/image/large-276626e8444dd4e67e67c23eaaf2407a.jpg" data-gid="gid://syiq/Photo/117844">What are the most critical fail points for anchoring systems?One fail point is potentially where you have competing systems (eg. hydraulic/pneumatic) that fight against the windlass. Anchor systems can also be vulnerable to bumps during deployment, by a boat or pier for example, which can cause them to fail and not retract. In our systems everything is designed and built to fail above chain break load, so in essence the chain will snap before the system fails. A 100-metre yacht, for example, might use a 42mm diameter chain, which has a break-load of 1280kN or 128 tonnes.It’s worth mentioning that anchor systems are required by Class to be able to be deployed immediately by pressing ‘go’ on the winch or releasing a brake, so if you lose power you can still stop the boat in an emergency. We like to keep things as simple as possible, so we generally use gravity to deploy the system, and the windlass to lift the anchor back up and stow it.&nbsp;Tell us about your testing procedures?&nbsp;We test everything on site before installation. It’s much easier to solve potential issues while the system is still in our factory than when aboard the vessel. This saves time in the build and lowers the risk of problems when the vessel is in use. Within the facility we undergo testing that simulates the anchor deployment and the potential loads. We are essentially a mini shipyard and are inspected and tested by the same regulatory bodies, be that Lloyds or ABS, who check and test all welds throughout the build process. When we’re building a new, bespoke system, we often build a steel mock-up of the hull, with the anchor pocket and deployment system to validate the design and make any necessary tweaks.<img src="https://photo-assets.superyachttimes.com/photo/316298/image/large-3086e92c2bad875d8a5872ab544e3b8b.jpg" data-gid="gid://syiq/Photo/316298"> What about your submarine anchors – what advantages or disadvantages do they offer?Space is always finite on a boat, so ensuring that it’s used in the most efficient way is a priority. We can do that by changing around the anchor type and anchoring arrangement. People are sometimes nervous about submarine systems because you can’t see the anchor chain, but you would normally use underwater cameras to look at chain direction in a standard system and use your GPS to drop a pin where you drop the anchor, so you know the chain direction from where the anchor lies and your current recovery position. Moreover, due to the flair in the topsides of a yacht it is very hard to actually see the anchor chain, which is why some yachts have viewing hatches in the hull at deck level. Once captains are familiar with using a submarine system they are usually happy with the performance. And from a crew point of view, polished anchors and anchor pockets are not required and there is no ‘bleed’ from a rusty galvanised anchor that can leave unsightly marks on the hull.<img src="https://photo-assets.superyachttimes.com/photo/316297/image/large-874d4eb4652b162232d4728b10e5806d.jpg" data-gid="gid://syiq/Photo/316297">Are there any challenges associated with manufacturing in New Zealand?We have a very low dollar compared to the US dollar or Euro, but a highly skilled workforce. Freighting to Europe is normally just one percent of the contract value, so it really doesn’t affect us, beyond the perception of being in the Southern Hemisphere, which can sometimes be negative. From a positive perspective, we can design during the night European time, so clients see updates first thing in the morning and we can receive their feedback during our working day. We also try to design anchoring systems that require low ongoing maintenance and we only use quality components that can be sourced globally, so ongoing supply is not an issue.<a href="https://www.superyachttimes.com/magazine" rel="noopener noreferrer" target="_blank" title="">This article was published in Issue 4 of the technical publication How to Build It, you can find out more about the magazine, and subscribe to download here.</a>

Interview with Ned Wood of Bowmaster

We sat down with Ned Wood to find out more about Bowmaster.

how-to-build-it-in-depth-articles#1

CEO in Conversation: Ned Wood of Bowmaster

Getting a yacht from first vision to launch day is a complex process involving countless contributors, materials, man hours and very careful coordination. In this mix, suppliers play a crucial role. Contributing products of all sizes, from air conditioning units to engines, stabilisers, custom interiors, artisan decor, carpet, lighting and more, suppliers are responsible for a wealth of elements on board a yacht and their contribution is invaluable. Together, they help create something special; when it comes to a superyacht the whole truly is greater than the sum of the parts. Here, SuperYacht Times takes a look at the role suppliers play in a yacht build or refit, including challenges, yard/supplier relationships and the many benefits of working with suppliers.It is inevitable that every shipyard will have some interaction with suppliers during the course of a build or refit project. “The nature of custom-built yachts is that owners have dreams they want to see fulfilled,” says Marco Struik of custom interior design specialist Struik and Hamerslag.&nbsp;“Designers are specialists in translating dreams into plans and designs and we, the suppliers together with our shipyard colleagues, are the specialists who can actually build those dreams and at the same time assure it is fit for use in yachts. The installation on board really is a process of fitting the giant puzzle piece by piece into a perfect masterpiece.” &nbsp;<img src="/uploads/store/photo/45433/image/large-f5919ccf868b1b1a3844b75166a1a72b.jpg" data-gid="gid://syiq/Photo/45433"> Working with suppliers&nbsp; There are many benefits to working with suppliers, not least because it allows yards to partner with experts in their field. “It would not be possible for a yard to have all the knowledge and complex expertise desired by interior designers in-house,” says Xavier Bonnamy of Tai Ping, specialists in custom carpets. “There is no substitute for using creative artisans who bring many years of specialist knowledge and craftsmanship, and the background knowledge these specialists bring is invaluable in ‘adding value’, in helping to guide, develop and making a design work to best effect in the chosen medium,”&nbsp;agrees Howard Sansome, Managing Director of Aryma, creators of bespoke marquetry.&nbsp;Use of a specialist supplier has clear benefits both in terms of product quality and financial savings. “We do what we do every day; while a yard may build two systems a year we’re building 50 systems a year so our breadth of knowledge about one key area is vast,”&nbsp;says Ned Wood of Manson Anchors. “The yard can usually make significant savings by bringing us in early to optimise their design, offer alternatives and work on this area.”&nbsp;Specialist marine suppliers also have invaluable insight into the constraints of a yachting platform and how their own contribution fits into the wider puzzle, tailoring their design accordingly.&nbsp;“Yachts are moving objects and this should be considered with every part of the construction,”&nbsp;says Struik. “Although we are interior specialists the integration of technical installations is an extremely important part of the building process and makes the puzzle even more complex. Space is always limited, even in the largest yachts, and the challenge to find ways to integrate it all and make it work perfectly is a task that requires perfect cooperation of many disciplines.”&nbsp;Consulting with expert suppliers may also have the added benefit of improving the original concept. “Suppliers have the ability to educate owners and crew members on a given product or service,”&nbsp;says Katie Ross, Business Developer Manager at Quantum Stabilizers. “Through their knowledge, they can recommend the absolute best solution on a given yacht based on size, requirements and expectations.” Bonnamy agrees: “Sometimes people think we are ‘just’ suppliers but in fact, our input is more than that and we are deeply involved in intricate technical aspects, too.”In recent years demands for increasingly complex systems and yachts has also reinforced the importance of the supply chain. “Due to the accelerated pace of technological advancement and digital content/application of products and services, it would be extremely difficult for shipyards and owners to acquire and maintain the expertise in every product or service supplied to a new yacht construction project,”&nbsp;says Lee Kaddatz of Atlas Marine Systems, providers of shore power converters and marine electrical systems. Similarly, the irregularity of yacht projects means that many yards would struggle to maintain a full-time specialist workforce in certain fields. For example, “the production of interiors during the lead time of building a yacht is actually done in a limited time frame and for a yard to do all interior work in-house it requires several yachts in different stages to create continuity, and not many yards are able to do this,” says Struik. &nbsp;<img src="/uploads/store/photo/45431/image/large-4c7959dbc4e7084b91cecdf0e0308538.JPG" data-gid="gid://syiq/Photo/45431"> Yard/supplier relationships At the heart of most successful yard-supplier interactions are symbiotic relationships built on trust, many of which are decades old. “The relationship with a shipyard or owner's representative is often that of co-maker rather than supplier,” says Eric van Dijk of Heinen &amp; Hopman, suppliers of HVAC and refrigeration systems. “Working together in an efficient way is the key to success.”Every supplier interviewed for this article was unanimous in their opinion that the earlier their involvement in a project, the better the end result. The sooner the product is integrated into the whole, the less it will feel like an afterthought and potentially suffer as a consequence. “Our components are key to the design of the hull because there is always a juggle of key equipment and space has become an absolute premium, so ideally we work with the client early to offer different solutions to spatial optimisation,”&nbsp;says Wood. “The best contracts we have had are when we are fully integrated into the design process with the yard, working side by side, and the closer we work together the better the outcome.”&nbsp;&nbsp;While some companies directly supply a piece of standard equipment, many suppliers will interact closely with owners/owners reps to tailor the end result. “We are mostly involved in work that requires some or significant design development in order to create the end product,”&nbsp;says Sansome. “To give an example, I was approached by an end client whose brief was very simply: ‘I want to look up at the domed ceiling and see the flora and fauna from my gardens’. We bring a balanced, considered approach with our expertise in marquetry to give proper shape to an idea that is in the client’s mind’s eye, to bring it to life to best effect.”&nbsp;In many cases products/services are always customised from project to project. “We always custom design our elevators from the base up so we never really replicate past projects,” says Mike Brandt of bespoke elevator manufacturers Lift Emotion. “This means all our elevators are unique in looks and design and this requires a huge involvement from the engineers, project managers and the shipyard for a total integration, but this makes the process so nice to do.”&nbsp;In this way a fully personal service is able to be offered. “These systems simply aren’t off the shelf installs, and if they are treated that way, or the expectations of the yard are for that, generally there are more issues after the launch or the system won’t live up to expectation,”&nbsp;says Wood. “Each project is a unique combination of improvisation and routine,” says van Dijk. “There is only one thing that all our projects have in common: the main processing, all the way from initial inquiry to after-sales care as we believe in being a one-stop-shop from design and engineering to commissioning, training and maintenance.”<img src="/uploads/store/photo/45432/image/large-c7bbe7e3f1e33b358f08740af56124c9.jpg" data-gid="gid://syiq/Photo/45432"> Challenges &amp; misconceptions Inevitably, even with the best relationships, there are still challenges faced by the supply chain. Primarily, these centre around a desire for early involvement to allow proper planning, proper lead times, realistic expectations around cost vs product quality, and communication.&nbsp;“In terms of new yacht construction, one of the biggest challenges is inconsistent order volume and resistance to sharing schedule delays or disruptions with customer acceptance due to shipyard concerns about market perceptions,” says Kaddatz. “Also obtaining accurate project information for yachts under construction such as delivery commitment dates when shipyard will make final payment and accept shipments.” Challenges also arise when lead times are not properly considered. “Clients understanding lead time is key,” says Ross. “There is some time involved in providing a quote, but beyond the quote the lead time to build the entire system is often underestimated, it is never off-the-shelf in the larger vessels.”It is often true that you get what you pay for. “Most buyers do not place enough weight on performance history or differentiate between large and small companies,”&nbsp;says Kaddatz. “If you think the products are all the same and you don’t take the time to understand the differentiating features, including the available additional options to enhance the application of the equipment, you are not utilising the expertise of your suppliers and you are guaranteed the highest cost/benefit. If a company is offering you the lowest price, they don’t have the expertise to provide the lowest total cost of ownership.”Inevitably many supply decisions will be based on money. “One of the biggest challenges at Quantum, is educating the owners, engineers and captains on the costs associated in designing, engineering, manufacturing, testing, crating and shipping a complete stabiliser system, sometimes with fins over 20-square-metres,”&nbsp;says Ross. "The level of sophistication and engineering to ensure optimal performance is often misunderstood or undervalued.”A final challenge faced by many companies, as is the case with so many niche artisan trades, is preserving their skills for the future and finding the talent for the next generation. “From our perspective, craftsmanship is scarce and the trade of yacht interiors requires the top talents in the interior production,”&nbsp;says Struik. “The biggest challenge is to educate and train new talents and for this we (as do many others) maintain an apprenticeship for young people to learn the trade and become the top talents of the future.”It is clear that there is passion and a dedication to craft throughout the supply chain. “We, like so many other suppliers, are dedicated to this industry and are passionate about delivering on our client’s desire for equipment that has been engineered, produced, installed and maintained with always the highest standards in mind,” concludes Brandt. A shared sentiment, undoubtedly.&nbsp;&nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; &nbsp; <a href="http://www.superyachtcompany.com/newspaper/the-superyacht-times-subscription" rel="noopener noreferrer" target="_blank" title=""><img src="/uploads/store/photo/23641/image/large-5807815e2703721ae6618b7a54d59cdb.png" data-gid="gid://syiq/Photo/23641"></a>This article is featured in the latest edition of the SuperYacht Times newspaper. <a href="http://www.superyachtcompany.com/newspaper/the-superyacht-times-subscription">Subscribe now</a> to receive your copy straight to your door and never miss another issue.

Insight: The whole is greater than the sum of the parts

Manson Anchors launched the Manson Boss Anchor at METS 2011. The Manson Boss anchor is the most technically advanced and safest anchor to hit the recreational boating market. It boasts even faster setting and even higher holding power. <img alt="" src="https://syt-store-production.s3.eu-west-1.amazonaws.com/photo/138266/image/large-4a95865dabb8f96593744868fd5984cf.jpg" data-gid="gid://syiq/Photo/137291">The Manson Boss was specifically designed to suit power boats in the 20'-100'ft range and boasts an average of 20-25% more holding power than other next generation anchors. As the Boss only has one long slot in it, a key feature is the new patented Shackle Preventor. The Preventor changes the slot from a general short slot usage into a sliding slot to assist retrieval in foul seabeds. The Preventor is very quick and easy to operate and remains on the shank all the time. The anchor's shank has also been FEA optimised for strength and efficient weight distribution. It is also made from the same certified 800mpa high tensile steel as the Manson Supreme. The Boss's shank clearance has been streamlined for access into tight pulpits on motorboats. The Manson Boss is 100% New Zealand made, like all Manson Anchors' range. The anchor's intellectual property is secured by being copyright protected and is patent protected. The Manson Boss will be available in store around April/May 2012.Manson Anchors +64 (0)9 835 0968 <a href="mailto:steve@mansonanchors.com?subject=Manson%20Anchors%20on%20SuperYachtTimes.com">steve@mansonanchors.com</a> <a target="_blank" href="http://www.manson-marine.co.nz">www.manson-marine.co.nz</a>

Manson Boss Anchor release onto the market

At the opening of METS (Marine Equipment Trade Show) 2011 at the Amsterdam RAI today, Manson Anchors introduced the Boss Anchor – the New Zealand-based company’s most technically-advanced, safest anchor ever. <img alt="" src="https://syt-store-production.s3.eu-west-1.amazonaws.com/photo/137291/image/large-720058df59b2353ec1d94cde0b6dffaa.jpg" data-gid="gid://syiq/Photo/137291">“An anchor is first and foremost a safety item. When a customer puts their family’s life and their boats value in your hands, you treat that trust with the utmost responsibility. There are no shortcuts or cheaper alternatives when lives are at risk. Our new Boss anchor is the culmination of Manson’s 39 years of manufacturing anchors with integrity, to the highest possible standards,” said Manson CEO Steve Mair. The new Manson Boss boasts an average of 20-25% more holding power than the Manson Supreme in most seabeds. As with all Manson anchors, the Boss is manufactured at Manson’s purpose built facility in Henderson, New Zealand by Lloyd’s Register approved welders and using approved mill steel. The Boss is packed with features and patented technology. The shank, made from high tensile, Lloyd’s Register-approved (minimum 800mpa) steel, features the new, patented shackle Preventa™ and has been FEA optimized for strength. This puts weight in the right places with savings made in non-essential areas. The weight savings are transferred into the fluke to ensure even more holding power. The unique FEA designed hole in shank for weight savings also doubles as a retrieval hole for attaching a second anchor to operate in tandem or buoyed retrieval line. Shank clearance has been streamlined for access into tight pulpits on motorboats. Roller flaps have been specifically designed to make the anchor roll and adopt the correct setting attitude immediately upon connection with the sea floor. A double-reinforced nose is twice the thickness and geometrically designed to give the strongest, tip welded for higher MPA. Like a wear edge on a digger bucket, this reinforced area lasts twice as long as other anchor edges and is weld hardened for long life.Manson Anchors +64 (0)9 835 0968 <a href="mailto:steve@mansonanchors.com?subject=Manson%20Anchors%20on%20SuperYachtTimes.com">steve@mansonanchors.com</a> <a target="_blank" href="http://www.manson-marine.co.nz">www.manson-marine.co.nz</a>