How To Build It

A single-prop fishing trawler is not an obvious choice for conversion into a superyacht, but for the owner of Scintilla Maris it was the only one. We travelled to the Damen Maaskant shipyard near Rotterdam to find out more.  The entrepreneur owner of Scintilla Maris grew up fascinated by tug boats and trawlers. A part of his family are fishermen from the island of Texel in northern Holland and as a young boy he would spend time sketching the workboats he saw there. At college he borrowed money from relatives to convert an old tugboat and lived on board for some years. In 1979 he emigrated to the US, set up three successful businesses and is now the proprietor of Richland Rum in Georgia. But his old love affair with trawlers never left him. “In the 1980s and into the ‘90s these steel-hulled boats represented the epitomy of Dutch shipbuilding,” he says. “They were very sturdily built, almost over-engineered, to deal with conditions in the North Sea. I’d been following the Dutch beam trawlers for years and when one became available as part of a decommissioning scheme in 2006 I decided to buy her, basically with a virtual handshake over the phone.”The boat in question was Scintilla Maris, a 45.6-metre beam trawler launched in 1988. Beam trawlers are so called because they fish with a net on each side of the hull that is attached to a steel beam to hold them open. It is a method used for catching bottom-dwelling fish, including sole, plaice, turbot and monkfish, and their design owes much to the mainly Dutch shipyards that pioneered them.  BUILT TO LAST Scintilla Maris was the first of eight sisterships built by the Maaskant Shipyard near Rotterdam, now part of the Damen Group, which has over 70 years’ experience of building trawlers. He returned to the same yard to carry out an initial refit to remove all the fishing gear and upgrade some of the onboard systems. The project then ground to a halt for almost a decade as her owner was determined to come up with a work list and specs himself, mainly by spending time on other yachts, while juggling his business interests. Work resumed in 2019 when the shipyard began a full conversion by stripping back the hull to bare metal and removing the interior, decking and propulsion. After additional modifications to the hull and superstructure, all the metal surfaces were sandblasted, primed and sealed. “Basically what we’re looking at is a new-build yacht in an existing shell. My reason for doing that is the exceptional quality of the hull, not only in terms of seaworthy design but also engineering and construction.” By way of example he points to the stainless-steel piping instead of galvanised metal or PVC, the 40mm of West African iroko decking, and the steel hull plates that are 10mm above the waterline and 15mm below (although not Ice Class, the hull is more robust than most explorer yachts). The extra-thick plates also mean there is no ‘washboard’ effect when the positions of the frames are visible as is often the case with thinner plating, especially when combined with poor heat management during welding. As the hull was stripped completely on the inside, the yard took the opportunity to remove any dents, an inevitable consequence of the vessel’s former life as a beam trawler (the ‘run rails’ welded to the hull served as protection from the heavy steel beams when deploying and retrieving the nets). All modifications had to be approved by RINA in order to bring the vessel into Class. The original trawler was rated at 570GT and an early priority was to bring the volume below the 500GT threshold, principally by creating more semi-open areas. Another major modification was cutting out sections of the hull and bulwarks amidships on both sides with steps leading down to water level, which actually increased hull stiffness as there is a steel box reinforcement under each staircase.  The interior design by Vripack is utilitarian, but also comfortable and not in any way sparse. In keeping with the vessel’s original design, extra windows or portholes are limited in size and framed in brass. High Pressure Laminate (HPL) panelling provides enhanced durability and impact resistance. Floating interior floors and low-frequency insulation serve to minimise noise and vibration. Maaskant Managing Director Eric Moerkerk showed us around a brand-new fishing vessel the yard had outfitted to give us an idea of what Scintilla Maris will look like when finished. Although below Dutch superyacht standards in terms of luxury materials, the high-quality finish was several steps above what you would expect to find on a working vessel.  “We’re used to working with demanding commercial clients who require a high degree of flexibility,” says Moerkerk. “Owners and their reps are always here in the yard during construction requesting changes and we’re able to react to their needs. This is the nature of the fishing business today and that flexibility means we’re well prepared to handle conversion projects like Scintilla Maris.” “A SUPER-SILENT, VIBRATION-LESS BEAST” By far the biggest upgrade is the hybrid diesel-electric propulsion system. Stricter emission regulations meant the initial intention to keep the original 4,400-hp Deutz MWM diesel engine, which was in excellent condition, had to be abandoned. Wabtech EPA T4/IMO Tier III engines, among the most technologically advanced and fuel-efficient medium-duty diesels, were also considered before settling on a hybrid DE system.   Driving the single 3.4-metre Van Voorden propeller is a 2,000-horsepower electric motor (1300kW @ 1000rpm) supplied by Marelli in Italy that the owner refers to as a “super-silent, vibration-less beast.” The motor is custom-designed with two windings that effectively provide two motors of 650kW each wound on one stator, which can be energised individually or together for virtually any combination of normal motor speeds.The electric motor is coupled to a ZF Marine reduction box and three Volvo D16 IMO III gensets (586kW @ 1800rpm). The EST-Floatech Lithium-ion battery bank (2 MW) provides a further level of redundancy and is mainly used to run a full hotel load overnight without generators and for peak shaving, but they can also power the 110kW Marelli bow and stern thrusters for silent, emission-free, electronic anchoring.    Maritiem Elektro Zeeland (MEZ), a tried and trusted local partner of Damen Maaskant, is the engineering firm responsible for integrating all the electrical installations, including the propulsion, power management, automation, navigation, communication, entertainment and lighting systems. The hybrid system based on an AC and DC (back-up) grid can be monitored remotely and basically provides four sailing modes: battery mode with limited power and hybrid mode with one, two or three diesel generators that are always running at constant loads. A Dynapilot system from Alphatron Marine and based on DP technology provides full navigational control in all modes via a single joystick. Unlike modern yachts, two-thirds of the hull is below the waterline and the vessel has a 40-tonne keel. During the conversion weight has been added (including over 20 tonnes of batteries) in order to maintain the design draft. All this translates into a stiff rolling moment, which precludes the need for stabilising mechanisms beyond the original bilge keels.   The general arrangement is still in the last stages of refinement, but when finished the yacht will be able to accommodate ten guests on the lower deck in four double cabins and a full-beam owner’s suite amidships underneath the original hatch into the fish hold (the former hold also provides immense space for storage and a good-size laundry). The main deck features multiple interior, exterior and semi-open areas for relaxation. On the bridge deck the open wheelhouse is enormous for the size of vessel and the owner has reserved the aft section as a private office. The main tender will be stowed on the sun deck aft and there is a viewing lounge forward overlooking the foredeck.  “Scintilla Maris has been thoughtfully designed as a home away from home,” he says. “The purposing of spaces, the flow between them and the designation between the private and crew areas reflects that. I want to feel at home instantly and when stepping on board and specifically don’t want to feel like a guest in a hotel when on my own boat.” ASK THE EXPERTS The owner is well aware that Scintilla Maris is a highly personal conversion project that is probably more suited to long-range voyages in northern waters than cruising the Côte d'Azur. But his business instincts also tell him that expert advice can make all the difference if he wants to commercialise his investment through chartering and eventual resale.  So we were not the only ones visiting Scintilla Maris. He had also invited William Molloy, head of charter at Moravia Yachting; Roy Posthuma, charter and sales broker also with Moravia Yachting; and Pino Di Mora, senior project manager with Hill Robinson. What followed was a lively and productive discussion about how the onboard amenities, especially the crew accommodation and services, could be optimised without incurring drastic changes to the existing layout.    Some 16 years after her owner acquired her, the transformation of Scintilla Maris from beam trawler into luxury yacht is on track to be completed by spring 2023, which must be something of a record for a conversion project.  “This has been such a long project primarily because taking everything I learned, both the good and the bad, and translating that into something approaching a spec list for the shipyard took an enormous amount of time,” says the owner. “But it’s been an unusual privilege to be able to do this at the yard where the boat was actually built, where there are still a number of people that built Scintilla Maris. To have that intimate connection with the boat and these guys who have so much pride in their work has been an amazing experience.” This article was originally published in September 2022 of Issue 1 of the How to Build It magazine. You can download the entire magazine for free here.

Business has never been better for Turkey-based Numarine, which celebrated its 20th anniversary in 2021, having repositioned itself as a builder of high-quality, value-for-money trawler-explorers.  “Ten years or so ago the average size boat we were building was less than 20 metres and all our models were mainstream – composite planing designs, a mix of hardtops and flys,” says Omer Malaz, owner and CEO of Numarine near Istanbul. “Although we were a relatively small boutique brand, our principal competitors back then were always the big players like Azimut, Princess and Sunseeker.”  Today, the shipyard’s average delivery is more like 27 metres and it is series building nothing but trawler-explorers in composite and steel. Its competitors now include the likes of Horizon and OA in Taiwan, Sirena in Turkey and Cantiere delle Marche in Italy. “It’s a strong, growing corner of the market and we’ve been very lucky to be in the right place at the right time,” says Malaz rather modestly. Malaz is clearly enjoying himself, which is important. He started Numarine because he loved boats and grew up boating with his family. The passion drives the man and the business and for the past two decades his own yachts have been literally of his own making. Few yard owners spend as much time afloat as Malaz and fewer know their products as well. The way Malaz’s own boating tastes have changed over the past decade serves as an appropriate metaphor for his business. Malaz says he used to speed along at 35 knots screaming at the family to sit down. The horizon was the destination. Time aboard was fun, but the passages could be fraught. These days it’s just as much about the journey.Today, Malaz is Numarine’s sole shareholder. Over a decade ago he decided to step back, reduce his original 100 per cent stake to just 30 percent, and virtually live aboard his own boats with his young family. He timed that exit well. Just a few days before the global financial crisis kicked off in 2008, he sold the controlling interest to the Dubai-based private-equity firm Abraaj Capital, part of the then €8 billion Abraaj Group.  By 2012 things were less rosy for Numarine and for its majority shareholder, which ended up dissolving under a cloud. In May of that year, Malaz stepped up and reacquired 100 per cent control of Numarine. For the next five years he ran the business on its original track. He knew something fundamental needed to change, but without straying from Numarine’s core strengths: financial solidity and industrial expertise.  That solution eventually became a trawler-explorer focus. Indeed, Numarine hasn’t delivered one of its old planing hardtop or flybridge models for five years and all the old tooling has been destroyed. Back on track That change of focus proved a winner and Numarine was recently the first yacht builder in the country to be accepted into Turquality, the Turkish government’s brand accreditation and grant support initiative. Only the most efficiently managed businesses are accepted into this programme, which requires rigorous vetting by independent auditors. Currently Numarine employs 250 people directly, but it would normally have nearer 330 people employed locally, and its model portfolio includes four chunky XP trawler-explorer models. The design credits are the same as they have always been since the very beginning with exterior and interior design by Can Yalman and naval architecture by Umberto Tagliavini. There are at least 25 Numarine trawler-explorers out there already and another 18 or so swelling an order book that extends well into 2024. The 22XP and 26XP, the smaller two models in the series, are both composite, respectively CE Cat B and Cat A designs. The larger two, the 32XP and 37XP, are steel/composite designs built to Class with RINA. Numarine’s proposed new flagship is the 45XP, a steel and aluminium trideck with a 9.25-metre beam. With a ball-park base price of €19.5m, this 498GT yacht is still a long way away from reality. Despite a couple of existing 32XP and 37XP clients being close to taking their next step up with the builder, the stars are not quite aligned.  Building a boat of that size would be a step too far at Numarine’s present facility in Gebze, which is perched on a hill in an industrial estate some 20 minutes inland. The biggest current models already prove a logistical challenge every time one needs to be transported down the hill to either Tuzla Marina or the nearby RMK Marine, where Numarine does its pre-delivery commissioning.Closer to the water “The current 35,000-sqm site has served us well,” says Malaz, “but the next step up will need to be taken from new waterside premises.”  To that end Malaz has already acquired 30,000 sqm of land for a new factory, and has an option on another 30,000 sqm next door. The location is Yalova to the south-west and the other side of Osman Gazi Bridge, roughly half an hour’s drive from the present site in Gebze, but just 20 minutes further out from the centre of Istanbul.  The first phase involves an investment of €20m over the next 2.5 years. Malaz expects to break ground there by the end of year and that the first boats will start on that site within 18 months. Given the build time for a first new 45-metre yacht is likely to be around 24 months, don’t expect to see a new flagship splash for perhaps at least another four years. Eventually, Malaz suspects the whole Numarine operation may well relocate to the coast. “There are no plans for us to build smaller than the 22XP,” he says. “Our facilities are no longer geared for the sort of volumes that are required to build smaller models cost-effectively.” Having a large, loyal customer base out there is a big help and repeat business is an important component for the brand. One Turkish client is presently on his fifth Numarine and is negotiating for his sixth. Overall exports account for around 70 per cent of Numarine sales. Since it started Numarine has built and delivered 160 boats, of which just 40 were sold new to Turkish buyers. Sales to the US have been strongest by far in recent years. Happily, the present crisis in Ukraine has not impacted Numarine in terms of owners. Since the beginning it has only had four Russian new-build clients.A New Deal Up until three years ago Numarine had a dealer network. Various distributors around the world included the brand in their portfolios and the network approach was largely responsible for the success of the brand during its first decade when the product range spanned 52-105 feet. However, three years ago it was decided to change the distribution strategy and end all exclusive agreements as well as the dealer margins that went with those agreements, which had been as high as 25 per cent for some models.  What that means in theory is that Numarine now sells direct, but in practice many of its deals are concluded with the help of yacht brokers and one broker has engaged with the brand more than any other to earn ‘preferred broker’ status.  “Alex G Clarke at Denison is a great example of what we can achieve,” says Ali Tanir, Numarine’s international sales manager. “He has been responsible for no fewer than six sales over the past year alone. And we hope a recent deal with Patrick Coote at Northrop & Johnson in Monaco will yield similar results for us in Europe.” Last year, Numarine delivered five boats in total: four 26XPs and one 37XP. However, owing to the continued success of the 26XP and given the ramping up of the new 22XP range, it is now back firmly in growth mode and has 12 deliveries scheduled for this year: four 22XPs, six 26XPs and two 37XPs, which should see turnover exceed €50m, a new record. 2023 is looking similarly solid. The order book presently includes four 22XPs, three 22XPs and three 37XPs. Almost self-sufficient Numarine is always prepared to start hulls on speculation to shorten delivery times and to maintain an efficient flow of production through its facilities. Given the reputation for self-sufficiency they trade on, explorer specifications tend to be higher than more mainstream yachts, which means add-on costs are relatively low, rarely adding more than around 10 percent (excluding engine choices) to the final price. Although the metal hull fabrication is carried out by a nearby subcontractor in Tuzla, the company is virtually self-sufficient in terms of construction disciplines and usually produces all its own composite tooling. It is still the only builder in Turkey with its own five-axis CNC machining centre, one of the biggest of its kind in Europe. Moulding processes vary, but all are closed process. Hulls and superstructures are vacuum-infused and bulkheads are vacuum bagged and cut using templates. Smaller parts make use of RTM (resin transfer moulding) techniques. Gurit is its composites engineering partner and Scott Bader is the principal supplier of polyester and vinylester resins and gelcoats, while composite reinforcements mostly come from Turkish local manufacturer Metyx. The composite boats are available with a choice of three gelcoats – white, off-white and light grey – whereas the metal yachts are painted with Awlgrip systems.  Other key partners include ZF for gearboxes; Teignbridge for shafts and props; Kohler or Cummins-Onan for generators (although supply chain issues make these items particularly difficult to source at the moment); Raymarine for bridge displays (although Garmin or Furuno instrumentation are options for US-bound boats); Sleipner for thrusters and CMC for electric fin-stabilisers; Dometic for HVAC systems; Besenzoni in Italy or Data and Bofa in Turkey for mechanical deck systems; and Van Cappellen for the sound and vibration mitigation.Pushing productivity Productivity is essential for any series builder and from the start Numarine has had an industrial approach to boatbuilding, always trying to improve quality and margins. For the past dozen years production has been overseen by technical director Malcolm Hutchison, who previously spent seven years with Pearl Yachts as COO (Numarine was once a contract builder for the UK-based brand, which is how he got to know the company).  The cost of labour is, of course, one of Turkish industry’s biggest advantages. Wages are probably a quarter or even a fifth of what western Europe is paying. The first 26XP used to take 50,000 man-hours to build, whereas they are currently talking fewer than 40,000. The first 32XP took over 120,000 man-hours, but now a 32XP requires under 90,000 man-hours and the bigger 37XP sister takes 100,000 man-hours (the latter omitting the labour required to fabricate the steel hulls). Numarine has delivered more than 160 boats over the past 20 years, an average of eight boats a year. Today, it’s delivering a dozen yachts per annum and soon that annual tally will be nearer 15 once its new waterside facility is up and running properly, but it will still be small enough for Numarine to have a personal relationship with each customer. “And I want to know them all,” concludes Malaz.22XP and 26XP The first composite model was the four-year-old 26XP, which weighs in at 78 tonnes dry. Still a best-seller, the first hull was delivered in 2018 and was conceived from the outset to be flexible for either displacement or planing roles. Its hulls are moulded in halves and are finished with or without an extra moulded-keel insert used to create the necessary profile. A planing version uses a flatter central keel section and separately moulded spray rails bonded to the exterior of the hull after de-moulding. Of the 17 26XPs delivered to date, five are semi-displacement/planing versions, powered either by a pair of 1,550-hp MANs for a top speed of around 27 knots or twin 1,200hp MANs that top out just below 20 knots. The owner of 26XP#21 has opted for twin MAN V12-1800s, which should mean a 30-knot top speed.  Five of the remaining dozen were fast-displacement versions, driven by twin 800-hp MANs at 14.5 knots, or 13.5 knots by twin 560-hp MANs. Prices begin at €4.54m for a slow displacement version and nearer €5m for a planing version, but a finished yacht will usually include up to 10 per cent more in terms of extras. The 22XP, the smallest model that weighs in dry from 53 tonnes, is also the newest and is similarly versatile as regards displacement and planing performances. Both versions are priced competitively. In displacement guise, which represent most sales to date, the 22XP has a basic price of €3.58m, but again the usual set of extras account for around 10 per cent more. At €3.93m, the basic price of a 22XP, reflects the fact that it will have a 25-knot planing specification and triple the horsepower with twin MAN 1200s instead of a pair of 425-hp Cummins diesels that top the model out at just under 13 knots. The first 22XP launched in early 2022 and two more have since splashed. The fourth will be another planing version and should be delivered before the end of the year. The present production schedule has three more completing during 2023 and probably six more in 2024. 32XP and 37XP With an overall length of 32.84 metres, the 32XP was Numarine’s first model to sport a steel hull, although the superstructure is moulded in-house like the smaller models. Displacing 270 tonnes fully loaded, the first 32XP launched back in 2017 and three more of this 299GT model were delivered between 2018 and 2020. During 2019 a client pushing for more space prompted what has since become the 350GT 37XP, which has the same beam and hull shape, but an extra 4.51 metres in length overall, an extra half knot of top-end speed with the same engines, another 40 tonnes of fully loaded displacement, and an extra 51GT. The first four 32XPs and the two 37XPs have already delivered and six more are on order. With the run rate heading for little more than two per year, deliveries now stretch into late 2024. The success of the 37XP, which displaces 310 tonnes fully loaded, has rather pushed the 32XP into the shadows. No others have been ordered since the first 37XP splashed, principally because potential 32XP clients have deemed the 37XP premium worth paying.

ARES Shipyard of Antalya, Turkey, has announced its entry into the superyacht industry after delivering a wide range of high-speed passenger and military vessels. Founded in 2006, ARES has quickly become one of the fastest-growing companies in Turkey.ARES has joined forces with Lateral Naval Architects, the specialist yacht engineering and naval architecture arm of BMT. This partnership will lay the foundations for a new range of yachts to be built in Antalya as the ARES Superyacht Range.James Roy, Managing Director of Lateral, expressed his excitement when saying: “we have an enduring relationship with ARES, with over 150 hulls in the water, all designed to meet very demanding specifications. The development of a new yacht range that carries the ARES brand is an exciting prospect, with strong foundations already in place.” The ARES Superyacht Range will feature naval architecture and engineering by Lateral and will be based on holistic technical choices, developed with state-of-the-art green energy architecture for owners looking to the future. Utku Alanc, CEO of ARES concluded how their “well-established multi-disciplinary experience in demanding naval platforms, and a relationship spanning over 15 years, it is time to apply these skills in our new superyacht range with Lateral. ARES has accomplished significant investments in infrastructure, innovation, and technology in Antalya Free Zone, with our state-of-the-art facilities now extending to a dedicated management suite for owners' representatives and project teams. Aligned to our vision for the range, and attention to detail, we have created a luxury experience for those addicted to the big blue.”

Team Italia has been a leader in the integration and optimisation of navigation, telecommunications, security and data transmission for 20 years. The company has delivered over 500 bridges on yachts, more than half of which are custom integrated i-Bridge systems. We visit their headquarters in Livorno to take a closer look at the latest iteration.The conversation of automation is not new, often facing opposition from captains and owners who raise concerns about the safety and security of digitalising navigation. Over the course of the past decade, however, Team Italia has been quietly developing software to improve safety and usability. Its fully integrated i-Bridge integrated touch bridge series both looks good and simplifies vessel control by centralising automation within one system. During the 2021 Monaco Yacht Show the company unveiled its latest iteration, the Dharma Next i-Bridge. The result of dedicated R&D during the closure period of 2020-2021, the upgraded version of its award-winning series features an all-new HMI (Human-Machine Interface).  This year 26 yachts will be delivered with Team Italia bridges, including the first Custom Line 140, the flagship of the series by the Ferretti Group, and the 13th Tecnomar for Lamborghini high-speed motoryacht, all of which are equipped with the integrated bridge system. Integration Like a standard bridge, the i-Bridge system is centralised at the helm station and operates the steering, propulsion and navigation of the vessel. However, Team Italia has integrated these functions with almost all other digitally operated systems aboard the yacht. For example, the i-Bridge is able to monitor and run diagnostic reports, offering the captain 3D diagrams of the systems that identify not only the issue, but also make recommendations for the solution. “Unlike a fixed bridge, the i-Bridge offers unified controls from any desired sector of the vessel, which means that the controls can be accessed from wherever they are needed,” says Massimo Minellla, CEO of Team Italia. “Once a system has been integrated onto the control hub, the captain and crew can make a decision about where to view and control that system.” While many vessels feature a fixed glass or foil bridge configuration, they have a number of limitations. The mechanical integration of the yacht's control panel is often chosen during the construction of a vessel and therefore is specifically tailored to the original captain, owner or shipyard’s wishes. Should the vessel’s management be changed, the modification of a mechanical integration requires the complete reconfiguration of the control panels, which can be a hugely costly and timely process. Team Italia’s automated and touch screen i-Bridge allows for remote reconfiguration and the fully integrated nature of the bridge means that all systems can be operated from each panel, rather than a fixed order of controls, as with a mechanical integration. Safety First The concept of digitally controlled mechanics has raised concerns in the industry over safety in case of faults and software issues that may lead to damages. While the system is digitally controlled, should issues occur with the control of the vessel the i-Bridge can be mechanically overridden. In the case of software related issues, the Team Italia engineers are able to run remote diagnostics and, if necessary, access the system and solve the problem without having to board the vessel.  The obvious fears around the possible breach of privacy have also been assuaged. In order for a TI engineer to access the system they must follow a strict protocol and be admitted by the captain of the vessel. The digital system of the vessel is protected by a strong firewall, which prevents accessing any data unless explicitly permitted.  “The advantage is that we’re able to continually update the software remotely, which is more cost effective than having to manually replace systems as with a fixed glass or foil bridge,” says Minella. “Moreover, should there be a specific fault, the onboard engineer can replace the part and we can remotely programme it.” Customisation The i-Bridge system is entirely customisable. During the production process, Team Italia works alongside the yacht designers, shipyard and owner’s team to identify and make recommendations for the best solutions for each vessel, offering up-to four separate stations, which can be arranged as per the desires of the owner’s team. Once the specifications of the bridge have been determined, the system is pre-assembled at the testing facility in Livorno and the captain and owner is invited to test and trial the ergonomics of the setup. This allows for configuration development, both within the software and the stations themselves.  Already turning its mind to the potential of augmented reality, Team Italia is currently developing an AR system to aid in the operation of the technical spaces aboard vessels. This will allow its engineers to assist the onboard technical team in the location and repair of faults quickly and cost efficiently.This article was originally published in the 1st edition of How To Build It, you can now download the magazine for free here.