Specialising in azimuth thrusters, bow thrusters, and control systems, <a data-gid="gid://syiq/Company/6097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Veth Propulsion (Company)">Veth Propulsion</a> in the Netherlands has become a trusted name in the maritime sector by offering custom-engineered propulsion solutions. Founded in 1951 and acquired by American firm Twin Disc in 2018, <a data-gid="gid://syiq/Company/6097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Veth Propulsion (Company)">Veth</a> has expanded its global reach, working across multiple sectors, including yachting, inland shipping, and offshore services. <img src="https://photo-assets.superyachttimes.com/photo/306235/image/large-961b81600dd9ed83d2349bad457c61ef.jpg" data-gid="gid://syiq/Photo/306235">The luxury yachting segment, however, accounts for 15 to 20 percent of the company’s business. Diesel-electric superyachts equipped with <a data-gid="gid://syiq/Company/6097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Veth Propulsion (Company)">Veth</a> thrusters include <a data-gid="gid://syiq/Company/1080" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rossinavi (Company)">Rossinavi</a>’s 59.4-metre <a data-gid="gid://syiq/Yacht/10946" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akula59.4m (194'11&quot;)Rossinavi2024">Akula</a>, <a data-gid="gid://syiq/Company/570" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Admiral (Company)">Admiral</a>’s 75-metre <a data-gid="gid://syiq/Yacht/7275" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kenshō75.18m (246'8&quot;)Admiral2022">Kenshō</a>, and <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a>’s 84.2-metre <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>.<img src="https://photo-assets.superyachttimes.com/photo/289732/image/large-f411ceaa0c583f40202a4fd04ed2fab5.jpg" data-gid="gid://syiq/Photo/289732">At the <a data-gid="gid://syiq/Event/224" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Monaco Yacht Show - 2024">2024 Monaco Yacht Show</a>, <a data-gid="gid://syiq/Company/6097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Veth Propulsion (Company)">Veth Propulsion</a> showcased its ELITE™ thruster series, the latest range designed to meet the needs of superyachts. The 360-degree thruster combines <a data-gid="gid://syiq/Company/6097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Veth Propulsion (Company)">Veth</a>’s Contra Rotating technology and Rolla’s Class S propellers with the successful Integrated L-drive thruster, distributing power between two propellers, reducing the overall diameter, and minimising noise and vibration—two key concerns for yacht owners who prioritise comfort and quietness onboard. The thrusters are compatible with yachts from 30–120m+ and have a power output range from 150 to 2,000 kW per thruster. Veth is also exploring a larger model, providing 2,800 kW per thruster.“<img src="https://photo-assets.superyachttimes.com/photo/306240/image/large-c5811136ba9ff116a82e5dd22529b5d2.jpg" data-gid="gid://syiq/Photo/306240">We have adapted and refined a concept we’ve successfully utilised for decades in commercial applications—our contra-rotating propellers—to specifically meet the performance and noise reduction standards of the yachting industry,” says Navneet Chadha, <a data-gid="gid://syiq/Company/6097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Veth Propulsion (Company)">Veth</a>’s R&amp;D hydrodynamic engineer. While not exclusive to <a data-gid="gid://syiq/Company/6097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Veth Propulsion (Company)">Veth</a>, this contra-rotating propeller system sets its thrusters apart, improving thrust efficiency by reducing the rotational energy typically lost in conventional single-propeller thrusters. This results in a more efficient propulsion system, particularly at higher speeds, while the CFD-optimised strut and customised propellers enhance overall efficiency.<img src="https://photo-assets.superyachttimes.com/photo/279649/image/large-953d7d0f0a26fd07904c4e5be3f622d5.jpeg" data-gid="gid://syiq/Photo/279649"><a data-gid="gid://syiq/Company/6097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Veth Propulsion (Company)">Veth</a>’s commitment to reducing onboard noise has been a key driver in the development of the ELITE™ thruster series. This was made possible, in part, through collaboration with Rolla SP Propellers, a leading manufacturer of propellers that meet the stringent “S” Class standards of ISO 484/2. In addition to minimising onboard pressure pulses, Veth is also addressing growing concerns over Underwater Radiated Noise (URN) and its effects on marine ecosystems. The company is actively refining its ELITE™ systems to ensure they operate quietly, both onboard and in surrounding waters, reducing environmental impact.<img src="https://photo-assets.superyachttimes.com/photo/349284/image/large-53a9584274225454de5f387c3ae3f561.jpg" data-gid="gid://syiq/Photo/349284">“We have undertaken comprehensive testing, including both simulations and real-world trials,” says Navneet. “Our thrusters have been thoroughly model-tested at several leading European research institutions and are now undergoing validation on full-scale yachts. Additionally, we have carefully compared the results from our simulations with actual performance data gathered from these trials to ensure accuracy and reliability.”Unlike the commercial marine sector, yachts have unique demands regarding available space for technical areas—especially as beach clubs have become a staple of yacht design, limiting the volume available for the technical deck below. The ELITE™ thruster series has been specifically designed with a compact build-in height to free up space.<img src="https://photo-assets.superyachttimes.com/photo/349286/image/large-162fe964a985df73b9b44b7d095255f4.jpg" data-gid="gid://syiq/Photo/349286">Looking ahead, <a data-gid="gid://syiq/Company/6097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Veth Propulsion (Company)">Veth</a> is investing in real-time monitoring and optimisation systems, working closely with owners’ teams on noise and vibration control. These optimisations have minimised pressure pulses caused by rotating propeller blades passing near the hull—one of the main sources of noise and vibration. Known as “hull-excited vibrations,” these disturbances have been reduced through <a data-gid="gid://syiq/Company/6097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Veth Propulsion (Company)">Veth</a>’s research-driven propeller and component design, including an optimised headbox, resulting in quieter operations.With a commitment to bespoke solutions, <a data-gid="gid://syiq/Company/6097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Veth Propulsion (Company)">Veth Propulsion</a> collaborates closely with designers, naval architects, and engineers to ensure its products meet the unique requirements of each yacht. This approach enables the company to offer customisable options, from propulsion power to aesthetic considerations.<img src="https://photo-assets.superyachttimes.com/photo/349285/image/large-ad0758f72347d4d684af25089b49f330.jpg" data-gid="gid://syiq/Photo/349285">In response to the growing focus on sustainability, <a data-gid="gid://syiq/Company/6097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Veth Propulsion (Company)">Veth Propulsion</a> has also been working to integrate electric technologies into its product range. “As hybrid propulsion becomes more widespread,” says Simon Langstraat, Team Lead Sales at <a data-gid="gid://syiq/Company/6097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Veth Propulsion (Company)">Veth</a>. He added that: “<a data-gid="gid://syiq/Company/6097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Veth Propulsion (Company)">Veth</a> thrusters are designed to integrate with a range of power sources—from diesel-electric to emerging hydrogen and methanol systems that may become standard in the future.”This article was first published in <a href="https://www.superyachttimes.com/magazine" rel="noopener noreferrer" target="_blank" title="">Issue 6 of &nbsp;'How to Build It' magazine, which can be downloaded at this website.</a>

Supplier Spotlight: Veth Propulsion by Twin Disc

Discover how Veth Propulsion’s ELITE™ thrusters enhance superyacht efficiency, reduce noise, and support sustainable yachting.

HTBI: Veth Propulsion unveils ELITE thrusters for quieter, more efficient superyachts

According to <a href="https://sytiq.superyachttimes.com/" rel="noopener noreferrer" target="_blank" title="">SuperYacht iQ</a> data, sales of used 30-metre-plus yachts experienced a slight decline of approximately 3% in 2024, with 305 yachts sold compared to 314 in the previous year. This represents a 40% decrease from the peak year of 2021, when 515 yachts were sold - the highest sales figure for 30-metre-plus used yachts sales recorded. Nevertheless, sales still remain slightly above the pre-pandemic levels, with 293 used yacht sales recorded in 2019. <img src="https://photo-assets.superyachttimes.com/photo/347811/image/large-13dcfc95af1ed88b54bd6f0d8d80e911.jpeg" data-gid="gid://syiq/Photo/347811">This dynamic mirrors trends observed in the new yacht sales market, suggesting that the yacht brokerage market may have completed a cycle since 2019. This view is reinforced by Dimitris Kyriazakos, Managing Director of <a data-gid="gid://syiq/Company/2510" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="EKKA Yachts (Company)">EKKA Yachts</a>, who sees the decrease in sales as part of a 'maturing market' or the conclusion of a long five-year market cycle. He anticipates these trends will continue into 2025Despite a continual decrease from used yacht sales from 2021 onwards, the total value of used yacht sales for 30-metre-plus vessels remained high, at €4.4 billion. This reflects a modest decrease of just 5% compared to 2023 and a substantial decline of approximately 18% from the 2021 peak of €5.3 billion. Nonetheless, it represents around 7% increase in value of sales from 2022 and a significant 43% rise from pre-pandemic levels in 2019, which stood at €3.1 billion, as depicted in the graph below.<img src="https://photo-assets.superyachttimes.com/photo/347812/image/large-9fece20374d7edf42a71268b5e67c6ac.jpeg" data-gid="gid://syiq/Photo/347812">Raphael Sauleau, CEO of <a data-gid="gid://syiq/Company/244" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="IYC (Company)">IYC</a>, maintains that the evolution of the brokerage market over the past few years reflects broader industry trends, from post-pandemic demand surges to a more measured and selective buyer approach in 2024. He further adds, “While sales volumes have declined from their 2021 peak, the overall transaction values remain somewhat high, driven by sustained interest in newer, well-maintained yachts and the rising cost of new builds.”Juan Andrade, a Sales Broker at <a data-gid="gid://syiq/Company/2237" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="SuperYachtsMonaco (Company)">SuperYachts Monaco</a>, links the high total value of yacht sales, despite a decrease in the number of used yachts sold since 2021, to post-COVID market dynamics. “Right after COVID in 2021, there was a surge in buying activity, particularly among clients with budgets ranging from one to five million euros, who were keen to purchase. Additionally, some clients paid premium prices, which increased both the number of sales and the total value,” he explains.Expanding on this point Andrade further notes that the ongoing high asking prices can be attributed to owners who, several years after making their high-priced purchases, are now looking to sell. “Two to four years later, those who bought at premium prices are either upgrading or discovering that yachting doesn’t suit their lifestyle,” he says. “They are trying to recoup some of their investment, which keeps asking prices elevated. Unfortunately, the pool of buyers in the one to five million euro range has diminished, leading to many unsuccessful sales.” According to Andrade, this situation has helped maintain the overall high value of transactions, despite a reduction in the number of yachts sold this year.Echoing Andrade's insights, Sauleau also emphasises the challenges in pricing strategy, stating: "Pricing misalignment between buyers and sellers continues to pose challenges, especially for those who purchased at premium prices and are now looking to resell."Through <a href="https://sytiq.superyachttimes.com/" rel="noopener noreferrer" target="_blank" title="">SuperYacht iQ</a>, an analysis of the total asking prices for the top five used yachts sold in 2024 reveals they amounted to €1.05 billion, compared to €1.04 billion in 2023. Some of the yachts with the highest asking prices this year include the 90.02-metre <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a> superyacht <a data-gid="gid://syiq/Yacht/1677" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Phoenix 290.02m (295'4&quot;)Lürssen Yachts2010">Phoenix 2</a> and the 74-metre <a data-gid="gid://syiq/Company/18" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amels (Company)">Amels</a> superyacht <a data-gid="gid://syiq/Yacht/5957" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="New Secret74.0m (242'9&quot;)Amels2017">New Secret</a>.<img src="https://photo-assets.superyachttimes.com/photo/286291/image/large-314443d37396c15d2bff82c44ddcbed0.jpg" data-gid="gid://syiq/Photo/286291">Kyriazakos elucidates why valuations remain high by directly linking the robustness of used yacht market valuations to the production output and market dynamics in the new-build market. The post-pandemic boom of 2021 and 2022 not only expanded the brokerage market but also led to significant backlogs for builders," he explains. "In response, builders raised their price lists annually due to rising material costs. This situation provided an arbitrage opportunity for those who took deliveries between 2021 and 2023. They could list and often sell their yachts at prices significantly higher than their initial purchase costs, thanks to the escalated replacement costs." Consequently, "buyers saw a chance to acquire almost new yachts without the extended wait times associated with new builds,” posits Kyriazakos.Analysing Gross Tonnage (GT) trends When comparing the total GT of used 30m+ yachts sold from 2019 to 2024 with the average GT, it becomes evident that the peak in 2021 – when total GT reached 220,851 while average GT remained approximately 429 – was driven by a higher number of sales rather than a shift toward larger yachts. This aligns with Andrade's analysis, which highlights that many buyers in 2021 opted for smaller yachts.Moreover, in 2023, total GT declined to 154,977, while average GT rose to 494. This suggests that although fewer yachts were sold, those that did sell were generally larger, indicating either a shift in buyer preference toward higher GT yachts or a decline in smaller yacht transactions. Andrade supports this observation, explaining that &nbsp;“buyers who typically rely on financing are not in the market at the moment, whereas those who don’t require financing are still acquiring yachts.” The relationship between total GT and average GT of used 30m+ yacht sales is illustrated in the graphs below.<img src="https://photo-assets.superyachttimes.com/photo/347813/image/large-4fe78a7367677c000886c75dcff97cca.jpeg" data-gid="gid://syiq/Photo/347813"><img src="https://photo-assets.superyachttimes.com/photo/347814/image/large-494b40b2d48110a32866e2d8a5ffff4b.jpeg" data-gid="gid://syiq/Photo/347814">In 2024, total GT continued to decline to 130,517, while average GT fell to 428 from its 2023 peak of 494. However, it remained higher than in 2022 and only slightly below 2021. This suggests that despite a decrease in overall sales, more voluminous yachts are still being sold.Between 2019 and 2020, the average price per GT dropped sharply by 11%, likely due to market uncertainty at the onset of the COVID-19 pandemic. However, since 2021, the average price per GT of used 30m+ yachts has been rising steadily, reaching a record high of €32,500 in 2024 - a 6% increase from 2023 and a 32% increase from 2021, as shown in the graph below.<img src="https://photo-assets.superyachttimes.com/photo/347815/image/large-593c719f14936c2b0264833d8e5f8806.jpeg" data-gid="gid://syiq/Photo/347815">According to Andrade, the rising average price per GT of yachts can be attributed to the increasing inflationary costs of new builds, coupled with their extended delivery times. This situation has led buyers to pay a premium for desirable yachts currently on the market. Andrade elaborates, stating, “The cost of new builds is extremely high, and delivery times are long, with many yachts not available until 2029 or even 2030. As a result, the market for new builds is currently less attractive, prompting buyers to increasingly focus on recent or very recent second-hand yachts.”This trend is further confirmed by <a href="https://sytiq.superyachttimes.com/" rel="noopener noreferrer" target="_blank" title="">SuperYacht iQ</a> data, shown in the graph below, which illustrates the average number of days on the market for used 30m+ yachts sold between &nbsp;2019 and &nbsp;2024. The data indicates a steady decline since 2021, with a 22% decrease from 2021 to 2024.<img src="https://photo-assets.superyachttimes.com/photo/347816/image/large-a5229d76452697d62111a26987789971.jpeg" data-gid="gid://syiq/Photo/347816">In addition, examining the average age of used 30m+ yachts sold from 2019 points to &nbsp;buyers preferring recently built yachts. Indeed, the average age has steadily declined from 22 in 2019 to 17.<img src="https://photo-assets.superyachttimes.com/photo/347817/image/large-4eb8b79ab38b2159a5a66573b87d72ab.jpeg" data-gid="gid://syiq/Photo/347817">According to Kyriazakos, the trend of declining average age in yacht sales is closely tied to the increased production output that began in 2019. He explains: “With more new-builds launched each year since then, the market has seen a growing availability of 'younger' yachts. This trend aligns with buyer preferences for newer vessels, often perceived as better, and is expected to continue over the next 2-3 years as newer inventory becomes increasingly available for sale.” He contrasts this with the period of 2017-2018, marked by a noticeable scarcity of new yachts due to reduced production following the 2008 financial crisis. Kyriazakos’ analysis highlights how changes in production levels over the years have directly impacted the age profile of yachts available on the market.Analysing Length TrendsExamining the total length of used 30m+ yachts sold reveals a dramatic peak in 2021, reaching approximately 21-kilometres, a significant 57% increase from 2020. This peak was followed by a noticeable decline, culminating in a reduction of 40% by 2024 from the 2021 levels.<img src="https://photo-assets.superyachttimes.com/photo/347818/image/large-d1830acd75e933968296856aca9ae48d.jpeg" data-gid="gid://syiq/Photo/347818">When evaluating the average yacht length, as depicted in the graph below, it is clear that the average length in 2021 remained relatively stable compared to 2019 and 2020. This stability indicates that the spike in total length was primarily due to a higher number of yachts sold, rather than an increase in the size of the yachts being sold.<img src="https://photo-assets.superyachttimes.com/photo/347819/image/large-006343d21cc8d6768e91422ee2184b3a.jpeg" data-gid="gid://syiq/Photo/347819">Post-2021, while the total length continued to decrease, the average length exhibited less volatility. This is particularly evident in 2023, where the average length peaked at 42.7-metres, despite a significantly lower total length than the peak of 21-kilometres in 2021. This trend suggests that although fewer yachts were sold, those that were sold tended to be of a relatively larger size.<img src="https://photo-assets.superyachttimes.com/photo/347820/image/large-3099e517037c610da817e9e067b4f11c.jpeg" data-gid="gid://syiq/Photo/347820">Assessing the various yacht length segments from 2019 to 2024 reveals while most segments experienced a decline in sales from their peak in 2021, the 40-50-metre segment demonstrated unique growth in 2024, with sales increasing to 84 units, up from 64 in 2023, approximately 31%. This uptick contrasts sharply with the general downward trend observed in other segments, such as the 30-40-metre and the larger 50-60-metre categories, which continued to see reduced sales. Andrade offers an explanation for the increased interest in the 40-50-metre segment, noting its appeal due to the substantial amenities these yachts offer under the 500GT threshold, characterising them as the "sweet spot" in the current market.Simon Goldsworthy, a Sales Broker at <a data-gid="gid://syiq/Company/124" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Edmiston (Company)">Edmiston</a>, states: "There is no longer a single 'yacht market'; instead, we see wildly different segments performing in completely different ways. For larger, nearly new vessels over 50-metres, where there is a lack of supply, it remains a seller’s market. Conversely, the market for older and smaller vessels has become entirely a buyer’s market. In these segments, some sellers hold unrealistic expectations about recouping their investments, harking back to days when yachts could sit unsold for years. Additionally, the market dynamics are frustrating for brokers as some overvalue yachts to secure listings, which ultimately do not sell because they cater to clients who prefer optimism over realistic market evaluations."<img src="https://photo-assets.superyachttimes.com/photo/301497/image/large-b0f174fa2c8dcf7946d08f5b6387ceea.jpg" data-gid="gid://syiq/Photo/301497">Dimitris concurs with Andrade’s observation on the appeal of the sub-500GT range but adds that larger 40-metre vessels are proving more resilient compared to those in the 30-40-metre range. This resilience might be partly due to a growing charter fleet and specifically an increasing appetite in the 40-50 metre/sub-500GT range, which for many is considered the perfect compromise between size and return on investment for charter operations. Traditional charter markets such as the Western Mediterranean have shown great potential for fleet growth, especially during and after the pandemic, enticing owners of smaller craft to invest in larger and newer vessels. Additionally, emerging charter markets in regions like Greece and the Gulf have provided ample opportunities for the expansion of the larger yacht charter fleet."Sauleau reflects on broader industry dynamics that underscore ongoing adjustments within the yacht brokerage market. He points out that shifts in buyer demographics, the resilience of certain size segments - most notably the 40-50-metre range, and the ongoing expansion of charter markets are all playing significant roles in shaping the industry. With new-build availability still constrained and financing-dependent buyers less active, Sauleau anticipates that the market will continue adjusting in the coming years. He emphasises the importance of aligning pricing, inventory, and buyer expectations more closely over time. Additionally, Sauleau &nbsp;notes that while the U.S. market, a historical key driver, shows a renewed level of activity, particularly in terms of inquiries, the anticipated surge in sales following recent election results has yet to materialise. To learn more about the yachting market, visit&nbsp;<a href="https://sytiq.superyachttimes.com/" target="_blank">Superyacht IQ</a>&nbsp;and book a demo.&nbsp;

State of the brokerage market

Sales of used 30m + yachts experienced a slight decline of approximately 3% in 2024, with 305 yachts sold compared to 314 in the previous year.

market-insight-large-articles#1

Has the yacht brokerage market returned to pre-pandemic levels?

When it comes to winter destinations for superyachts, the Caribbean often dominates the conversation. However, recent attention has shifted towards the Red Sea, fuelled by extensive marina development projects on both the Saudi Arabian and Egyptian sides.Strategically located near the Mediterranean, the Red Sea offers superyachts a seamless transition from their summer cruising grounds and is progressing towards becoming a leading winter yachting destination.Despite this progress, several critical areas still require further development to fully realise the Red Sea’s potential as a sought-after destination. These include enhancing collaboration between nation-states, expanding infrastructure, adjusting regulatory frameworks for foreign-flagged vessels, and implementing robust sustainability measures to preserve its rich biodiversity.<img src="https://photo-assets.superyachttimes.com/photo/340269/image/large-9e9fc0cee2376c5984af362e554aca7a.jpg" data-gid="gid://syiq/Photo/340269">At the latest <a data-gid="gid://syiq/Event/232" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Gulf Superyacht Summit - 2024">Gulf Superyacht Summit</a> in Dubai, the 'Red Sea Opportunity' panel discussion featured Bahi Naguib, Red Sea Operations Director at <a data-gid="gid://syiq/Company/7369" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Felix Maritime Agency (Company)">Felix Maritime Agency</a>; Vienna Eleuteri, CEO Advisor for Regenerative Development, Regulations, and Policies at the <a data-gid="gid://syiq/Company/7269" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Saudi Red Sea Authority (Company)">Saudi Red Sea Authority</a> (<a data-gid="gid://syiq/Company/7269" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Saudi Red Sea Authority (Company)">SRSA</a>); Txema Rubio, Commercial Director of the <a data-gid="gid://syiq/Company/7941" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MB92 Group (Company)">MB92 Group</a>; and Rayan Bukhari, General Manager of <a data-gid="gid://syiq/Company/2220" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hill Robinson (Company)">Hill Robinson Saudia</a>. The panelists explored the current progress of key projects and regulatory developments in Saudi Arabia and Egypt, discussing the potential impacts of these ambitious initiatives.The critical role of collaboration between Egypt and Saudi ArabiaTo develop the Red Sea into a superyacht destination, symbiotic collaboration between nearby nations is crucial for its development. Naguib emphasised the necessity of joint efforts between Saudi Arabia and Egypt. He stated, "Everything that passes through Saudi must also traverse the Suez Canal in Egypt. Both the Egyptian government and the private sector are crucial in supporting Saudi Arabia’s initiatives to develop this destination. Given the numerous stakeholders and complex dynamics involved, ensuring seamless access is essential." He noted that operations in the Suez Canal must be as efficient as possible and mentioned that, with cooperative efforts from the Saudi government, Egypt is working to streamline these processes. Furthermore, Naguib highlighted recent regulations introduced by the <a data-gid="gid://syiq/Company/7490" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Suez Canal Authority (Company)">Suez Canal Authority</a>, which offer a 30% discount to yachts under 300 tonnes traveling to the Red Sea, describing this as a commendable first step. However, he stressed the need for further development of infrastructure and destinations in the Red Sea region.Bukhari concurred with Naguib’s points but introduced an additional perspective. "For me, it’s quite straightforward, whether we’re discussing the Egyptian or the Saudi side of the Red Sea. To stimulate growth in the yachting ecosystem, we must create demand," he explained. "This involves developing a compelling and desirable itinerary, especially from the Saudi perspective, with which I am more familiar." Bukhari underlined that numerous developments are in progress. "There are exciting prospects on the horizon, both short-term and long-term. A prime example is the success of the <a data-gid="gid://syiq/Company/6557" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Jeddah Yacht Club & Marina (Company)">Jeddah Marina &amp; Yacht Club</a> and <a data-gid="gid://syiq/Company/7283" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sindalah Marina (Company)">Sindalah</a> in <a data-gid="gid://syiq/Company/7371" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="NEOM (Company)">NEOM</a>, although, like any project, they require some adjustments. If we continue on this path, I am confident that soon we will establish an attractive itinerary for any superyacht."<img src="https://photo-assets.superyachttimes.com/photo/340144/image/large-2c026ddbd656a1ed4fdbf1fb87bd0b9b.jpg" data-gid="gid://syiq/Photo/340144">Rubio agreed with Bukhari’s point on the importance of creating a compelling itinerary in the Red Sea region. He added, “From our perspective, we play a modest yet crucial role, operating with rigorous discipline and a commitment to adaptability.” Rubio emphasised the broader challenges, stating, “Ultimately, there is a significant amount of infrastructure that still needs to be developed, and while our role may be small, it is essential. Our work not only supports the creation of itineraries but also ensures the availability of services and maintenance, which are critical for the success of winter cruising in the region.Evidence of how successful collaboration between Saudi Arabia and Egypt can be instrumental in developing the Red Sea was underscored by Naguib ahead of the Saudi Red Sea Week. He highlighted that a delegation from Saudi Arabia visited Egypt, which greatly enhanced direct communication between the two countries, particularly in relation to the Suez Canal. “The Egyptian authorities were proactive in ensuring smooth transit for numerous vessels,” Naguib reported. “This official delegation provided Egypt with valuable insights into the expectations and requirements of their clients.” He added that the outcomes not only met but, in some cases, exceeded expectations. “Many were pleasantly surprised by the efficiency of passing through the Suez Canal,” he recounted, emphasising the collaborative efforts of the two governments and their promising potential to establish the Red Sea as a premier destination for yachts.<img src="https://photo-assets.superyachttimes.com/photo/285492/image/large-4b771601-8882-42a3-840f-de9e06e3473e.jpeg" data-gid="gid://syiq/Photo/285492">Regulations and their role in developing the Red SeaWhile infrastructure and international cooperation are crucial, regulatory frameworks are equally vital in shaping the Red Sea's future as a yachting paradise. For a yachting destination to be truly attractive, regulations that facilitate the cruising of foreign-flagged private and commercial vessels are essential. Although a region may boast many marinas, if the conditions do not support easy cruising, it will be challenging to attract superyachts to the area.Eleuteri emphasised the critical role of comprehensive and detailed regulations in advancing yachting activities in the Red Sea. She noted that the <a data-gid="gid://syiq/Company/7269" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Saudi Red Sea Authority (Company)">SRSA</a> was established to develop a regulatory framework aimed at promoting a thriving maritime sector in the Saudi-administered Red Sea. This framework supports shipyard operations and provides a broad range of services for yachting and superyachting. "By creating a regulatory ecosystem, we ensure that operations not only meet the highest standards but also align with specific sustainability goals. Our goal is to foster an environment where all activities are conducted at their best," she stated. Furthermore, Eleuteri highlighted the importance of innovation across all aspects of this ecosystem and underscored the necessity of collaboration. "The ocean, as we know, has no boundaries and connects us all. I concur with the panellists' earlier points that collaborative and participatory approaches are crucial to our success."Bukhari echoed Eleuteri’s point, explaining that regulations in Saudi Arabia are currently managed through a collaboration between many government entities, ministries and the Saudi Red Sea Authority. He highlighted the establishment of Ebhar, Saudi Arabia's counterpart to Egypt's Manassa platform - a portal that consolidates all government procedures and information from 20 agencies. Ebhar streamlines processes such as yacht registration, procedures for entering and leaving the Kingdom, sailing permits, issuing navigational licenses, and registering yachts under the Saudi flag. “Ebhar dramatically changed the landscape for us,” he remarked. “With its launch and initial release, it marked the beginning of proper governance and the establishment of a healthy yachting ecosystem.”<img src="https://photo-assets.superyachttimes.com/photo/334955/image/large-f6eb5e3e3f5b2a77e6cfc08ed64138c9.jpg" data-gid="gid://syiq/Photo/334955"> On the topic of dealing with superyachts registered under foreign flag states, Bukhari noted that processes can vary depending on the yacht's flag. “If you're talking about white-listed flags, most procedures are straightforward,” he explained. “However, for grey-listed or black-listed flags, the approach can differ. As an agent, I may not be fully positioned to provide a definitive answer, but I believe there are specific processes in place to handle incoming yachts from a customs and immigration perspective, depending on their flag.” He also addressed the issue of VAT, adding, “There are policies and procedures in place, and if followed correctly, VAT can be reclaimed based on factors such as the goods, the time frame, and how and where the records are maintained.”Regarding whether the <a data-gid="gid://syiq/Company/7269" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Saudi Red Sea Authority (Company)">SRSA</a> collaborates with other stakeholders to establish dialogue for improving regulations in the Red Sea, Vienna Eleuteri shared insights into ongoing efforts. “At present, several initiatives are underway to establish systemic collaborations with major international organizations in the field. Dialogue has been ongoing for some time, and several specific initiatives are currently in progress. For instance, following discussions in Monaco with major player in the industry, we are planning to organise a roundtable. This roundtable will focus on developing sustainable solutions, addressing needs such as those of local fishermen and yachts navigating the Red Sea,” Eleuteri explained. She added that these initiatives are being prepared for a more systematic approach. “There is a clear willingness to progress, and I consider this a very promising start.”<img src="https://photo-assets.superyachttimes.com/photo/291613/image/large-faa764426b1c1ec713163946753184f9.jpeg" data-gid="gid://syiq/Photo/291613">Role of sustainability and its importance in making the Red Sea Region attractiveWith extensive marina construction underway on both the Egyptian and Saudi-administered sides of the Red Sea, discussions about sustainability and the preservation of the region's ecosystem and biodiversity have naturally been raised. Eleuteri addressed this topic, highlighting the launch of the National Red Sea Sustainability Strategy by His Royal Highness Prince Mohammed bin Salman. She explained that the initiative goes beyond implementing regulatory codes and guidelines for building and operating in the Red Sea. “It aims to position Saudi Arabia as a global benchmark for a regenerative and sustainable blue economy,” she said. Eleuteri further emphasised the importance of preserving the region's pristine environment, which underlines the imperative for stringent environmental protections.” The strategy, she noted, focuses on preparing for a deeper understanding of ecological footprints and striving to achieve natural climate-positive contributions. “This is not just an environmental mandate,” she explained, “but a comprehensive framework built on five key pillars: environmental protection, economic development, social development, safety and security, and governance and collaboration.” Eleuteri emphasised that any activities planned in the Red Sea must align with these pillars to build a truly sustainable economy in the region.She also highlighted the sustainable approach to investment, supported by tools to measure both negative and positive impacts. “As we develop new activities or construct facilities, we remain focused on how these contributions enhance GDP, which is critical. More importantly, we are now positioned to report on national determined contributions,” she said, referring to the agreements where industries commit to positively impacting the climate. <img src="https://photo-assets.superyachttimes.com/photo/273322/image/large-81c76517a9d6ab0a6ba06abc70e22e99.jpg" data-gid="gid://syiq/Photo/273322">Naguib agreed with Eleuteri’s point and expanded stating: “And just to add to that, on the sustainability front, Egypt could learn a great deal from your approach. Additionally, on the sustainability front, Egypt stands to benefit immensely from your strategic long-term vision, which places sustainability at the core of developments in the Red Sea. For it to be a lasting and viable destination, it's crucial to ensure that the beautiful dive sites and coral reefs remain intact. Additionally, there is a need for equity, which includes looking after both the fishermen and the yachting community, despite their competing interests.” Naguib also pointed out the critical importance of the regulatory framework, saying, “When you introduce new regulations, we on the Egyptian side pay close attention. We often take inspiration from your models, adapting them with slight modifications to fit our context.”Infrastructure and yacht related servicesFor the Red Sea to become an attractive destination, essential refit facilities and yacht-related services must be established to support visiting yachts. Refit capabilities are particularly crucial, as they provide necessary services, attract yachts to the region for maintenance, and encourage them to remain longer.<img src="https://photo-assets.superyachttimes.com/photo/261740/image/large-0fc9b6da51fb1ccc13fcad3f3ab28963.jpg" data-gid="gid://syiq/Photo/261740">Last year, the <a data-gid="gid://syiq/Company/7941" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MB92 Group (Company)">MB92 Group</a>, which includes <a data-gid="gid://syiq/Company/97" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MB92 Barcelona (Company)">MB92 Barcelona</a> and <a data-gid="gid://syiq/Company/547" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MB92 La Ciotat (Company)">MB92 La Ciotat</a>, announced a partnership to establish a 10,000-square-metre repair facility. This facility is located near <a data-gid="gid://syiq/Company/7371" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="NEOM (Company)">NEOM</a>’s luxury island and yachting destination, <a data-gid="gid://syiq/Company/7283" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sindalah Marina (Company)">Sindalah</a>. During the panel, Rubio shared further insights into the initiative, stating: “We are starting small, relatively speaking. It’s not the same size as the shipyards we have in <a data-gid="gid://syiq/Company/547" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MB92 La Ciotat (Company)">La Ciotat</a> or <a data-gid="gid://syiq/Company/97" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MB92 Barcelona (Company)">Barcelona</a>, but it’s a brand new, made-to-measure service facility. We will have a paint shed, a 300-ton travel lift, and a capacity to handle yachts up to 45-metres in length, accommodating around 25 yachts at the same time. Additionally, we will be able to provide offsite services for larger yachts if needed.”Regarding the workforce, Txema Rubio explained that development is still in progress. “We currently have four staff members at the facility, including the managing director, and the workforce strategy aligns with our commitment to local growth,” he noted. “What makes sense is to grow locally.” Rubio elaborated on the implementation plan, which involves a mix of local and international companies establishing operations in the area. “Our experience in <a data-gid="gid://syiq/Company/97" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MB92 Barcelona (Company)">Barcelona&nbsp;</a>and <a data-gid="gid://syiq/Company/547" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MB92 La Ciotat (Company)">La Ciotat</a> has shown that attracting OEMs (Original Equipment Manufacturers) can be highly effective. They bring their teams, start training local staff, and create a balanced mix of expertise,” he shared. “The result is a strong collaboration between the expertise of major brands and a skilled local workforce integrated into the shipyard.”Eleuteri expanded on the topic, stressing the unique challenges and opportunities involved in building an industry from the ground up. “Creating an entire industry from scratch is incredibly exciting,” she stated. “It’s not easy, of course, but there are so many aspects to consider, including the professionals involved.” She emphasised the importance of knowledge transfer, adding, “It’s happening in a very smooth and effective way, which is wonderful to see. We are even working on regulating and developing standards for job profiles, training, and certification. All of this contributes to the broader yachting ecosystem.” Eleuteri concluded by underscoring the significance of the moment: “We have this unique opportunity to get it right.”<img src="https://photo-assets.superyachttimes.com/photo/291466/image/large-ee3cbb034446ab3174540d0191674f33.jpeg" data-gid="gid://syiq/Photo/291466">The Red Sea's emergence as a leading winter yachting destination hinges on a multifaceted approach involving enhanced inter-state collaboration, substantial infrastructural developments, stringent yet flexible regulatory frameworks, and steadfast commitments to sustainability. As stakeholders continue to navigate the complexities of this transformation, the collective efforts of nations, industry leaders, and local communities will be crucial in realising the vision of a vibrant, sustainable maritime ecosystem. Despite the progress made, there is still much work to be done. As Eleuteri succinctly remarked, “As a Roman, I can say that Rome wasn’t built in a day.”

Can the Red Sea become a leading winter destination?

When it comes to Winter destinations for superyachts, the Caribbean often dominates the conversation.

Can the Red Sea become a leading winter destination for superyachts?

Leapher Yachts on 61m Horizon superyacht in-build

Justin Ratcliffe takes a look at Leapher Yachts and its first 61m steel explorer yacht Horizon, which is currently in-build. 

Build Report: Leapher Yachts first 61m steel explorer yacht Horizon

Following the <a data-gid="gid://syiq/Event/234" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Fort Lauderdale International Boat Show - 2024">2024 Fort Lauderdale International Boat Show</a> and Donald Trump’s election as President of the United States, <a data-gid="gid://syiq/Company/4509" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="SuperYacht Times (Company)">SuperYacht Times</a> and <a href="https://sytiq.superyachttimes.com/" rel="noopener noreferrer" target="_blank" title="">SuperYacht iQ</a> provide an update on key metrics of the US superyacht fleet and market. This report delves into the economic and political factors shaping the market in 2024, as well as the key trends to watch in the year ahead.<img src="https://photo-assets.superyachttimes.com/photo/336451/image/large-8646b2a10715e73e36c3682f9f3c706d.jpg" data-gid="gid://syiq/Photo/336451">Biggest owners, but not the biggest buildersAccording to the <a href="https://sytiq.superyachttimes.com/" rel="noopener noreferrer" target="_blank" title="">SuperYacht iQ</a> annual report, <a href="https://www.superyachttimes.com/market-reports/the-state-of-yachting-2024" rel="noopener noreferrer" target="_blank" title="">The State of Yachting 2024</a>, US owners have the biggest share of the world fleet over 40 metres, with a 23.7% share of the number of yachts. Historically, US shipyards also had a large share of the superyacht new-build market, but their presence all but disappeared in the years following the global financial crisis of 2008. As of late 2024, the main remaining US players over 30 metres are <a data-gid="gid://syiq/Company/47" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Delta Marine (Company)">Delta Marine</a>, <a data-gid="gid://syiq/Company/217" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Westport Yachts (Company)">Westport Yachts</a>, and <a data-gid="gid://syiq/Company/145" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Burger Boat Company (Company)">Burger Boat</a>. <a data-gid="gid://syiq/Company/466" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hatteras Yachts (Company)">Hatteras Yachts</a> has also extensively built yachts over 30 metres in the past, and is still capable of doing so. The same can be said for some of the dedicated US sportfisherman yacht builders, who still build a significant number of yachts between 24 and 30 metres each year.<img src="https://photo-assets.superyachttimes.com/photo/304581/image/large-3d2f28597b4ac5981aeebfd08c1f4ffe.jpg" data-gid="gid://syiq/Photo/304581">As US builders used to have a significant presence, it may come as no surprise that their share of the operating fleet over 30 metres is still quite large, at 785 yachts out of 6,006 a share of 13%. US yards’ share of the construction book over 30 metres is smaller however, with 10 yachts out of a total of 616, amounting to a share of just 1.6%.Shannon McCoy, Yacht Sales and Charter Consultant at <a data-gid="gid://syiq/Company/2529" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Worth Avenue Yachts (Company)">Worth Avenue Yachts</a> comments: “Many of my clients prefer US-built yachts, so it’s unfortunate that we’ve lost renowned American shipyards like <a data-gid="gid://syiq/Company/149" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Christensen Shipyards, LLC. (Company)">Christensen</a>, <a data-gid="gid://syiq/Company/106" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Trinity Yachts (Company)">Trinity,</a> <a data-gid="gid://syiq/Company/121" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Palmer Johnson Yachts (Company)">Palmer Johnson</a>, <a data-gid="gid://syiq/Company/613" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lazzara Yachts (Company)">Lazzara</a>, and custom Northwest yards such as <a data-gid="gid://syiq/Company/610" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Northcoast Yachts (Company)">North Coast</a> and <a data-gid="gid://syiq/Company/735" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Northern Marine Co. LLC (Company)">Northern</a>. Many Americans want to support local businesses, and these yards produced – and continue to produce – exceptional yachts. It would be great to revive these lost brands, create US jobs, and deliver superb products once again from the US.”<img src="https://photo-assets.superyachttimes.com/photo/32303/image/large-4c9e3ae385bcf6e96f2d996d82ef2e9a.jpg" data-gid="gid://syiq/Photo/32303">US buyers continue to lead in new-build purchasesWhile domestic superyacht construction may have dwindled, the appetite of US buyers for new-builds has not. In fact, it rose sharply during the pandemic and has remained strong throughout 2024. Between 1 January 2019 and 30 September 2024, <a href="https://sytiq.superyachttimes.com/" rel="noopener noreferrer" target="_blank" title="">SuperYacht iQ</a> recorded 1,260 new-build sales worldwide over 30 metres, and for 939 of those, we have been able to identify at least the buying owner’s nationality. Of those 939, some 258 new yachts were bought by US owners, a share of 27%. In reality, the US share is probably even higher, as many new-build sales are not public and it may take some time to identify the buyer.&nbsp;The number of new-build purchases over 30 metres by US buyers peaked at 65 yachts in 2021. This number remained relatively steady in 2022, with 61 sales to US buyers, despite a declining market. During the same period, global sales of new-builds over 30 metres dropped by 20% in terms of the number of yachts sold. In 2023, there was a further decline, with sales dropping back to pre-Covid levels, reaching just 36 sales.<img src="https://photo-assets.superyachttimes.com/photo/335820/image/large-a26c598cab211aed815ee4bfa721defc.jpg" data-gid="gid://syiq/Photo/335820">Unfortunately, 2024 has so far been less favourable for new-build sales to US clients, with only 24 sales in the first three quarters, meaning the market could see around 32 sales by the end of the year if this trend continues. Nevertheless, the US market continues to occupy first place in worldwide new superyacht sales.<ul><li style="font-style: italic;">Further reading:&nbsp;<a href="https://www.superyachttimes.com/yacht-news/fort-lauderdale-international-boat-show-2024-seminars" rel="noopener noreferrer" target="_blank" title="">A full summary of the Fort Lauderdale International Boat Show 2024 seminars</a></li></ul>Looking at used yacht salesIn the used yacht market, American buyers leave an even greater mark. Since the beginning of 2019 until the end of September 2024, US buyers have accounted for 40% of the sold used yachts over 30 metres for which we know the buying owner’s nationality. A total of 2,098 used yachts were sold worldwide in this period, and for 1,373 of these, <a href="https://sytiq.superyachttimes.com/" rel="noopener noreferrer" target="_blank" title="">SuperYacht iQ</a> identified the buying owner’s nationality. 545 of these were US buyers, a share of 40%.<img src="https://photo-assets.superyachttimes.com/photo/335817/image/large-70c31922d53c49a7d29c1b0b708a2b9b.jpg" data-gid="gid://syiq/Photo/335817">As with new-build sales, sales of used yachts to US buyers peaked in 2021, at 170 yachts, but then started quite a steep downward trajectory, down to just 75 sales in 2023, which was below pre-COVID levels. In the first three quarters of 2024, <a href="https://sytiq.superyachttimes.com/" rel="noopener noreferrer" target="_blank" title="">SuperYacht iQ</a> noted a mere 36 used yacht sales to US buyers, which suggests the year could end on around 50 sales.According to Kevin Ralph, Yacht Consultant at <a data-gid="gid://syiq/Company/2529" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Worth Avenue Yachts (Company)">Worth Avenue Yachts</a>, this market contraction is interpreted as a “return to normal” after the brokerage boom witnessed during the COVID-19 pandemic. “The number of large superyachts sold, both in brokerage and new sales, was unprecedented during the COVID pandemic, peaking in 2021, leading to a significant run-up in pricing. As the saying goes, what goes up must come down.” Other factors contributing to this trend include economic and political uncertainty, causing many potential buyers to adopt a “wait and see” stance regarding yacht acquisitions or upgrades. This year has also seen a record number of elections, alongside continued instability in both the Middle East and Ukraine.<img src="https://photo-assets.superyachttimes.com/photo/338862/image/large-abbaa8c0aab5a21331add754c8b1bf89.jpg" data-gid="gid://syiq/Photo/338862">US Presidential electionsThe 2024 US presidential elections, held on 5 November, brought some predictability to what had been a year marked by uncertainty. “In a presidential election year, US superyacht sales tend to slow down as buyers often feel uncertain about the financial future. Many prefer to wait until after the election to make large purchases, like a yacht, once they have a clearer picture of the economic outlook,” explains <a data-gid="gid://syiq/Company/244" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="IYC (Company)">IYC</a> sales and charter broker Mark Elliott. This year, “inflation and market jitters” also compounded these effects, he adds.<img src="https://photo-assets.superyachttimes.com/photo/217589/image/large-e99ae030f5049a0678404c9d8941c3fe.jpg" data-gid="gid://syiq/Photo/217589">Kevin Ralph notes that “this slowdown began to be felt at <a data-gid="gid://syiq/Event/183" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Fort Lauderdale International Boat Show - 2023">FLIBS 2023</a> and became more apparent at the <a data-gid="gid://syiq/Event/220" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Palm Beach International Boat Show - 2024">Palm Beach International Boat Show</a> in March 2024.” He adds: “I don’t believe this is truly a slowdown when viewed against longer-term statistics, but given the unprecedented recent sales cycle, many will perceive it as such.” He also points out that “while the US presidential elections may have some effect on the market, they are not nearly as significant as the deflation of the sales cycle and pricing caused by the global COVID pandemic, which has no real equivalent in modern history.”Now that the election results are in, the market’s trajectory remains uncertain. Mark Elliott predicts that “uncertainty [will linger] until at least a month after the election, and it may take longer to stabilise.” He hopes for “price stabilisation, interest rate cuts, and a less volatile stock market” to boost confidence in the coming months.<img src="https://photo-assets.superyachttimes.com/photo/335703/image/large-eeea4c66d3eb6cc4371ee7c2007f2c31.jpg" data-gid="gid://syiq/Photo/335703">Looking ahead, Kevin Ralph believes that “the sales cycle will reset, regardless of which political party takes office; the only question is how significant the reset will be and how long it will be before it takes hold. We’ll have a much clearer picture after November, but I expect some confusion until January when the next president enters office. Then depending on which side wins, there will be some additional time while people work out the tax implications. Either way, I expect 2025 to continue at a more normalised pace.”Superyacht trends to watchMark Elliott observes that more buyers are “looking to charter their superyachts,” and expedition-style and support vessels are gaining popularity. While demand for superyachts over 80 metres remains strong, he expects this trend to unfold more slowly. Shannon McCoy highlights that the 70-metre-plus market has limited availability of well-priced late-model yachts.&nbsp;Her younger clients often seek larger spaces, expansive outdoor areas, bigger hot tubs, and floor-to-ceiling windows for natural light. Primary staterooms with private outdoor space are also in high demand. Brands like <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a>, <a data-gid="gid://syiq/Company/18" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amels (Company)">Amels</a>, <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a>, and <a data-gid="gid://syiq/Company/217" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Westport Yachts (Company)">Westport</a> are frequently mentioned. Shannon McCoy further adds that the pandemic sparked interest in spending more time on the water, but many found smaller yachts lacked the necessary storage, range, and amenities, driving demand for larger, exploration yachts.<img src="https://photo-assets.superyachttimes.com/photo/335808/image/large-f78633fc2154007bc1ab933c4346d9e7.jpg" data-gid="gid://syiq/Photo/335808">Pierre Badin, Europe Broker with <a data-gid="gid://syiq/Company/833" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Denison Yachting (Company)">Denison Yachting</a>, highlights that sport fishing is particularly popular in the US, a trend not seen as much in Europe. “The first question I often get from American buyers is about the draft of the boat, which is something European buyers rarely ask. In the US, buyers want a boat with a shallow draft to get close to the beautiful beaches in the Bahamas,” he adds. Pierre Badin also highlights that American buyers typically purchase superyachts for the Caribbean season, which runs from Christmas to June. “Regardless of a global slowdown in superyacht sales, the US is still the largest buying segment and the most active brokerage market in Florida in the winter (and there’s still some great cruising in the Bahamas and Caribbean),” reminds Kevin Ralph.<img src="https://photo-assets.superyachttimes.com/photo/338863/image/large-1e155bf7c29dbd207464fbc1e99c7d6b.jpeg" data-gid="gid://syiq/Photo/338863">As the US superyacht sales market navigates economic and political uncertainty, including the impending presidential election, industry stakeholders remain cautious yet optimistic. While recent trends indicate a contraction, the resilience of American buyers and brokers will be crucial in adapting to the evolving landscape of superyacht sales in the coming year.

The US superyacht market in a nutshell

Post-FLIBS 2024 and Trump’s election, explore the US superyacht market trends, buyer preferences, and economic factors shaping the industry’s future.

A qualified yacht surveyor with a degree in business management, and a member of the Institute of Marine Engineering, Science &amp; Technology who serves on various professional committees, Piers Flood began his seafaring career in 1995 and spent 11 years working as a chief engineer on superyachts.&nbsp;In 2006 he transitioned to shore-based management roles. After a spell as head of new-build projects with a major brokerage firm, he joined <a data-gid="gid://syiq/Company/834" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Döhle Yachts (Company)">Döhle Yachts Technical Services Ltd</a> and was appointed to his current role as Technical Fleet Manager in 2019. Since coming ashore he has been involved in more than &nbsp;25 new build and refit projects.<img src="https://photo-assets.superyachttimes.com/photo/338861/image/large-34261a8989a6bd124bca76681ce86c8c.png" data-gid="gid://syiq/Photo/338861">What are your responsibilities as Technical Fleet Manager?My job is to provide support to yacht owners, management teams and crews and assist them in ensuring the yachts operate – or are built – as efficiently as possible from a technical perspective. But the role is more wide-ranging than it might sound. As yachts have grown in size, cost and complexity, my responsibilities have also grown to match the developments in the industry. So yes, I’m involved in making sure the engines are serviced in a timely fashion or repaired if there’s a problem, but I also provide support with shipyard contracts, yacht insurance claims, technical specifications and possible disputes. Basically I assist with anything that has a technical component to it, even down to providing advice on the choice of guest mattresses!<img src="https://photo-assets.superyachttimes.com/photo/93279/image/large-1c74dcd21013cd07243c4110eaafb98f.jpg" data-gid="gid://syiq/Photo/93279">Our mantra is that we aim to maximise the yacht's availability, minimise the technical costs, and preserve the value of the vessel. In other words, it’s about protecting the yacht as a financial asset for as long as the client decides to keep it. I spend a lot of time visiting shipyards and yachts in build, but to provide the level of technical support required for the millions of euros these projects cost, I have to think on a higher level than just spinning spanners.<img src="https://photo-assets.superyachttimes.com/photo/181202/image/large-1a952b04069ffdd5a611215911f8177c.jpeg" data-gid="gid://syiq/Photo/181202">What important lessons did you learn as a chief engineer at sea that serve you in your role today on land?I learnt a number of important lessons – sometime the hard way! The first was dealing directly with owners and learning there are no excuses for failure in their minds. Results have to be perfect and on time, or at least there has to be a very plausible reason outside your control – not an excuse – why they are not.<img src="https://photo-assets.superyachttimes.com/photo/334843/image/large-08fe6dd162632a96060e59e076cc1397.jpg" data-gid="gid://syiq/Photo/334843">&nbsp;Additionally, working, living and sleeping onboard 24/7 also taught me that you have to work as a team. Being on board for long periods also made me appreciate the pressures crew are sometimes under, especially if it’s a busy charter yacht, and having that shared understanding or empathy with the crew has been a help when it comes to resolving issues. Finally, I learnt that a wrong technical decision can lead to major problems, and not just financially. When you’re dealing with clients’ cash and expectations, even seemingly simple technical decisions need to be very carefully considered.<img src="https://photo-assets.superyachttimes.com/photo/210180/image/large-4bdaf2cf2f13ba16204d1ee78df3cd29.jpg" data-gid="gid://syiq/Photo/210180">You also have a degree in business management – how does that help when working with yards and owners’ teams on new builds?As an engineer I focused purely on optimising technical solutions and equipment; my degree in business management&nbsp;forced me to take a much broader view and consider the financial, organisational, and long-term benefits that might come with certain decisions.&nbsp;This is a great help when discussing more strategic concepts, such as preserving the yacht’s asset value, considering the cost/benefit equation, and understanding the pressures that shipyards and sub-contractors are subject to. It also means I take more holistic approaches to negotiating a contact or managing a shipyard period. The end game is to ensure the client wins in the long-term – a high-level of warranty support from a financially viable refit shipyard, for example – rather than driving the hardest bargain possible for short-term gain.<img src="https://photo-assets.superyachttimes.com/photo/168316/image/large-4aac33b41a657125f0dbd3f0385ad79e.jpg" data-gid="gid://syiq/Photo/168316">The new 65m project (NB126) in build at&nbsp;<a data-gid="gid://syiq/Company/14" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="RMK Marine (Company)">RMK</a>&nbsp;will be the first Polar Class expedition yacht built in Turkey. What challenges does that present as the owner’s technical representative?This particular project presents two major challenges. Firstly, how do we build a very high specification&nbsp;luxury&nbsp;yacht that will operate effectively in the polar regions, even down to the -20 °C conditions required by Class? These conditions can be very tough and every part of the yacht, even the paint, has to be assessed to make it can operate effectively without failing. This takes a lot of time and research, but can be achieved. The difficult part is combining it with the second challenge: making sure the yacht can also operate equally well as a luxury vessel in much warmer climates. However, it’s a challenge I am relishing and&nbsp;certainly learning a lot as the project proceeds.What has been the proudest moment in your career?I have had a number of proud moments over the years and they have always been when a client has recognised all the hard work and effort and shown their gratitude for a successful refit or new build. One moment, however, which stands out is when I managed and re-delivered my first refit in excess of €10 million. The client, who was not known for giving compliments, sent me a letter of congratulations.<img src="https://photo-assets.superyachttimes.com/photo/317477/image/large-fff5adc73473723e42ad2c92c8e263ae.png" data-gid="gid://syiq/Photo/317477">This article was first published in the 5th issue of How to Build It magazine,&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-6" rel="noopener noreferrer" target="_blank" title="">available for download here.</a>

Piers Flood’s journey to technical fleet management

Piers Flood’s journey from chief engineer to Technical Fleet Manager at Döhle Yachts, with insights on managing over 25 new builds and refits.

From sea to shore: Piers Flood’s journey to technical fleet management

<a data-gid="gid://syiq/Company/4716" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pascoe International (Company)">Pascoe International</a> was leading the pack when it announced in early 2022 the sale of an all-electric superyacht limo tender. After intense research and development, that project is now approaching completion and we went along to the state-of-the-art <a data-gid="gid://syiq/Company/4716" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pascoe International (Company)">Pascoe</a> facility in Hampshire, UK, to find out what sets its e-Limousine apart from other electric boats.<img src="https://photo-assets.superyachttimes.com/photo/215347/image/large-ba5851fbeb9de213e811e9cd0572b528.jpg" data-gid="gid://syiq/Photo/215347">“Engineering an electric limousine tender is very different from engineering other electric boats, which is why we haven’t really talked about the project after our initial announcement,” begins Tom Southern, managing director at <a data-gid="gid://syiq/Company/4716" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pascoe International (Company)">Pascoe International</a>. “Most small electric craft have very simple, lightweight engineering because weight is your enemy with electric propulsion, whereas a limousine tender by its very nature has a luxury interior, air conditioning, AV/IT, mood lighting, and so on. It’s an uphill battle from the start because we have all these house loads to take care of, which makes it much more challenging than just using electricity for propulsion.”The 9.4-metre <a data-gid="gid://syiq/Company/4716" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pascoe International (Company)">Pascoe</a> e-Limousine has been custom designed for a repeat customer and owner of a 65-metre new build. Originally the builder was contracted to supply a conventional, twin diesel limo tender, but following further discussions between the parties, it was decided that <a data-gid="gid://syiq/Company/4716" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pascoe International (Company)">Pascoe</a> should research the available technology and state of the electric tender market to ensure the owner’s investment would still make sense in ten years’ time. A hybrid solution was quickly discounted as Class and Flag rules prohibit combustible fuels being stored in the same place as Lithium-ion batteries (in one case this has led to the electric components even being removed from a hybrid tender built by another tender manufacturer).<img src="https://photo-assets.superyachttimes.com/photo/335522/image/large-77b00889839715348f56bdcd5f4d694d.jpg" data-gid="gid://syiq/Photo/335522">And so began a six-month period during which the company conducted a feasibility study by comparing as-built data from previous projects and utilising CFD to analyse the propulsion requirements of an all-electric limousine. The process even involved borrowing back one of its existing tenders with the same GRP hull geometry and carbon-fibre topsides to test the weight distribution of the 1.8 tonnes of custom batteries based on the CFD predictions.“The owner wanted to be ahead of the curve rather than trailing behind it,” says Southern. “Going electric represents a monumental step change within the cabin in terms of guest comfort; it’s the difference between a private jet and budget airline. But this is one of the first all-electric limo tenders on a superyacht and a brand of our size and reputation can't just bring a product to market unless it's going to work and work well.”<img src="https://photo-assets.superyachttimes.com/photo/335553/image/large-83afd7e396f51cf16a60ac6b877c7885.jpg" data-gid="gid://syiq/Photo/335553">Case by caseSouthern and his team had been looking into electric propulsion well before the contract was signed in early 2021, but with 5-8 per cent year-on-year improvements in battery energy density they felt the technology had not reached a level of sophistication whereby the perceived advantages of going fully electric outweighed the possible disadvantages. Even now, its viability has to be determined on a case-by-case basis.&nbsp;“We’ve very much tailored the boat to suit its function as tender to a private family yacht,” says David Edge, technical development engineer at <a data-gid="gid://syiq/Company/4716" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pascoe International (Company)">Pascoe</a>. “We've looked at the range, we've looked at the operating speeds, we’ve looked into various different modes, whether it's fast transit or cruising speed or getting home speed, just in case we need to conserve energy. We've gone through all of these scenarios to make sure that the drive package suits the function of the boat.”“In this instance we know the client very well, how the tenders are used, the number of guests on board, and what's really important to the owners,” adds Southern. “Even then it was marginal and if this was a busy charter yacht picking up clients from all over the place, there is no way we would have recommended going down the electric route because you simply don’t have the range. It’s always important that the tenders suit the operational requirements of the mothership, but even more so with electric.”The main source of noise inside the cabin of an enclosed tender once on the plane is not the engines but the drive train (especially with sterndrives that are most commonly used for tender propulsion and involve noisy changes in direction of the drive line). To eradicate this source of noise <a data-gid="gid://syiq/Company/4716" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pascoe International (Company)">Pascoe</a> came up with what it calls a ‘custom articulated drive system’, which has been thoroughly tested along with the e-motor and associated control systems on a 30-foot, single-engine, proof-of-concept boat.&nbsp;“The key for us was to remove things like the clutches,” says co-managing director Richard Watson. “Our system does have a reduction gearbox, but that is constant-mesh and because you don’t have the torsional vibration of a diesel engine going through it, produces less gear noise.”<img src="https://photo-assets.superyachttimes.com/photo/335554/image/large-edca28a32799489b2b2692efdf0e1e2f.jpg" data-gid="gid://syiq/Photo/335554"><img src="https://photo-assets.superyachttimes.com/photo/335555/image/large-f8515b170fbcd97b2da6c799ae7d58b6.jpg" data-gid="gid://syiq/Photo/335555">Punchy but poisedBecause the drive line comes straight out of an articulating gimbal on the back of the boat like a surface drive, the design was not limited by a cavitation plate and there was more freedom to optimise the prop size with significantly more blade area. Torque meters on the drive shaft of the test boat allowed <a data-gid="gid://syiq/Company/4716" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pascoe International (Company)">Pascoe</a> to read off exactly how much power they were consuming at any one point, which in turn meant they could specify the smallest and most lightweight e-motors possible to achieve the contractual performance. Southern calls it “Putting real meat on the theoretical bones – and there’s a lot of theory in small craft electrification.”“Some early electric propulsion systems have had to limit the torque of the e-motors so they didn’t destroy the gearboxes,” Watson points out. “But we really wanted to make the most of that punchy torque for seamless acceleration from sub-planing speeds to maximum rpm with minimal loss.”&nbsp;The balanced weight distribution provided by the batteries means the system also provides a more comfortable ride with no discernible ‘hump’ associated with conventional stern-heavy diesel propulsion – more like an electric car than a boat. Although the boat is capable of speeds in excess of 30 knots, it has been designed to perform efficiently at a cruising speed of 21 knots, although Southern doubts it will be doing much above 12 knots while guests are onboard.“The clue is in the name – a limousine tender should offer a softer and more sedate cruising experience,” he says. “Not to mention range. We’re looking at 40 nautical miles at a typical cruising speed of 21 knots, but if you drop down to 8 knots you can get close to triple figures. It’s all about operational speed.”&nbsp;Typical operational profiles also determined how the tender is recharged. Unusually for electric boats, it can be charged both in and out of the water. Besides the DC connection in the tender garage, there are also integrated charging points on the mothership’s swim platform. The idea is that as soon as the tender has completed a guest run, it plugs in to top up, which means range becomes less of a concern and onboard systems such as AC can be left running without draining the batteries. &nbsp; <img src="https://photo-assets.superyachttimes.com/photo/335557/image/large-6bdd210cf3716e9bd5a2399ab7891bb3.jpg" data-gid="gid://syiq/Photo/335557">Safety firstThe tender garage, essentially a battery store, is an A60 boundary box and, uniquely, the battery packs on the tender have a passive fire suppression system built into them. Additionally, when the tender is recharging the batteries are hard-wired into the mothership’s power management system and can be constantly monitored. But when the project began there were no safety regs from Class or Flag governing the design and operation of electric tenders. The risk that at any moment a new directive could scupper the project meant both <a data-gid="gid://syiq/Company/4716" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pascoe International (Company)">Pascoe</a> and the superyacht builder worked closely with Lloyd’s Register and Cayman Islands from the outset.“The shipyard and the owner’s team engaged with Flag very early on,” says Southern. “Any guidelines were passed to us to comment on and there were a few points that would have made it difficult, if not impossible, to properly operate the tender that we were able to change. I’m just glad we were in it together with the shipyard, because it was very much a collaborative process aimed at creating common sense, practicable solutions.”&nbsp;As you’re reading this, the <a data-gid="gid://syiq/Company/4716" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pascoe International (Company)">Pascoe</a> e-Limousine is going through factory acceptance tests, which will be followed by two weeks of sea trials. By the end of July she should be on her way to join the mothership that has already been launched. <a data-gid="gid://syiq/Company/4716" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pascoe International (Company)">Pascoe</a> says it has invested more money in the project than they have charged the client, the payback being the transfer of its technical know-how, including new patents, into future projects. It looks like that payback is already coming into effect.“We have at least one other serious enquiry for an electric limo tender,” concludes Southern. “But we won’t be signing any new contracts until the functionality of our first e-Limousine is thoroughly tried and tested in day-to-day use on the water.”<img src="https://photo-assets.superyachttimes.com/photo/335556/image/large-ddeaaa6c12025c957c2cfa33b4150fb7.jpg" data-gid="gid://syiq/Photo/335556">This article was originally published in&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-5" target="_blank">Issue 5 of How To Build It</a>. You can read all the articles from this edition&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-5" target="_blank">here</a>, and stay up-to-date with all previous editions&nbsp;<a href="https://www.superyachttimes.com/magazine" target="_blank">here</a>.

Build Report: Pascoe International on their all-electric superyacht limo tender

Pascoe International was leading the pack when it announced in early 2022 the sale of an all-electric superyacht limo tender. 

As lifecycle assessment and sustainable practices take on increasing relevance for yacht builders, so too does the search for alternatives to glass reinforced plastic, carbon fibre and conventional epoxy. Are natural fibre composites and plant-based resins viable alternatives for big-boat production?When GRP first emerged in the mid-20th century, it changed everything. Its properties and its scalability revolutionised the leisure boat market. Over the decades its prominence grew to near ubiquity, even in the smaller superyacht size bracket. But with sustainability now central to brand strategies, the limited end-of-life solutions for GRP are coming under more scrutiny.<img src="https://photo-assets.superyachttimes.com/photo/334758/image/large-c3fdb79597c15d77313cf112bb431685.jpg" data-gid="gid://syiq/Photo/334758">Enter natural fibre composites (NFCs). These draw on organic materials such as flax or even volcanic rock as their base and have the potential to provide the ease and performance of glass-fibre and epoxy-based composites without the emissions or environmental issues. Indeed, for one pioneering boatbuilder, NFCs could change the marine leisure sector by reducing reliance on GRP and taking it in a more sustainable direction. Greenboats is a German company founded in the early 2000s by Friedrich Deimann, who had trained as a wood boatbuilder.<img src="https://photo-assets.superyachttimes.com/photo/334757/image/large-c3efe743de70942095bf8a7133b64a72.jpeg" data-gid="gid://syiq/Photo/334757">“Friedrich worked for years building superyacht tenders at <a data-gid="gid://syiq/Company/3619" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Yachtwerft Meyer Gmbh (Company)">Yachtwerft Meyer</a> using high-end composites and was fascinated by what was possible with them,” says Jan Paul Schirmer, joint managing director at Greenboats. “He did some research and discovered that natural fibres, and linen in particular, have very interesting mechanical properties but hadn’t found an application in boatbuilding. He decided just to go for it himself.”Deimann’s first NFC vessel was a kayak that he finished in 2012. Key to the project were the flax fibres, clearcoat finish that would show the fibres, and the sourcing of plant-based resin, because if you use a natural fibre it defeats the object to dump it in synthetic resin.“The eureka moment was to see the surface finish, because you can create a product that has more of the aesthetics of a wood product but technical properties of glass fibre,” says Schirmer. “There was no going back for him then. And it wasn’t about saving the planet either, it was about creating fascinating products with unique aesthetics.”<img src="https://photo-assets.superyachttimes.com/photo/334759/image/large-425245cdcc36cbf58e135e467378e4fd.jpg" data-gid="gid://syiq/Photo/334759">BUILDING THE BUSINESSAt first Greenboats focused on creating a portfolio of prototypes to prove the properties of flax-based NFCs. But that changed in 2016 when they built an NFC version of the Bente 24, a popular series 24-foot sailing yacht. The NFC version achieved the same weight and stiffness – and the same sailing performance – &nbsp;as the conventional GRP model. That sailboat was Schirmer’s own introduction to Greenboats. While working at Bente, he was shocked to see that the NFC-built yacht had an immediate and powerful impact on branding. “I figured if we can do that in a niche industry like sailing, what impact could we have on larger markets like automotive or renewable energy?”&nbsp;Schirmer joined Greenboats in 2018 and helped propel the company from producing one-offs to building series boat and NFC components for other builders looking to make the transition. The process has not been straightforward. For one, the flax needed to create NFCs is not the typical twisted yarn that comes from the flax industry.&nbsp;“It took us more than ten years to build a scalable and reliable supply chain because we need a flat, untwisted roving [essentially a ribbon of flax], and even today that is still in limited supply,” Schirmer explains.This obstacle was partly solved in 2023 when Group Depestele, one of Europe’s largest private flax producers with plantations across Normandy, &nbsp;invested in Greenboats, ensuring the supply of flax roving that can then be used for the woven and bi-axial mats required for boatbuilding.Schirmer admits that flax-based NFCs are still in their infancy and although they have been proven for boatbuilding across several projects – including Greenboats’ own Flax 27 daysailer – there are still hurdles to overcome.&nbsp;“We say we have the performance comparable to glass fibre but the cost comparable to carbon fibre,” says Schirmer tellingly. “However, we have a portfolio of multi-axials and wovens that are like-for-like from a mechanical properties point of view and we can supply other boatbuilders with these materials. I think uptake has been slow not just because the materials are more expensive, but because it’s a much more advanced process and like any textile that absorbs water, the flax absorbs resin.”On the one hand, this creates a composite that has good sound and vibration damping and insulation properties, but on the other means the process has to be a lot more controlled for variables such as humidity, temperature and pressure. To solve this, Greenboats uses vacuum infusion. As well as supplying raw materials, it offers large panels up to 6 metres by 2.5 metres for sandwich construction using various cores from balsa to recycled PET. It’s a side of the business that has drawn clients from the elite of sailing and Greenboat NFCs were used for hatches, panels and other items on the IMOCA 60s Malizia and the 11th Hour Racing team’s Malama, winner of the 2022-23 Ocean Race. “We built the boat with sustainability in mind,” says Wendy Schmidt, a serial sailing superyacht owner and co-founder of 11th Hour Racing. “The IMOCA 60s are among the fastest monohulls in the world and you don’t sacrifice any performance when you are simply replacing some of the carbon fibre with things like flax or bamboo. I think the change begins with little things like that.”<img src="https://photo-assets.superyachttimes.com/photo/334756/image/large-a380876a17561b4f2b59fbf9e5e40c6a.jpg" data-gid="gid://syiq/Photo/334756">SCALING UPSchirmer believes NFCs can replicate any GRP structure and Greenboats is already producing elements for the automotive, aerospace the renewable energy sectors: “We are still in the game of building infrastructure,” he says, “but hopefully that will lead to a big shift toward more sustainable practices.”By extrapolating the number of tonnes of the long-fibre flax harvest and the percentage of that available to the industry, Schirmer estimates 30,000 tonnes of NFCs per annum could be used for boatbuilding in Europe, which equates to a significant proportion of the 5- to 9-metre leisure boat market, although there’s also plenty of scope for component parts in the larger yacht and superyacht segments such as ceiling panels and other interior components. Other builders are starting to take note, with production giants like Groupe Beneteau looking to introduce NFCs to some extent into their production processes, and other builders such as Amer Yachts considering using volcanic fibre-based NFCs for components instead of GRP.<img src="https://photo-assets.superyachttimes.com/photo/334755/image/large-d96ecd236e368cec1a06c0b41c5e8ad0.png" data-gid="gid://syiq/Photo/334755">In the superyacht sector, while natural materials such as flax, hemp and vegan leather are starting to become more common for interior finishes, <a data-gid="gid://syiq/Company/327" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Baltic Yachts (Company)">Baltic Yachts</a> has already taken a tentative plunge into structural NFCs with its Café Racer 68 model.&nbsp;“There isn’t a better material in terms of properties than carbon fibre if you’re looking for strength, but not every section of the boat needs to be filled with those fibres,” says Henry Hawkins, executive vice-president at <a data-gid="gid://syiq/Company/327" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Baltic Yachts (Company)">Baltic Yachts</a>. “We wanted to prove with the 68 that we could combine carbon with NFCs. We have a full carbon deck for stiffness, but we were able to replace 50 percent of the carbon in the hull with flax. That was reasonably conservative.” <img src="https://photo-assets.superyachttimes.com/photo/334751/image/large-2af23f72b8288cce90e6a625279d658a.jpg" data-gid="gid://syiq/Photo/334751">Hawkins concedes that there is a weight penalty, but also says that they could go further in terms of the proportion of flax in the hull, and the material also offers gains in areas like noise damping because it has higher density than carbon. He also admits they got the idea originally from Greenboats, but there was a previous <a data-gid="gid://syiq/Company/327" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Baltic Yachts (Company)">Baltic</a> yacht that set a precedent: the <a data-gid="gid://syiq/Company/327" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Baltic Yachts (Company)">Baltic</a> 130 <a data-gid="gid://syiq/Yacht/5653" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="My Song39.6m (129'11&quot;)Baltic Yachts2016">My Song</a> had an elegant interior by <a data-gid="gid://syiq/Company/153" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Nauta Yachts S.r.l. (Company)">Nauta Yachts</a> with tabletops and panels made from resin-infused linen to produce a glossy wood-like finish. Flax can be weaved into linen and the boat was owned by Pier Luigi Loro Piana, famous for producing yarns and fabrics for luxury clothing and textile products. Loro Piana was keen to use the linen composite for structural purposes as well, but it was deemed a step too far a decade ago.For Marion Koch using new materials and bio-based resins is not just an exercise in exploring new technologies but part of a larger imperative to introduce more sustainable boatbuilding practices. As Technical Director of Innovation Yachts in Austria, which has its main shipyard in the yachting heartlands of northwest France, she and her partner Norbert Sedlacek have been instrumental in introducing innovative volcanic fibres into yacht building. Interestingly, their development work with the volcanic NFCs started at almost the exact same time Deimann was starting to explore flax.<img src="https://photo-assets.superyachttimes.com/photo/334752/image/large-f7301c68420dae642f4412377b0a4c5b.jpg" data-gid="gid://syiq/Photo/334752">The fibres are produced by a Belgian company called Isomatex. The volcanic rock is ground down, analysed for chemical and mineral content (adding minerals if necessary to ensure chemical consistency of the product), then melted and the resulting magma extruded into filaments.&nbsp;“It has about the same density as glass fibre, but has higher mechanical properties so you need less of it to have the same effect,” says Koch. “The process of using it is pretty much the same as using glass fibre in vacuum infusion, although it took a while to find the right resin as the volcanic rock is hydrophobic. The fibres are also safer to work with because they’re not an irritant and the much larger particles don’t get into the lungs.”It hasn’t been a straightforward path, however. When Koch and Sedlacek became aware of volcanic fibres in the late 2000s, they talked with manufacturers and decided the material was ready to start building with, until they realised there was a problem: the fibres were available in the form of the Filava continuous strands but, like Deimann had found with flax, there was no mat form essential for the laying up process.“We started our first company in Austria called Fipofix, which stands for fibre positioning and fixation,” says Koch. “We developed machines to position the fibres and make a mat from which we could build a boat. We began in 2009 making the first tests with the fibre and from there we developed the process that led to us building the very first boat using volcanic fibres, which launched in 2012.”<img src="https://photo-assets.superyachttimes.com/photo/334754/image/large-06571b061dd6b95c28a3ca56f7e4661f.jpg" data-gid="gid://syiq/Photo/334754">ROCK THAT BOATThat first boat was a 16-foot Open 16 class yacht called Fipofix. The boat quickly proved herself with two non-stop crossings of the Atlantic with Sedlacek’s son at the helm, setting several records in the process.&nbsp;“It showed what the material can do and highlighted its qualities,” Koch enthuses. “It’s really a rock, which means it resists UV and water, and it’s shock-absorbing as well as being both nice to work with and very stable. These are properties that make it very suitable for the marine industry.”Following the success of Fipofix and the development of the volcanic fibre mats and suitable bio-resins to go with them, the Kochs founded Innovation Yachts in 2016 and set about developing a much larger proof of concept that would also have less impact on nature.&nbsp;“Our NFCs now comprise the organic, volcanic fibre and an epoxy resin which has a high bio-content in both the resin and the hardener and which doesn’t use solvents,” says Kock. “It’s really great to work with and it’s neutral as soon as it’s cured, so there’s no impact on the environment because water doesn’t interact with it and wash all the nasty stuff into the sea.”&nbsp;In addition to using balsa wood from FSC-certified plantations for its core material to reduce environmental impact, Innovation Yachts put its volcanic NFCs to work in the Open60 Ant Arctic Lab, which is aiming to break records by attempting a single-handed, non-stop circumnavigation. Moreover, it is building a leisure sailing catamaran called the Volcat 16; a fleet of recyclable solar-electric, 10.6-metre charter cats; a 44-footer; and the recycled Lava330 tender. The company is also contributing to two EU initiatives aimed at developing green boatbuilding knowledge and skills across the industry.<img src="https://photo-assets.superyachttimes.com/photo/334764/image/large-b95587f5ae48a00cc87ccca5367046cb.jpg" data-gid="gid://syiq/Photo/334764">NICHE OR NORM?It’s clear that something is going to have to change to ensure that yachts, and in particular superyachts, remain relevant and sustainable. NFCs are not a panacea, but they could play a significant role in the transition to more eco-friendly boatbuilding while offering clients something unique or aesthetically pleasing. There is, however, a learning curve to using NFCs and limited supply issues, which could limit its uptake in the short term.&nbsp;“It’s perfect for racing classes that don’t use carbon and it’s great for custom builds,” says Koch. “It also has huge potential for production builders, but it’s likely customers would have to pay a little bit more for their boats.”“Our vision for flax is that it could become the champagne of composites with really high aesthetics, high value and bespoke finishes,” concludes Schirmer. “We see it as a new product category and we want to question consumption, or the way you build a product, or how a product can tell a story. It’s still early days and the party has maybe just started, but it’s going to change in the next five to ten years.”<img src="https://photo-assets.superyachttimes.com/photo/334748/image/large-0103e0cc3fbffa3eae17e20f03699197.jpg" data-gid="gid://syiq/Photo/334748">Sidebar 1: Flax &amp; figuresFlax has found its way into everything from canvas to banknotes to teabags. The plant grows from seed to harvest in 100 days, meaning two crops can be planted per year. “After cutting, the plant is left lying in the sun to rot a little in a process known as retting,” says Loris Schimanski, a boatbuilder and business developer at Greenboats. “Then the stalks are broken up and the long fibres are brushed out in a process called scutching. These are what are turned into a perfectly flat roving which we can then use to create our woven and multi-axial mats, which can be used like you would use glass fibre mat.”What’s more, every part of the plant is usable. The stem parts can be used to make vegetal plastics, and the seeds are used to create linseed oil or the basis for the natural resins used by Greenboats. The crushed remnants of the seeds can be used for livestock fodder.<img src="https://photo-assets.superyachttimes.com/photo/334760/image/large-07c7cd215237802c5e35aa2475a141bc.jpg" data-gid="gid://syiq/Photo/334760">Sidebar 2: Bio-resinsA key part of the NFC concept centres on the combination of natural fibres (and natural or recycled core materials) with plant-based resins. While 100 per cent bio-resins are still a way away, both Greenboats and Innovation Yachts use resin systems that have a high bio-content and avoid harmful elements like solvents, and which have already been proven suitable for the marine environment.“There’s no excuse not to use at least 30 per cent bio content in our opinion, and we are working directly with suppliers of epoxidized linseed oils as a source,” says Schirmer. “Our goal is to ultimately to reach 80-plus per cent bio content in the resin, and in our laminate we have 90-plus per cent bio content, which means we’re saving a lot of carbon in our materials. We’re creating an organic product.”This article was originally published in the How to Build It magazine which can be&nbsp;<a href="https://www.superyachttimes.com/magazine" target="_blank">downloaded here.</a>

A closer look of natural fillers in yachting 

Can Natural Fibre Composites and plant-based resins replace other yacht building materials?

Can Natural Fibre Composites replace GRP or carbon fibre?

<a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm Yachting Systems</a> has engineered and custom-built lifting equipment, passerelles, side boarding ladders, hatches, platforms, balconies and hull doors for some of the largest superyachts on the water. Celebrating its 70th anniversary this year, we visited its headquarters in the Netherlands to discover more about how the company operates.<img src="https://photo-assets.superyachttimes.com/photo/333868/image/large-0cec83fde6e0423b331ba294e69904d7.jpg" data-gid="gid://syiq/Photo/333868">Remco Zeevaarder, sales manager at <a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm Yachting Systems</a>, and project manager Oene Schriemer, are dwarfed by the massive crane resting on its transport frame ready to be shipped and mounted on the deck of a major rebuild project. The crane – one of <a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm</a>’s largest to date – has dual functionality as an 8-tonne cargo crane with a 10-metre reach, and 2.5-tonne capacity Life-Saving Appliance (LSA) for launching and retrieving a rescue boat. Combining these functions in one piece of lifting equipment brings with it some technical challenges as different cranes have to follow different design and safety criteria depending on their final use.“Cargo lifting equipment doesn’t need to be classed, although it can fall under optional class rules,” explains Zeevaarder. “But man-riding or life-saving cranes have different hooks with a double-action operation or a lanyard for quick release, different calculations for material strength, different speed requirements for lowering and lifting, a second brake on the winch, a counter to see when the cable needs replacing, and they have to be tested at high heel angles to make sure they will still work when the vessel is listing. So the first question we always ask customers is, what kind of crane do you want?”<img src="https://photo-assets.superyachttimes.com/photo/333869/image/large-4c9e25d056916821f8542c224ff4ed0c.jpg" data-gid="gid://syiq/Photo/333869"><a href="#managed-by-system" title="Cramm Yachting Systems BV (Company)" data-gid="gid://syiq/Company/1000" target="_blank" rel="noopener noreferrer"></a><a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm</a> specialises in developing bespoke solutions to individual requests. Over the years it has evolved from offering more or less standard equipment to supplying tailor-made hydraulic equipment for yachts over 50 metres in length (see sidebar). With the increase in average size of yachts over the past couple of decades, the company has seen a corresponding increase in demand and grown its capacity proportionally. When engineer Bas van de Pol joined the company in 2016, for example, he had just one other colleague in the engineering department – now there is a team of 15 engineers designing hydraulic equipment that ranges from a 17-metre passerelle and 13-metre watertight steel door, to pop-out sliding balconies and the largest single-point deck crane on any yacht. <img src="https://photo-assets.superyachttimes.com/photo/333870/image/large-7338e0f99d81446100e07a883fddef2b.png" data-gid="gid://syiq/Photo/333870">“The biggest challenge we face is working around space restrictions,” says Schriemer. “Tenders, for example, are getting bigger, but the vertical height of garages has remained more or less the same, and we also have to consider the height of the trolley, block and lifting hook. That means we usually recess sliding beam cranes into the deckhead and the tenders themselves are placed on retractable chocks to save vertical space.”<img src="https://photo-assets.superyachttimes.com/photo/333859/image/large-31fab4e56d0abf68cca8f8cae9ef2fe4.jpg" data-gid="gid://syiq/Photo/333859">TAILOR MADEAll this equipment has to be safe, quick and worry-free to operate, as well as blending into the individual aesthetics of each yacht. Cranes and davits on superyachts should be unobtrusive but efficient (the <a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm</a> Folding Crane or CMC, for example, folds out from underneath a deck hatch), and folding platforms or hull doors need to work smoothly and create a seamless, watertight barrier when closed. The high level of R&amp;D required to achieve tailored solutions often means a separate engineering order that precedes the actual order for the supply of equipment and can add up to hundreds of man-hours.<img src="https://photo-assets.superyachttimes.com/photo/333881/image/large-1800f6ad97f2e3240cbc71b61ea647cd.jpg" data-gid="gid://syiq/Photo/333881">In one such case, Zeevaarder received a request for multiple balconies that slide out of the hull and superstructure on a 100-metre-plus new-build project in northern Europe. The engineering team got to work and quickly chose electric frequency-controlled drives over hydraulic actuators because of the risk that fluid could leak out and mar the exterior paintwork and interior of the cabins. The 3.5-metre-wide retractable balconies extend 1.6 metres from the sides of the yacht and the teak soles are raised on scissor-lifts to be flush with the floor of the cabins. Each balcony is slightly different as they have to merge invisibly into the hull or double-curved superstructure coaming when closed. Moreover, the all-glass railings, which also serve as side-deck partitions between the cabins, are designed to move or fold with the platforms.“Overall we put around 3,000 man-hours into the design and development of the balconies,” says Van der Pol. “Upfront I thought it would be a lot less, but there was so much communication with the yard that it took two years to come up with the final solution. A late request, for example, was to add holes in the bulwarks to take supports for sun awnings, which meant we had to recalculate the effects of wind pressure and other forces on the whole system.”<img src="https://photo-assets.superyachttimes.com/photo/333863/image/large-c2596ba818f0695f46aebd50dd88ef1c.png" data-gid="gid://syiq/Photo/333863">For the same project, <a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm</a> developed a 17-metre long, non-telescopic passerelle with 16 self-levelling stair treads for comfortable deck-to-dock service. Because of the design of the transom and aft deck stairs, the lorry had to slide out of the box several metres before slewing to reach the quay and <a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm</a> built a special test frame mounted on top of a 20-foot container to check the PLC-controlled system all worked properly. For the sideboarding ladder it adapted a solution that had already been tried and tested on 88-metre <a data-gid="gid://syiq/Yacht/385" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Maltese Falcon88.0m (288'9&quot;)Perini Navi2006">Maltese Falcon</a>. The height of the box casing for the ladder meant the gap between the top step and the main deck was uncomfortably high, so a pop-up step was engineered into the extendable lorry.Developing these kinds of complex custom solutions requires a more hands-on approach and a different skillset to supplying standard equipment: “Most suppliers require the yard to adapt the yacht to their equipment,” says marketing manager Joost Deutekom. “<a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm</a> designs the equipment to fit the yacht.” This means project managers like Oene Schriemer need to have not only the necessary technical knowledge, but also managerial, financial and people skills as they have to deal with in-house technical staff, operational and shipyard representatives, captains and family offices, suppliers and subcontractors, as well as flag states and class societies.&nbsp;BUILD IT RIGID&nbsp;When <a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm</a> was brought in by a Turkish shipyard to supply the passerelles on a pair of new-build yachts that were already well into construction, they immediately saw that the height of the box housings into which the lorry and gangway retract was less than their customary standard. A smaller box saves interior volume, but means the passerelle is less rigid and prone to ‘bouncing’ with more stress transferred to the slew bearings (see sidebar) that can lead to excessive wear or even failure (Cramm prefers a maximum bending factor equivalent to 2 percent of the passerelle’s extended length when loaded with 250kg). In order to maximise stiffness, the <a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm</a> engineers chose to build with Superduplex steel that is significantly stronger than marine grade stainless steel (and costs around twice as much). In addition, FEM analysis was used to see where they could drill holes to keep the structures as light as possible without losing tensile strength or torsional rigidity.<img src="https://photo-assets.superyachttimes.com/photo/333862/image/large-9827b341a7b21c7e9c9407fd4ac86cdb.jpg" data-gid="gid://syiq/Photo/333862">As we saw at the beginning of this article, lifting equipment is no less complex. <a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm</a>’s biggest deck crane delivered to date was for the 108-metre <a data-gid="gid://syiq/Company/212" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Benetti SpA (Company)">Benetti</a> <a data-gid="gid://syiq/Yacht/5651" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="IJE108.0m (354'4&quot;)Benetti SpA2019">IJE</a>. In addition to a garage in the stern, the yacht has two sunken tender bays on her foredeck. These bays extend out to the hull sides, making it difficult to reach the bow that serves as an emergency landing spot for a helicopter. The solution was to design a cargo/LSA crane that doubles as a convenient walkway, complete with teak deck and stanchions, which when not in use is not recognisable as a crane at all.&nbsp;“Another issue was that the bays were very deep and there was no way to lift the tenders without banging the sides, possibly causing damage,” adds Zeevaarder. “Our solution was to install 12-tonne scissor-lifts under the tenders that raise them up closer to deck level from where they can be easily lifted out by the crane.”A critical consideration affecting the design of deck cranes is heel angle. Even if the stability of a ship or yacht accommodates high heel angles, the crane may not like it. This is why LSA cranes are pre-tested at 20° of heel and 10° of trim (5° and 2° for cargo cranes). The load height limit is measured from the tip of the crane boom, but as the ship heels over the suspended load swings from the tip of the crane boom further in the direction of heel (regardless of the hook height). As the crane moves its load further over the side the heeling moment also increases, so stability becomes a balance between the heeling moment of the crane and the righting moment of the vessel. <img src="https://photo-assets.superyachttimes.com/photo/333857/image/large-78b31df58421c0eebff5913f1efccfe1.jpg" data-gid="gid://syiq/Photo/333857">CREATIVE ENGINEERINGEnsuring that all these factors remain within designated limits takes some creative engineering to come up with practical yet elegant solutions for each new custom request (<a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm</a> received a recent enquiry for lifting gear for a 30-tonne tender inside a two-tier garage). It also requires extensive physical testing. This takes place at the maritime assembly facility in Leeuwarden where the deck and beam cranes, passerelles and other hydraulic equipment, are pre-assembled prior to painting and thoroughly checked on test rigs to make sure they meet Cramm’s high-quality engineering standards and comply with flag or class regulations.&nbsp;“This is where the Group’s experience, knowledge and engineering capacity come together,” concludes Zeevaarder. “The wealth of know-how built up over the last 70 years means we can transform custom ideas and requests into reliable solutions that will last for years. I’m not saying it’s always easy, but we’ve always loved a challenge.” <img src="https://photo-assets.superyachttimes.com/photo/333871/image/large-90473307daff4b4a96c1c78535aec285.jpg" data-gid="gid://syiq/Photo/333871">Sidebar:&nbsp;SMI Groep<a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm Yachting Systems</a> is part of SMI Groep that specialises in high-quality engineering and manufacturing. With headquarters in Leeuwarden in the northern Netherlands, an annual turnover in excess of €50 million and around 250 permanent staff, the Group is active in metalworking, maritime solutions and other fields serving a wide range of industrial sectors. In addition to <a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm</a>, there are four other companies in its maritime division: Nieland manufacturers presses and frame benders for cold forming double-curved hull panels; <a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm</a> HLS produces helicopter landing grids (Heligrid) that enable pilots to land safely in any conditions; <a data-gid="gid://syiq/Company/292" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hydromar Marine Equipment (Company)">Hydromar</a> produces equipment for semi-custom yachts based on standard solutions; and Swissway offers a range of boarding equipment for series yachts up to 30 metres in length.“The advantage of being part of a group is that we’re able to leverage the synergy between the different divisions and brands,” says Joost Deutekom. “For example, we outsource the painting and teak work, but most of the metalworking is done in-house by our manufacturing division. And depending on the size of yacht and degree of customisation required, customers can choose between Swissway, <a data-gid="gid://syiq/Company/292" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hydromar Marine Equipment (Company)">Hydromar</a> or <a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm</a>.”The assembly facility for all three brands is close by the Group headquarters in Leeuwarden and covers 20,000 square metres, but there are plans to grow the site to create more warehousing space and increase capacity for refit purposes. <a data-gid="gid://syiq/Company/1000" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cramm Yachting Systems BV (Company)">Cramm</a> currently completes one or two major maintenance jobs on site each winter season, but is looking to significantly expand its refit services to meet to the demands of the growing superyacht fleet and absorb fluctuations in orders for new equipment.<img src="https://photo-assets.superyachttimes.com/photo/333858/image/large-51fb28cfec0590843d180bd3b721245d.jpg" data-gid="gid://syiq/Photo/333858">Sidebar: Just slew itMost passerelles and deck cranes aboard superyachts are required to swivel smoothly and consistently. To do this they rely on slew drives, a gearbox designed to handle radial, axial and moment loads using high rotational torque. Based on a centuries-old engineering idea, the underlying technology was employed by Leonardo da Vinci in some of his inventions. Today’s slew drives are the unsung heroes that deliver the positional accuracy and mechanical control making modern passerelles and deck cranes possible. &nbsp;At the heart of the system is the slewing ring that allows it to withstand high moment loads. Slewing ring bearings are composed of two or more concentric rings or raceways that enhance the load support and power transmission in all directions. Slew drives usually work in tandem with standard worm technology, in which the ‘worm’ on the horizontal shaft acts as the driver and transfers magnified torque force to the radial gear (for the larger cranes the slewing is achieved by using a pinion and toothed ring gear instead of the worm gear). The number of threads on the horizontal screw and the number of gears that interact will determine the speed ratio of the setup. Apart from the output torque to rotate loads, there is also the ‘tipping’ torsion from external loads applied to the slew drive bearing, which creates an overturning moment also called tilting torque. This rating means the drive can absorb the rated moment loading without deformation of the raceway.&nbsp;This article was originally published in the How to Build It magazine which can be&nbsp;<a href="https://www.superyachttimes.com/magazine" target="_blank">downloaded here.</a>

Cramm Yachting Systems in detail

Justin Ratcliffe visits Cramm Yachting Systems to find out about the technical challenges of lifting systems.

Lift that load: A spotlight on onboard lifting equipment

Amidst all the media attention surrounding sustainability and alternative fuels, it’s easy to overlook pour-in products for liquid hydrocarbon fuels that can help cut costs, improve engine performance and benefit the environment in the process – and they can do it today, not years down the line.“I was reading an article one day about attempts to emulsify water in diesel fuel, which had been going on for almost a hundred years,” recalls inventor Jimmy Redman. “No one could get the emulsion to be stable in the long-term and I thought ‘Well, I can have a bash at that’. I’d spent time working in the printing industry on emulsifier chemistry, which works on the principle that oil and water don’t mix, but sometimes you want them to."<img src="https://photo-assets.superyachttimes.com/photo/332387/image/large-4d7156aff46adb6a3cdec425d8f3ab0c.png" data-gid="gid://syiq/Photo/332387">Water-in-diesel emulsions (WiDEs) have been a field of intense research. All fuels are hygroscopic, especially biofuels, so they naturally attract and absorb water, but the notion of adding water to diesel fuel on purpose seems nonsensical – after all, engineers take great care to do the exact opposite and protect the combustion chamber from water contamination. Indeed, free water can damage engines, filters, injectors and other critical components, as well as providing the growth conditions for the microorganisms that cause ‘diesel bug’. &nbsp;Nonetheless, the presence of water in diesel is an unlikely but known method for reducing NOx and particulates emissions during combustion. An emulsion of water allows the fuel to burn more efficiently by creating a secondary explosion, sometimes known as ‘the steam effect’, whereby microscopic droplets of water are vaporised by the injectors, exploding large fuel globules into smaller droplets, increasing the fuel surface area that can mix with the air in the combustion chamber. The main problem with WiDEs and why they never caught on with engine manufacturers was that the water-fuel interface was inherently unstable, so the water tended to separate from the fuel and sink to the bottom of the tank.<img src="https://photo-assets.superyachttimes.com/photo/332385/image/large-ee171c79c2ca4c9a6e90a1801d59a4d9.png" data-gid="gid://syiq/Photo/332385">Long-term stabilityRedman came up with a formula that stabilises this interface and in 2012 SulNOx Group was founded – now a London-listed green-tech PLC – to market his breakthrough. Unlike standard fuel additives, which are fossil-fuel based and make the fuel burn harder and brighter but essentially mask poor combustion by increasing the octane rating or cetane points (and potentially invalidating warranties), Redman set about creating emulsifiers and conditioners made from natural, biodegradable ingredients that ‘scavenge’ the water already present in fuel and release additional oxygen to improve combustion efficiency. In the process, this would help reduce harmful emissions, fuel consumption and maintenance costs. Crucially, they also allow an emulsion that remains stable for years (during a video conference with SulNOx, this writer was shown a sample of emulsified fuel prepared in 2017 that is still perfectly stable).&nbsp;Additionally, the detergent properties of Redman’s innovations remove deposit build-ups, clean filters, fuel lines and EGR systems, and improve lubricity to reduce wear. This is relevant as refinery processes strip sulphur content from fuel, resulting in reduced lubricity, a particular concern in modern high-pressure common rail (HPCR) fuel systems with increased potential for shearing damage to mechanical components. <img src="https://photo-assets.superyachttimes.com/photo/332386/image/large-08a8c33f8be56e2c5142f84777ca601e.png" data-gid="gid://syiq/Photo/332386">“The emulsifier doesn’t play a direct role in the combustion but enables the water to be there in the fuel,” explains Redman. “The critical thing is that the emulsion has to be stable over time, which historically has not been the case, as free water passing through the injectors is not a good idea!”Increased surface area combined with increased oxygen means cleaner combustion, so lower NOx and CO2 and particulates emissions, but also reduced maintenance costs. SulNOx solutions work with all liquid fuels from regular diesel, marine diesel oil and marine gas oil to gasoline, kerosene and biofuels, including HVO, and are fully compliant with multiple standards as certified by <a data-gid="gid://syiq/Company/1463" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bureau Veritas (Company)">Bureau Veritas</a> and <a data-gid="gid://syiq/Company/1452" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lloyd's Register (Company)">Lloyd’s Register</a>.Particulate matterArguably the most striking benefit is the reduction in particulate matter, which includes the irritating soot you can see but also the microscopic stuff you can’t see that can be small enough to pass through the lung tissue into the bloodstream, causing lasting damage and even premature death. In two trials over a six-month period of the fuel system aboard CRN’s 73-metre <a data-gid="gid://syiq/Yacht/2749" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Yalla73.0m (239'6&quot;)CRN2014">Yalla</a> by independent emissions monitoring specialist Green Sea Guard, SulNOx additives were shown to reduce black carbon and particulate matter in the exhaust gases from one of her generators by over 99 percent. <img src="https://photo-assets.superyachttimes.com/photo/2108/image/large-f897ea74b6a3d7116db0380a2d6b728a.jpg" data-gid="gid://syiq/Photo/2108">“We have been involved in assessing many fuel products over the years,” says Anita Bradshaw, co-founder and CEO of Green Sea Guard. “However, SulNOxEco Fuel Conditioner is remarkable as we found a reduction of more than 99 per cent in particulates in our analysis over hundreds of data points.”Green Sea Guard provides and installs equipment to monitor ship emissions, gather emissions data by telemetry and provide advanced analysis of that data. Its systems allow shipowners to avoid manual fuel and receipt inspections while supporting compliance acceptance, fuel evaluation, performance profiling and engine diagnostics. The monitoring devices used can make high-resolution readings of up to nine gases at a time, including all the toxic gases that need to be reported to regulators, while avoiding the accuracy issues that laser-based systems may encounter at higher particulate concentrations due to particulates “masking” each other.&nbsp;Amazingly, particulates in the <a data-gid="gid://syiq/Yacht/2749" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Yalla73.0m (239'6&quot;)CRN2014">Yalla&nbsp;</a>exhaust data were at a level on a par with rural France and three times lower than ambient air quality in big cities like London or New York. In addition, the simulation models showed a theoretical reduction of fuel consumption of over five per cent resulting from the more complete combustion of the particulates alone.<img src="https://photo-assets.superyachttimes.com/photo/332381/image/large-f1cc374164904374c33c4cfcdc027e50.png" data-gid="gid://syiq/Photo/332381">“The tests by Green Sea Guard showed that the safest air in Monaco was coming out of <a data-gid="gid://syiq/Yacht/2749" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Yalla73.0m (239'6&quot;)CRN2014">Yalla</a>’s generator exhaust!” Redman points out. “That kind of puts things into perspective, because particulates have not been the focus of attempts to reduce harmful emissions up until now.”Already active in the automotive, transport, agriculture, construction and shipping sectors, assisting SulNOx Group break into the superyacht world is Craig Morris, whose family has 33 years of collective experience in the superyacht industry. Following <a data-gid="gid://syiq/Yacht/2749" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Yalla73.0m (239'6&quot;)CRN2014">Yalla’</a>s lead, the classic 42-metre Feadship <a data-gid="gid://syiq/Yacht/822" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Synthesis 6641.8m (137'2&quot;)Feadship1982">Synthesis</a> 66, 63-metre Benetti <a data-gid="gid://syiq/Yacht/4452" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Soundwave63.0m (206'8&quot;)Benetti SpA2015">Soundwave</a> and 50-metre Trinity <a data-gid="gid://syiq/Yacht/116" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="La Dea II49.07m (160'12&quot;)Trinity Yachts2007">La Dea II</a> have adopted the product. Other yachts, including 90-metre <a data-gid="gid://syiq/Yacht/523" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Nero90.1m (295'7&quot;)Corsair Yachts2007">Nero</a> and 72-metre <a data-gid="gid://syiq/Yacht/337" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Arbema72.0m (236'3&quot;)CRN2010">Arbema</a>, are expected to start programs soon.“Everybody's looking for a silver bullet,” says Morris. “But when it comes to cutting emissions and fuel consumption there is no such thing. It takes a mixture or cocktail of different technologies to get a better result and start making a change immediately. SulNOx is not a complete solution, but it is an affordable and practical option while new transition technologies are being developed.”<img src="https://photo-assets.superyachttimes.com/photo/332382/image/large-e48135b409537d2b7d2153ffb2bd3528.png" data-gid="gid://syiq/Photo/332382"> Partial vs. full treatment&nbsp;Two separate analyses were carried out aboard&nbsp;<a data-gid="gid://syiq/Yacht/2749" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Yalla73.0m (239'6&quot;)CRN2014">Yalla</a> taking readings from one of the CAT18 generators. At the first sampling in November 2022, the fuel had been treated partially with SulNOxEco Fuel Conditioner before departing for the Caribbean; the second sampling took place in April 2023 after a more complete treatment when the yacht returned to the Med. In both cases the particulates measurements were far lower than expected from Green Sea Guard’s experience with untreated fuels in the past.Mark Delstanche, <a data-gid="gid://syiq/Yacht/2749" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Yalla73.0m (239'6&quot;)CRN2014">Yalla</a>’s captain, was originally interested in preventing soot in the generator exhaust from being deposited on deck and on the underside of the swim platform. This was not the main benefit, however. Besides a dramatic reduction in toxic emissions and ultra-fine particulates, it also promised lower maintenance costs.“When Zeppelin CAT recently ran a routine check on the condition of one of our generators, they said it was clean as a whistle,” says Delstanche. “I’m quite concerned about the environment and as a forward-thinking and environmentally aware vessel I try to implement changes on board to reduce our impact. On top of that the potential to reduce our servicing costs is a great bonus.”<img src="https://photo-assets.superyachttimes.com/photo/332383/image/large-56e9f3af336484bcfd5e16783e5438ba.png" data-gid="gid://syiq/Photo/332383"> BenchmarkingComparison of <a data-gid="gid://syiq/Yacht/2749" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Yalla73.0m (239'6&quot;)CRN2014">Yalla</a>’s generator partially dosed with SulNOxEco Fuel Conditioner and three other vessels from Green Sea Guard’s database using <a data-gid="gid://syiq/Company/1408" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Caterpillar Inc (Company)">Caterpillar</a> engines of a broadly similar size but untreated.The initial findings showed a 16-fold decrease in particulates compared to the cleanest of the three comparison engines with only partial treatment. With the more complete treatment, the reduction was far greater and the results are broadly comparable to air in relatively unpolluted regions.&nbsp;“The most cost-effective validation of these results, which are remarkable in our experience, &nbsp;would be to inspect other markers of fuel efficiency and engine operating characteristics, such as operating temperatures and gas emissions, to ensure that those findings are in line with Green Sea Guard’s analyses,” said Green Sea Guard in its final report. <img src="https://photo-assets.superyachttimes.com/photo/332384/image/large-ff95c80aa15fed48e3a37f81d5c02040.png" data-gid="gid://syiq/Photo/332384">Power &amp; torqueIn a separate trial of a CAT 18-cylinder engine on a large Bureau Veritas-classed commercial vessel, data was collected from bollard pull tests to establish baseline readings in terms of power and torque produced per litre of fuel consumed under normal operating conditions, with and without the addition of SulNOxEco Fuel Conditioner. The results demonstrated that the additive provides significantly better engine running with lower exhaust, oil and coolant temperatures along with more power and torque output.This article was first publish in the&nbsp;<a href="https://www.superyachttimes.com/magazine" rel="noopener noreferrer" target="_blank" title="">How To Built It&nbsp;</a>magazine.

SulNOx How pour-in products revolutionise engine efficiency

SuperYacht Times interviews Jimmy Redman, inventor of the water-in-diesel emulsions formula and co-founder of the green-tech company SulNOx Group.

Fueling the future: How pour-in products revolutionise engine efficiency

From setback to comeback 

The sale of Suerte in 2014  in 2014, followed two years later by Solo, marked the start of an uptick in fortunes for the yard.

Tankoa's journey: From setback to comeback 

Build Report: Project Zero

We visit the fossil-fuel-free Project Zero sailing yacht under construction at Vitters Shipyard 

Build Report: 69m Vitters fossil-fuel-free Project Zero sailing yacht

A chance call from an owner led <a data-gid="gid://syiq/Company/434" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Balk Shipyard (Company)">Balk Shipyard</a> into a rebuild project that would call on all its previous experience to transform a 24-metre, problem-riddled boat into a reborn pocket superyacht. Charlotte Thomas explores the refit of the <a href="https://sya.superyachttimes.com/companies/acico" target="_blank">Acico</a> motor yacht <a href="https://sya.superyachttimes.com/yachts/ursus-30m" target="_blank">Ursus</a> with <a data-gid="gid://syiq/Company/434" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Balk Shipyard (Company)">Balk Shipyard</a>.It’s fair to say there are few things the <a data-gid="gid://syiq/Company/434" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Balk Shipyard (Company)">Balk Shipyard</a> in Urk, the Netherlands, has not been asked to do. From supplying hull and superstructure elements to well known Dutch shipyards, it has also established a solid reputation for refits and rebuilds with projects from 25-metres to 70-metres and beyond. This broad experience proved invaluable when the main reception phone rang one Friday evening in 2022. Most staff had already left for the weekend, but CEO Evan Kortmann happened to be on site and took the call.The caller was the German owner of a 23.9 metre Bandido 80 called <a data-gid="gid://syiq/Yacht/9248" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ursus30.0m (98'5&quot;)Acico Yachts2016">Ursus</a>, and the reason for his call seemed straightforward. Built by <a data-gid="gid://syiq/Company/1020" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Acico Yachts (Company)">Acico Yachts</a>, the yacht was in need of some refit and repair work, and the owner had called the shipyard because <a data-gid="gid://syiq/Company/434" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Balk Shipyard (Company)">Balk</a> had facilitated in the final aspects of commissioning the yacht before she was originally delivered in 2016 after <a data-gid="gid://syiq/Company/1020" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Acico Yachts (Company)">Acico Yachts</a> had gone bankrupt.<img src="https://photo-assets.superyachttimes.com/photo/319644/image/large-5f6c3145d41a78a5c6c4ec43615fcd42.png" data-gid="gid://syiq/Photo/319644">“The boat is usually moored in Mallorca, but they didn’t sail the yacht too much because her performance under way was really bad – it was like a fat duck swimming in the water,” says Kortmann. “However, the family loved the yacht and its interior. When the owner came to us he already had drawings to extend her, keeping to a similar design but adding four or five-metres at the stern. But the yacht had been ashore for two years in Barcelona and he just didn’t know where to start. We decided it would be best to start from scratch.”As it turned out, the project would prove to be a little more complex, not least because there were some fundamental issues with the original naval architecture and just extending the yacht aft would only make the problems worse. <img src="https://photo-assets.superyachttimes.com/photo/319832/image/large-ca6fd0cb96bbfbb84dc2011d8125b56e.jpg" data-gid="gid://syiq/Photo/319832">Desperately seeking solutions<a data-gid="gid://syiq/Yacht/9248" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ursus30.0m (98'5&quot;)Acico Yachts2016">Ursus</a> was conceived as a pocket diesel-electric superyacht with the engine room located forward and pod drives aft. The tender garage was also housed forward, which created issues when launching the tenders as there was no safe way to unhook the crane once they were in the water. A huge bulb in the bow contributed to the nose digging in and was as an unfortunate obstacle for the single, stem-concealed anchor.The family loved the boat, but she was uncomfortable almost to the point of being unusable underway for cruising, as well as only being capable of eight knots in spite of her powerful twin engines and three generators. Moreover, by the time the yacht was ready to be shipped north from Barcelona her two azimuthing pods weren’t working, which meant that along with the other works, major parts of the propulsion system would need to be replaced.After the owner’s provisional plans had been dissected and <a data-gid="gid://syiq/Company/102" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mulder Design (Company)">Mulder Design</a> consulted to undertake the naval architecture of the rebuild, the decision was taken to cure all ills in one hit. The hydrodynamic issues were mitigated by extending the yacht’s bow and stern, which would also increase the interior volume and allow for a larger saloon, a bigger sundeck, and much more generous beach club in the stern. On paper, it sounded simple.<img src="https://photo-assets.superyachttimes.com/photo/321841/image/large-7fe752358ed57bf884881d0e7a9ede69.jpg" data-gid="gid://syiq/Photo/321841">“We already had a few ideas before she arrived at the yard,” adds Frank van den Berg, project manager at <a data-gid="gid://syiq/Company/434" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Balk Shipyard (Company)">Balk Shipyard</a>. “But with <a data-gid="gid://syiq/Company/102" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mulder Design (Company)">Mulder Design</a> involved we got more ideas, everybody got talking with each other and the project grew and grew.”In fact, the project has touched on virtually every facet of refit. Both the bow and stern were to be cut off, with a total of six metres to be added overall as new steel bow and stern sections fabricated offsite by Talsma. The additional volume forward, combined with relocating the tender garage aft, would allow for a proper seating area in the bow and a twin-anchor system, as well as an additional crew cabin below.While the forward technical space that houses the engines and generators would remain in place, the frequency drives have been relocated aft and now feature a seawater cooling system – an important consideration because, as her captain Eric Stammel points out, the forward technical space used to get unbearably hot. In addition, new <a data-gid="gid://syiq/Company/6097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Veth Propulsion (Company)">Veth</a> azimuthing drives from TwinDisc have replaced the defunct propulsion pods originally fitted.The <a data-gid="gid://syiq/Company/5350" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Volvo Penta (Company)">Volvo Penta</a> D9 main engines and Stamford 22DkW generators have remained largely untouched (one generator only had 30 hours on it), but the extended hull and the desire to raise the speed from eight to 12 knots has meant squeezing every drop of power out of the set-up. For the electrical engineering the shipyard turned to ESU (Electroservices Urk) who undertook a complete overhaul of the system. <img src="https://photo-assets.superyachttimes.com/photo/321844/image/large-22e437f8fb2dd1cca6d091479c623ec2.jpeg" data-gid="gid://syiq/Photo/321844">Beach LifeThe tender crane from the foredeck has been moved to the extended sundeck, which is now home to two Jet Skis as well as an enhanced helm station, seating area and a new flybridge alfresco galley complete with barbecue and Teppanyaki grill. Below, the aft end of the saloon has gained a metre and additional glazing, but the real change has come in the stern where the additional length provided extra space for a new, spacious beach club.“The owner said they didn’t use the main deck that much and that the family spent their time in the old beach club or on the flybridge,” says van den Berg. “Those were the areas they used for entertaining, so the beach club was more important than main deck in terms of square metreage.”<a data-gid="gid://syiq/Company/102" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mulder Design (Company)">Mulder Design</a> came up with the new beach club design that now features a large upper level, and a seating area forward on a lower level. That was made possible by the stern extension, but it meant quite extensive surgery to the existing hull together with <a data-gid="gid://syiq/Company/1452" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lloyd's Register (Company)">Lloyd’s</a> . Five-metres were added to the stern, but nine-metres had to be cut away in total.<img src="https://photo-assets.superyachttimes.com/photo/321843/image/large-8c17ab9aa49c338490c3b686867fbe82.jpg" data-gid="gid://syiq/Photo/321843">Class actBeing under 24-metres the yacht wasn’t originally built to class, but <a data-gid="gid://syiq/Company/434" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Balk Shipyard (Company)">Balk Shipyard</a> involved <a data-gid="gid://syiq/Company/1452" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lloyd's Register (Company)">Lloyd’s Register</a> from the start to ensure that the new sections fore and aft were class compliant, along with other aspects of the refit works, even though there was no intention to formally have her classified as the owner has no intentions to charter her.“It was pretty complex, because the boat was built under CE rules,” says van den Berg. “The finished yacht won’t be entirely under class, because that’s just impossible, but what we can do is build to normal superyacht standards with <a data-gid="gid://syiq/Company/1452" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lloyd's Register (Company)">Lloyd’s</a> for the construction of the new sections.”That class-compliant standard also leached into original parts of the build with strengthening of the existing midships section for the crane and jet skis on the upper deck, strengthening of the central girder in the engine room, and work on the fuel tanks.&nbsp;“We made sure there were no hard points in the construction so everything flows into the new sections,” says van den Berg. “Working to class on a project like this was challenging, but our <a data-gid="gid://syiq/Company/1452" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lloyd's Register (Company)">Lloyd’s</a> surveyor on the shopfloor was the same person we always work with, so he could also point us in the right direction.”Read:&nbsp;<a data-gid="gid://syiq/Article/61041" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Major 6m extension of Acico yacht Ursus completed at Balk Shipyard (2024-07-19 09:15:00 +0200)">Major 6m extension of Acico yacht Ursus completed at Balk Shipyard</a><img src="https://photo-assets.superyachttimes.com/photo/321859/image/large-ad4c516a602f52ab750d0d125e34770c.png" data-gid="gid://syiq/Photo/321859">Stammel – who served as the owner’s representative during the refit – requested wing stations, which were duly designed into the yacht complete with new, flared upper bulwark sections to provide better visibility. The bridge has been stripped out and refitted with Furuno navcomms, plus a new DP system. A new <a data-gid="gid://syiq/Company/6097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Veth Propulsion (Company)">Veth</a> bow thruster aids manoeuvrability and there is also a new firefighting system, new AV/IT, new lighting inside and out, and new underwater lights from Lumishore. New fireproof deck boxes aft are used to store and charge the Seabobs. Finally, the teak decks have been replaced using FSC-certified teak, and the hull will sport a new metallic Lantau Bronze to match the the latest Range Rover livery.The design had been finalised in June 2023 after roughly six months of engineering and the team were initially planning a 12-month rebuild, but with late changes and other elements the project will have taken around 15-months by the time the yacht is relaunched in early autumn 2024. It’s still an impressive feat, given the fact that almost no area of the yacht has been left untouched.<img src="https://photo-assets.superyachttimes.com/photo/321858/image/large-d28edc741d94cf5b60e5aee41cd0d36e.png" data-gid="gid://syiq/Photo/321858">Happy mediumThe extended interior meant a potential headache ensuring seamless integration with the original style and finish: “A lot of the existing interior used Alpi veneers, so we got in touch with them to match what was on board,” says van den Berg. “Then we had to try a lot of different lacquers to get the right finish, and then match the new interior to the old, much of which has had 12 a couple of years in the sun. We found a happy medium that matches 99 percent of that old interior!”While the interior was a challenge, for van den Berg it was the aft section in general that required the most thought and engineering: “It is a 30-metre yacht, but it has almost all the usual toys and things you expect on bigger yachts,” he points out. “To get the largest possible beach club with a full-size passarelle, a transformer platform, dive store, laundry, other equipment and the new propulsion system into the technical space was really quite challenging.”<img src="https://photo-assets.superyachttimes.com/photo/319642/image/large-e255ad017c09262620568cff93371982.png" data-gid="gid://syiq/Photo/319642">The project is not only a showcase of what Balk can do, but also an object lesson in efficiency planning, because although the yard has carried out similar works on other projects, the modest size of the vessel had an obvious impact on time planning.“When you run a project efficiently you work to a certain number of man-hours per day,” Kortmann explains. “But you can get more people on a larger yacht at any one time, which makes smaller yachts more challenging compared with larger ones. That said, the earlier you can start the design, naval architecture and engineering elements, especially on a complex project, the better it is because time gained at the beginning has a positive effect throughout the project.”“In terms of length she's not the biggest yacht, but in terms of what has been done she’s huge,” van den Berg concludes. “The project has had literally everything that you could do in a refit!”This article was originally published in&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-5" rel="noopener noreferrer" target="_blank" title="">Issue 5 of How To Build It</a>. You can read all the articles from this edition&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-5" rel="noopener noreferrer" target="_blank" title="">here</a>, and stay up-to-date with all previous editions&nbsp;<a href="https://www.superyachttimes.com/magazine" rel="noopener noreferrer" target="_blank" title="">here</a>.

The story behind the 6m extension of Ursus with Balk Shipyard

Charlotte Thomas explores the refit of the 24-metre Acico motor yacht Ursus with Balk Shipyard.

how-to-build-it-features#1

How to Build It: Rebuilding the 24m Ursus at Balk Shipyard

In the opening presentation of the Asia-Pacific Superyacht Summit, Ralph Dazert, Head of Intelligence at <a href="https://www.superyachttimes.com/" rel="noopener noreferrer" target="_blank" title="">SuperYacht Times</a>, succinctly highlighted the increase in both the number and size of superyachts visiting the Asia-Pacific. In 2022, 372 unique yachts were either based in or visiting the region. This number increased to 445 in 2023, marking a 20% growth. Moreover, in the first four months of 2024 alone, 405 individual yachts were recorded, about 70 more than the same period in 2023. This suggests that the strong performance of 2023 will be surpassed in 2024, potentially exceeding 500 yachts by the year's end. On average, over 400 yachts per year over 30-metres have been counted in the Asia-Pacific region from 2022 to 2024. This is depicted in the graph below.<img src="https://photo-assets.superyachttimes.com/photo/317611/image/large-c54983b3591b8979a0e327f9eca7d254.jpeg" data-gid="gid://syiq/Photo/317611">Regarding the increase in size of superyachts frequenting the region, <a href="http://superyachttimes.com" rel="noopener noreferrer" target="_blank" title="">SuperYacht Times</a> <a href="https://www.superyachttimes.com/market-reports/asia-pacific-superyacht-market-report-2024" rel="noopener noreferrer" target="_blank" title="">Asia-Pacific Superyacht Market Report</a> highlights that superyachts in the Asia-Pacific region tend to be slightly larger than the global average. Specifically, 57% of the regional fleet measures between 30 and 40 metres, compared to 63% globally. Notably, over 12% of the Asia-Pacific fleet exceeds 60 metres in length, whereas only 9% of the global fleet surpasses this size. Thus, it appears that yachts travelling in the region are slightly larger on average than those found elsewhere in the world.<img src="https://photo-assets.superyachttimes.com/photo/317607/image/large-4cf1befe28d87e68ee1053b7bfae4d0e.jpg" data-gid="gid://syiq/Photo/317607">However, a major challenge for the industry in the region is the lack of sufficient marina infrastructure to accommodate these larger and growing numbers of superyachts. This issue is problematic, as it is a major deterrent for superyachts visiting the region in the long term. Additionally owners and crews may be dissatisfied with the current state of marina infrastructure services in the region and choose not to return.Will marine development keep up with growing demand?Jonathan Sit, Regional General Manager of <a data-gid="gid://syiq/Company/2015" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="One °15 Marina (Company)">ONE°15 Marina</a> Sentosa Cove in Singapore, shared his insights and explained that he had recently returned from Australia, where he attended a boat show at Sanctuary Cove. “The consensus there was clear: the current infrastructure is insufficient. For instance, Brisbane is set to host the Olympics in 2032, and they anticipate 200 superyachts moving into the region for the event. However, the team there mentioned that there are probably only 70 berths available to accommodate these vessels.”<img src="https://photo-assets.superyachttimes.com/photo/307337/image/large-7fe12dbfee95d11bc1cec02853e20691.jpg" data-gid="gid://syiq/Photo/307337">Sit further explained that as high-profile individuals and others with brand-new yachts plan to journey to Australia, the scramble to build additional berths has begun. In Singapore, which lies on this route, Sit recounted that he and his colleague James Roy are considering how to monetise this influx. However, according to Sit: &nbsp;“The reality is that simply there isn't enough space to host these vessels, as the marina is already at full capacity, and we cannot build fast enough to meet the rising demand.”Ekrem Reyhancioglu, the Director Asia Pacific at <a data-gid="gid://syiq/Company/7745" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Poralu Marine (Company)">Poralu Marine</a>, a company that specialises in Marina construction and consultancy, concurred with Sit's analysis, noting that the construction of marinas typically requires a minimum of 18 months to two years, sometimes longer if part of a larger development. He further highlighted the long-term perspective necessary in marina design, stating, “From an engineering and manufacturing standpoint, we aim for a design life of at least 50 years. Considering how drastically the market can change, as we saw with COVID-19, it's crucial to build marinas that are flexible and can adapt over time.” Ekrem emphasised the importance of having modular and adaptable marinas to effectively respond to market dynamics, both in terms of size and the varying demands of the industry. Public and governmental stigma impeding marina development:As the conversation progressed, Sit elaborated on how public and governmental stigma towards superyachts is hampering marina development in Singapore. He described his interactions with government agencies, highlighting that they would often ask “How can we justify supporting the luxury marina industry when it is perceived to only benefit the elite?” Sit then emphasised that yachting should not be viewed solely as a luxury for the wealthy. “It's about more than just recreation for the elite; it’s also about the broader economic benefits, including job creation, that it can bring to society,” he explained.<img src="https://photo-assets.superyachttimes.com/photo/314129/image/large-513479290f5dbcba736f9e55ba6a85c7.jpg" data-gid="gid://syiq/Photo/314129">This sentiment was further reinforced by Ekrem, who elucidated on the broader impact that marinas can have on the development and future value of the surrounding land. He noted that residential areas with a marina can see an increased value of roughly 20 to 30%. According to Ekrem, this is one of the many benefits that a marina can bring to waterfront development. Marinas attract investments and restaurants and they create jobs. Ekrem emphasised the importance of promoting this industry among local governments and echoed Sit's viewpoint on ensuring that government institutions don't perceive marinas merely as parking lots for yachts, but as sources of value creation for society as a whole, not just for a privileged few.<img src="https://photo-assets.superyachttimes.com/photo/314130/image/large-56ec98ac10b701c87041f51a9cd71131.jpg" data-gid="gid://syiq/Photo/314130">Cassy Wong, Founder of the Kaohsiung International Marinas &amp; Yachts Development Association, a group lobbying the Taiwanese government for improved marina infrastructure for superyachts, highlighted how negative attitudes within the government impact the industry. She explained that even before Covid-19, bringing &nbsp;superyachts to Taiwan was challenging due to the lack of support from government officials. Moreover, Wong recounted instances where potential visitors expressed a strong desire to visit Taiwan. She emphasised that despite Taiwan's hospitality and attractive destinations, the government's refusal to accommodate yachts has discouraged many from visiting.The origin of stigma in marina development:Jonathan noted that in Asia stigma often arises during the development of marinas. In the master planning and business model stages, real estate developers frequently aim to maximise revenue. Sit mentioned that he has received proposals suggesting exclusive membership models with excessively high fees, which could cover costs but ultimately create highly exclusive marinas. These proposals typically include membership prices set at millions of dollars, similar to private clubs in places like Hong Kong. For Jonathan, such exclusivity presents significant monetary barriers, making access difficult for younger or less privileged individuals. Consequently, government officials, who usually focus on the broader population, view these exclusive developments and business models as unhelpful and contribute to the perception of marinas as elitist, thereby reinforcing the stigma.<img src="https://photo-assets.superyachttimes.com/photo/317613/image/large-7159b4f527f63fa6748e11f56658b46b.jpg" data-gid="gid://syiq/Photo/317613"> Will the Asia-Pacific Region see ambitious marina projects like those in the Gulf Region?In other regions around the world, particularly in the Middle East, there are ambitious projects like Neom in Saudi Arabia and various marina developments in Dubai. The panel was asked whether similar developments would soon be seen in Asia. Jonathan responded first, stating that the marina development project in Saudi Arabia is unique due to the unrivalled capital at their disposal. "We have had discussions with local development teams. They are trying to build 15-20 marinas simultaneously. Who has built so many marinas in one go?”Jonathan then underscored that replicating such a large-scale project in Asia would be challenging. "It’s unlikely to happen here at that speed and scale, simply because we need to navigate cross-border regulations and different governments with varying plans and private enterprises with different agendas.” &nbsp;Jonathan then asserted that whilst there definitely would be more marina developments in the Asia-Pacific region, replicating the speed and scale seen in the Gulf region would be challenging.Ekrem affirmed Jonathan's viewpoint and emphasised the importance of comparing like with like. He pointed out that Neom in Saudi Arabia is a single destination with plans for numerous marinas by 2050. In contrast, Asia comprises multiple countries with vast potential. For example, Indonesia and the Philippines alone have around 17,000 and 8,000 islands respectively. Moreover, Ekrem perceived the potential for marina development growth as much greater in Asia, with many countries like Malaysia offering beautiful natural attractions. He added, “At the end of the day, recreational yachting is about visiting beautiful destinations, not just one location with many marinas. So, I fully agree that it will not develop as fast, but in the long term, I think we'll have more marinas here in global Asia, than in the Middle East.”<img src="https://photo-assets.superyachttimes.com/photo/314538/image/large-2e83ae924426291afa4ebb72e59c8cfd.jpg" data-gid="gid://syiq/Photo/314538">Envisioning marina developments in Asia-Pacific region:As for where the panellists envision the most marina developments happening in Asia, Cassy suggested Taiwan. She explained that there are many abandoned fishing facilities in the country. However, she acknowledged that the local government has been resistant to change. “We have the skills for refit and construction, and many of the fishermen's docks are now empty. So, I see a huge possibility for development in Taiwan, but the government needs to be more open to this development for it to progress further.”Ekrem shared this viewpoint, highlighting that <a data-gid="gid://syiq/Company/7745" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Poralu Marine (Company)">Poralu Marine</a> has two marinas and one more under development in Taiwan. He further pointed out that Taiwan is an example of a country where the government has been implementing incentives and regulations to promote marina development. By converting fishermen's harbours into marinas, they are helping to drive the market forward.Moreover, from a more global perspective, Ekrem reiterated the great potential he perceives in Indonesia and the surrounding areas. He referenced that Indonesia, with its 17,000 islands, has fewer marinas than Hong Kong, highlighting the immense growth opportunities. Ekrem also mentioned the Philippines and Malaysia, maintaining that this region, known as the "Coral triangle," holds the highest potential for boating activities. For Ekrem, “The area presents beautiful landscapes, rich natural beauty, and diverse local cultures, which will attract people and yachts from all over the world. The only missing element today is sufficient marina infrastructure.”<img src="https://photo-assets.superyachttimes.com/photo/317614/image/large-05d5ee49aed9d62bcc5075318dedf1e6.jpg" data-gid="gid://syiq/Photo/317614">The main priorities for marine infrastructure in Asia over the next five years:Regarding the future priorities to address structural issues impeding marina development in the region, the panellists emphasised the complexity due to the diverse regulations, maturity levels, cultures, and approaches to boating across over 20 countries. Ekrem identified regulation as the primary challenge and stressed the need to communicate effectively with governments. He reiterated his point that building marinas should be viewed as ecosystems with significant social and economic benefits, contributing to waterfront development and community living spaces.” Once governments understand this, it will be easier to obtain licences, permits, and supportive regulations to promote and push this industry forward.” commented Ekrem. <img src="https://photo-assets.superyachttimes.com/photo/317612/image/large-11d55d5fb3003970c5a088cf2d629b5b.jpg" data-gid="gid://syiq/Photo/317612">Jonathan posited that the industry needs to make it easy for governments to understand their activities. He noted that governmental perspectives often differ from those within the industry, leading to misalignment between their goals and governmental perceptions. "In Singapore, for example, the Singapore Hotel Association monitors occupancy rates, helping to determine how many hotels and rooms are needed," he explained. "This kind of structure is missing in the marina sector," Jonathan continued. "Although there are many associations, none actively aggregate data to effectively pitch ideas to governments," he concluded. <a href="https://www.superyachttimes.com/event" rel="noopener noreferrer" target="_blank" title="">To find out more about SuperYacht Times’ conferences and events, head to our events page.</a>

Will marina development in the Asia-Pacific region meet the growing demand for superyachts?

a major challenge for the industry in the 

All ferrous metals are prone to rust, even stainless steel, especially in a marine environment. It can be delayed but not denied completely. If identified promptly and precisely, however, the cost of repairing the damage caused by corrosion can be mitigated.&nbsp;Galvanic, stray current, oxidation, wind borne rust – there are various types of corrosion that afflict metal yachts. Some are easy to spot; others can remain hidden until the vessel undergoes a major refit or special survey. They all cost time and money to remedy. And it’s not just a question of getting rid of unsightly but superficial iron oxide: extensive corrosion, pitting or grooving of load-bearing components can lead to buckling, cracking and other structural defects.<img src="https://photo-assets.superyachttimes.com/photo/315543/image/large-937f72cb3647036d04e307df99cec7ff.jpg" data-gid="gid://syiq/Photo/315543">The traditional method for identifying corrosion is with the naked eye, which usually involves dismantling equipment and stripping off surface treatments to reveal the bare metal underneath. Finding out how deep the corrosion has penetrated then involves bashing away at the steel with a hammer. Ultrasonic corrosion monitoring with high-frequency sound waves is a non-destructive screening method, but metal thickness is measured only at the point where the sensor is placed and surface treatments still have to be removed.Pulsed Eddy Current Array is a non-destructive electromagnetic inspection technology used for measuring metal thickness and detecting corrosion in ferrous materials typically hidden under coatings like teak, fairing compound and fire insulation. The technology allows large areas of metal substrates to be rapidly scanned with multiple probes that can penetrate up to 300mm to provide high-resolution imaging. Using dedicated software, the results are compiled as a plotted corrosion map onto a plan-view of the vessel.<img src="https://photo-assets.superyachttimes.com/photo/315547/image/large-214ca0a9fe800318d7a3398f7171fbc9.jpg" data-gid="gid://syiq/Photo/315547"><a data-gid="gid://syiq/Company/7690" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Brookes Bell (Company)">Brookes Bell</a>With a history stretching back over a century, <a data-gid="gid://syiq/Company/7690" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Brookes Bell (Company)">Brookes Bell</a> is a go-to firm for incident investigation, forensic analysis, technical dispute resolution and expert witness work in the maritime and energy industries. Working closely with the naval and commercial shipping sectors, its PECA analysis process is the only one of its kind formally approved by <a data-gid="gid://syiq/Company/1452" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lloyd's Register (Company)">Lloyd’s Register</a>. Assisting the company in bringing the same service to the superyacht world is consultant Patrick Yeoward, an MCA 3000t master mariner with over 20 years’ experience of building, refitting and operating large yachts. &nbsp;“A lot of our focus is on the dispute resolution and forensics side and probably 80 percent of the business is commercial shipping,” he says. “But there's a big tie-in with services for superyachts and something we've been looking at over the last few years is how to become more proactive and less reactive by helping to stop things happening, rather than putting a hand up after it happens and say ‘Oh, you shouldn’t have done it like that’.”<img src="https://photo-assets.superyachttimes.com/photo/315546/image/large-0e2ab23c4e9c90c427a8e413f4ec80bf.jpg" data-gid="gid://syiq/Photo/315546">Asset integrity inspection is a time-sensitive activity: owners and their captains need to balance private or commercial use of the yacht with downtime for appropriate repair and maintenance. Because PECA works through insulation and cladding, the scope and frequency of inspections can be ramped up without increasing downtime. Corroded areas can also be identified before a yard period, which allows shipyards to prepare work schedules and order materials in advance. Moreover, knowing the location of generalised corrosion beforehand improves the efficiency of complimentary methods such as radiography and ultrasonic testing that can specifically target these areas. It offers a further advantage when surveying yachts for sale:“Two of my colleagues were just in the south of France to scan a yacht that was being sold,” says Arron Jackaman, principal inspection engineer at <a data-gid="gid://syiq/Company/7690" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Brookes Bell (Company)">Brookes Bell</a>. “Potential buyers want to understand the state of materials and so we performed an inspection and found minor patches of corrosion. We’ve done other inspections where corrosion was suspected, but it transpired the steelwork was in good condition. Either way, it means buyers have a better understanding of the condition of the asset.”<img src="https://photo-assets.superyachttimes.com/photo/315544/image/large-e9a8d1c9d9229f4778e5e47dd7302de7.jpg" data-gid="gid://syiq/Photo/315544">Predictive maintenance&nbsp;<a data-gid="gid://syiq/Company/7690" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Brookes Bell (Company)">Brookes Bell</a> has a contract with the Royal Navy to inspect its Type 23 Frigates to create a baseline or snapshot of material state year on year in areas known to be prone to corrosion. Using its own powerful analytical reporting and modelling software tool called CMAP Marine, the resulting data can be overlaid one on top of the other to create models of how the corrosion progresses over time.“Predictive rather than reactive maintenance is key,” continues Jackaman. “But the complex electromagnetic data gathered from a PECA analysis is only useful or valuable if it can be correctly interpreted. It would certainly be difficult to relate the raw data to the actual vessel without the right visualisation tools. In fact, <a data-gid="gid://syiq/Company/1452" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lloyd's Register (Company)">Lloyds</a> were very clear that our accreditation is not solely based on the PECA technology, but also on how our CMAP software makes the data easily legible for clients.”<img src="https://photo-assets.superyachttimes.com/photo/315548/image/large-57b1f6721bd0bbf6f95ea4ad5841c850.jpg" data-gid="gid://syiq/Photo/315548">Modelled on <a data-gid="gid://syiq/Company/7690" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Brookes Bell (Company)">Brookes Bell</a>’s 3D data visualisation software, CMAP basically highlights the condition of the remaining steel thickness and material loss in percentage terms. For ease of reference, a colour bar displays sound metal as dark blue and increasing material wastage is indicated as the colours progress through the spectrum to bright red. This provides an intuitive overview of the areas that may require renewal or ongoing monitoring. It doesn't take any special training to understand that red is an issue, but by providing understandable data in a legible format, CMAP allows yacht owners and operators to make better, quicker and more informed decisions.“We’ve spent a number of years honing our own analysis,” adds Jackaman, “because there are several things that can cause signals that look like corrosion but aren't necessarily. Seam welds, internal structures, cable trunking, aluminium scuppers, and many other features, can appear as corrosion. We routinely recognise false positives, which is just as important as identifying corrosion.” <img src="https://photo-assets.superyachttimes.com/photo/315542/image/large-a6d12f1695808a78cf716fc0e332b07a.png" data-gid="gid://syiq/Photo/315542">How PECA worksPulsed eddy current equipment has been successfully applied for the detection and sizing of corrosion under insulation (CUI) for several years. A pulsed eddy current technique uses a stepped or pulsed input signal for greater penetration depth and relative insensibility to variations in coating thickness, or what is termed ‘lift-off’. Unlike ultrasonic thickness testing, no direct surface contact between the probe and the object is necessary.PECA employs multiple elements in a sensory array for much faster scanning times. Intended for the rapid inspection of simple geometries in horizontal and vertical planes such as steel hull, deck and bulkhead plating, it is also suitable for steel pipework that may be encapsulated in fireproofing. Even complex shapes like bends in pipes can be inspected and it can be used in conjunction with other screening techniques if required. <img src="https://photo-assets.superyachttimes.com/photo/315545/image/large-1fda9912a3476b5a49f3c61789f40415.jpg" data-gid="gid://syiq/Photo/315545">The rules prescribing corrosion margins and deviations from the design values vary depending on the type of vessel and the Class Society, but the degree of “allowable material diminution” due to corrosion is generally between 10-30 percent (corrosion rates are expressed in terms of mm per year of surface wastage and are used to provide a corrosion allowance in the original thickness of the material).<ul><li>The areas to be analysed are mapped out into scan zones, either by individual plate sections or broken down into specific zones to tackle the various geometries aboard a vessel.</li><li>PECA probes scan the assigned sections or zone. The resulting data is integrated into a 3D file as a mesh layer to produce a model or digital twin called a CMAP and create a visual representation of the scan, highlighting areas of concern.</li><li>Each plate or zone is also given its own report sheet for further analysis. This provides a clear overview of the condition of each plate or zone, identifying areas that need to be repaired, replaced or carefully monitored. &nbsp;</li></ul>The final stage of the CMAP service involves the creation of a tabular report of each plate or zone. This sets out the physical characteristics of each location, illustrating the average remaining wall thickness, material loss and maximum wall loss values.<img src="https://photo-assets.superyachttimes.com/photo/311269/image/large-31c9223451adf520cb160ea88063b572.jpg" data-gid="gid://syiq/Photo/311269">Case studyIn the recent case of a 50-metre motor yacht scanned during a pre-sale inspection, <a data-gid="gid://syiq/Company/7690" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Brookes Bell (Company)">Brookes Bell</a> analysed the side decks and main deck fore and aft, equating to some 110 square metres, at a cost of around €15,000. Some patches of corrosion were found and 0.6 square metres of steel structure were earmarked for replacement. &nbsp;&nbsp;“When I first spoke with the Captain he was very worried because they’d already had to replace steel about a year-and-a-half ago and were starting to see signs of water ingress,” says Patrick Yeoward. “They were talking about ripping all the teak decking up and starting over again, which would have been massively more expensive in comparison.”<img src="https://photo-assets.superyachttimes.com/photo/311268/image/large-b9e138ad2e12e385e407d4e4a4687637.jpg" data-gid="gid://syiq/Photo/311268">The small area of steel and corresponding teak were eventually replaced by <a data-gid="gid://syiq/Company/5172" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cantiere Rossini (Company)">Cantiere Rossini</a> in Pesaro, Italy, at a cost of less than €10,000 – a figure that doesn’t compare with the cost &nbsp;of replacing all 110 square metres of teak decking estimated at upwards of €220,000.“Critically, PECA allowed us to limit the scope of work to the deck areas that really needed attention without having to first remove the teak to assess the condition of the steel,” says Alfonso Postorino, shipyard director at <a data-gid="gid://syiq/Company/5172" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cantiere Rossini (Company)">Cantiere Rossini</a>. “In these cases the precision of the measurement is of the utmost importance - just a few millimetres can make all the difference.”

Rust never sleeps: The tech that is changing the face of rust management

We take a look how Brookes Bell is using technology to help repair and mitigate the damage caused to yachts by rust corrosion. 

<a data-gid="gid://syiq/Company/7016" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Teignbridge Propellers (Company)">Teignbridge Propellers</a> has been designing and manufacturing propellers and stern gear since 1974. With subsidiaries in India, Dubai and Malaysia, we visited its UK headquarters to discover more about the science behind propeller design and how they are made.<img src="https://photo-assets.superyachttimes.com/photo/312851/image/large-56271323d374c8552778e12bc7e733b9.jpg" data-gid="gid://syiq/Photo/312851">It is entirely fitting that <a data-gid="gid://syiq/Company/7016" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Teignbridge Propellers (Company)">Teignbridge Propellers</a> near the seaside town of Torquay is housed in a historic building built by Isambard Kingdom Brunel, the great civil and mechanical engineer. Among his many achievements, Brunel designed the SS Great Britain, the first iron-hulled, propeller-driven ship to cross the Atlantic Ocean in 1845. Nowadays marine propellers come in multiple shapes and sizes, but they all convert rotational motion into thrust by producing a pressure difference in the surrounding water. Until quite recently, their design was driven by trial-and-error and was viewed as something of a dark art, but modern computing power allows engineers to predict propeller performance before they even get wet. <a data-gid="gid://syiq/Company/7016" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Teignbridge Propellers (Company)">Teignbridge Propellers</a> has been at the forefront of these developments.<img src="https://photo-assets.superyachttimes.com/photo/312845/image/large-e4ad63a85270801c05dd95b7596b4ec9.jpg" data-gid="gid://syiq/Photo/312845">The largest producer of custom propellers and stern gear in Europe, <a data-gid="gid://syiq/Company/7016" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Teignbridge Propellers (Company)">Teignbridge</a> is one of very few companies that can execute the whole design and manufacturing process in-house. Able to react quickly to relatively simple requests for commercial ships and workboats, it increasingly operates at a higher level to meet the more specific needs of military vessels and large yachts. <a data-gid="gid://syiq/Yacht/6018" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bold85.3m (279'10&quot;)Silver Yachts2019">Bold</a>, <a data-gid="gid://syiq/Yacht/5636" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="White Rabbit84.04m (275'9&quot;)Echo Yachts2018">White Rabbit</a> and the restored classic Haida are just a few superyachts equipped with its propellers, while repeat clients include <a data-gid="gid://syiq/Company/752" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mengi Yay Yachts (Company)">Mengi Yay</a>, <a data-gid="gid://syiq/Company/1414" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bilgin Yachts (Company)">Bilgin Yachts</a> and leading production boat builders.“Some clients are specifically interested in fuel economy for longer range, or low noise and vibration,” says Mark Phare, Group Managing Director. “At the moment, for example, we’re designing propellers for electrically driven foiling tenders, but also for autonomous minesweeping vessels that need to have both a low magnetic signature and a low noise signature. So we've been doing all sorts of research into how to minimise propeller noise, which includes special coatings as well as the actual propeller geometry, which is know-how we can transfer to superyachts.”<img src="https://photo-assets.superyachttimes.com/photo/199662/image/large-ceddff7d19ed40a66dc705f81311e2e4.jpg" data-gid="gid://syiq/Photo/199662">Efficiency vs noisePropeller performance revolves around mechanical strength, hydrodynamic efficiency, noise and vibration, and cavitation [the formation of vapour cavities in water induced by low pressure. These four criteria often pull in opposing directions, so the challenge is to find the best balance according to the specific requirements of each customer.&nbsp;“We’ve probably reached the top of the efficiency curve in propeller design as we know it and most of what we do today is navigating the design space to find the optimum compromise based on use,” says Dr Saeed Javdani, head of the Innovation &amp; Technology Department. “If you want low noise and vibration, for example, you may have to sacrifice some efficiency, because to have a quieter propeller you need a bigger blade area ratio, which increases frictional drag across its surface and reduces efficiency, and so on.”<img src="https://photo-assets.superyachttimes.com/photo/312846/image/large-048fba7026f73b71dfa53d5accf1ac8d.jpg" data-gid="gid://syiq/Photo/312846">Noise is a key consideration for superyachts, which is why they usually have propellers with highly skewed blades to avoid propeller-tip vortex, the dynamic behaviour that can create wave-like disturbances, resulting in unwanted cavitation and high-pitched ‘singing’. Highly skewed blades mean the vortices shoot off into the water rather than hitting the hub (the issue can also be remedied by introducing a chamfer to the trailing edge of blades).Shafts, bearings, seals, brackets and rudders also affect the noise signature of vessels. <a data-gid="gid://syiq/Company/7016" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Teignbridge Propellers (Company)">Teignbridge</a> designs and produces all these components and was an early manufacturer of velocity aligned rudders and brackets. The first such rudder was patented three decades ago by the U.S. Navy to delay cavitation erosion damage on its vessels. A revolving propeller causes the angle of water flow to vary along the span and chord of a straight rudder, which can result in cavitation that reduces performance, increases erosion and produces undesirable noise. A velocity aligned rudder is ‘twisted’ in the direction of the attacking propeller stream that follows the rudder surface, reducing pressure peaks and cavitation, while deflecting the water flow to increase efficiency (in sea trials of its velocity aligned rudder, <a data-gid="gid://syiq/Company/7016" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Teignbridge Propellers (Company)">Teignbridge</a> recorded an average increase in speed of one knot at maximum engine speed).<img src="https://photo-assets.superyachttimes.com/photo/312842/image/large-77d933249818253ffb17207e04aef140.jpg" data-gid="gid://syiq/Photo/312842">Propeller geometry is based on parametric definitions of pitch, skew, rake, blade section, and much more. Driving performance in a particular direction whilst operating in the complex wake of a ship or boat is a complex process. <a data-gid="gid://syiq/Company/7016" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Teignbridge Propellers (Company)">Teignbridge</a> utilises powerful simulation tools, including state-of-the-art Star CCM+ CFD and Siemens HEEDS software, to understand the interaction between propellers and other appendages and the fluid flowing around their surfaces. This suite of advanced design tools allows for automated, AI-driven optimisation by coupling performance feedback to changes in the geometry parameters. The cycles are then repeated to hunt for improvements and up to 500 designs for a particular application can be produced over a 48-hour period. These numerical simulations are proving particularly useful with the arrival of hybrid and electric propulsion systems, which deliver power to the propeller in a different way than conventional diesel drive. <img src="https://photo-assets.superyachttimes.com/photo/312861/image/large-ad17eeddff8e04711effbaceb918b663.jpg" data-gid="gid://syiq/Photo/312861">“Electric motors and shaft generators have a big influence on the way the propeller is designed to avoid overloading and how the blades are optimised to absorb the higher torque and efficiently convert it into directional thrust across the complete motor speed range,” says Dr Javdani. “These developments in power supply and their control systems affect every component in the drive train from the gearbox to the propeller.” <img src="https://photo-assets.superyachttimes.com/photo/312848/image/large-ef3bafa63a0086f73dd489c8686baabc.jpg" data-gid="gid://syiq/Photo/312848">Machines &amp; manpower&nbsp;The industrial process of manufacturing marine propellers, from the making of the moulds to the casting and final finishing, has remained virtually unchanged over the decades. As with their design, however, digital technology is increasingly prevalent. <a data-gid="gid://syiq/Company/7016" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Teignbridge Propellers (Company)">Teignbridge</a> has over a dozen CNC machines, including 5-axis mills for machining blades, CNC lathes for turning shafts, rudders and brackets, and 3D printers for making smaller propellers out of plastic filament. These machines can work to tolerances within the thickness of a hair, but much of the process is still carried out by hand.The most common technique is sand casting using aluminium bronze for its high fatigue and corrosion resistance. The mould cavities are formed by individual spindle patterns, basically wooden replicas of the final propeller blades, which are made by hand in various shapes and sizes. <a data-gid="gid://syiq/Company/7016" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Teignbridge Propellers (Company)">Teignbridge</a> has a storeroom containing hundreds of these patterns that can provide over 16,000 different design combinations by varying the number of blades and their pitch.<img src="https://photo-assets.superyachttimes.com/photo/312840/image/large-99ecc389e2c7ad4f3805be7ee5e3a52a.jpg" data-gid="gid://syiq/Photo/312840">The patterns are a bit larger than the final article to allow for contraction as the metal solidifies inside the mould. The mould itself is built up into a propeller shape one blade at a time for reasons of flexibility, time and cost. Shaping the pattern is time consuming and costly, so full patterns – usually made of aluminium – are more expensive than individual ones, but the moulding time is shorter and they are very durable.<a data-gid="gid://syiq/Company/7016" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Teignbridge Propellers (Company)">Teignbridge</a> also makes patterns quickly and cheaply from machined polystyrene, but these are less sturdy and more suitable for urgent one-offs. A few years ago, for example, the company was asked to replace a damaged propeller on Va Bene, Eric Clapton’s yacht. The boat was chartering in the Balearics and needed a quick turnaround, so the prop was unshipped in Barcelona and transported by road to the factory, where it was scanned and reversed engineered to make the polystyrene pattern. The new propeller was delivered within five days.<img src="https://photo-assets.superyachttimes.com/photo/312841/image/large-794ec958759cf9be12207975821408a2.jpg" data-gid="gid://syiq/Photo/312841">“When we get a project, we have to decide what kind of pattern to use based on final usage and the projected production run,” says Phare. “For up to three or four propellers we use a spindle pattern; over that we would probably use a full pattern; and if it’s a one-off a polystyrene pattern is ideal.”<img src="https://photo-assets.superyachttimes.com/photo/312862/image/large-9bdbac2a64a13e16c60f30f265a48e8f.jpg" data-gid="gid://syiq/Photo/312862">50 years on&nbsp;Next year <a data-gid="gid://syiq/Company/7016" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Teignbridge Propellers (Company)">Teignbridge</a> celebrates its 50th anniversary and will build 5,500 square metres of new production space next door to the current facility. Over the decades it has produced propellers for almost every kind of craft imaginable from tankers, bulk carriers and warships to leisure boats, foiling tenders and superyachts, but more recently it has responded to a gradual change in mentality whereby shipyards and naval architects are involving its engineers earlier in the design process than was the case as little as five ago. &nbsp;“People are more aware of the interaction between propeller, rudder, hull shape, brackets, wake field, and so on,” says Dr Javdani. “We’re getting more requests to look into what’s going on at the back end of the vessel, which is why we now prefer to focus on design for stern gear rather than just propellers. We’re an engineering and manufacturing company, but we don’t just supply products anymore – we supply solutions.” &nbsp;<img src="https://syt-store-production.s3.eu-west-1.amazonaws.com/photo/312843/image/large-6988f57547b1e4e5b6700b5ecaaf63bf.jpg?X-Amz-Algorithm=AWS4-HMAC-SHA256&amp;X-Amz-Credential=AKIA52TLVJASOPFTPHWY%2F20240528%2Feu-west-1%2Fs3%2Faws4_request&amp;X-Amz-Date=20240528T122739Z&amp;X-Amz-Expires=900&amp;X-Amz-SignedHeaders=host&amp;X-Amz-Signature=f5b46e0d5ded8029e1aa87c5080b2ee963abf901e59e16aa09f6706b5184aefe" data-gid="gid://syiq/Photo/312843">Molten metalThe industrial production work in the foundry has changed little over the decades and still relies almost entirely on human hands. The sand used to make the moulds is sourced from a single quarry in Cheshire because it has just the right pH and varied grain size (if the grains are too uniform and tightly packed the gases cannot escape from the mould). In order to shape the sand, it is mixed with a binder resin which is activated by catalyst just before use. The mould maker then has to work quickly to ensure the binder doesn’t set too early.&nbsp;“The ingots of AB2 aluminium bronze begin to melt at around 1100°C, but we heat them to a higher temperature to ensure the metal remains molten throughout the casting process,” explains metallurgist Ryan Leese, Foundry Manager at <a data-gid="gid://syiq/Company/7016" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Teignbridge Propellers (Company)">Teignbridge</a>. “The metal has a long way to travel through the runner and filter system before entering the bottom of the mould – that takes time and all the while it’s losing heat. The worst that can happen is that it starts to solidify and stops moving, so we heat it up a bit more to give it the ‘legs’ to make sure it reaches the tips of the blades. How much we heat it depends on the size of the propeller and is based on experience.”As the metal turns from liquid to solid it shrinks by 4 per cent in volume, so a reservoir on top of the mould is capped with a ‘feeder head’ containing exothermic powder that generates its own heat. This cap is changed up to a dozen times to keep feeding the casting with liquid metal and avoid deformation through shrinkage.After the casting has been removed from the mould, the finishing process starts with ‘fettling’ with a grinder to remove any unwanted metal and rough patches. The final polishing is done by hand to create the trademark patterns that every propeller manufacturer adds to its products. However, <a data-gid="gid://syiq/Company/7016" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Teignbridge Propellers (Company)">Teignbridge</a> recently invested in a new robot – nicknamed ‘Dudley’ after the foundry’s longest-serving employee – which will be able to take over some finishing tasks. <img src="https://photo-assets.superyachttimes.com/photo/312850/image/large-55100691f31cb9df68c86776889c243d.jpg" data-gid="gid://syiq/Photo/312850">Investment &amp; innovationOngoing investment in technologies and processes has resulted in <a data-gid="gid://syiq/Company/7016" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Teignbridge Propellers (Company)">Teignbridge Propellers</a> launching a number of innovations onto the marine market. In response to pitting in propeller shafts due to corrosion, for instance, in the late ‘80s it developed Temet 25, a high strength duplex stainless steel alloy with outstanding corrosion resistance in seawater. Temet 25 is now the yachting industry standard material instead of Monel K500 and Aquamet 22 or 17.&nbsp;Another innovation is the 5-blade C-Foil propeller, which has a special wedge-section near the blade root that helps reduce cavitation and improve efficiency. Independent computer modelling and comparative sea trials have shown it generates approximately 5 per cent more thrust than standard propeller designs.<img src="https://photo-assets.superyachttimes.com/photo/312849/image/large-85da61d07954ee12f8ca344e1e3c5733.jpg" data-gid="gid://syiq/Photo/312849">In 2019, the company received a special mention at the DAME Awards for its Clamp on Blade (CoB) propeller, the result of a research project into high-efficiency propulsion systems in partnership with the Energy Technologies Institute in the UK. Thanks to a unique blade attachment method and propeller to hub diameter ratio, the detachable blade system is the most efficient of its kind. It also means yachts can more easily carry spare blades to replace damaged ones without having to use a slip or dry dock.

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