The&nbsp;<a data-gid="gid://syiq/Yacht/10154" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Argo 5454.0m (177'2&quot;)Omikron Yachts2026">Argo 54</a>&nbsp;has been teasing sailing superyacht fans since the project started back in 2020. As the 54-metre sloop begins the push toward completion at&nbsp;<a data-gid="gid://syiq/Company/6384" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Omikron Yachts (Company)">Omikron Yachts</a>&nbsp;in Greece, we take a closer look at how the powerful yet lightweight aluminium project with sustainable sailing technology is coming together.<img src="https://photo-assets.superyachttimes.com/photo/251648/image/large-be266dc700d9ffdd1c4e6cb3050e9c01.jpg" data-gid="gid://syiq/Photo/251648">With its distinctive reverse bow and aggressive wedge-shaped hull, the <a data-gid="gid://syiq/Yacht/10154" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Argo 5454.0m (177'2&quot;)Omikron Yachts2026">Argo 54</a> sailing yacht presents a striking picture. A combination of <a data-gid="gid://syiq/Company/4665" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Kouyoumdjian (Company)">Juan Kouyoumdjian’s</a> raceboat sensibilities, the aesthetics and engineering nous of superyacht-savvy <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a>, and the interior design skills of <a data-gid="gid://syiq/Company/4404" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mark Whiteley Design (Company)">Mark Whiteley</a>, the project pushes boundaries in terms of styling, naval architecture, structural design, and systems technology.The idea sprang from the owner’s desire to create a modern, lightweight sailing superyacht that would be capable of fast cruising with guests and core crew, as well as racing with expanded crew and a bigger wardrobe of sails. The yacht would also feature a diesel-electric drivetrain that included a battery bank fed by renewables – hydro-generation in particular. The owner (who owns the shipping company that comprises <a data-gid="gid://syiq/Company/2869" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Olympic Marine (Company)">Olympic Marine</a>, the parent company of <a data-gid="gid://syiq/Company/6384" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Omikron Yachts (Company)">Omikron Yachts</a>, and who was also behind the conversion of the 106.5-metre motor yacht <a data-gid="gid://syiq/Yacht/4275" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Dream106.5m (349'5&quot;)Halic Tersaneleri1997">Dream</a>) tapped Kouyoumdjian to tackle the naval architecture and sailing elements in what is the designer’s largest project to date.“The main brief was to design and engineer a superyacht that would be very well-balanced in breezes from five to 50 knots, and which would deliver a very pleasant experience from the helm,” begins Philippe Oulhen, design coordinator for <a data-gid="gid://syiq/Company/6384" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Omikron Yachts (Company)">Omikron Yachts</a>. “The yacht was to have an owner suite and four guest suites, plus accommodation for seven to eight crew. She would run in both cruising mode – with a cruising sail set and reduced heel angles – and racing mode, with more crew, a bigger sail wardrobe, and a lighter displacement thanks to removing cruising gear, tender and deck furniture.”&nbsp;With the <a data-gid="gid://syiq/Company/1797" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Yacht Design (Company)">Juan Yacht Design</a> team creating the hull lines, the <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a> team was brought in to style the yacht and look at the structural engineering to create as light a displacement yacht as possible. Their studies showed that they could build the hull in aluminium for less than a carbon structure and with more flexibility and volume for internal arrangements. In addition, stripping out unnecessary weight and systems became a focus of the project.<img src="https://photo-assets.superyachttimes.com/photo/368863/image/large-0b876889cf61b46e3203e2ce132caa52.jpg" data-gid="gid://syiq/Photo/368863">The yacht’s lines include a reverse bow and lengthy forefoot overhang, a wide, low stern with a wine-glass shaped aft canoe body, and a centreboard-style swing keel. The hull also has a degree of tumblehome to take advantage of wider beam without increasing deck windage.“The hull shape was optimised with our in-house CFD cluster and know-how, with our method of feeding our velocity prediction program with 6DoF (six degrees of freedom) simulations covering wide true wind speeds and angles,” says Oulhen. “The stern bustle adds volume aft while the keel is up – when the longitudinal centre of gravity moves back – and the yacht’s stability and fore-aft trim at anchor will be controlled by this aft bustle and forward water ballast.”&nbsp;The yacht features several design innovations, including the centreboard keel design (see below) and a force-feedback system for the helms. “The novel steering system is an important part of the build,” says Nikolas Dendrinos, chairman of <a data-gid="gid://syiq/Company/2869" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Olympic Marine (Company)">Olympic Marine</a>. “A standard hydraulic system doesn’t deliver ‘feel’, but it’s hard to sail fast if you don't understand the loads and what is happening with the rudder.”&nbsp;<a data-gid="gid://syiq/Company/6384" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Omikron Yachts (Company)">Omikron</a> opted for a system comprising two mechatronic actuators on the rudders that monitor loading, with the data sent via electrical signal to the helm to be translated into real-time force feedback. “It's similar to the fly-by-wire system on modern cars,” Dendrinos says. “For us this was very important to create the feel of a smaller boat – it will be very fast, very responsive, with twin balanced rudders.”While the project features some technological leaps and involved in-depth FEA (see below), most aspects of the design have been kept to tried and tested solutions.&nbsp;“We didn't want to re-invent the wheel – it was important to use systems and equipment that are available on the market with a track record,” confirms Oulhen. “The project is a nice coordination of good solutions working well together, with a prime example being the keel – the concept existed, but we refined it with all the partners. The same is true for the steering system, which tackles a major feature of the brief for the sailing. It’s proven fly-by-wire technology that is well-implemented."<img src="https://photo-assets.superyachttimes.com/photo/251647/image/large-3ba7fbd9b2d159b513dac6ca0d92ca0a.jpg" data-gid="gid://syiq/Photo/251647">Sustainable sailingRather than opting for a big main engine with a PTO and a couple of generators, the design relies on a diesel-electric drivetrain with two full variable-speed generators that feed into a DC bus system and then into a 540 kilowatt-hour battery bank.&nbsp;“It means you can run the entire system off the grid, and get a quiet ship,” says Rob Doyle, principal of the <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a> studio. “The generators can be smaller and can be run at optimum load.”At its core is an 800-volt DC bus with the batteries able to deliver between seven and 24 hours silent sailing and anchoring depending on loads, and with the gensets charging the batteries in one and a half hours. The yacht uses a special water-cooling system for the motors and drives in order to keep the system small and light.“The chillers are also designed for energy recovery and efficiency,” adds <a data-gid="gid://syiq/Company/6384" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Omikron Yachts (Company)">Omikron Yachts</a> head of design, Filippos Stratakis. “There are five chiller units that ramp up in sequence according to demand, rather than having one big chiller unit that’s on all the time. The heat from the air-con system and generators is recycled, and the whole system delivers efficiency improvements of 25 to 40 per cent, and up to 75 per cent under some conditions. We did this to reduce the batteries needed for the hotel load and therefore reduce the weight, and we can also operate the hydraulic sailing systems and winches without running a generator.”In addition to the generators, power will come from hydro-generation while sailing via a retractable aluminium shaft drive, which the design team worked on with <a data-gid="gid://syiq/Company/2827" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ship Motion Group B.V. (Company)">Ship Motion</a>.“We basically wanted maximum blade area for hydro-generation with the prop running in reverse,” says Doyle. “Their prop guys did some research and designed an optimised propeller for maximum generation while sailing. It was the first step on the ladder of the technology that we’re already integrating into other boats, which is allowing them to do a full transatlantic without running a generator.”With the <a data-gid="gid://syiq/Yacht/10154" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Argo 5454.0m (177'2&quot;)Omikron Yachts2026">Argo</a> designed to start sailing in as little as four knots of breeze, and with hydro-generation really kicking in above eight knots of boat speed, projections are the system will produce up to 55 kilowatts. However, the yacht is designed to sail in heavier airs too.&nbsp;“In Greece we have very strong winds compared to the Med as a whole,” says Vassilis Kouvaris, <a data-gid="gid://syiq/Company/6384" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Omikron Yachts (Company)">Omikron Yachts’</a> project manager for the <a data-gid="gid://syiq/Yacht/10154" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Argo 5454.0m (177'2&quot;)Omikron Yachts2026">Argo 54</a>. “We can go from zero to 50 knots, and 30 knots is very normal – these are no-go conditions for sailing superyachts, but this boat has been designed to sail in them easily."<img src="https://photo-assets.superyachttimes.com/photo/368867/image/large-7023d3e5e487722d330883677f12d5dc.png" data-gid="gid://syiq/Photo/368867">Building betterHull fabrication was done at the <a data-gid="gid://syiq/Company/5011" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Jacht- en Scheepswerf Gouwerok BV (Company)">Gouwerok Shipyard</a> in the Netherlands and was completed in November 2022. “They are one of the best aluminium builders in the world,” enthuses Doyle. “In their contract they guaranteed a maximum deflection of three millimetres concave over six metres, with zero convex. It was like an aircraft fuselage – you could have polished it and sent it out the door.”A notable feature is that the hull doesn’t have a standard frame size, each one being designed for the load case. FEA was used to optimise the scantlings by playing with different frame spacing and longitudinal structure to see which models yielded the lightest weight. This has had other interesting impacts: by concentrating the major forces from rigging and keel through three key reinforced frames, the team was able to reduce the amount of structure required for the deck. Indeed, the turnbuckles for the shrouds are in the engine room, a result of the chainplates being located in the turn of the bilge. The mast itself comes from <a data-gid="gid://syiq/Company/2447" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Southern Spars (Company)">Southern Spars</a> and is deck-stepped, supported by Aerosix rigging.Phased releaseSitting in a vast shed at the Skaramangas shipyard near Athens, much of the hotwork has been completed and the hull has been faired. The project has been making slow but steady progress since the hull arrived in Greece at the end of 2022, but the team has also been waiting for technology to catch up – in particular in relation to the DC grid system, which is being engineered by Baumüller, a German company specialising in systems for commercial shipping.&nbsp;Work will soon start engineering the interiors and building mock-ups at <a data-gid="gid://syiq/Company/2869" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Olympic Marine (Company)">Olympic Marine</a> to confirm cabin layouts, crew areas and other details before ordering in the materials for the production of the interiors proper. The interiors, which will feature lightweight Nomex core construction, will be built at <a data-gid="gid://syiq/Company/2869" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Olympic Marine (Company)">Olympic Marine</a> in parallel with progress on the technical fit-out at the Skaramangas yard. Dendrinos estimates a further 18 months of build time before the yacht is launched.The owner and crew will be making good use of that time. Because of the performance nature of the hull and the sail plan, the yard has bought a Volvo 70 (also designed by the <a data-gid="gid://syiq/Company/1797" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Juan Yacht Design (Company)">Juan Yacht Design</a> studio) from the 2012 edition of the Volvo Ocean Race for the crew and owner to train on.&nbsp;“Sailing at these kinds of speeds is a different mentality, and we will also step to a hydraulic system on the 70 similar to what the <a data-gid="gid://syiq/Yacht/10154" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Argo 5454.0m (177'2&quot;)Omikron Yachts2026">Argo</a> will have,” says Dendrinos. “If you have infinite power to control your sails, it becomes more complicated because you can’t feel the loads. The training is also key to ensuring the owner won’t need a large crew of professional racers to enjoy the yacht – he wants to sail with his friends.” For all the convention-defying aspects of the Argo 54, that aspect at least, it seems, is convention to its core.<img src="https://photo-assets.superyachttimes.com/photo/248400/image/large-fc3894d7e8605367efa8753b991cda8a.jpg" data-gid="gid://syiq/Photo/248400">Keel designThe <a data-gid="gid://syiq/Yacht/10154" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Argo 5454.0m (177'2&quot;)Omikron Yachts2026">Argo 54</a> uses a centreboard swing keel design built by Italian specialist keel-builder APM Keels. It has a ram mounted on the front side of the mechanism to pull the keel down and push it back up. An additional lock-step design in the keel box ensures that the keel is self-supporting when in the raised position, meaning the ram can be disengaged and removed if necessary.&nbsp;“With all the big boats we’ve done the biggest problem we have is always dealing with the fuse and the grounding load, followed by the difficulty in undertaking standard maintenance on the mechanism,” says Doyle.The team designed a new type of fuse, so if the yacht grounds with the keel down, the will fuse break and the keel will pull away from the hydraulic ram, meaning the shock loads don’t get transferred to the rig, chainplates or keel box.“It also means you don’t get ram compression, you don’t damage the seals, and you don’t get atomised hydraulic oil in the technical space,” adds Doyle. “It also allows you to re-engage the ram and push the keel up over the lock so it’s locked in the raised position, then you can back off the ram, change the fuse, re-engage the ram, bolt it all back together and you’re good to go – there’s no need to get to a dry dock.”<img src="https://photo-assets.superyachttimes.com/photo/368866/image/large-c2a0d4b134304ae2731b915f1c92e467.jpg" data-gid="gid://syiq/Photo/368866">Structural engineeringAt the project’s core is a carefully engineered and beautifully constructed aluminium hull and deck weighing just 62 tonnes, which according to Dendrinos makes the <a data-gid="gid://syiq/Yacht/10154" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Argo 5454.0m (177'2&quot;)Omikron Yachts2026">Argo 54</a> the lightest aluminium hull ever built for its length, saving around 35 tonnes of aluminium compared to a standard build. The engineering required the Doyle team to delve deep into the rules in order to keep the structure as light as possible while still meeting class requirements.&nbsp;“We approached the structure from first principles, while also considering the differences in class rules – a Lloyd’s boat wouldn’t fit under DNV, for example, and a DNV boat wouldn’t fit under an ABS programme,” says Doyle. “But it was a fantastic bit of research, because it showed that if you push the meaning of each rule to its limits they all come out about the same, with weight within a couple of percentage points of each other.”With the shipyard choosing to build to <a data-gid="gid://syiq/Company/1463" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bureau Veritas (Company)">Bureau Veritas</a> came an interesting conundrum when the surveyor said that the size of the frames needed to be doubled. In order to keep their lightweight design, the team did full finite element analysis (FEA) to prove every part of the hull’s structure was sound. This had an additional benefit:&nbsp;“We discovered that a historic phenomenon with plating distortion around the chainplates wasn’t due to the aspect ratio of plates, as had previously been thought, but was from the stresses running around the turn of the bilge and creasing the boat – something that only detailed FEA could show,” explains Doyle. “We ended up beefing up the plating around the structure of the hull where the chainplates are located way more than what the rule specified, and we were then able to go back to class and point out the problem, and recommend they upgrade their rules.”This article was featured in&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-8-download" rel="noopener noreferrer" target="_blank" title="">Issue 8 of How To Build It</a>.&nbsp;You can read all the articles from this edition&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-8-download" rel="noopener noreferrer" target="_blank" title="">here</a>, and stay up-to-date with all previous editions&nbsp;here.

argo 54 push to completion

Argo 54 yacht technical launch

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Argo 54 yacht hull in transit and arriving in Athens

Argo 54 in build

Argo 54 render

A closer look at how the powerful yet lightweight aluminium Argo 54 with sustainable sailing technology is coming together

Argo 54: The push to completion

As the yachting industry begins to take alternative fuels seriously, Heikki Bergman, CEO and design manager of start-up company <a data-gid="gid://syiq/Company/8768" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Propulsion House (Company)">Propulsion House</a>, is several steps ahead. His company has developed a compact, modular methanol-electric propulsion system for yachts up to 70 metres that challenges the big marine technology brands.<img src="https://photo-assets.superyachttimes.com/photo/390298/image/large-6f876876617a86ea1297b4c7d5007042.jpg" data-gid="gid://syiq/Photo/390298">Drawing on more than two decades of experience in marine electrical propulsion, Heikki Bergman brings an engineering-driven approach to hybrid systems, with a sharp focus on real-world viability, space efficiency, and the practical constraints of small and mid-size vessels.“There’s good will in the market,” he says, “but not many customers or shipyards truly understand what they’re buying when it comes to electric or alternative-fuel systems. That’s where things often fall apart.”Now, Bergman and his team have unveiled a hybrid system he claims is capable of delivering over 5,000 nautical miles of range using methanol reformers, hydrogen fuel cells, batteries, and lightweight electric pod propulsion – all within the general arrangement footprint of an existing 45-metre, steel-hulled explorer hull designed by Frank Neubelt.<img src="https://photo-assets.superyachttimes.com/photo/390299/image/large-087f0ae7e1a2668b35e761bf7c22a0db.jpg" data-gid="gid://syiq/Photo/390299">Scaling downBergman’s journey began at <a data-gid="gid://syiq/Company/6143" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="ABB Group (Company)">ABB</a>, the Finnish leader in electrification and automation technology, where he worked on large commercial projects across Europe, particularly in the passenger vessel segment. In 2015, he identified a knowledge gap in the smaller vessel markets: while electrical and hybrid systems were becoming standard on larger ships, few people understood how to scale them down effectively for smaller yachts.&nbsp;"The big players don’t cater well to anything below 1 megawatt per propeller," he explains. "They come with massive project organisations and million-euro tickets, which just doesn’t work for yachts below 70 metres. We start from seven horsepower, up to 600 kilowatt."He founded <a data-gid="gid://syiq/Company/8768" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Propulsion House (Company)">Propulsion House</a> in 2017 as a consultancy, but it quickly evolved into a product development company. The firm now works across multiple sectors – including oil and gas – but yachting remains a core focus. The team doubled in size last year and is expected to grow again in 2026.<img src="https://photo-assets.superyachttimes.com/photo/390300/image/large-701d98e76c4b8100d4437b449c0de308.jpg" data-gid="gid://syiq/Photo/390300">Time to RethinkThe in-house propulsion system is a methanol-electric hybrid setup using the existing 45-metre explorer hull as a baseline that began with the team asking a simple but critical question: could a vessel of this size achieve 5,000 nautical miles of range using alternative fuels, without compromising usable interior volume? The answer: Yes, by completely rethinking how propulsion integrates with vessel design.At the heart of the system is the trademarked DeeCee Microgrid – a methanol-fuel-cell architecture designed for endurance, redundancy and modular installation. The system includes: six methanol reformers, which convert a methanol/water mixture into hydrogen and CO₂; six 200 kilowatt hydrogen fuel cells, fed by the reformers to generate electricity; and two 600 kilowatt battery banks, offering load balancing, peak shaving, and full-electric operation in port or during silent cruising.<img src="https://photo-assets.superyachttimes.com/photo/390301/image/large-09f5baddc586600638d912e42f93dd0f.png" data-gid="gid://syiq/Photo/390301">All the system components – fuel cells, batteries, converters – are already commercially available. Combined, they enable propulsion via two 600 kilowatt electric pods, with no shaft lines or central switchboards. Instead, the vessel uses a distributed DC network through localised electrical control units – each managing its zone independently and able to switch within milliseconds in case of blackout.“We’ve eliminated the need for a switchboard room altogether,” says Bergman. “This frees up interior volume, reduces cabling, and improves safety and redundancy.”The reforming process produces a controlled volume of CO₂, which the system can capture and store onboard for recycling. The volume of this captured CO₂ is significantly lower than from internal combustion engines – about 40-60 percent less than a diesel generator. Moreover, when taking into production methods of green methanol and e-methanol, some of which actually consume CO2 rather than release it into the air, the overall CO2 emission reduction is even higher.<img src="https://photo-assets.superyachttimes.com/photo/390305/image/large-8b7413485de1c405fa96aac8b215fe00.jpg" data-gid="gid://syiq/Photo/390305">Small, Light &amp; SmartPerhaps the most radical part of the concept is the proprietary Pulling-e Propulsion pod design. It resembles a torpedo: long, narrow, and hollow, with a stationary internal body, an outer rotating propeller shell and a 2-bladed propeller offering a good balance of efficiency and drag. Containing a permanent magnet synchronous motor and scalable from 7-600 kilowatt per propeller, there is no shaft, no gearbox, and minimal mechanical complexity. The pod can be steerable for shallow water use, or fixed with a rudder integrated into the strut that connects it to the hull.&nbsp;The unit is designed to be modular and installation-agnostic. It can be fixed horizontally to the hull, retrofitted into an old rudder socket, or even fitted with lift-enhancing struts to improve hydrodynamic flow. Unlike traditional azimuthing thrusters, which rotate 360 degrees, the pods limit steering angles but compensates via bi-directional rotation. The result is full-vector thrust control, achieved with a simpler, lighter system.<img src="https://photo-assets.superyachttimes.com/photo/390304/image/large-1e7154665ec390b5c89b7ed5b892f2e1.jpg" data-gid="gid://syiq/Photo/390304">This method also benefits noise reduction. The methanol-electric propulsion is already quiet, so the remaining main source of noise is from propeller-generated pressure pulses hitting the hull. The propellers, positioned far aft as far outboard as possible away from the hull, significantly reduce this underwater radiated noise—a growing concern for marine ecosystems.The concept isn’t just theoretical. Cambridge University’s Energy boat challenge team recognised the potential and <a data-gid="gid://syiq/Company/8768" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Propulsion House (Company)">Propulsion House</a> has been working with Marin’s top designers on the propeller optimisation, using a 15-kilowatt test unit to refine efficiency. The propellers were optimised using PropArt and PROCAL computations. A speed-power prediction based on the resistance was provided, and additional analysis was carried out in terms of steering forces and cavitation behaviour.<img src="https://photo-assets.superyachttimes.com/photo/390303/image/large-fe5f36bdbe69c88da2bda09491ac7329.png" data-gid="gid://syiq/Photo/390303">“We achieved 89 percent propeller efficiency – among the highest on the market,” says Bergman. “And when we scale up to the size used on yachts, efficiency actually increases due to the larger central hole in the propeller. And that’s just the first iteration available.”The system is also suited for retrofits. In theory at least, shaft lines could be removed entirely and the new propulsion unit installed into the existing rudder sockets, reducing the need for invasive hull perforations. The structural load is carried in a way similar to rudder mechanics, with reinforcement achieved by increasing material thickness inside the torpedo's cooling pipe. <img src="https://photo-assets.superyachttimes.com/photo/390302/image/large-279388f3d090554f024470e1514e9ec4.png" data-gid="gid://syiq/Photo/390302">A New Design OrderPerhaps most radical is the company’s approach to vessel design itself. “We start from the underwater section,” Bergman explains. “First the hull, then the propeller location, and then everything else. Not the other way around.”This inverted design process contrasts with the traditional method of selecting off-the-shelf propulsion systems first, which often forces compromises in hull shape, hydrodynamics and interior layout.With partners already on board for further testing in 2026, and interest growing among shipyards and owners, <a data-gid="gid://syiq/Company/8768" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Propulsion House (Company)">Propulsion House</a> is positioning itself not just as a technology provider, but as a strategic design partner. By simplifying systems, reducing space usage, offering real redundancy, and embracing cleaner fuels, Bergman believes a better class of hybrid yacht is not only possible – it’s ready to build. “There’s no fantasy here,” says Bergman. “This could be built tomorrow.”&nbsp;

Heikki Bergman Propulsion House CEO Interview

Propulsion House CEO sites down with SYT to discuss the compact, modular methanol-electric propulsion system for yachts.

Inside the push for methanol-electric yacht propulsion with CEO Heikki Bergman

If home is where the hearth is, then the galley is certainly a fundamental element of any superyacht. Whether enjoying a 10-course taster menu or a teppanyaki treat on deck, food is central to the onboard experience. We take a look at how to avoid second-rate cooking spaces and equipment.When people talk about superyachts, the highlights always seem to revolve around the same things: the beach club, the sundeck, the pool, the master stateroom. The galley barely gets a second thought, until you spend time on board –&nbsp;then the food and its service take centre stage and any issues to do with layout, design or installation become belatedly obvious.Naturally, safety is paramount. Galleys present a host of hazards from deep fryers and steamers to rotating equipment and sharp blades. Fire suppression, hygiene, ventilation, materials, and so on, are governed by classification society rules, but small details like having rounded internal radii instead of sharp corners in stainless steel cabinets help prevent dirt accumulation and make cleaning much easier for galley staff. Ergonomics and design are equally important.<img src="https://photo-assets.superyachttimes.com/photo/394386/image/large-95000aca9788e63f3727ba677f1045e1.jpg" data-gid="gid://syiq/Photo/394386">“The galley layout is defined according to the capacity of the yacht, considering both guests and crew,” says Costanza Pazzi, project architect at <a data-gid="gid://syiq/Company/12" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="CRN (Company)">CRN</a>. “It is usually designed with three clearly distinct areas: washing, cooking, and preparation.”Separate traffic flows for clean and dirty dishes help prevent cross-contamination and accidents. Adequate lighting is a sometimes overlooked consideration, especially for galleys on the lower deck with smaller windows where the artificial lighting should emulate daylight temperatures (4000K-5000K) to show the true colour of the food being prepared.“Each custom superyacht galley is different,” Pazzi continues. “The spaces dedicated to galley and pantries should be discussed as part of the technical specifications at contract completion, with guidelines coming directly from the owner’s team. A fundamental requirement is that ducting and systems need to be defined in the general plans from the outset.”<img src="https://photo-assets.superyachttimes.com/photo/394417/image/large-7799ab22eb4f8b77c27d0e82de2c9dc0.jpg" data-gid="gid://syiq/Photo/394417">Experience counts“The galley is not just one room – it’s an entity,” says Brennan Dates, a chef with more than 25 years’ work experience on superyachts. Currently head chef aboard 87.6-metre <a data-gid="gid://syiq/Yacht/2354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Project X87.6m (287'5&quot;)Golden Yachts Ltd.2022">Project X</a>, he also consults on galley design through his company <a data-gid="gid://syiq/Company/7686" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Superyacht Galley Designs (Company)">Superyacht Galley Designs</a>. His refit and new-build galley projects includes <a data-gid="gid://syiq/Yacht/234" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ecstasea85.95m (281'12&quot;)Feadship2004">Ecstasea</a>, <a data-gid="gid://syiq/Yacht/1713" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mogambo73.51m (241'2&quot;)Nobiskrug2012">Mogambo</a>, <a data-gid="gid://syiq/Yacht/9442" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Dragonfly142.0m (465'11&quot;)Lürssen Yachts2024">Dragonfly</a>, <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>, the first <a data-gid="gid://syiq/Yacht/6409" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Moonrise99.9m (327'9&quot;)Feadship2020">Moonrise</a> and second <a data-gid="gid://syiq/Yacht/11108" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Moonrise100.7m (330'5&quot;)Feadship2025">Moonrise</a> yachts, and a 100-metre-plus vessel currently under construction.&nbsp;“Where does the food come into the boat, especially on larger yachts when you’re &nbsp;talking about shell doors and pallets of produce?” he asks. “How does the food get stored, and where is the cold storage located? Which deck is the galley on? Where are the pantries and which decks are the guests eating on? Some food is stored in the galley, then it gets prepped, possibly stored again, then gets heated or reheated, plated and served, and now you’re talking about pantry flow.” <img src="https://photo-assets.superyachttimes.com/photo/394418/image/large-c4c49eab3aaeeb1639265cfacfe9f9ee.jpg" data-gid="gid://syiq/Photo/394418">It’s also important to consider the operational profile of the yacht, because there’s a difference between a purely private yacht and one that’s going to be busy chartering. Is it going to be doing extended cruising to remote locations, which may require bigger dry stores and cold rooms?“I can walk into a galley and within five minutes know if there was a yacht chef involved in the build,” says Dates. “But no one’s really listening to chefs at this point, and I think that negatively impacts on the whole guest experience, but also the crew.”<img src="https://photo-assets.superyachttimes.com/photo/394416/image/large-f89be51556d3eb7510c568074aeb1395.jpg" data-gid="gid://syiq/Photo/394416">One thing for sure is that dumb waiters are mostly a thing of the past, with crews preferring to use the space for additional storage or fridges. Dates further warns against the use of domestic kitchen appliances on board in what are essentially commercial kitchens, where stuff tends to break down much faster. “Rational is the number one in the world for ovens, and MKN is up there,” he advises. “There’s a precipitous drop after those two.”On-deck delightsThese days, the galley is only one centre of chef action on board. There will likely be outdoor cooking stations in the build plan, particularly on charter yachts. <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a>’s <a data-gid="gid://syiq/Yacht/6424" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hadar136.0m (446'2&quot;)Lürssen Yachts2019">Hadar</a>, for example, features an extensive outdoor kitchen on the bridge deck aft, where guests can watch the chef working a wok station, a coal-powered Spanish Josper grill, a rotisserie, and pizza/teppanyaki/tandoori ovens.&nbsp;“At a bare minimum there needs to be a sink and refrigeration, just for basic sanitation,” Dates says. “If you can have a little trash compartment that’s sealed away that’s useful, and then it comes down to equipment – there’s a really good oven by MKN that fits under the counter and which takes care of its own exhaust and accepts standard 535x325 millimetre gastronomic trays.”“There is an ever-increasing demand for the inclusion of pizza ovens, particularly for yachts over 60 metres,” adds Pazzi, “There is also a trend for a table in the main galley where guests have the chance to see the chef working and enjoy a food tasting, aimed at creating a sensory experience.”&nbsp;Open-plan, country kitchen-style layouts are increasingly popular on smaller yachts, and on “galley-up” catamarans where the cooking area become an integral part of family life on board. The <a data-gid="gid://syiq/Company/374" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sanlorenzo (Company)">Sanlorenzo</a> 64Steel <a data-gid="gid://syiq/Yacht/6178" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Attila64.0m (209'12&quot;)Sanlorenzo2019">Attila</a> even has a custom-made barbecue pit inside the main deck dining area for preparing Argentinian-style steaks. <img src="https://photo-assets.superyachttimes.com/photo/394422/image/large-e484db9dd7caca3e714a505d18be3385.jpg" data-gid="gid://syiq/Photo/394422">Breathing easyAlongside cooking comes the risk of odours, which can quickly infiltrate indoor guest areas if ventilation and extraction aren’t properly designed. During the design of the second <a data-gid="gid://syiq/Yacht/11108" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Moonrise100.7m (330'5&quot;)Feadship2025">Moonrise</a>, for example, the owner requested a taller mast so galley fumes are not blown back onto the sundeck after being vented.&nbsp;&nbsp;The air extraction system in the pro-spec galley aboard the 76.6-metre explorer yacht <a data-gid="gid://syiq/Yacht/4734" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Albatross76.6m (251'4&quot;)Piriou2015">Albatross</a> highlights how smart design can maximise energy efficiency. Extractor fans typically suck the air out of a room, which has to be replaced anew with fresh, treated air. But when the outside temperature is -20°C that could mean firing up another generator just to reheat the air because the galley is in use. On <a data-gid="gid://syiq/Yacht/4734" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Albatross76.6m (251'4&quot;)Piriou2015">Albatross</a>, the cowling above the cooking hobs also creates a curtain of treated air that effectively isolates the cooking area, saving HVAC energy while containing cooking odours and maintaining a constant temperature in the galley. A similar system has been installed on the all-electric sailing yacht Project Zero.<img src="https://photo-assets.superyachttimes.com/photo/394426/image/large-b6d6a20d4c21394ec767a94b34324a08.jpg" data-gid="gid://syiq/Photo/394426">Galley design extends to the handling of waste produce, which includes both garbage and wastewater treatment. The latter is particularly pertinent, because food contaminants and grease can wreak havoc with onboard water treatment systems (this topic is specifically addressed in <a href="https://issuu.com/superyachttimes/docs/how_to_build_it_-_issue_9" rel="noopener noreferrer" target="_blank" title="">Issue 9&nbsp;</a>of How to Build It).&nbsp;“Fat, oil and grease (FOG) need to be separated – this is very important not only for the wastewater treatment process, where they can affect the biological process or clog filters, but also to prevent clogging of pipes,” confirms Georgios Kariofilis, Sales Manager at <a data-gid="gid://syiq/Company/8602" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hamann AG (Company)">Hamann</a>. “Having a grease trap and a pre-filter system is the first step to avoiding such problems.”Organic trash handling, typically resolved by storing garbage in a refrigerated room or in a deck locker, is also making advances. Dehydration plants, such as those offered by Evac and Eco-Smart, remove water content from food waste by heating it to around 80ºC and evaporating it off as steam. The sterile and odourless residual food waste is roughly 15 to 20 percent of its former volume and can be stored more easily on board for later disposal or composting. Essentially, it means you don’t need as big a trash storage room.<img src="https://photo-assets.superyachttimes.com/photo/394420/image/large-a3eda501d5fdaf6da7497de827b67522.jpg" data-gid="gid://syiq/Photo/394420">Ask an expert&nbsp;The advice from designers and chefs is basically to bring in an expert at the layout stage of design, and to argue for more space rather than less, no matter the size of yacht. Speciality companies like UK-based <a data-gid="gid://syiq/Company/2137" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="GN Espace Galley Solutions Ltd (Company)">GN Espace</a> offer expert advice for superyacht galley layouts and equipment spec, including full commercial galleys and upgrades such as adding a robust powder coated finish to stainless steel doors to match the rest of the yacht.Large or small, yacht designer Guido de Groot argues that the galley is generally in full-time use – especially on charter vessels. He compares the 10 guests plus eight crew aboard the 35-metre <a data-gid="gid://syiq/Company/2948" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Van der Valk Shipyard (Company)">Van der Valk</a> yacht <a data-gid="gid://syiq/Yacht/13018" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lalabe35.31m (115'10&quot;)Van der Valk Shipyard2025">Lalabe</a> with a 50- or 60-metre vessel that might have 12 guests and 14 crew.“It’s a similar number of guest and crew, so you can’t just halve the size of the galley on the smaller yacht,” he points out. “It requires a lot of smart thinking to get everything into a more compact space.”“Give the galley and associated areas the space they deserve,” insists Dates. “Is luxury jamming the galley in the bottom of the boat and having food travel up four decks, or is it spending resources to have the galley on the main deck nearer to where guests will eat? Because that’s what I would want.”<img src="https://photo-assets.superyachttimes.com/photo/394419/image/large-c9630b9438c0f3772c24b74a369972a1.jpg" data-gid="gid://syiq/Photo/394419">Shipyards looking to streamline the planning process with standardised solutions sometimes argue against bringing in a consultant chef at the design stage. All chefs have their own routines, preferred equipment, likes and dislikes, but individual chefs do not stay with a yacht indefinitely. The galley, on the other hand, will remain for many years, or at least until a major refit. &nbsp;“Not including a superyacht chef in the build is like building a race car and not talking to the driver because they’ll want different buttons in different places,” counters Dates. “It doesn’t make any sense to have someone who’s never done the job be the one to put it all together.”

Why superyacht galley design matters to the onboard experience

How thoughtful superyacht galley design can improve safety, service, storage, ventilation and the wider onboard dining experience.

Galley design: "It's like building a race car without talking to the driver"

Inside Baltic Yachts’ first carbon catamaran build

Inside the build of Zeteo, Baltic Yachts’ first catamaran featuring carbon construction and hybrid propulsion.

Inside the build of 33m Zeteo: Baltic Yachts’ first carbon catamaran

More than a speculative future concept, the AERA catamaran represents the convergence of mature technologies assembled with an emphasis on simplicity and sustainability. Research and testing have shown the project is both feasible and buildable. The focus now is on systems integration and production scaling.<img src="https://photo-assets.superyachttimes.com/photo/371664/image/large-bcc3594f61ee7b5986053ac54a532b0c.jpg" data-gid="gid://syiq/Photo/371664">Developed by <a data-gid="gid://syiq/Company/122" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Huisman (Company)">Royal Huisman</a> in collaboration with sister company <a data-gid="gid://syiq/Company/458" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rondal B.V. (Company)">Rondal</a>, <a data-gid="gid://syiq/Company/7904" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Artemis Maritime (Company)">Artemis Technologies</a>, and designer <a data-gid="gid://syiq/Company/43" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cor D. Rover Design (Company)">Cor D Rover</a>, AERA is a technical study into the feasibility of combining wind-dominant propulsion, low-drag hydrodynamics and alternative energy systems within the constraints of a large luxury yacht.&nbsp;The 50-metre catamaran builds on the shipyard’s Project Tidal Shift, an internal innovation initiative that identified increased utilisation of sail power and systemic reductions in energy demand as the most effective pathways towards sustainability. From the outset, the project followed an engineering-first methodology in which energy demand and drag were reduced before alternative energy sources were applied. This approach informed decisions across platform selection, structural engineering, rig design and onboard energy systems.“Early concept development did not initially assume either a multihull platform or a wing sail,” says Herman de Jong, innovation manager at <a data-gid="gid://syiq/Company/122" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Huisman (Company)">Royal Huisman</a>. “Our initial investigations focused on automation of conventional rigs and the use of delivery sails to reduce dependence on costly sail inventories.”Collaboration with <a data-gid="gid://syiq/Company/7904" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Artemis Maritime (Company)">Artemis</a> introduced the possibility of wing-based propulsion, with early consideration given to soft wing concepts derived from high-performance foiling monohulls. These were ultimately rejected due to the large structural loads required to shape the membrane, the resulting rig forces transferred to the hull, and the limited suitability for the operational profile of a superyacht. A rigid wing sail was identified as aerodynamically superior, functioning as a true air-foil with 10 times lower drag than a conventional tube mast (even with the sails lowered), while also allowing passive feathering when unloaded.<img src="https://photo-assets.superyachttimes.com/photo/371695/image/large-f6fba2ad9ba66c269310feeea6a26fee.jpg" data-gid="gid://syiq/Photo/371695">Active control“Wing sails have been proven in racing environments such as the America’s Cup and <a data-gid="gid://syiq/Company/6878" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="SailGP (Company)">SailGP</a>,” argues Dr Iain Percy, founder and CEO of <a data-gid="gid://syiq/Company/7904" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Artemis Maritime (Company)">Artemis Technologies</a>, himself an AC veteran and double Olympic champion. “The challenge here is adapting that performance into a reliable, low-maintenance system suitable for a superyacht. To do that, a significant part of the development has focused on active control to manage performance, comfort and manoeuvring across a wide range of conditions.”Initial testing of the wing concept was conducted using a free-standing, rotating carbon-fibre wing mounted on a J22 test platform. The trials confirmed the wing’s ability to passively align with the wind and maintain low drag, but also revealed some dynamic coupling between the wing’s oscillatory behaviour and the natural roll frequency of the monohull. These findings convinced the team to focus on a multihull configuration, as the increased initial stability of a catamaran minimises roll-induced excitation of the wing system and the loads on the two sets of bearings inside the yacht, although <a data-gid="gid://syiq/Company/122" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Huisman (Company)">Royal Huisman</a> does not preclude monohull applications in the future.<img src="https://photo-assets.superyachttimes.com/photo/371647/image/large-3db5887279a6542cf289be78a33db442.jpg" data-gid="gid://syiq/Photo/371647">“The wing sail concept is better suited to a catamaran platform as the rig remains upright and is not subjected to large heel-induced load variations,” explains de Jong. “By limiting heel angles, the vessel also avoids one of the primary deterrents for owners transitioning from motor yachts to sailing yachts, not to mention the absence of flogging sails and running rigging.”The wing comprises a thin aerodynamic Mylar skin supported by a carbon-fibre framework of spars, ribs and transverse plates, which manage the global bending and torsional loads much like the wings of an airplane. Controlled flexibility is incorporated into the design to allow the wing to twist under load, improving lift distribution and reducing peak stresses. <img src="https://photo-assets.superyachttimes.com/photo/371658/image/large-87c2c4becc7abb55160fd76750f46e73.jpg" data-gid="gid://syiq/Photo/371658">AutomationAutomation is fundamental to the operational viability of the wing system. Conventional sail handling is replaced by wing rotation and deflection of the four trailing-edge flaps, actuated by hydraulic cylinders at the root of each flap. Sensor-driven software continuously adjusts the wing’s angle of attack and flap configuration in response to wind conditions, reducing crew workload and minimising the risk of human error. The control algorithms are the result of CFD models developed in collaboration with Artemis, drawing on experience from high-performance sailing applications.&nbsp;Feathering is a critical safety feature, so if the active system fails the wing naturally aligns with the wind and minimises drag. In extreme or turbulent conditions, it is designed to depower automatically to a low-load, low-drag state without requiring crew intervention. Although it’s designed to remain upright in all weather conditions, a hydraulic hinge mechanism allows the entire wing to be lowered to reduce air draught for bridge clearance or maintenance purposes. <img src="https://photo-assets.superyachttimes.com/photo/393334/image/large-cbf9c3c68a163712f4ddc521e251b194.png" data-gid="gid://syiq/Photo/393334">From a lifecycle standpoint, Dr Percy points out that a wing sail replaces a consumable system with a permanent one. Conventional sails degrade and require regular replacement, whereas a properly designed wing can last for the life of the yacht. This permanence shifts cost and maintenance considerations away from periodic sail replacement towards upfront engineering and long-term reliability.“Manufacturing feasibility has also been a central consideration throughout development,” says Bart van der Meer, sailing system engineer at <a data-gid="gid://syiq/Company/458" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rondal B.V. (Company)">Rondal</a>. “Each rib of the wing requires a unique mould due to the changing airfoil geometry along the span. We expect production-scale moulds are expected to be fabricated from milled aluminium to ensure dimensional accuracy and repeatability.”Although these challenges are not trivial, they are a question of process optimisation rather than unresolved technical risk.<img src="https://photo-assets.superyachttimes.com/photo/393329/image/large-e0fb3f469c6062ee583c2c1998445a5c.jpg" data-gid="gid://syiq/Photo/393329">Built like a bridgeStructurally, the AERA catamaran departs from conventional multihull architecture through the use of principles derived from cantilevered bridge design – notably the historic Koningshaven Bridge (also known as ‘De Hef’) close to <a data-gid="gid://syiq/Company/43" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cor D. Rover Design (Company)">Cor D Rover</a>’s studio in Rotterdam. The triangulated geometry spans large distances between pillars, enabling open-plan interiors and extensive glazing without visually dominant pillars.&nbsp;The asymmetrical geometry of the vessel is a functional response to spatial and structural requirements rather than an aesthetic gesture. Although the deck levels appear unsupported, structural integrity is maintained through clearly defined global load paths disguised in features such as staircases. <img src="https://photo-assets.superyachttimes.com/photo/371698/image/large-b28b9a6de23b265903ea61bfe20d603d.png" data-gid="gid://syiq/Photo/371698">“The geometry follows the forces rather than being applied as a stylistic layer,” explains <a data-gid="gid://syiq/Company/43" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cor D. Rover Design (Company)">Cor D Rover</a>. “Structural cut-outs allow semi-open areas to remain outside the tonnage calculations while still contributing to stiffness and spatial articulation. Despite this unconventional arrangement, the enclosed volume is carefully controlled at approximately 1,880 cubic metres, keeping the vessel below the 500 GT threshold.”Material selection for the hull and superstructure is centred on aluminium, chosen for its strength-to-weight ratio, recyclability, and compatibility with <a data-gid="gid://syiq/Company/122" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Huisman (Company)">Royal Huisman</a>’s expertise in working with lightweight aluminium alloys. Weight control is particularly critical for a catamaran, as increased mass directly raises wetted surface area and drag. <a data-gid="gid://syiq/Company/7904" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Artemis Maritime (Company)">Artemis Technologies</a> was closely involved in optimising the hull forms to balance hydrodynamic efficiency with superyacht functionality.“Our naval architects actually found the constraints of the superyacht design space to be a valuable tool in refining the hull shapes,” says Dr Percy. “By working within a predefined functional window that takes into account accommodation needs, utilities and other essential factors, they were able to focus on local optimisation and maximise the efficiency of the hull design.”<img src="https://photo-assets.superyachttimes.com/photo/393335/image/large-11dc06fc86174d979606f874bfc85d4a.png" data-gid="gid://syiq/Photo/393335">Energy generationEquipped with two retractable, forward-facing, azimuthing thrusters, AERA’s energy generation is organised around a hybrid diesel-electric architecture and 580-kWh battery bank for efficient integration of multiple power sources. <a data-gid="gid://syiq/Company/122" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Huisman (Company)">Royal Huisman</a> installed a similar system on 60-metre <a data-gid="gid://syiq/Yacht/8258" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sarissa59.7m (195'10&quot;)Royal Huisman2023">Sarissa</a> in 2023, but on AERA has added compressed hydrogen tanks for supplying a low-temperature PEM hydrogen fuel cell. With Approval in Principle from Lloyd’s Register, the system is designed to provide approximately 72 hours of silent hotel-load operation.As with <a data-gid="gid://syiq/Yacht/8258" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sarissa59.7m (195'10&quot;)Royal Huisman2023">Sarissa</a>, hydrogeneration plays a primary role during sailing with under-hull generators optimised for operating speeds between 11 and 12 knots. At these speeds, continuous power output of around 40 kW is achievable, sufficient to cover hotel loads and allow generators to remain offline. The fixed, low-drag hydrogenerators deliver optimal performance without the added complexity of retraction mechanisms – a solution that aligns with AERA’s ethos of simplicity and high efficiency.<img src="https://photo-assets.superyachttimes.com/photo/393328/image/large-15f017ba3b5bb5892a3a52ed2dc5ad1c.jpg" data-gid="gid://syiq/Photo/393328">“Our simulations show that during a typical cruising week, including one visit shoreside when shore power is available, the yacht will not need to run her variable-speed gensets for hotel loads,” says Jidde Looijenga, innovation manager at <a data-gid="gid://syiq/Company/122" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Huisman (Company)">Royal Huisman</a>. “They are needed only during motoring or motor sailing to generate electricity for the retractable propulsion system. Naturally, they can also run on HVO for substantial reductions in CO₂ and Nox emissions.”Together with <a data-gid="gid://syiq/Company/43" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cor D. Rover Design (Company)">Cor D Rover</a>, the shipyard team is exploring the integration of wind turbines to generate electrical power at anchor or in port. Any such system would be supplementary rather than critical and, as the designer notes, “would need to operate with very low noise and vibration to be acceptable in a yacht environment.” These ideas are not on the project’s critical path, but they illustrate potential future extensions of <a data-gid="gid://syiq/Company/122" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Huisman (Company)">Royal Huisman</a>’s renewable energy strategy.<img src="https://photo-assets.superyachttimes.com/photo/393332/image/large-3aaca815d143ace4293d0ef4519ca552.png" data-gid="gid://syiq/Photo/393332">UsabilityBeyond technical feasibility, the AERA concept also addresses usability and the owner experience. The combination of automation, reduced manual sail handling, and increased comfort is intended to make sailing more accessible and as straightforward as operating a motor yacht.&nbsp;“Combined with reduced fuel consumption and lower operational emissions, this positions AERA as a bridge between motor and sailing yacht ownership,” says Looijenga.Overall, the catamaran represents a convergence of proven technologies and disciplined system integration rather than reliance on untested innovations. With its emphasis on simplicity, sustainability and lifecycle efficiency, the concept demonstrates that a wind-dominant, low-emission superyacht is technically achievable within available engineering and classification frameworks.<img src="https://photo-assets.superyachttimes.com/photo/371693/image/large-d494cdf4de75a63242521821d563f54f.png" data-gid="gid://syiq/Photo/371693">

Royal Huisman AERA catamaran

Royal Huisman's 50m hydrodynamic luxury yacht 

AERA catamaran: The wind-dominant, low-emission sailing superyacht

Starting out as a captain, Simon Finlayson quickly found himself drawn into the mechanics of new-build decision-making – first as a build captain, then as an owner’s representative. Recognising the value of understanding how yachts are built from the inside out, he moved into the yards, working within both project management and production team, to close the knowledge gap between owner expectations and shipyard execution.<img src="https://photo-assets.superyachttimes.com/photo/390228/image/large-d82f02d6f20048f162b3e9f36ff01c3a.jpg" data-gid="gid://syiq/Photo/390228">You’ve worked across both sailing and motor yachts. What’s the biggest practical difference from a build perspective? A sailing yacht spends much of its life heeled over, while a motor yacht generally operates upright but rolls. That single reality drives countless knock-on decisions. Something as basic as getting suppliers to confirm their equipment will operate at heel sounds simple, but it’s a major consideration that can be overlooked until late in the process. Beyond that, industry culture differs. Sailing yacht teams often have more human connection and personal involvement in material choices and how the boat comes together. Motor yacht projects, especially at the larger end, tend to be more contract-led – lines are more clearly defined, and communication can become more formal and legalistic.<img src="https://photo-assets.superyachttimes.com/photo/372358/image/large-f8a547ead4e5dc9366a98d8c53b3ebb5.jpg" data-gid="gid://syiq/Photo/372358">Where do sailing yacht builds demand the most attention during construction? Construction and engineering discipline – particularly strength versus weight and load management. Sailing yachts face more dynamic load cases than motor yachts. Rig, structure, deck gear, and load paths have to be correct because the forces are very real and move around the boat depending on sail plan and conditions. Then there’s the constant balancing act between complexity, available space, and operational simplicity. You can specify incredible technology, but someone has to operate it while also sailing the yacht. It’s very easy to spiral into systems that are elegant on paper yet impractical at sea.You mentioned technology can become a “rabbit hole”. What does that mean in practice? It often starts with good intentions: more automation, more integration, more capability. Engineers are focused specialists and can build something technically impressive. But if the operational interface becomes too complex, the crew won’t embrace it, faults become harder to diagnose, and the yacht ends up carrying systems that don’t truly help. The challenge is finding a workable middle ground – systems that deliver performance without turning routine operation into an engineering exercise.<img src="https://photo-assets.superyachttimes.com/photo/106261/image/large-8723f43ab69bd20d62467c9657646233.jpg" data-gid="gid://syiq/Photo/106261">You’ve been brought into projects to assist with re-aligning goals and expectations. What’s your go-to framework for getting control quickly? I try to keep it simple and scaleable: what did you say you would do, what are you doing now, and does that still fit our expectations?’ Then keep looping that conversation until everyone agrees on what “done” looks like. It’s mostly expectation management – but grounded in facts, not opinions.How do you bring shipyard processes into sync with specialist contractors and designers? By respecting expertise. If I come to you for doors, it’s because you’re the best at doors – you should advise how to solve the problem. Shipyards can sometimes push a “we always do it like this” approach, but many suppliers have good reasons for their preferred methods. In the Netherlands especially, you see deep specialisation. The industry is successful because experts can operate within a niche at the top end of their field. The best outcomes come when you give that expertise space, listen, acknowledge it, and then clearly define demarcation and deliverables.<img src="https://photo-assets.superyachttimes.com/photo/185959/image/large-e9814fcc0864c8409951eb957946f58b.jpg" data-gid="gid://syiq/Photo/185959">Where do schedules most commonly come under pressure on new builds? There are typically two pinch points. First is the start of construction. Different yards approach engineering and production differently. Some “engineer, then build”, while others start building early to protect the programme. Either way, you need clear decision gates – moments to say, “we know enough to proceed,” or equally, “we don’t know enough yet, so stopping now prevents rework later.”Then there is finishing and acceptance. Getting from a dynamic production environment to a finished, accepted space or system requires a high level of coordination. Someone has to confirm it is correct – yard-side or owner-side – and that acceptance can &nbsp;proceed based on facts rather than opinions. It requires checking, testing, cleaning, close-out, and a shared understanding of what remains outstanding. It’s easy to reach the end of hours or budget and declare, “it’s done.” In reality, that’s often the start of the hard part: delivering something that can be signed off with confidence.<img src="https://photo-assets.superyachttimes.com/photo/367902/image/large-6b292765f8464aaae3fe8b1c81e49d1e.jpg" data-gid="gid://syiq/Photo/367902">Change orders can lead to major timeline extensions. Can they be prevented? Not always. The first question is whether the change is driven by necessity or desire. Sometimes change is essential for safety, practicality, compliance, or evolving technology. The key is catching it early enough to minimise impact, and that brings us back to the one tool that matters at every level: the specification. Every conversation – with the owner’s team, suppliers, and within the yard – should orbit the spec. The moment you realise you’re discussing something that wasn’t agreed, you stop and reset: why are we talking about this change, what decision is required, and how do we proceed? If you lose the spec, you lose control.&nbsp;What technical trends are most likely to influence yacht building over the next decade? Propulsion and energy architecture will determine the technological backbone of future yachts. Moving toward battery-driven propulsion and DC-based electrical systems rather than traditional AC isn’t a bolt-on change – it affects the entire vessel. It requires a shift in engineering knowledge, build experience, and operational capability. You can design these systems, but they must be simple enough for the crew to operate. If nobody can operate it, you can’t build it – at least not responsibly.Another major theme is materials availability, with teak decks becoming a particularly visible battleground. It’s not only about sourcing; it’s about persuading stakeholders to rethink what a “proper” deck should look and feel like. The industry is, by nature, building the future using the past. That’s powerful, but it can also trap you in familiar solutions when the best answer is changing.<img src="https://photo-assets.superyachttimes.com/photo/113629/image/large-ebbb6667281aa6927f85947a0a313e82.jpg" data-gid="gid://syiq/Photo/113629">You’ve been involved in some standout yachts. Which projects most shaped your approach as a project manager? <a data-gid="gid://syiq/Yacht/4241" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Wisp47.65m (156'4&quot;)Royal Huisman2014">Wisp</a> was a pivotal learning curve – a classic sailing yacht build that showed me how much I still didn’t know about shipyard reality, even when deeply involved on site. Later, working inside a shipyard environment at De Vries on major deliveries such as Moonrise and Bliss accelerated my understanding of just how complex coordination can be.The real benchmark for me, though, has been the <a data-gid="gid://syiq/Yacht/6409" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Moonrise99.9m (327'9&quot;)Feadship2020">Moonrise</a> programme, because I experienced it from both sides – first for the shipyard and then within the owner’s team on the subsequent project, <a data-gid="gid://syiq/Yacht/11108" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Moonrise100.7m (330'5&quot;)Feadship2025">Moonrise II</a>. That provided a complete view of how decisions, quality control, documentation, and delivery pressures differ depending on where you sit.When design intent is clear and the drive for quality is genuinely high, you get something rare: a yacht where you walk through and everything feels right – layout, flow, system logic, and finish. Being part of that elevates your own performance and sets a standard you try to carry into every other project.

Simon Finlayson on successful yacht building

Simon Finlayson shares expert insights on successful yacht building, from design and engineering to managing expectations and delivery.

Inside Angle: Simon Finlayson on navigating the mechanics of yacht builds

<a data-gid="gid://syiq/Company/7672" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bolidt (Company)">Bolidt</a>, the Netherlands-based synthetic decking specialist, has been serving the superyacht industry since the 1990s. Over that time it has witnessed shifts in materials, expectations and regulations, including the EU’s 2021 ban on old-growth teak from Myanmar, which have encouraged owners and shipyards to seek out high-performance alternatives. Fresh from completing one of its most technically demanding projects to date, <a data-gid="gid://syiq/Company/64" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oceanco (Company)">Oceanco’s</a> 111-metre <a data-gid="gid://syiq/Yacht/10354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Leviathan111.0m (364'2&quot;)Oceanco2025">Leviathan</a>, <a data-gid="gid://syiq/Company/7672" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bolidt (Company)">Bolidt</a> CEO Rientz Willem Bol discusses the company’s recent acquisitions, material R&amp;D, and long-term strategy.<img src="https://photo-assets.superyachttimes.com/photo/389541/image/large-1834f21cd3fcb472d40fd788c16611fc.jpg" data-gid="gid://syiq/Photo/389541">Last year, you acquired Nautifit in The Netherlands and Boteka in Florida. What was the rationale behind this?By bringing Nautifit into <a data-gid="gid://syiq/Company/7672" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bolidt (Company)">Bolidt</a>, we increase customer value and expand our prefabrication capacity in Europe. This accelerates the development of new prefab applications and makes us faster, sharper and more creative in what we can offer our clients.Boteka has been a trusted partner of ours in the cruise ship sector for more than 14 years. The acquisition was driven by two key objectives. First, vertical integration. By bringing Boteka fully into the <a data-gid="gid://syiq/Company/7672" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bolidt (Company)">Bolidt</a> organisation, we can keep everything we produce under one roof. Second, geographic reach. Having a strong base in the US allows us to operate across multiple continents and serve the global market with the same consistent standards.<img src="https://photo-assets.superyachttimes.com/photo/374242/image/large-4f6cb53c5b0b2f91e00245841dcc6a16.jpg" data-gid="gid://syiq/Photo/374242">What made&nbsp;<a data-gid="gid://syiq/Yacht/10354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Leviathan111.0m (364'2&quot;)Oceanco2025">Leviathan</a>&nbsp;such a complex project for&nbsp;<a data-gid="gid://syiq/Company/7672" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bolidt (Company)">Bolidt</a>?What made this project unique was the close collaboration between the owner’s team, <a data-gid="gid://syiq/Company/64" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oceanco (Company)">Oceanco</a>, and <a data-gid="gid://syiq/Company/7672" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bolidt (Company)">Bolidt</a> throughout the design phase and execution. Compared to the scale of some of the cruise ship decking we’ve worked on, <a data-gid="gid://syiq/Yacht/10354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Leviathan111.0m (364'2&quot;)Oceanco2025">Leviathan</a> is actually quite small. We were working with just a few thousand square metres compared to 10-20,000-square-metres on some of our larger projects. However, the time investment was comparable. This is because of the level of complexity and detail it required. We were working to an inspection tolerance of just 1.5 millimetres over three-metres – an unprecedented level of flatness and consistency for a yacht of this size. Achieving this meant deploying up to 16 highly skilled specialists on the project. Material choice added another layer of difficulty. The design required a blue pigment, which is among the most challenging colours to stabilise in resin-based systems. In many ways, we weren’t simply delivering a deck – we were realising a design object in its own right. <img src="https://photo-assets.superyachttimes.com/photo/374254/image/large-dd7155f66c665783416d641846d8d349.jpg" data-gid="gid://syiq/Photo/374254">How is R&amp;D currently shaping the development of synthetic decking?UV resistance is a major focus. Owners expect colour stability over many years, even with constant exposure in extreme climates, so improving long-term performance under UV load is critical. We’ve also developed so-called “cool pigments” and techniques to reduce surface temperature, making decks more comfortable to walk on in hot regions. We can now embed functional lighting directly into the deck. One example is helicopter landing areas: using gyroscopically informed lighting, the system changes colour in response to vessel movement, giving pilots immediate visual feedback on whether conditions are safe to land. This technology originated from our work on naval frigates, where safety requirements are uncompromising. Beyond materials, we are becoming much more data-driven as a company. By integrating sensors into decks, we can analyse how people move and behave onboard, allowing us to optimise functionality and safety.<img src="https://photo-assets.superyachttimes.com/photo/374247/image/large-6da0558a1b1f317874e656c98e57635a.jpg" data-gid="gid://syiq/Photo/374247"> We still see a lot more teak decks on new builds than synthetic ones and it appears that, outside of technical areas, owners still want wood. What are your thoughts on this?&nbsp;We do see a shift in mindset, but we’re in a transition phase. When something old and familiar comes under pressure or begins to disappear, people initially look for something that comes as close as possible. Designers and owners often fall back on materials that reference familiar imagery and heritage, driven by aesthetics and emotion. In that search, choices are frequently made based on visual similarity, even if that means compromising on performance or longevity. That tendency usually persists until real-world use reveals that these materials age differently from the original, for example, by degrading more quickly or lacking essential properties such as wear resistance, or resistance to porosity and water absorption. At that point, the question shifts away from what looks similar, towards materials that not only feel right aesthetically, but also perform demonstrably in practice.<img src="https://photo-assets.superyachttimes.com/photo/378026/image/large-e1d52fec9f5b48e54ce4354cd6459c91.jpg" data-gid="gid://syiq/Photo/378026"> As CEO, how do you see the future of&nbsp;<a data-gid="gid://syiq/Company/7672" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bolidt (Company)">Bolidt</a>?The COVID period pushed many businesses into short-term, crisis-driven thinking and disrupted the relationship-building that normally underpins innovation. Now, in 2026, we can once again focus on long-term strategy. My focus is on innovation and striving to have a continuous process. At <a data-gid="gid://syiq/Company/7672" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bolidt (Company)">Bolidt</a>, that means an extended horizon and we talk about thinking 500 years ahead – not because it’s literally achievable, but because it shapes how we make decisions today. That mindset encourages durability, adaptability and responsibility in everything we develop.Finally, we are very excited about showing people all the innovative things we can achieve as a company and so we’ve built a two-storey Experience Centre of 4,000-square-metres where architects, designers, and industry professionals can see what’s technically possible. We’re keen to actively challenge the industry’s thinking and we want people to engage, question assumptions, and reimagine what’s possible with decking.

Rientz Willem Bol Bolidt CEO

Georgia Tindale sits down with Bolidt CEO Rientz Willem Bol to discuss about the synthetic decking specialist projects and future plans.

CEO in Conversation: Rientz Willem Bol of Bolidt

Which cities can truly claim that their ports are as old as the cities themselves? Hamburg is one of the few. Its maritime heritage permeates every corner, thanks in large part to Hermann Blohm and Ernst Voss.<img src="https://photo-assets.superyachttimes.com/photo/388030/image/large-2b7a5af8e354717e8822a2c8e928c86f.jpg" data-gid="gid://syiq/Photo/388030">The two German entrepreneurs, whose names still proudly brandish the shiplifts that define Hamburg’s skyline, founded <a data-gid="gid://syiq/Company/3" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Blohm & Voss GmbH (Company)">Blohm &amp; Voss</a> in 1877. They chose the island of Steinwerder to establish what would become a 451,000-square-metre shipbuilding operation – roughly the size of the Vatican City. Initially focused on ship repair, <a data-gid="gid://syiq/Company/3" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Blohm & Voss GmbH (Company)">Blohm &amp; Voss</a> prepared commercial ships for the Atlantic passages before the company started building its own vessels. Today, Steinwerder operates under the custodianship of <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a> and has returned to its core principles: refit and repair.Specialising in complex refit programmes for private yachts, <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a> Werft Hamburg has maintained Steinwerder’s legacy of being one of the world’s most trusted ports of call for refits. The yard also continues Hamburg’s tradition as a free-flowing hub of maritime knowledge, where expertise is shared across teams, suppliers, and partners.&nbsp;This open-source approach to expertise gives the crew a unique opportunity to learn directly from the wider supply network. When suppliers and technical partners converge in one place, crew gain insight into often-overlooked nuances, ensuring optimal understanding for vessel longevity. Training is regular, problems are solved collaboratively, and the collective intelligence of Hamburg’s maritime ecosystem is fully accessible. The city itself – just a road tunnel away from the shipyard – offers cultural events, international dining, and green spaces along the Elbe, rather than an isolated shipyard town."An effective yacht refit or repair does not necessarily require a shipyard appointment," says York Ilgner, Managing Director of <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a> Werft Hamburg. "Smaller details can often be addressed at sea, at anchor, or at layberth with the right knowledge. As part of our service, we aim to impart as much expertise as possible so the crew can operate self-sufficiently. Our phones, of course, remain open when additional support is needed."Informal networks, however valuable, can be fragile when reliant on chance encounters or individual relationships. To address this, <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a> has formalised initiatives such as its annual Chief’s Day. The second edition, held recently in Hamburg, brought together more than 80 chief engineers, suppliers, partners, and management teams for a day of technical exchange. From innovations in stabilisation systems to advances in propulsion efficiency, the event brought forward many voices too often absent from strategic conversations. <img src="https://photo-assets.superyachttimes.com/photo/388029/image/large-3c5dccff002b180b0640f9c5554baf40.jpg" data-gid="gid://syiq/Photo/388029">Over the course of the day, one theme surfaced repeatedly: institutional memory. The big question is just how much data should be recorded, and what benefits this brings to ensure seamless maintenance. Which metrics truly predict issues before they escalate? How can maintenance histories transfer between teams without overwhelming them? The difference between a reactive refit and a strategic one often lies in whether previous lessons are learned or lost.Shipbuilding has shaped the identity of Hamburg for more than eight centuries, and <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a> sustains its culture of maritime excellence. This culture develops through exchange, one conversation at a time. Hamburg remains what it has always been: a place where ships are built and repaired, and where the knowledge to do both better continues to evolve.

Inside Hamburg’s Steinwerder Shipyard: How Lürssen Continues the Blohm & Voss Refit Legacy

Hamburg's maritime heritage: How Lürssen keeps the Blohm & Voss legacy alive at Steinwerder Shipyard. 

Inside Hamburg’s Steinwerder Shipyard: How Lürssen continues the Blohm & Voss Refit legacy

The tenth issue of <a href="https://issuu.com/superyachttimes/docs/how_to_build_it_-_issue_10_-_spring_2026" rel="noopener noreferrer" target="_blank" title="">How to Build It</a> is here! This issue explores topics and projects that reflect how the convergence of advanced technology, heritage principles, and environmental awareness is reshaping both the yachts themselves and the processes used to design and build them.<img src="https://photo-assets.superyachttimes.com/photo/387548/image/large-029e53859de81586e629f1840d8f4047.jpg" data-gid="gid://syiq/Photo/387548">This feature includes the 45-metre motor yacht designed by <a data-gid="gid://syiq/Company/33" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hoek Design Naval Architects B.V. (Company)">Hoek Design</a> under construction at the family-owned <a data-gid="gid://syiq/Company/40" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Hakvoort Shipyard (Company)">Royal Hakvoort Shipyard</a>. A long-range cruiser that exemplifies the balance between timeless aesthetics and modern performance.&nbsp;Also in this issue is the Aera catamaran concept by <a data-gid="gid://syiq/Company/122" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Huisman (Company)">Royal Huisman</a>, which harnesses that most ancient source of renewable energy – the wind – with a free-standing wing sail, adding a hybrid diesel-electric architecture and hydrogeneration system for good measure.<img src="https://photo-assets.superyachttimes.com/photo/387543/image/large-9f2722fe5c8266cbf5120e633ac632ee.jpg" data-gid="gid://syiq/Photo/387543">Another notable multihull project, the Baltic 107 currently in build, presents a fresh challenge for the Finnish shipyard known for its lightweight, high-performance monohulls.Furthermore, <a href="https://issuu.com/superyachttimes/docs/how_to_build_it_-_issue_10_-_spring_2026" rel="noopener noreferrer" target="_blank" title="">issue 10</a> dives into 'digital twinning', a game-changing tech originating from NASA's space programmes, as well as taking a look at nuclear propulsion and how modern advances mean nuclear-powered superyachts might be just around the corner.<img src="https://photo-assets.superyachttimes.com/photo/387546/image/large-34fd7eebb5154afa9080ef9c4e10db41.jpg" data-gid="gid://syiq/Photo/387546">No matter how advanced the tech, the essence of a yacht remains the experience it offers its guests. With this in mind, we deep dive into the ins and outs of galley design, where culinary creativity meets rational functionality. All that and more, explored in <a href="https://issuu.com/superyachttimes/docs/how_to_build_it_-_issue_10_-_spring_2026" rel="noopener noreferrer" target="_blank" title="">issue 10</a>!<img src="https://photo-assets.superyachttimes.com/photo/387545/image/large-da7666c37919def80837be721ffc02f4.jpg" data-gid="gid://syiq/Photo/387545">

How To Build It - Issue 10: Technology, Tradition and Transformation

How To Build It - Issue 10: Technology, Tradition and Transformation in the superyacht industry

How To Build It - Issue 10: Technology, tradition and transformation in the superyacht industry

Twenty-odd years ago, the super-sailing sector began setting benchmarks using advanced composites to build sophisticated skyscraper rigs. With several significant sailing projects now in build, we look into what has changed in mast design and construction, and what the future may hold for super-sized spars.As the super sailing yacht fleet has grown, both in number and in size, so the engineering demands have increased – particularly when it comes to the mast. Extreme LOAs have led to extreme spars, spurred by developments in materials science both for the mast tubes themselves as carbon has evolved to serve as an alternative to aluminium, and in the rigging that supports them.Owners’ desires to push boundaries has delivered compelling sailing projects through the years, perhaps best embodied by yachts like <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> (ex-<a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">Mirabella 5</a>) with her towering 88-metre sloop rig; the “sail-assisted” Sailing Yacht A, whose freestanding carbon masts are the biggest built to date; and, of course, <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> with her revolutionary DynaRig. That they still stand as remarkable and record-breaking speaks volumes, and it’s only with recent projects such as <a data-gid="gid://syiq/Yacht/4795" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Black Pearl106.7m (350'1&quot;)Oceanco2018">Black Pearl</a> or the under-construction 85m Sloop&nbsp;<a data-gid="gid://syiq/Yacht/12001" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Huisman 85m Sloop84.9m (278'7&quot;)Royal Huisman2026">Project 410</a> at <a data-gid="gid://syiq/Company/122" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Huisman (Company)">Royal Huisman</a>, for example, that they are being challenged in size and scope.<img src="https://photo-assets.superyachttimes.com/photo/382854/image/large-dc488e35687534ee098a60a520afbc83.jpg" data-gid="gid://syiq/Photo/382854">“When we designed <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> nearly 25 years ago we didn’t realise how close to the bone we were,” begins Rob Doyle, Principal of the <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design studio</a> who previously worked under sailing yacht supremo <a data-gid="gid://syiq/Company/52" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ron Holland Design (Company)">Ron Holland</a>. “It was designed according to the maximum length of Nitronic 50 rod rigging available at the time, which I think was 76mm in diameter. It all came down to the suaging at the top and the length of the bar. We went for a five-spreader rig that came out at 88 metres, and said that’s how big it should be – let’s see how much keel we need to put underneath it.”Doyle recalls the mast was essentially sketched in an afternoon with the team using the known limitations of the materials as the starting point.&nbsp;“There was no book you could open, no expert you could call on – it was a real moonshot project,” he says. “It has taken 20 years for anyone to take on something similar with the new 80-metre yachts in build. And even then they will only beat her by a couple of metres.”<img src="https://photo-assets.superyachttimes.com/photo/382860/image/large-a888ed29dd9fc3ec24b2caa900aef519.jpg" data-gid="gid://syiq/Photo/382860">Why Would You?&nbsp;For Doyle, times have changed in big rig design, with an emphasis on practicality rather than pushing materials to the limits: “The relevant question now is not how you would tackle such a project, it’s why? You can’t get under Panama, you can’t fly a spinnaker, you need an army of people just to get a sail up and down, and there’s a lot of heavy engineering required to handle half a football pitch of sail with a couple of sheets.”It is here that innovations such as the DynaRig stepped in. Developed by <a data-gid="gid://syiq/Company/230" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Dykstra Naval Architects (Company)">Dykstra Naval Architects</a> based on an original 1960s concept, the freestanding, square-rigger-inspired spars and sail plan showed how super-sized sailing yachts could fly large areas of sail without requiring enormous crews. The concept arguably became a victim of its own fame as few owners wanted to be seen copying an iconic design. But the rig did eventually find its way onto a new project in <a data-gid="gid://syiq/Yacht/4795" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Black Pearl106.7m (350'1&quot;)Oceanco2018">Black Pearl</a>, and will subsequently feature on the 58-metre Adventure Sailing Cat multihull project, <a data-gid="gid://syiq/Yacht/13716" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Charley 358.63m (192'4&quot;)Echo Yachts2028">Charley 3</a>, in build at <a data-gid="gid://syiq/Company/4342" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Echo Yachts (Company)">Echo Yachts</a>.<img src="https://photo-assets.superyachttimes.com/photo/382853/image/large-d0ecfa8b48f4825631d42583df4a26f6.jpg" data-gid="gid://syiq/Photo/382853">While mast construction technology is largely settled, that doesn’t mean that pioneers aren’t still pushing boundaries – just not in ways you might expect. Spanish engineer Juan Sarmiento, for example, has proposed and patented a system that uses the oscillation of a mast to generate power.For the sailing yacht Zero project, meanwhile, the team have opted for a mast design that will use the principles of stack ventilation to deliver energy-neutral air circulation for the yacht’s interior. For a project that will operate without carrying a drop of fossil fuel, such solutions are an integral part of the goal to minimise energy use on board, but they also speak to the potential of spars to serve a dual purpose for no cost in performance of the vessel.Zero’s main and mizzen are being built by Carbo-Link, a company with extensive experience in the civil engineering and aerospace sectors, and which has been developing and supplying rigging solutions to race boats and superyachts since it was brought in to develop the rigging for the first Alinghi America’s Cup challenge back in 2001. The Zero project, however, marks its first foray into mast-building, serving effectively to launch a new business division for the Swiss company.“The marine industry moves fast, and people are happy to try new technologies – more so than in our other sectors, which tend to be more risk-averse,” says James Wilkinson, Sales &amp; Strategy Director at Carbo-Link. “We started on the Zero project a couple of years ago having got to know the people behind it through supplying rigging to another yacht, and that led to the birth of our mast business that we formally launched in June 2025.”<img src="https://photo-assets.superyachttimes.com/photo/382859/image/large-9d70f02c5df0d7c7a5dccff5897a9173.png" data-gid="gid://syiq/Photo/382859">Out of the Ordinary&nbsp;For a first-time mast build, Zero’s spars are far from straightforward. While the Panamax ketch rig is not groundbreaking in itself, the idea of using the mast to ventilate the interior added levels of complexity to the design of the mast section.&nbsp;“From the start it was clear it was not going to be run-of-the-mill,” Wilkinson says. “There were a lot of ideas discussed between the Zero team, our heads of department and our founder, Dr Andy Winistoerfer, who is the lead materials scientist here.”Through 3D modelling and FEA, the team explored several options that included not only adiabatic cooling (a process where air temperature decreases due to expansion, without any heat exchange with the surroundings), but also flexible solar panels on the masts, as well as different lightning protection methods.&nbsp;The adiabatic cooling works on the basis of stack ventilation – hot air rises, and in the mast column itself is further heated by the sun on the mast to encourage faster vertical airflow, with the hot air exiting at the top of the mast. This creates the opportunity via a system at the base of the mast for free air circulation for the yacht’s interior, reducing energy demand for the air circulation and air-con systems. The outside shape of the masts is fairly traditional, save for some optimisation of the shape based on Carbo-Link’s production processes. <img src="https://photo-assets.superyachttimes.com/photo/382852/image/large-f7b9ad9ad5beb7f6983426ad1b1180ab.jpg" data-gid="gid://syiq/Photo/382852">“We’ve gone slightly larger in section to ensure stiffness with a thinner mast wall and we actually ended up with a lighter solution overall,” Wilkinson explains. “That larger section also means more internal space, and by using longitudinal stringers we don’t have a lot of bulkheads in the mast, meaning the only things going across the mast section are the tangs.”The cabling, wiring and other conduits in the mast have been integrated into the stringers to create a very clean internal structure with lots of space for air flow, with just the halyards running internally separate to the stringer-conduits. Also the top of the mast is actually open, with what are effectively two lungs.&nbsp;The masts will be built and cured in one piece, which also ensures a very clean construction, which further maximises internal space. Interestingly, although the team decided not to apply solar panels to the masts, Carbo-Link has included space in the internal conduits to allow for the required cabling, plus future-proofing by designing in areas for mast cut-outs and for mounting of tech such as LiDAR, CCTV or Starlink antennas on the spreaders.<img src="https://photo-assets.superyachttimes.com/photo/382849/image/large-08f4100a512d226a0866e2ef8c62f544.jpg" data-gid="gid://syiq/Photo/382849">Beyond ZeroZero’s masts threw up another first: “This is the first sailing yacht to have the full Lloyd’s notation as a certification requirement, because it’s the only yacht which is sail-driven and motor-assisted,” Wilkinson points out. “That means we’ve had to certify the source and quality of all materials, show the detailed engineering of the design, and prove all our processes.”Beyond Zero, Carbo-Link is looking at how it can help encourage the super-sailing sector by reducing the cost of build, and that means reducing the cost of spars and sailing systems.&nbsp;“We are looking to invest quite heavily in automating a lot of our processes to reduce costs,” says Wilkinson. “With our one-piece production processes, for example, there’s a lot more optimised use of the materials and fibres in the way we’re building the mast, using less for the same stiffness and strength. Our ambition is to is to be able to supply highly complex, highly reliable, highly optimised solutions, but at a reasonable price point – and that's purely to help drive the sailing industry.”This article was first published in <a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-9-download" target="_blank">issue 9 of How To Build It</a>. You can read all the articles from this edition <a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-9-download" target="_blank">here</a>, and stay up-to-date with all previous editions <a href="https://www.superyachttimes.com/magazine" target="_blank">here</a>.

The evolution of mast design and construction

The changes, evolution and growth of using composites to build sophisticated skyscraper rigs.

Spars and appendages: The evolution of mast design and construction

<a data-gid="gid://syiq/Company/5525" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Antonini Navi (Company)">Antonini Navi</a>&nbsp;may be the new kid on the block in La Spezia, but it has a powerful parent group behind it. The young shipyard is aiming to carve out a niche for itself in the market for compact superyachts in steel and aluminium, starting with two sub-300GT sister ships due to launch in the next six months.Strange as it might seem, the Covid pandemic came at just the right time for <a data-gid="gid://syiq/Company/5525" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Antonini Navi (Company)">Antonini Navi</a>. Gruppo Antonini, known for its expertise in engineering and building structures for the oil and gas sector, had begun supplying hulls to third parties. Just prior to the pandemic, business was booming on the Miglio Blu, La Spezia’s so-called Blue Mile of superyacht shipyards, and Simone Antonini, CEO of <a data-gid="gid://syiq/Company/5525" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Antonini Navi (Company)">Antonini Navi</a>, judged the time was right to diversify into turnkey yacht building. He called in Aldo Manna, an industry veteran who had spent 15 years as sales and concept development officer at the French-owned <a data-gid="gid://syiq/Company/416" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ocea (Company)">Ocea</a> shipyard. Together they began planning a new division able to offer its own range of yachts and custom builds, as well as refit and construction services for third parties. Then in March 2020, Italy went into lockdown.“To be honest, the pandemic turned out to be a great opportunity for us,” says Manna, partner and commercial director at <a data-gid="gid://syiq/Company/5525" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Antonini Navi (Company)">Antonini Navi</a>. “It wasn’t a time for construction as the shipyards were closed, but for us it was a period of intense preparatory work. The phone rang less, so everyone was more available and focused. We spent a lot of time on Zoom calls and were able to achieve in eight or nine months what would normally take two years.”<img src="https://photo-assets.superyachttimes.com/photo/382876/image/large-e05d55b22673f033f7fdbf4fe2e49021.jpg" data-gid="gid://syiq/Photo/382876">Make It Modular<a data-gid="gid://syiq/Company/5525" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Antonini Navi (Company)">Antonini Navi</a> debuted at the Genoa Boat show in October 2020 with its modular UP40 (Utility Platform) concept designed by <a data-gid="gid://syiq/Company/585" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Fulvio De Simoni Yacht Design (Company)">Fulvio De Simoni</a>. The 40-metre, steel-hulled concept allowed clients to choose a specific yacht type – Crossover, Island, or Explorer – during the building process by swapping out the bow and stern blocks. The scalable naval platform was thoroughly tested in MARIN’s towing tank to validate performance parameters such as propulsion, shaft pitch angles, hull resistance, and sea-keeping capabilities.&nbsp;Six months after the release of the UP40 concept, <a data-gid="gid://syiq/Company/5525" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Antonini Navi (Company)">Antonini Navi</a> announced it had started building the two central blocks of the first hull on speculation. Thanks to its modular design, the UP40 morphed into the “all-terrain” SUY 135, or Sports Utility Yacht, with naval architecture by <a data-gid="gid://syiq/Company/1234" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Arrabito Naval Architects (Company)">Studio Arrabito</a>. Then in 2023 two sales followed in rapid succession: <a data-gid="gid://syiq/Yacht/13320" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hanaa31.2m (102'4&quot;)Antonini Navi 2026">Project Hanaa</a>, a 31.2-metre steel and aluminium yacht designed by <a data-gid="gid://syiq/Company/1181" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hydro Tec (Company)">Hydro Tec</a> with interiors by <a data-gid="gid://syiq/Company/908" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hot Lab (Company)">Hot Lab</a>, and the <a data-gid="gid://syiq/Yacht/13402" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Matilde733.5m (109'11&quot;)Antonini Navi 2026">Seamore 34</a>, a 33.5-metre sister ship with an extended stern. Both yachts are scheduled for delivery in 2026, but the <a data-gid="gid://syiq/Yacht/13402" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Matilde733.5m (109'11&quot;)Antonini Navi 2026">Seamore 34</a> will be the first to launch towards the end of this year. They also target the same niche market for steel-hulled yachts in the 30 to 50 metre segment, where most competition comes from fibreglass builders. <img src="https://photo-assets.superyachttimes.com/photo/346944/image/large-95cec36f60ac864b2612e8d454806a99.jpg" data-gid="gid://syiq/Photo/346944">“We want to focus on a sector that we believe is still underserved,“ says Manna. “Over the past few years, the size and price gap between fibreglass and metal yacht construction has narrowed. It’s true that under 30 metres steel becomes a disadvantage – it’s too heavy, slow and fuel-hungry for short, coastal cruising. But over 30 metres, it starts to make sense.”Manna points to the recyclability of steel and its suitability for long-range cruising with greater comfort and confidence. Moreover, it absorbs noise and vibration better than aluminium or fibreglass, and provides greater flexibility for customisation. Well-built steel hulls also hold their value better than fibreglass yachts.&nbsp;“Combined with our modular approach that reduces complexity and build time, we can build a customisable 50-metre yacht in 30 months, and a 34-metre in 24 months,” says Manna. “And at prices not dissimilar to some GRP yachts of comparable size.”&nbsp;The modular approach is not quite as simple as it sounds, however. The central hull blocks remain the same, but altering the bow and stern impacts how the weight is distributed. This shift affects the yacht’s centres of gravity and buoyancy, which together play a crucial role in the longitudinal and transverse stability of the vessel. In simple terms, if the centre of gravity is not properly aligned with the centre of buoyancy, the yacht could become unstable, leading to excessive pitch or roll – or worse.&nbsp;“Maintaining hydrostatic balance is critical,” affirms Manna, who studied naval engineering at the University of Genoa. “This is why we back up CFD simulations with real-world testing in the towing tank, adjusting various design elements to ensure seaworthiness across configurations with optimised centre-of-gravity management, propulsion efficiency, and controlled pitch-roll dynamics in varying sea states.”<img src="https://photo-assets.superyachttimes.com/photo/382874/image/large-a8f9494a8df5ee842af1eacb39527b2f.jpg" data-gid="gid://syiq/Photo/382874">Heavy Metal<a data-gid="gid://syiq/Company/5525" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Antonini Navi (Company)">Antonini Navi</a>’s approach is fundamentally shaped by the technical culture of its parent group. Although the term metalmeccanica – the Italian word for industrial metalworking – typically implies basic metal processing, <a data-gid="gid://syiq/Company/5525" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Antonini Navi (Company)">Antonini</a>’s operations go well beyond this. Its plant in nearby Arcola has roll-bending machines capable of forming 15 cm steel plates and cutting machines able to slice through 20 cm of steel, a capacity rare even among the largest superyacht builders. Additionally, the shipyard uses the same radiophonic techniques for testing and certifying weld seams employed in offshore platform construction, which far exceed yacht standards that commonly rely on visual quality and surface crack detection.&nbsp;While the client for <a data-gid="gid://syiq/Yacht/13320" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hanaa31.2m (102'4&quot;)Antonini Navi 2026">Project Hanna</a> was constrained by berth size, the owner of the <a data-gid="gid://syiq/Yacht/13402" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Matilde733.5m (109'11&quot;)Antonini Navi 2026">Seamore 34</a> wanted increased autonomy and expanded deck utility without exceeding 300GT – characteristics common to explorer yachts but wrapped in a more refined aesthetic envelope.<img src="https://photo-assets.superyachttimes.com/photo/382870/image/large-6ba2cb08ada15a43b168fe222aa20e0a.jpg" data-gid="gid://syiq/Photo/382870">The GA follows a conventional formula with four guest suites (one is converted into a gym) on the lower deck, as well as a transverse garage for a 5-metre tender. On the main deck forward is the master stateroom, a galley amidships with adjoining crew mess, and a spacious aft lounge area with retractable glass walls on three sides and folding bulwarks. The bridge deck offers open-air deck space and interior dining in the sky lounge behind the wheelhouse. However, the focus of social life on board is likely to be the expansive terraced aft deck that leads down to the extended swim platform.“Extending the stern required recalibrating weight distribution to avoid wave slapping,” says Manna. “We chose to incorporate the swim platform into the actual hull structure rather than simply applying it as an add-on. This fully integrated solution improves performance at anchor and under way while avoiding common acoustic issues.”Reducing noise and vibration to a minimum was another priority for the owner. Using a layered insulation system that combines rubber supports, rock wool, multi-zone anti-vibration pads, and dense rubber subflooring, sound levels in the main saloon are expected to be just 48 dB at anchor and 52 dB underway – levels more typically found on a 60-metre yacht, despite the fact the lounge is just above the room. <img src="https://photo-assets.superyachttimes.com/photo/295117/image/large-f040e94c2250b02bc578c33fc3f1ccd0.jpg" data-gid="gid://syiq/Photo/295117">Climate ChangeThe <a data-gid="gid://syiq/Yacht/13402" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Matilde733.5m (109'11&quot;)Antonini Navi 2026">Seamore 34</a> has a standard yet robust and fuel-efficient propulsion system based on twin <a data-gid="gid://syiq/Company/1408" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Caterpillar Inc (Company)">Caterpillar</a> C18s of 700 hp each tailored for long-distance cruising with a top speed of just under 14 knots. Projected range is over 4,000nm at a cruising speed of 12 knots, and 5,000 nautical miles at 10 knots when fuel consumption is a frugal 130 litres per hour with a generator on.The yacht is designed for cruising in a variety of climates, including tropical regions. To this end, there are dedicated chillers&nbsp;not only for the HVAC system, but also for galley equipment such as refrigerators, freezers, and icemakers. High exterior temperatures&nbsp;and&nbsp;warm seawater also mean higher risk of condensation and metal areas prone to temperature differences are treated with Mascoat, an anti-condensation coating that also assist in damping vibrations that cause noise. The yacht’s systems include moisture sensors in voids behind wall panels or under flooring so that any condensation can be detected before it becomes problematic.Other details that highlight attention to strength, durability and quality finish include the anti-collision plate in the bow made from polished 316L stainless steel that is an integral part of the bow stem rather than being bolted on; the 15mm teak decking in areas of high footfall on main deck (12mm on the upper decks to minimise top weight); and the double clearcoat that both enhances the the metallic champagne paintwork and extends its lifespan. <img src="https://photo-assets.superyachttimes.com/photo/382868/image/large-6066f55b8124ab5df7ad4278dc554ecd.jpg" data-gid="gid://syiq/Photo/382868">Phase TwoAs demand grows for yachts that combine robustness, custom design and fast delivery, <a data-gid="gid://syiq/Company/5525" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Antonini Navi (Company)">Antonini Navi</a> is betting on raising consumer awareness of the advantages of metal construction in a size sector dominated by fibreglass boats. Its modular naval architecture, backed up by quality commercial-grade construction, makes sense on paper and Manna reveals that since 2020 he has developed 60 distinct projects for potential clients – some bespoke, others tailored from existing models. The main issue is the same as for any start-up boat builder – clients want to see a hull in the water before they commit.“That’s why we’re now moving to phase two,” he counters. “Within the next six months we will have launched two yachts and people will be able to see firsthand the quality and seriousness of our work. These two projects are more than just one-offs for <a data-gid="gid://syiq/Company/5525" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Antonini Navi (Company)">Antonini Navi</a> – they’re proof of concept.”<img src="https://photo-assets.superyachttimes.com/photo/382875/image/large-20eeb2b5189194c83d0e6b1d7d104968.jpg" data-gid="gid://syiq/Photo/382875">This article was first published in <a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-9-download" target="_blank">issue 9 of How To Build It</a>. You can read all the articles from this edition <a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-9-download" target="_blank">here</a>, and stay up-to-date with all previous editions <a href="https://www.superyachttimes.com/magazine" target="_blank">here</a>.

Antonini Navi: Carving a compact superyacht niche

The new kid on the block in La Spezia, Antonini Navi is carving out a compact superyacht niche for itself

The 55-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/2802" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Step One55.0m (180'5&quot;)Amels2012">Step One</a> sold in a deal with Splinter Fangman of <a data-gid="gid://syiq/Company/124" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Edmiston (Company)">Edmiston</a> introducing the buyer and Inigo Nicholson and Ben Doof from <a data-gid="gid://syiq/Company/5463" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Barnes Yachting (Company)">Barnes Yachting</a> representing the seller.<img src="https://photo-assets.superyachttimes.com/photo/282135/image/large-65e2b2793c6051ac9c92644893e20f30.jpg" data-gid="gid://syiq/Photo/282135">Launched in 2012 as part of the <a data-gid="gid://syiq/Company/18" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amels (Company)">Amels</a> Limited Edition 180 series, <a data-gid="gid://syiq/Yacht/2802" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Step One55.0m (180'5&quot;)Amels2012">Step One</a> features exterior design by <a data-gid="gid://syiq/Company/1" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Tim Heywood Design Ltd. (Company)">Tim Heywood Design</a>, interior design penned by <a data-gid="gid://syiq/Company/88" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Studio Laura Sessa (Company)">Studio Laura Sessa</a> and naval architecture by her Dutch builder, <a data-gid="gid://syiq/Company/18" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amels (Company)">Amels</a>.&nbsp;Built with a steel hull and aluminium superstructure, <a data-gid="gid://syiq/Yacht/2802" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Step One55.0m (180'5&quot;)Amels2012">Step One</a> underwent a refit in 2019 at the <a data-gid="gid://syiq/Company/590" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Thunderbolt Marine (Company)">Thunderbolt Marine</a> facility in Savannah, USA, leaving her in good condition for her new owner. <img src="https://photo-assets.superyachttimes.com/photo/282134/image/large-81f814c9c39be8e01070e163a0a1b394.jpeg" data-gid="gid://syiq/Photo/282134">Spanning 672 GT, <a data-gid="gid://syiq/Yacht/2802" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Step One55.0m (180'5&quot;)Amels2012">Step One</a> can comfortably accommodate up to 10 guests across five staterooms, with her ensuite master suite situated on the main deck, alongside an office and walk-in wardrobe.&nbsp;Key features onboard <a data-gid="gid://syiq/Yacht/2802" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Step One55.0m (180'5&quot;)Amels2012">Step One</a> include a touch-and-go helipad for enhanced exploration, alongside an impressive beach club complete with a steam room, large swim platform and a spacious toy garage.<img src="https://photo-assets.superyachttimes.com/photo/282136/image/large-4dd19a9d2c148652f63bd7adb79b4da2.jpeg" data-gid="gid://syiq/Photo/282136">Her split-level sundeck is equipped with a shaded dining area, bar, barbeque and a Jacuzzi, while her upper deck lounge also functions as a piano bar and saloon. Powered by twin <a data-gid="gid://syiq/Company/1409" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MTU (Company)">MTU</a> 16V 2000 M70 engines with 1,410 horsepower each, <a data-gid="gid://syiq/Yacht/2802" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Step One55.0m (180'5&quot;)Amels2012">Step One</a> can reach a top speed of 15.5 knots and a cruising speed of 13 knots.At the time of her sale, <a data-gid="gid://syiq/Yacht/2802" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Step One55.0m (180'5&quot;)Amels2012">Step One</a> had a last known asking price of $31,900,000.&nbsp;

Step One: 55m Amels yacht sold

The 55-metre Amels superyacht Step One sold with a last known asking price of $31,900,000. 

55m Amels superyacht Step One sold

Leona Caanen sat down with Richard Hadida, long-time sailor, owner and chairman of&nbsp;<a data-gid="gid://syiq/Company/1097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oyster Yachts (Company)">Oyster Yachts</a>, who is currently on a 16-month journey to circumnavigate the globe with fellow&nbsp;<a data-gid="gid://syiq/Company/1097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oyster Yachts (Company)">Oyster Yacht</a>&nbsp;owners.&nbsp;Sailing around the San Blas islands off the coast of Panama is Richard Hadida, a life-long sailor and, since 2018 the owner of the UK-based <a data-gid="gid://syiq/Company/1097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oyster Yachts (Company)">Oyster Yachts</a>. Joining Richard in the azure blue waters of Panama are another 23 <a data-gid="gid://syiq/Company/1097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oyster Yachts (Company)">Oyster</a> sailing yachts, preparing to cross the Panama Canal and head towards French Polynesia. The reason? The 2026-27 Oyster World Rally.<img src="https://photo-assets.superyachttimes.com/photo/378811/image/large-09e42b8e3770ce85e64a241b12171e1d.jpg" data-gid="gid://syiq/Photo/378811">The rally around the worldWhat started in 2013, has turned into a well-loved tradition for <a data-gid="gid://syiq/Company/1097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oyster Yachts (Company)">Oyster Yacht</a> owners. Every two years, a group of owners set out to circumnavigate the globe together over the course of 16 months. The only requirement is owning an <a data-gid="gid://syiq/Company/1097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oyster Yachts (Company)">Oyster Yacht</a>. When Richard took over ownership of the shipyard, the rally was well underway: “They were all in New Zealand and didn't know what was happening; they were nervous it was all going to be over.”<img src="https://photo-assets.superyachttimes.com/photo/393554/image/large-a46b63aab5a0e574b8b0b04078059147.png" data-gid="gid://syiq/Photo/393554">Almost immediately, Richard sent someone out there and said, “Look, you know, we've picked it up. We'll look after you guys. Don't worry. Everything's good.” He kept true to his promise, and, minus a pandemic-related hiccup, the rally has happened every other year. Richard notes that, throughout the past eight years “There's been lots and lots of ups along the way, but my highlight is this rally.”The route is the same each rally, starting in the Antigua harbour, heading south and through the Panama Canal before sailing towards French Polynesia, Australia and the Great Barrier Reef, followed by island hopping in Indonesia, around the Cape of Good Hope, before returning to the starting point. <img src="https://photo-assets.superyachttimes.com/photo/378813/image/large-f6e264dfd96b0c95a19266c04a03c9e9.jpg" data-gid="gid://syiq/Photo/378813">An important distinction is that the rally is not a race. Rather, it is a shared passage around the world that blends exploration with the reassurance of a structured support network. Richard emphasises that the <a data-gid="gid://syiq/Company/1097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oyster Yachts (Company)">Oysters</a> are well-cared for, “we fly out our best engineers and they fix all the little teething, little snagging issues. We know our own boats, right? We have the designs. We know every single detail.” It’s a sense of service that provides comfort for everyone involved, as well as those at home.<img src="https://photo-assets.superyachttimes.com/photo/393558/image/large-f6540711463b84f7c7f3daf1d2f48eb0.jpg" data-gid="gid://syiq/Photo/393558">Partaking in tradition“It’s always been in my mind's eye, partaking in the rally, as something I'd love to do.” Discussing the ideal timeline with his wife, they were considering either 2028 or 2030, “suddenly we were like, why wouldn't we do it now?” Richard shares, “it was like a revelation.” Thus began the preparations for the 2026 rally onboard his <a data-gid="gid://syiq/Company/1097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oyster Yachts (Company)">Oyster</a> 885, <a data-gid="gid://syiq/Yacht/6352" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lush27.08m (88'10&quot;)Oyster Yachts2012">Lush</a>.<a data-gid="gid://syiq/Company/1097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oyster Yachts (Company)">Oyster Yachts</a> are built for what Richard describes as ‘blue water’ capability: yachts designed for long distance ocean passage. Construction quality, redundancy in systems and a focus on safety all play a role in enabling owners to undertake global voyages with confidence. Richard’s yacht, <a data-gid="gid://syiq/Yacht/6352" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lush27.08m (88'10&quot;)Oyster Yachts2012">Lush</a>, has crossed the Atlantic twenty times, “she’s twelve years old and she’s already circumnavigated once before. You feel the strength and the security when you’re sailing.”<img src="https://photo-assets.superyachttimes.com/photo/393555/image/large-0abb38e810c7944d433ff5b80a391cf3.jpeg" data-gid="gid://syiq/Photo/393555">Yet despite this capability and the trust in the build, each participating yacht and its crew need to undergo a certain level of training. Participants spend up to a year attending seminars and training sessions covering everything from offshore navigation to safety procedures. Survival courses, fire training and life raft drills form part of the preparation, ensuring that every sailor understands how to respond in an emergency.Additionally, weather routing specialists monitor conditions throughout the voyage, advising the fleet and each vessel carries satellite tracking equipment so that the rally organisers can follow the fleet’s progress in real time.<img src="https://photo-assets.superyachttimes.com/photo/396105/image/large-8b5d727cc491eebd0fb5df4f2d7b05e6.jpg" data-gid="gid://syiq/Photo/396105">Slow sailingCircumnavigation can be completed far faster than 16 months. The <a data-gid="gid://syiq/Company/1097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oyster Yachts (Company)">Oyster</a> World Rally intentionally chooses a slower rhythm. The aim is not simply to cross oceans but to absorb the places along the way. “There’s something about travelling slowly,” Richard notes. “You cover every mile and you feel the world changing around you. The temperature shifts, the time zones change, and you understand exactly where you are.”Weeks have been spent among the San Blas Islands, an archipelago of more than 300 islands, where instead of rushing onward, the fleet lingered for days, exploring remote anchorages and travelling inland to jungle waterfalls between sailing passages.The ability to enjoy such slow travel is thanks to certain luxuries the likes of Starlink, which keep Richard and fellow sailors connected to life back home. While the bulk of time is spent sailing and adventuring with his wife, sons and crew, there’s also the opportunity to take work calls. “It’s extraordinary,” Richard notes, “you can go on an adventure in the middle of the day, come back to the boat, and carry on with work.” True to his word, Richard ends our call to go crocodile-spotting with his youngest son.<img src="https://photo-assets.superyachttimes.com/photo/393556/image/large-6feb41da1249d7e2cef2c14e05ea49e7.jpg" data-gid="gid://syiq/Photo/393556">Travelling with purposeA newer dimension of the rally is the concept of regenerative tourism, an approach that encourages sailors to leave a positive impact on the destinations they visit. Unlike traditional sustainability initiatives that focus primarily on reducing harm, regenerative tourism seeks to actively improve the environments and communities encountered along the way.&nbsp;Activities range from environmental awareness projects to supporting local conservation initiatives. “It could be awareness, it could be picking up plastic, it could be supporting conservation,” Richard explains. “The idea is that we leave a place slightly better than we found it.”One upcoming stop highlights that ambition. In the Galápagos Islands, the fleet will host a series of discussions led by Sarah Darwin, the great-great-granddaughter of Charles Darwin, who is involved in ecological restoration projects in the archipelago. <img src="https://photo-assets.superyachttimes.com/photo/396091/image/large-94301c4c375b86a2cd7253c448878fd6.jpg" data-gid="gid://syiq/Photo/396091">A family voyagePerhaps the most striking element of Richard’s participation is that he gets to share it with his wife and youngest son, who are also onboard <a data-gid="gid://syiq/Yacht/6352" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lush27.08m (88'10&quot;)Oyster Yachts2012">Lush</a>. “My two older sons are now 21 or 19, but when they were like 10, I was watching them jump off the side, and now I've got my two-year-old growing up on the same boat; I love that.”“I’m not someone who likes disposable things,” he says. “This boat has memories in it. My children have grown up on board.” <img src="https://photo-assets.superyachttimes.com/photo/396104/image/large-e045835f24ba5410d34358ef61375d82.jpg" data-gid="gid://syiq/Photo/396104">A year of sailingHaving started the <a data-gid="gid://syiq/Company/1097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oyster Yachts (Company)">Oyster</a> World Rally this January in Antigua, the sailors are, at time of writing, well underway towards the Galápagos islands and tend to be very happy there is still so much sailing to go.For many sailors, the end of the journey arrives with mixed emotions: some find it difficult to return to land after spending all this time out at sea. Richard understands the sentiment, “once you begin to experience the world at the pace of a sailing yacht, the idea of rushing through it again feels strangely unfamiliar. You realise the world is vast, and you’re seeing it properly.”&nbsp;The <a data-gid="gid://syiq/Company/1097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oyster Yachts (Company)">Oyster</a> World Rally may follow a charted route around the globe. Yet for those onboard, the real voyage lies in discovering how large, and yet how connected, that world can be. “There’s something magical about it,” Richard notes.<img src="https://photo-assets.superyachttimes.com/photo/393550/image/large-3d80ac007ca3f58263d6eac9af835c80.png" data-gid="gid://syiq/Photo/393550">

Richard Hadida Oyster World Rally 2026

Richard Hadida, long-time sailor and owner & chairman of Oyster Yachts joins the 2026 Oyster World Rally onboard 27m Lush.

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Richard Hadida: A 16-month circumnavigation onboard his 27m yacht Lush

The 23.64-metre <a data-gid="gid://syiq/Company/358" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Azimut Yachts (Company)">Azimut</a> motor yacht&nbsp;<a data-gid="gid://syiq/Yacht/17147" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ma Belle 23.64m (77'7&quot;)Azimut Yachts2022">Ma Belle</a> is currently for sale with Sotiris Konstantakis of <a data-gid="gid://syiq/Company/158" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Fraser (Company)">Fraser</a> and <a data-gid="gid://syiq/Company/5642" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Azimut Israel (Company)">Azimut Israel</a>.<img src="https://photo-assets.superyachttimes.com/photo/395602/image/large-3e59bda09a78b4870acd88f342f600d5.jpg" data-gid="gid://syiq/Photo/395602">Delivered in 2022 by the Italian shipyard, the <a href="https://www.superyachttimes.com/directories/yachts/for-sale" rel="noopener noreferrer" target="_blank" title="">yacht for sale</a> hails from <a data-gid="gid://syiq/Company/358" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Azimut Yachts (Company)">Azimut</a>'s popular 78 Fly series. She features exterior design by <a data-gid="gid://syiq/Company/3025" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alberto Mancini Yacht Design (Company)">Alberto Mancini Yacht Design</a>, while her interiors were penned by <a data-gid="gid://syiq/Company/563" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Salvagni Architetti (Company)">Salvagni Architetti</a>. Her naval architecture was developed in-house by <a data-gid="gid://syiq/Company/358" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Azimut Yachts (Company)">Azimut</a>.<img src="https://photo-assets.superyachttimes.com/photo/396179/image/large-f9cd0b9f267bea5d05fdd41af6a24c93.jpeg" data-gid="gid://syiq/Photo/396179">Constructed with a GRP hull and superstructure, the flybridge <a href="https://www.superyachttimes.com/directories/yachts/for-sale" rel="noopener noreferrer" target="_blank" title="">yacht for sale</a> boasts sleek exterior lines and expansive glazing.<img src="https://photo-assets.superyachttimes.com/photo/396178/image/large-0c5302e736fece7e4200d53af7308293.jpeg" data-gid="gid://syiq/Photo/396178">Outside, the <a href="https://www.superyachttimes.com/directories/yachts/for-sale/built-by=azimut" rel="noopener noreferrer" target="_blank" title="">Azimut yacht for sale</a> boasts generous deck spaces comprising a foredeck lounge with sunpads and lounge seating for guests to soak in the sun while enjoying the ocean views. Moreover, entertaining is centred around a flybridge with a hard top that is among the largest in her class, fitted with a wet bar, shaded dining areas, and an aft cockpit overlooking the water.<img src="https://photo-assets.superyachttimes.com/photo/396180/image/large-d9a173157849750dd7abddca70fc3b71.jpeg" data-gid="gid://syiq/Photo/396180">Inside, the <a href="https://www.superyachttimes.com/directories/yachts/for-sale/of-type=motor" rel="noopener noreferrer" target="_blank" title="">motor yacht for sale</a> boasts a <a data-gid="gid://syiq/Company/563" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Salvagni Architetti (Company)">Salvagni Architetti</a> contemporary interior, characterised by light oak finishes, neutral furnishings and large windows letting in plenty of natural light throughout her living spaces. Thanks to an open-plan layout, the interior feels bright and welcoming, while guest accommodation continues the yacht's minimal design language.<img src="https://photo-assets.superyachttimes.com/photo/396161/image/large-48260c8dd61b698546207b60097844d7.jpg" data-gid="gid://syiq/Photo/396161"><img src="https://photo-assets.superyachttimes.com/photo/396198/image/large-1d88b3e41a625dd9360d9d405b404aaf.jpg" data-gid="gid://syiq/Photo/396198">Additional key features onboard include a Seakeeper stabilisation system for comfort underway and at anchor, joystick docking, and a Bose home cinema system in both her main saloon and master suite, alongside an improved toy storage thanks to her IPS configuration.<img src="https://photo-assets.superyachttimes.com/photo/396165/image/large-20dd5d4dcbf67e1e4cd42141f902132f.jpg" data-gid="gid://syiq/Photo/396165">With a beam of 5.75-metres and an internal volume of 62 GT, accommodation onboard the <a data-gid="gid://syiq/Yacht/17147" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ma Belle 23.64m (77'7&quot;)Azimut Yachts2022">yacht Ma Belle for sale</a> is arranged for up to eight guests across a four-stateroom layout, including a full-beam master suite. Dedicated quarters are provided for a crew of four, including her captain.<img src="https://photo-assets.superyachttimes.com/photo/396166/image/large-4ed6d7a695ecaac60d57cc8d62107bdc.jpg" data-gid="gid://syiq/Photo/396166"><img src="https://photo-assets.superyachttimes.com/photo/396173/image/large-84307e5a467493cc8b76a71fc3373457.jpg" data-gid="gid://syiq/Photo/396173">In terms of performance, the <a data-gid="gid://syiq/Yacht/17147" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ma Belle 23.64m (77'7&quot;)Azimut Yachts2022">yacht Ma Belle for sale</a> is powered by triple <a data-gid="gid://syiq/Company/5350" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Volvo Penta (Company)">Volvo Penta</a> IPS engines, delivering a cruising speed of 24 knots and a top speed of 33 knots.<img src="https://photo-assets.superyachttimes.com/photo/396200/image/large-81d005e5fc6910a8ad6a4d12d03b6f84.jpeg" data-gid="gid://syiq/Photo/396200">

24m Azimut yacht Ma Belle for sale

For more than 150 years, <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a> has built its reputation on engineering excellence, delivering some of the world's most iconic superyachts. Yet behind the celebrated new-build programme lies another cornerstone of the German shipyard's offering: a comprehensive refit and services division that combines the same craftsmanship, innovation and technical expertise with a proactive approach to yacht ownership.<img src="https://photo-assets.superyachttimes.com/photo/395685/image/large-6c0d99789964811f27b5ed79d23b7e34.jpg" data-gid="gid://syiq/Photo/395685">Operating across one of the largest yacht-building infrastructures in the world, <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a>'s refit capabilities are available not only to yachts built by the shipyard itself, but to the entire global fleet. From routine maintenance and scheduled surveys to major conversions and sustainability upgrades, the shipyard has positioned itself as a destination for owners seeking complex solutions delivered to the highest standards.Scale, expertise and innovation<a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a>'s shipyard network spans northern Germany, supported by a design centre in Croatia and a sales office in Fort Lauderdale. At the heart of its refit operation is the former <a data-gid="gid://syiq/Company/3" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Blohm & Voss GmbH (Company)">Blohm &amp; Voss</a> shipyard in Hamburg, acquired by <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a> in 2016.Covering 451,000 square-metres and featuring seven docks, the Hamburg facility represents approximately 40 percent of the Group's total shipyard footprint. With Lürssen's legacy for complex new-build projects at its other facilities, owners benefit from the same level of engineering knowledge, project management expertise and highly skilled workforce responsible for delivering some of the industry's most advanced yachts.This integration creates a distinct advantage when tackling technically demanding projects. Whether undertaking a major structural modification, a complete interior transformation or a full vessel conversion, clients gain access to the resources and experience of a shipyard accustomed to solving complex engineering challenges.Since acquiring the Hamburg site, <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a> has redelivered nearly 100 yachts, with close to half a kilometre of yachts undergoing refit work at the facility during the past 12 months alone.<img src="https://photo-assets.superyachttimes.com/photo/395684/image/large-e860b8408cb8573130a03c0e4ccc63a4.jpg" data-gid="gid://syiq/Photo/395684">A solution for every ownerWhile commissioning a custom new-build remains the ultimate expression of yacht ownership, lengthy construction schedules are often an unavoidable reality. For owners seeking a faster route to a highly personalised yacht, refit and conversion projects offer a compelling alternative.By identifying the right platform and investing in a carefully planned transformation, owners can create a yacht tailored to their individual requirements within a significantly shorter timeframe than a new construction project.The opportunities extend far beyond cosmetic upgrades. Leveraging its commercial shipbuilding heritage, <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a> is increasingly involved in large-scale conversion projects, transforming robust offshore and industrial vessels into capable exploration yachts designed for extended global cruising.These vessels, originally engineered to operate in demanding environments, provide strong foundations for owners seeking expedition capabilities without compromising on comfort, luxury or autonomy.<img src="https://photo-assets.superyachttimes.com/photo/395663/image/large-fff7a51890ff3bb2699f3ff16be929a6.jpg" data-gid="gid://syiq/Photo/395663">Advancing sustainability through practical solutionsAs environmental considerations continue to shape the future of yachting, <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a> Refit &amp; Services is also helping owners reduce operational emissions through carefully assessed sustainability programmes.Every project begins with detailed feasibility studies, ensuring proposed upgrades align with the yacht's operational profile and owner requirements. Rather than prescribing a single solution, the shipyard focuses on identifying the most effective measures for each individual vessel.Depending on the programme, improvements can range from LED lighting upgrades and intelligent motion-sensing systems to advanced heat recovery technology and sophisticated energy management platforms that optimise onboard power consumption.Many of these initiatives can be incorporated into larger refit schedules, allowing owners to enhance efficiency while minimising disruption to cruising plans.<img src="https://photo-assets.superyachttimes.com/photo/395686/image/large-760964d6aac379d57a85ccebad544ef4.jpg" data-gid="gid://syiq/Photo/395686">Supporting yachts beyond the shipyard<a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a>'s commitment to owners extends well beyond the completion of a refit project. Through its Fast Operations and Response Unit (FORU), the shipyard provides global technical support for large yachts, with specialist teams regularly deployed to resolve operational issues around the world.Many repairs can be completed remotely, at anchor or alongside, reducing downtime and ensuring yachts remain where they are intended to be: on the water and in active use.This lifecycle-focused approach is further supported by dedicated maintenance planning, extensive spare parts inventories and round-the-clock assistance, giving owners access to the expertise of one of the industry's most experienced shipbuilding organisations wherever their yacht may be operating.<img src="https://photo-assets.superyachttimes.com/photo/395662/image/large-55a116c30cdaae0fb2a686b8dc25cbbc.jpg" data-gid="gid://syiq/Photo/395662">A partner for the global fleetFrom scheduled class surveys and technical upgrades to complete vessel conversions, <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a>'s refit division offers owners access to the same standards of engineering, craftsmanship and project execution that have defined the shipyard's new-build programme for generations.For owners seeking to extend a yacht's lifespan, improve performance or unlock new capabilities, <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a> Refit &amp; Services provides a pathway to maximise value while ensuring vessels continue to evolve alongside the demands of modern ownership.As the shipyard continues to expand its refit activities, one message remains clear: regardless of where a yacht was originally built, <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a>'s expertise is available to the entire global fleet.

Lürssen refit yacht shipyard 

For more than 150 years, Lürssen has built its reputation on engineering excellence, delivering some of the world's most iconic superyachts.

Why owners are turning to Lürssen for complex refit and conversion projects

Italian yacht builder <a data-gid="gid://syiq/Company/12" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="CRN (Company)">CRN</a> has announced the launch of the 69.7-metre custom superyacht <a data-gid="gid://syiq/Yacht/12411" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cerulean69.7m (228'8&quot;)CRN2026">Project Thunderball</a> from the <a data-gid="gid://syiq/Company/4876" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ferretti Group (Company)">Ferretti Group</a> Superyacht Yard in Ancona.<img src="https://photo-assets.superyachttimes.com/photo/396076/image/large-f645ec7c3870794ae7ea2c24efb1c285.jpg" data-gid="gid://syiq/Photo/396076"> <a data-gid="gid://syiq/Yacht/12411" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cerulean69.7m (228'8&quot;)CRN2026">Project Thunderball</a> was first announced in September 2023, with the yacht seen outside the shed for the first time in May 2024 when she was transported to the yard in Ancona for outfitting.Built with a steel hull and aluminium superstructure, <a data-gid="gid://syiq/Yacht/12411" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cerulean69.7m (228'8&quot;)CRN2026">Project Thunderball</a> brings together <a data-gid="gid://syiq/Company/12" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="CRN (Company)">CRN</a> and <a data-gid="gid://syiq/Company/4876" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ferretti Group (Company)">Ferretti Group</a>’s Superyacht Division, with <a data-gid="gid://syiq/Company/15" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vripack (Company)">Vripack Yacht Design</a> which were responsible for her exterior lines, preliminary naval architecture and general arrangement.<img src="https://photo-assets.superyachttimes.com/photo/396084/image/large-79814660dbb43f8d0e8e324159c49142.jpg" data-gid="gid://syiq/Photo/396084">Also known as CRN 145, <a data-gid="gid://syiq/Yacht/12411" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cerulean69.7m (228'8&quot;)CRN2026">Project Thunderball</a> is characterised by a classic elongated bow and a sleek profile, which paired together mirror the graceful lines of sailboats. This is complemented by her gently curved bilges and seamless surfaces, as well as a classic colour scheme of a deep blue hull, and white superstructure, accented by a red bootstripe close to her waterline.&nbsp;Milan-based <a data-gid="gid://syiq/Company/153" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Nauta Yachts S.r.l. (Company)">Nauta Design</a> developed both her interior concept and the exterior social spaces, while <a data-gid="gid://syiq/Company/12" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="CRN (Company)">CRN</a> has overseen the yacht’s engineering, the final definition of naval architecture and general arrangements, as well as overall project management through to delivery.<img src="https://photo-assets.superyachttimes.com/photo/396083/image/large-aec99c9840f00e343e94d23e14244c47.jpg" data-gid="gid://syiq/Photo/396083">Her interior design has been developed around the relationship between functionality and aesthetics, with attention given to detailing and material selection. <a data-gid="gid://syiq/Company/153" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Nauta Yachts S.r.l. (Company)">Nauta Design</a> has worked closely with the shipyard throughout the design and production phases, focusing on both the overall architectural layout of the spaces and the finer elements of detailing.Read more:&nbsp;<a data-gid="gid://syiq/Article/63921" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Crossing Borders: Building Project Thunderball (2025-07-30 12:30:00 +0200)">Crossing Borders: Building Project Thunderball</a><img src="https://photo-assets.superyachttimes.com/photo/396080/image/large-9d23deb9c676e32f776e64466ff9ace2.jpg" data-gid="gid://syiq/Photo/396080"><a data-gid="gid://syiq/Company/259" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Y.CO (Company)">Y.CO</a> acted as the owner’s representative and project management team, providing technical oversight throughout the build. Working alongside the shipyard, they coordinated third-party suppliers and managed inspection, supervision and acceptance processes to ensure alignment with the owner’s requirements.With an 11-metre beam and a gross tonnage of 1,100 GT, <a data-gid="gid://syiq/Yacht/12411" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cerulean69.7m (228'8&quot;)CRN2026">Project Thunderball</a> is designed to accommodate up to 12 guests, across an owner’s suite and five VIP staterooms. Crew accommodation is also provided for up to 15 across nine cabins.<img src="https://photo-assets.superyachttimes.com/photo/396078/image/large-f68150a34f94cc582fcde37465b002da.jpg" data-gid="gid://syiq/Photo/396078"><a data-gid="gid://syiq/Yacht/12411" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cerulean69.7m (228'8&quot;)CRN2026">Project Thunderball</a>’s onboard systems have been integrated into her design wherever possible, with components concealed or visually adapted to suit their surroundings. The emphasis has been placed on functionality and finish rather than overt technical expression.<img src="https://photo-assets.superyachttimes.com/photo/396077/image/large-c0b8e301d15dbf764d62c2c8e690adaa.jpg" data-gid="gid://syiq/Photo/396077">From a technical perspective, the yacht is equipped with an Energy Storage System intended to manage onboard energy flows according to operational requirements. The system is designed to enable peak shaving and silent operation at anchor, contributing to reduced fuel consumption in certain operating modes.<img src="https://photo-assets.superyachttimes.com/photo/396079/image/large-1aeed783f66388ce1b6a27c69b7e10a6.jpg" data-gid="gid://syiq/Photo/396079">In terms of propulsion, <a data-gid="gid://syiq/Yacht/12411" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cerulean69.7m (228'8&quot;)CRN2026">Project Thunderball</a> is powered by twin <a data-gid="gid://syiq/Company/1441" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MAN (Company)">MAN</a> V12 engines, rated at 1,213kW each, giving the yacht a top speed of 15.5 knots and a cruising speed of 12 knots.In the coming months, work will continue on <a data-gid="gid://syiq/Yacht/12411" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cerulean69.7m (228'8&quot;)CRN2026">Project Thunderball</a>'s interior and exterior outfitting, as well as sea trials, before handover to her owner, which is scheduled for summer 2026.(Images courtesy of CRN Yachts.)

Project Thunderball: 70m custom CRN yacht launched

CRN has announced the launch of the 69.7-metre custom superyacht Project Thunderball from the Ferretti Group Superyacht Yard in Ancona. 

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70m custom CRN yacht Project Thunderball launched

The 35-metre <a data-gid="gid://syiq/Company/358" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Azimut Yachts (Company)">Azimut</a> motor yacht <a data-gid="gid://syiq/Yacht/7023" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pantera35.0m (114'10&quot;)Azimut Yachts2019">Pantera</a> is for sale with Hans Van Doornmalen and Antonio de Yturbe Redo of <a data-gid="gid://syiq/Company/124" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Edmiston (Company)">Edmiston</a>. Currently located in Genoa, the <a href="https://www.superyachttimes.com/directories/yachts/for-sale" rel="noopener noreferrer" target="_blank" title="">yacht for sale</a> is presented to the market following the completion of her five-year <a data-gid="gid://syiq/Company/1457" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="RINA (Company)">RINA</a> Special Survey in April 2026.<img src="https://photo-assets.superyachttimes.com/photo/5788/image/large-cd91f7e1100ccec73d209ce592134c0e.jpg" data-gid="gid://syiq/Photo/5788">Delivered in 2019 by <a data-gid="gid://syiq/Company/358" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Azimut Yachts (Company)">Azimut</a>, <a data-gid="gid://syiq/Yacht/7023" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pantera35.0m (114'10&quot;)Azimut Yachts2019">Pantera</a> hails from the Azimut Grande 35 Metri series. She features exterior design by <a data-gid="gid://syiq/Company/254" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Stefano Righini Design (Company)">Stefano Righini Design</a>, with interiors penned by <a data-gid="gid://syiq/Company/563" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Salvagni Architetti (Company)">Salvagni Architetti</a>. Her naval architecture was crafted by <a data-gid="gid://syiq/Company/5244" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="PierLuigi Ausonio Naval Architecture (Company)">PierLuigi Ausonio Naval Architecture</a>.<img src="https://photo-assets.superyachttimes.com/photo/197780/image/large-0e8b303d5d903eb1e036ff7f2977fda2.png" data-gid="gid://syiq/Photo/197780" style="box-sizing: inherit; border: 0px; font-family: &quot;Open Sans&quot;, sans-serif; position: relative; max-width: 100%; margin: 1rem 0px; color: rgb(0, 0, 0); font-size: 13.6px; font-style: normal; font-variant-ligatures: normal; font-variant-caps: normal; font-weight: 400; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; white-space: normal; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial; background-color: rgb(255, 255, 255);">Constructed with a GRP hull and superstructure, the tri-deck <a href="https://www.superyachttimes.com/directories/yachts/for-sale/of-type=motor" rel="noopener noreferrer" target="_blank" title="">motor yacht for sale</a> has a beam of 7.5-metres and a draft of 1.91-metres.<img src="https://photo-assets.superyachttimes.com/photo/197781/image/large-32dba33fa1de7312d31a3a9fc56a3fef.png" data-gid="gid://syiq/Photo/197781">On deck, the <a data-gid="gid://syiq/Yacht/7023" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pantera35.0m (114'10&quot;)Azimut Yachts2019">yacht Pantera for sale&nbsp;</a>offers a range of outdoor living spaces for socialising and relaxation. Across her tri-deck layout, guests may unwind in her lounging and dining areas or soak in the sun and panoramic ocean views on her beach club. Moreover, a private fold-out balcony extends from the owner’s suite, providing a closer connection to the sea.<img src="https://photo-assets.superyachttimes.com/photo/197775/image/large-72f57b8de49b7bdca254d11343b3205d.png" data-gid="gid://syiq/Photo/197775">Inside, the <a href="https://www.superyachttimes.com/directories/yachts/for-sale/built-by=azimut" rel="noopener noreferrer" target="_blank" title="">Azimut yacht for sale</a> embraces a contemporary interior defined by soft curves and a neutral palette. Her main saloon is arranged to create a calm and residential-style atmosphere, with expansive glazing letting in plenty of natural light as well as the views of the surrounding seascape.<img src="https://photo-assets.superyachttimes.com/photo/197777/image/large-14ffea822a92c36029b3d53bb741ef04.png" data-gid="gid://syiq/Photo/197777"><img src="https://photo-assets.superyachttimes.com/photo/197778/image/large-21e9da334ee478dd1bd369f3aa2a232f.png" data-gid="gid://syiq/Photo/197778">Accommodation onboard the 269 GT <a href="https://www.superyachttimes.com/directories/yachts/for-sale" rel="noopener noreferrer" target="_blank" title="">yacht for sale</a> is arranged for up to 12 guests across five well-appointed staterooms. Dedicated quarters are provided for up to seven crew members, including her captain.<img src="https://photo-assets.superyachttimes.com/photo/197776/image/large-7e4c7a00953cb475cee382e8d309763f.png" data-gid="gid://syiq/Photo/197776">In terms of propulsion, <a data-gid="gid://syiq/Yacht/7023" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pantera35.0m (114'10&quot;)Azimut Yachts2019">Pantera</a> is powered by twin <a data-gid="gid://syiq/Company/1409" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MTU (Company)">MTU</a> engines, which deliver a cruising speed of 21 knots and a top speed of 25 knots. Images courtesy of&nbsp;<a data-gid="gid://syiq/Company/158" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Fraser (Company)">Fraser</a>.&nbsp;

Azimut motor yacht Pantera for sale

The 35m Azimut motor yacht Pantera has been listed for sale with Edmiston, featuring a tri-deck layout and Italian design

35m Azimut motor yacht Pantera for sale

The 27.74-metre classic American fantail motor yacht <a data-gid="gid://syiq/Yacht/17146" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Innisfail27.74m (91'0&quot;)Mathis Yacht Building Co1939">Innisfail</a> is on the market. Delivered in 1939, the <a href="https://www.superyachttimes.com/directories/yachts/for-sale" target="_blank">yacht for sale</a> was previously known as&nbsp;El Presidente and is a World War II veteran that has served numerous U.S. Presidents throughout her distinguished history.<img src="https://photo-assets.superyachttimes.com/photo/396006/image/large-3b68220f51968e137a482967995301ff.jpg" data-gid="gid://syiq/Photo/396006">Built by the <a data-gid="gid://syiq/Company/3718" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mathis Yacht Building Co (Company)">Mathis Yacht Building Company</a> to a design by <a data-gid="gid://syiq/Company/7973" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="John Trumpy (Company)">John Trumpy</a>, <a data-gid="gid://syiq/Yacht/17146" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Innisfail27.74m (91'0&quot;)Mathis Yacht Building Co1939">Innisfail</a> benefited from a refit in 2007. With a volume of 89 GT, the <a href="https://www.superyachttimes.com/directories/yachts/for-sale/of-type=motor" target="_blank">motor yacht for sale</a> can accommodate up to six guests across three staterooms, including an owner's suite. Additional accommodation is provided for crew in three cabins, and the yacht has also undergone USCG inspection for up to 65 passengers.<img src="https://photo-assets.superyachttimes.com/photo/395998/image/large-978eb619bd65e81b341f5af323e7707e.jpg" data-gid="gid://syiq/Photo/395998"><img src="https://photo-assets.superyachttimes.com/photo/396000/image/large-ae65ebbb1f6c5ba88492386034c76d6e.jpg" data-gid="gid://syiq/Photo/396000">Constructed with a wooden hull, the <a href="https://www.superyachttimes.com/yachts/innisfail" target="_blank">yacht Innisfail for sale</a> offers a warm and inviting interior characterised by classic craftsmanship and a homely atmosphere. The main saloon is bathed in natural light thanks to generous windows and features comfortable seating areas for relaxation. Throughout the interior, white finishes are complemented by rich wood detailing.<img src="https://photo-assets.superyachttimes.com/photo/396001/image/large-0b6d9b81abc5102f8690cf1657da81b6.jpg" data-gid="gid://syiq/Photo/396001"><img src="https://photo-assets.superyachttimes.com/photo/395996/image/large-34b2097d40b1cc40afcbc703baddfed3.jpg" data-gid="gid://syiq/Photo/395996">Moving outside, guests can enjoy a spacious aft deck designed for alfresco dining and entertaining, with uninterrupted views of the surrounding seascape. Additional lounging areas can be found on both the flybridge and foredeck, providing multiple spaces from which to enjoy life on the water.<img src="https://photo-assets.superyachttimes.com/photo/396008/image/large-2ae8ac48e58ddf9228b76cdf7db3a282.jpg" data-gid="gid://syiq/Photo/396008"><img src="https://syt-store-production.s3.eu-west-1.amazonaws.com/photo/396003/image/large-84acaaa6a5d339505847c03ef5b6bac4.jpg?X-Amz-Algorithm=AWS4-HMAC-SHA256&amp;X-Amz-Credential=AKIA52TLVJASOPFTPHWY%2F20260604%2Feu-west-1%2Fs3%2Faws4_request&amp;X-Amz-Date=20260604T052453Z&amp;X-Amz-Expires=900&amp;X-Amz-SignedHeaders=host&amp;X-Amz-Signature=78a610fb80018ba7b5b608f648569120041a307c7da8d1359f04af42ef9a57d5" data-gid="gid://syiq/Photo/396003">In terms of performance, the <a href="https://www.superyachttimes.com/directories/yachts/for-sale/built-by=mathis-yacht-building-co" target="_blank">Mathis yacht for sale</a> is powered by twin <a data-gid="gid://syiq/Company/1497" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Detroit Diesel (Company)">Detroit Diesel</a> engines, delivering a cruising speed of 8 knots and a top speed of 11.5 knots.

motor yacht Innisfail for sale

The 27.74-metre classic American fantail motor yacht Innisfail is on the market.

28m pre-war classic yacht Innisfail for sale

<img src="https://photo-assets.superyachttimes.com/photo/396010/image/large-f907bd3a032d83f09dcd6772bcbe659d.jpg" data-gid="gid://syiq/Photo/396010">The 67.15-metre <a data-gid="gid://syiq/Company/1821" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Damen Yachting (Company)">Damen Yachting</a> support vessel <a data-gid="gid://syiq/Yacht/4532" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kalm67.15m (220'4&quot;)Damen Yachting2014">Kalm</a> was spotted cruising off Málaga last Saturday.Previously named 6711 Geo and Dapple, she was delivered by her builder in 2014. The vessel features exterior design by <a data-gid="gid://syiq/Company/1821" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Damen Yachting (Company)">Damen Yachting’s</a> in-house team, while her interiors were created in collaboration with British designer <a data-gid="gid://syiq/Company/2091" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mark Berryman Design Ltd (Company)">Mark Berryman</a>.<a data-gid="gid://syiq/Yacht/4532" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kalm67.15m (220'4&quot;)Damen Yachting2014">Kalm</a> benefitted from a refit at <a data-gid="gid://syiq/Company/97" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MB92 Barcelona (Company)">MB92 Group</a> in Barcelona between 2023 and 2024. She can accommodate up to 20 crew, including the captain. Notable onboard features include a built-in decompression chamber, a dive store comparable in quality to those found on military vessels, a fully commercial helideck with a maximum take-off weight of 4,850 kilograms, and an expansive aft deck dedicated to watercraft operations, including space for a submarine.In terms of performance, <a data-gid="gid://syiq/Yacht/4532" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kalm67.15m (220'4&quot;)Damen Yachting2014">Kalm</a> is powered by four engines, enabling a cruising speed of 15 knots and a top speed of 22 knots.

Damen support vessel Kalm in Málaga

The 67.15-metre Damen Yachting support vessel Kalm was spotted cruising off Málaga last Saturday.

67m Damen Yachting support vessel Kalm in Málaga

The largest yachts in Saint Tropez

We take a look at some of the largest yachts recently in Saint Tropez below.

Spotted: The largest yachts in Saint Tropez

<a data-gid="gid://syiq/Company/375" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Baglietto S.p.A. (Company)">Baglietto</a> has announced the launch of the first 49.9-metre <a data-gid="gid://syiq/Yacht/13932" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Baglietto Fast 50/0149.9m (163'9&quot;)Baglietto S.p.A.2026">FAST50 yacht</a> from its shipyard in La Spezia, Italy. The yacht is the debut unit in the Italian shipyard’s new FAST50 series, introducing a new generation of aluminium superyachts combining high-performance, generous volumes, and aggressive styling.<img src="https://photo-assets.superyachttimes.com/photo/395886/image/large-26d5b7f1e0ee1e363785c3eb868454d2.jpg" data-gid="gid://syiq/Photo/395886" style="box-sizing: inherit; border: 0px; font-family: &quot;Open Sans&quot;, sans-serif; position: relative; max-width: 100%; margin: 1rem 0px; color: rgb(0, 0, 0); font-size: 13.6px; font-style: normal; font-variant-ligatures: normal; font-variant-caps: normal; font-weight: 400; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; white-space: normal; background-color: rgb(255, 255, 255); text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"> The <a data-gid="gid://syiq/Yacht/13932" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Baglietto Fast 50/0149.9m (163'9&quot;)Baglietto S.p.A.2026">FAST50 yacht</a> was first unveiled as <a data-gid="gid://syiq/Company/375" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Baglietto S.p.A. (Company)">Baglietto</a>’s flagship fast yacht concept in February 2024, combining the performance capabilities of the shipyard’s historic aluminium builds with the volumes and liveability typically associated with larger displacement yachts. <a data-gid="gid://syiq/Article/59694" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Baglietto introduces Francesco Paszkowski-designed X50 and FAST50 superyachts (2024-02-08 15:45:00 +0100)">Read: Baglietto introduces Francesco Paszkowski-designed X50 and FAST50 superyachts</a> According to her builder, the model has been developed to reinterpret through a contemporary lens the legacy of iconic Baglietto fast yachts such as <a data-gid="gid://syiq/Yacht/1635" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Adler36.0m (118'1&quot;)Baglietto S.p.A.1987">Adler</a>, Pachamama and the Compasso d’Oro-winning <a data-gid="gid://syiq/Yacht/2036" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Monokini44.0m (144'4&quot;)Baglietto S.p.A.2013">Monokini</a>. “With the <a data-gid="gid://syiq/Yacht/13932" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Baglietto Fast 50/0149.9m (163'9&quot;)Baglietto S.p.A.2026">FAST50</a>, we wanted to reinterpret <a data-gid="gid://syiq/Company/375" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Baglietto S.p.A. (Company)">Baglietto</a>’s most authentic DNA- that of the large, high-performance aluminium yachts that shaped the shipyard’s history- translating it into a contemporary platform capable of combining performance, comfort and extraordinary liveability,” commented Fabio Ermetto, Chief Commercial Officer at <a data-gid="gid://syiq/Company/375" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Baglietto S.p.A. (Company)">Baglietto</a>. “This project perfectly represents our vision: sporty yachts with a strong identity, yet architecturally and technically advanced, and deeply tailored around the owner’s lifestyle.” Built entirely in aluminium, the FAST50 features exterior design by <a data-gid="gid://syiq/Company/586" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Francesco Paszkowski (Company)">Francesco Paszkowski</a>, who also collaborated with <a data-gid="gid://syiq/Company/6365" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Margherita Casprini (Company)">Margherita Casprini</a> on the interior design. Her naval architecture was crafted by <a data-gid="gid://syiq/Company/5244" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="PierLuigi Ausonio Naval Architecture (Company)">Pierluigi Ausonio Naval Architecture</a>.<img src="https://photo-assets.superyachttimes.com/photo/395885/image/large-0f0cbb8a980f43063a7800f391c1bc74.jpg" data-gid="gid://syiq/Photo/395885" style="box-sizing: inherit; border: 0px; font-family: &quot;Open Sans&quot;, sans-serif; position: relative; max-width: 100%; margin: 1rem 0px; color: rgb(0, 0, 0); font-size: 13.6px; font-style: normal; font-variant-ligatures: normal; font-variant-caps: normal; font-weight: 400; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; white-space: normal; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial; background-color: rgb(255, 255, 255);">Throughout the project, <a data-gid="gid://syiq/Company/375" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Baglietto S.p.A. (Company)">Baglietto</a> has drawn inspiration from the automotive sector, with integrated air intakes, sports car-inspired stern fairleads and a bespoke “Porsche Chalk” hull colour developed using a custom Boero paint cycle.A key feature of the <a data-gid="gid://syiq/Yacht/13932" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Baglietto Fast 50/0149.9m (163'9&quot;)Baglietto S.p.A.2026">FAST50</a> is her two-level stern, which is fitted with several innovative features introduced on the T-line, including the yard’s signature fold-down bulwarks that extend the beach club area closer to the water, alongside a hidden transformer replacing the traditional passerelle to keep the yacht’s sleek look. In addition, the yacht’s indoor and outdoor areas are seamlessly connected thanks to her full-height windows and Baglietto’s signature “cut-out” bulwarks, which strengthen connection to the sea.On her upper deck, a veranda that opens on three sides hosts a panoramic dining room, while her foredeck features a lounge area, sunpads and a Jacuzzi located at the bow. Moreover, a rooftop, rare for yachts of her category, serves as a private retreat where guests can dine, lounge, and relax.Furthermore, a stern garage with a flooding launch system is capable of accommodating a tender up to seven-metres, alongside a second garage forward.The yacht's interiors have been designed to complement the exterior design. Lacquered surfaces, experimental woods such as burnt oak, and artistic lighting all harmoniously contribute to her contemporary design profile. Lightweight materials were favoured over heavier marble and natural stone to support the yacht's high-performance credentials, with even the exterior handrails crafted from titanium to optimise weight.Unlike many of the shipyard’s earlier fast yachts, the <a data-gid="gid://syiq/Yacht/13932" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Baglietto Fast 50/0149.9m (163'9&quot;)Baglietto S.p.A.2026">FAST50 yacht</a> has been developed across three full decks, featuring a wide-body owner's suite on the main deck.&nbsp;At an interior volume of 499 GT, accommodation onboard is arranged across four staterooms, including two VIP staterooms and two twin staterooms on the lower deck, all with en-suite facilities. Crew accommodation comprises four dedicated quarters, captain's quarters and a spacious crew mess.In terms of performance, the yacht is powered by four <a data-gid="gid://syiq/Company/1409" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MTU (Company)">MTU</a> engines, which are expected to deliver a top speed of 30 knots.&nbsp;

First 50m Baglietto FAST50 superyacht launched

Baglietto has launched the first 50m FAST50 yacht from its shipyard in La Spezia, Italy.
