Inside Baltic Yachts’ first carbon catamaran build

Baltic 107 catamaran yacht in-build

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Zeteo yacht exterior design

Zeteo catamaran yacht in-build at Baltic Shipyard in Finland

Baltic shipyard facilities 

Baltic shipyard 

Zeteo yacht by Baltic Yachts general arrangement 

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

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

What began as a four-month mission to complete the interior of a 78-metre custom yacht has evolved into a major interior manufacturing operation. Founded in 2020 by long-time industry colleagues Roger Myers and Cyril Bieri,&nbsp;<a data-gid="gid://syiq/Company/7319" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Superyacht Interiors (Company)">Superyacht Interiors Dubai</a>&nbsp;has grown from a team of 172 craftsmen into a workforce of more than 350 specialists, delivering complex yacht interiors, bespoke furniture packages and high-end residential projects from facilities in Dubai and Oman. We spoke with Roger about the systems, facilities and strategies that underpin their approach.<img src="https://photo-assets.superyachttimes.com/photo/400470/image/large-4ceb08833994d9b729841ee78f6e196b.jpg" data-gid="gid://syiq/Photo/400470">What has been the most significant change in the business since completing your first yacht project?The biggest transformation has been in our engineering and manufacturing capabilities. In the beginning, our focus was on assembling the right team and delivering the interior of the 78-metre yacht to the standards expected by European shipyards and designers. Since then, we have invested heavily in engineering, production systems and machinery. What started as a project-driven operation has evolved into a fully integrated manufacturing business with dedicated engineering departments, advanced CNC machining capabilities, specialised finishing facilities and robust quality control systems. Our objective has always been to combine traditional yacht craftsmanship with modern manufacturing processes while maintaining the standards expected within the superyacht sector.<img src="https://photo-assets.superyachttimes.com/photo/400467/image/large-60153eb48725bce03601f1af50379f27.png" data-gid="gid://syiq/Photo/400467">How has your production capacity evolved as the company has grown?When we launched, we had 172 employees. Today, our core workforce sits at around 350 specialists, although we have demonstrated the ability to scale significantly when projects require it. During peak production on an ongoing Northern European project, we expanded to almost 500 personnel to support areas such as finishing, veneer preparation and painting. At standard production levels, we’re able to deliver approximately 1,200-square-metres of luxury yacht interiors annually. With extended shifts and overtime, that capacity increases to around 1,500-square-metres.One of the key lessons we've learned is that capacity is not simply about workforce numbers. It’s about understanding production bottlenecks and investing in the areas that create the greatest efficiencies. Paint, veneer processing and machining all involve curing or drying periods, so extending operations through additional shifts allows us to maximise utilisation of those assets.<img src="https://photo-assets.superyachttimes.com/photo/400468/image/large-bbfff37808bf54abf0581945a33727ca.png" data-gid="gid://syiq/Photo/400468">You have recently invested significantly in engineering and digital manufacturing. What is driving that strategy?Efficiency is a major focus for us as we look towards the future. Over the past year, we have invested heavily in CAD+T engineering software alongside ERP and SAP systems that allow us to track materials and components throughout the production process. Traditionally, yacht interiors have relied heavily on 2D engineering. We’re now transitioning towards fully integrated 3D workflows. The advantage is that the engineering model automatically generates bills of materials, cut lists and manufacturing information, which can then be transferred directly to our production machinery. Alongside the software investment, we have recruited highly experienced specialists from leading European yacht interior companies to support the implementation. Our goal is for the majority of our engineering output to be delivered through these integrated digital systems over the next 12 months.What investments have you made on the manufacturing side?We’ve invested approximately €2 million in machinery and equipment, with a long-term investment plan of around €4 million over the next five years. This includes new 5-axis and 4-axis CNC machining centres, upgraded spray-line systems and additional finishing capabilities. We have also expanded our paint operations significantly, with two large spray facilities now fully operational and a third currently being introduced. These investments are already generating substantial gains in efficiency, production quality and programme reliability. At the same time, we continue to invest in people. Technology is important, but it still relies on skilled craftsmen, engineers and project managers to deliver the final result.<img src="https://photo-assets.superyachttimes.com/photo/400471/image/large-0fb460c7fc1ccd3662c37cb698e733d6.png" data-gid="gid://syiq/Photo/400471">How does the new Oman facility fit into your manufacturing strategy?Capacity was certainly one factor, but the facility is really about manufacturing optimisation. The Oman facility has been established as a dedicated machining centre and houses much of our newest CNC equipment, focusing on high-volume cutting and machining operations. By relocating these activities, we can maintain a cleaner, quieter and more controlled production environment in Dubai, which is where clients visit for factory acceptance tests, mock-ups and project reviews. Machining generates dust, noise and material movement. Separating those activities allows us to improve workflow efficiency while creating a better environment for assembly, finishing and client interaction.&nbsp;How important is vertical integration to your business model?It’s fundamental. One of the reasons we remain competitive internationally is because we undertake a significant amount of work in-house. We have dedicated engineering, joinery, upholstery, finishing and metalworking capabilities operating within the same organisation. That allows us to maintain control over programme schedules, quality standards and costs. It also improves communication between departments and reduces reliance on external suppliers. For yacht projects, where tolerances are extremely tight and schedules are often compressed, that level of integration is a major advantage.<img src="https://photo-assets.superyachttimes.com/photo/400469/image/large-d88220b7d5cbb05fa65d2796fe97e3df.jpg" data-gid="gid://syiq/Photo/400469">Looking ahead, what will define the next stage of growth for&nbsp;<a data-gid="gid://syiq/Company/7319" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Superyacht Interiors (Company)">Superyacht Interiors Dubai</a>?Growth remains important, but craftsmanship remains at the centre of everything we do. Technology improves efficiency and accuracy, but ultimately every yacht interior is still built by skilled craftsmen. Our objective is to combine those traditional skills with modern engineering and manufacturing systems, creating an environment where designers, shipyards and owners can realise increasingly ambitious projects. That balance between craftsmanship, innovation and collaboration is what will continue to define <a data-gid="gid://syiq/Company/7319" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Superyacht Interiors (Company)">Superyacht Interiors Dubai</a> in the years ahead.

Superyacht Interiors Dubai CEO Interview

SuperYacht Times interviews Superyacht Interiors CEO

CEO in Conversation: Roger Myers on scaling Superyacht Interiors Dubai

Refitting Oceanco's 93m Draak

 A look inside the refit journey of Draak, and how the project has changed what 'refit' can mean

Behind the refit of Oceanco's 93m superyacht Draak

How To Build It - Issue 11 is live! This issue is all about the age of integration and explores the elements of superyacht building that we don't often see or read about.<img src="https://photo-assets.superyachttimes.com/photo/397625/image/large-6f596041bc2383cda85f8633a4fbeb4d.png" data-gid="gid://syiq/Photo/397625">How large yachts are conceived, engineered and operated? Issue 11 explores the increasing complexity of superyachts and how integration must ensure that elements such as propulsion, energy management, digital systems, operational flexibility, environmental considerations and long-term adaptability function as one coherent whole.We take a look at <a data-gid="gid://syiq/Company/224" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Turquoise Yachts (Company)">Turquoise</a>'s first hybrid yacht, <a data-gid="gid://syiq/Yacht/11827" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="N2H76.3m (250'4&quot;)Turquoise Yachts2026">N2H</a>, and how the role of shipyard extended well beyond the construction to take on the integration of an evolving technological vision into a reliable operational reality. The yacht was effectively engineered into existence from the inside out (p 38). <img src="https://photo-assets.superyachttimes.com/photo/397623/image/large-61941b2e6c557f081414c700d2475688.png" data-gid="gid://syiq/Photo/397623">The story of <a data-gid="gid://syiq/Yacht/4018" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Draak92.8m (304'6&quot;)Oceanco2014">Draak</a> reflects a similar story: a refit by <a data-gid="gid://syiq/Company/64" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oceanco (Company)">Oceanco</a> that evolved into something far more ambitious: the reconstruction of a large superyacht into a hybrid expedition and support platform; the refit journey can be found on page 60.Also in this issue is a look into <a data-gid="gid://syiq/Company/6143" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="ABB Group (Company)">ABB</a>'s podded electric propulsion systems and how they are changing the way designers think about yacht architecture all together (p 73) and a dive into <a data-gid="gid://syiq/Company/8273" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ferrari (Company)">Ferrari</a>'s Hypersail that is taking shape in Pisa after decades of automotive ingenuity (p 52).<img src="https://photo-assets.superyachttimes.com/photo/397622/image/large-272f02d54be4badd9ce3e471113908e1.png" data-gid="gid://syiq/Photo/397622">We take a look at <a data-gid="gid://syiq/Company/119" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Horizon Yachts (Company)">Horizon Yachts</a>, which has grown from a small OEM to a global builder of semi-custom motor yachts larger than 24-metres (p 27), and dive into the changing regulations surrounding paint and coatings (p 88). Issue 11 also includes a sit-down with Patrick Bray on how to build a better boat (p 127), and we speak with Donna Green, Head of New Build at <a data-gid="gid://syiq/Company/259" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Y.CO (Company)">Y.CO</a> about modern yacht building and the importance of collaboration.All that and more, Issue 11 of How To Build It is now <a href="https://issuu.com/superyachttimes/docs/how_to_build_it_-_issue_11_-_summer_2026" rel="noopener noreferrer" target="_blank" title="">live</a>.<img src="https://photo-assets.superyachttimes.com/photo/397621/image/large-10a7028b56089751c54a4399cebba417.png" data-gid="gid://syiq/Photo/397621">

how to build it issue 11

Issue 11 of How To Build It is live and available! We dive into the age of integration in the superyacht industry.

How To Build It - Issue 11: The integration age is live!

There are over 50 billion light bulbs in circulation globally, the vast majority LED-based. But the evolution from incandescent to fluorescent and now LED has come with unintended consequences, particularly for our biology. Increasingly, that means bringing wellness into the heart of onboard systems, and lighting is one of the most powerful tools for doing that. Michael Meeneghan, founder of system integrators MP Tech in the UK, looks into engineering circadian-friendly lighting at sea.<img src="https://photo-assets.superyachttimes.com/photo/397073/image/large-8a6f614768b4a055483b03c753d7fccc.jpg" data-gid="gid://syiq/Photo/397073">Modern mass-market LED luminaires are predominantly built around a “blue pump” architecture. This architecture boosts luminous efficacy by amplifying the blue portion of the spectrum (typically ~450nm) and then converting some of it into other wavelengths using phosphors.&nbsp;While technically impressive and energy-efficient, the issue is spectral imbalance. Blue-rich white light, especially in the evening hours, suppresses melatonin production, the hormone responsible for sleep onset. This leads to circadian rhythm disruption (SCRD), manifesting in poor sleep quality, fatigue, cognitive decline, and long-term health risks. For those at sea, crossing time zones, working night shifts, or living in enclosed, artificially lit environments, the risks are magnified. <img src="https://photo-assets.superyachttimes.com/photo/397074/image/large-0b490baf7772bd1cbd895380dbf78c73.jpg" data-gid="gid://syiq/Photo/397074">What is Circadian-friendly lighting?&nbsp;Circadian lighting is about aligning artificial illumination with the body’s internal 24-hour clock. Human-centric lighting (HCL) systems do this by varying both colour temperature and intensity throughout the day:&nbsp;• Cool, bright light (~5000–6500K) in the morning stimulates alertness and cognitive performance.&nbsp;• Warm, dimmed light (~1800–2700K) in the evening promotes relaxation and sleep readiness.&nbsp;But HCL is not just about colour temperature; it’s also about spectral fidelity, flicker control, and CRI (colour rendering index). Truly circadian-supportive lighting delivers high CRI (ideally 95+), flicker-free performance, and a balanced spectral output that respects human biology.&nbsp;These are the standards that MP Tech has adopted when designing and commissioning lighting schemes for yachts, with a focus on ensuring biological alignment without compromising visual quality.&nbsp;<img src="https://photo-assets.superyachttimes.com/photo/397075/image/large-3c2a7a8b5196bdcbc153ad8c24a44620.jpg" data-gid="gid://syiq/Photo/397075">Why this matters on a superyacht&nbsp;Unlike land-based homes, yacht interiors are removed from natural daylight cycles. Guests move across time zones, crew work non-traditional shifts, and spaces are often enclosed with limited exposure to sunlight. In such conditions, artificial lighting becomes the dominant environmental cue for the body. For crew, this means supporting shift-work without compromising health. For guests, it means enhancing comfort, reducing jet lag, and creating spaces that feel intuitively “right”, whether waking up in the Med or winding down in the Caribbean.&nbsp;Sleep and Circadian Disruption (SCRD) isn’t always dramatic – it accumulates. But its impact is real and can lead to reduced sleep quality, lower productivity, mood volatility and slower recovery. In luxury hospitality, where every detail matters, lighting becomes both an aesthetic and a physiological asset.&nbsp;<img src="https://photo-assets.superyachttimes.com/photo/397071/image/large-4e5955784fa2513194673e69d7f36b4a.jpg" data-gid="gid://syiq/Photo/397071">Moving to better standards It’s not uncommon to find beautifully crafted, high-value luminaires aboard yachts that are fitted with subpar light engines. The result? Ornate fixtures delivering flickering, low-CRI, spectrally imbalanced light that undercuts both wellness and visual impact. This dissonance between decorative quality and lighting quality requires thoughtful re-engineering to resolve. The key is to respect the design intent while addressing performance shortfalls that can affect wellbeing.&nbsp;Fortunately, the lighting industry is progressing. New human-centric lighting standards now prioritise:&nbsp;• Flicker-free drivers with high-frequency PWM or DC dimming • High CRI LED chips, often approaching CRI 98+&nbsp;• Tunable white modules with dynamic CCT from warm white to cool white&nbsp;• Full-spectrum LEDs that eliminate blue spike and restore spectral balance&nbsp;These technologies are more compact, marine-compatible, increasingly retrofit- friendly, and typically combine: • Tunable white luminaires with dual-channel or multi-channel LED modules • Intelligent controls that adjust scenes automatically or via user inputs • Sensors and automation that adapt to time of day, presence or ambient light&nbsp;When lighting designers work closely with yacht architects and AV-integrators to specify, program and commission these systems, the result is lighting that flows with the rhythm of life, not against it. <img src="https://photo-assets.superyachttimes.com/photo/397076/image/large-d9c9e416c484bc6996c480d8739d824c.jpg" data-gid="gid://syiq/Photo/397076">From design to delivery&nbsp;For new builds, early engagement is critical. Lighting design conversations should be had at concept stage to ensure that both technical and experiential requirements are addressed holistically. Each project starts with a light-use audit, mapping the way each space is used throughout the day and night. From there, tailored control strategies are developed and appropriate luminaires and drivers supplied, managing installation and commissioning through to final handover.&nbsp;For refits, improvements can still be significant, from replacing existing fittings and fixtures with flicker-free, high CRI LED, all the way to upgrading ornate and bespoke fixtures through re-chipping – replacing old LED modules with high-spec, flicker-free alternatives – preserving visual continuity while delivering a measurable step forward in performance and wellbeing.&nbsp;While guest areas are often the focus of design, crew quarters, corridors and service areas require just as much attention. Lighting in these spaces influences alertness, fatigue and productivity – key factors in operational excellence. <img src="https://photo-assets.superyachttimes.com/photo/397072/image/large-af2a3cfb4818d508d6436e785f8eefe2.jpg" data-gid="gid://syiq/Photo/397072">The future of Circadian lighting&nbsp;As understanding of circadian biology continues to evolve, so too does lighting technology. We are now exploring full-spectrum lighting profiles that better simulate sunrise, midday and dusk; the integration of near-infrared (IR) and UV elements for skin stimulation and environmental hygiene; and wearable data integration to adapt lighting in real time based on user chronotype or sleep cycles.&nbsp;These innovations will likely become part of the next generation of wellness-centred yacht systems. Whether in a new build or a smart retrofit, lighting doesn’t just illuminate, it enhances life at sea.&nbsp;

How human-centric light design is transforming wellness at sea

Blue-rich LEDs disrupt sleep at sea. Here's how circadian-friendly lighting systems are improving wellbeing for superyacht crew and guests

“Without data you’re just a person with an opinion,” says Giovanni Palamà. For the data &amp; measurement specialist, entrepreneur, and founder of <a data-gid="gid://syiq/Company/8890" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="SailADV Group (Company)">SailADV</a>, the quote is not a provocation – it is the premise on which he built an entire company.&nbsp;After years as a professional sailor on the international race circuit, Giovanni Palamà understands that performance on the water is never the product of instinct alone: it is the result of consistent, objective and repeatable measurement.&nbsp;“When I left racing and moved into consultancy, I realised the superyacht industry lacked this scientific discipline,” he says. “Extremely complex vessels were being delivered, yet there was no standardised way to quantify whether they actually performed according to their design. I founded <a data-gid="gid://syiq/Company/8890" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="SailADV Group (Company)">SailADV</a> in 2015 to answer that question.”<img src="https://photo-assets.superyachttimes.com/photo/396519/image/large-66c4d58023dbf7660b99d59595acd406.jpg" data-gid="gid://syiq/Photo/396519">By not only gathering but also precisely interpreting data, <a data-gid="gid://syiq/Company/8890" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="SailADV Group (Company)">SailADV</a> is going beyond the limits of “traditional” industry processes. It works with the major Italian shipyards to provide sea-trial analyses, onboard monitoring and long-term performance assessment via a broad spectrum of diagnostic data, including vibration readings, power-management behaviour, thermographic imagery, 3D scans, strain-gauge load measurements, and its onboard AI platform D.gree.The goal is not simply to identify faults, but to understand how every component behaves within the broader system. This is where the approach becomes transformative. Indeed, at <a data-gid="gid://syiq/Event/285" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Metstrade - 2025">Metstrade 2025</a> the company presented itself as <a data-gid="gid://syiq/Company/8890" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="SailADV Group (Company)">SailADV Group</a>, where “group” is intended as a set of multidisciplinary services and brands, organised into specialised areas covering the entire yacht lifecycle, from management and analysis to value preservation and innovation.With operational offices in Ancona, Pisa and La Spezia in Italy, a service point in Palma de Mallorca, and an innovation hub in Palo Alto, California, <a data-gid="gid://syiq/Company/8890" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="SailADV Group (Company)">SailADV</a> employs technologies rarely seen outside high-end industrial sectors. Motion Amplification, for example, transforms ordinary video into a magnified analysis tool that reveals vibrations far too subtle for the human eye to see – vibrations that can lead to premature wear, reduced efficiency, or outright failure. And as diesel-electric and hybrid propulsion systems become the norm, high-frequency sampling is used to detect issues that traditional monitoring systems would miss. These measurement techniques allow shipyards and crew to shift from reactive maintenance to true condition-based maintenance.“In commercial shipping, predictive maintenance is standard,” says Palamà. “But superyachts behave differently. Their operational profiles vary dramatically from vessel to vessel, making uniform maintenance intervals unreliable. A charter yacht that spends its summer shuttling between Sardinia and the Amalfi Coast wears very differently from one that crosses the Atlantic or spends long periods at anchor.”Because every supplier uses its own communication protocol, <a data-gid="gid://syiq/Company/8890" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="SailADV Group (Company)">SailADV</a> has designed its systems to ‘speak’ with virtually every machine on board, from the main engines to the stabilisers and HVAC system. The company has a multi-year programme with both <a data-gid="gid://syiq/Company/6046" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Azimut-Benetti Group (Company)">Azimut|Benetti</a> and <a data-gid="gid://syiq/Company/374" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sanlorenzo (Company)">Sanlorenzo</a> to optimise the performance of their superyacht fleet. During sea trials of all <a data-gid="gid://syiq/Company/212" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Benetti SpA (Company)">Benett</a>i’s 100-metre-plus yachts, for example, it used its own certified technology to log up to 5,000 variables.“The results are measurable,” continues Palamà. “For example, after monitoring a <a data-gid="gid://syiq/Company/212" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Benetti SpA (Company)">Benetti</a> Tradition for several seasons, we recommended switching propellers – a change that saved roughly €30,000 in fuel in a single season.”Also during <a data-gid="gid://syiq/Company/4374" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Metstrade (Company)">Metstrade</a>, <a data-gid="gid://syiq/Company/8890" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="SailADV Group (Company)">SailADV</a> presented its newest development: D.gree V26, and its first AI Agent, Sailly, as the industry moves toward intelligent autonomy at sea. Offered in three configurations – One, Pro and Ultra – D.gree V26 is designed to adapt to both new-build and refit projects by fully leveraging intelligent node technology. Accessible both locally and remotely, the system is aboard a current fleet of around 70 yachts (expected to grow to 300 within three years), processing over 5 million data points per hour and predicting failures before they occur. <img src="https://photo-assets.superyachttimes.com/photo/396518/image/large-6c625f4bf1121bf5cbf12eb760b705ae.jpg" data-gid="gid://syiq/Photo/396518">D.gree can also track external conditions, such as weather, to provide an even more complete picture of the yacht’s actual operating environment. The benefits ripple across the industry: owners gain transparency and asset protection; captains receive a clear overview; engineers can plan work rather than firefight; fleet managers can monitor multiple vessels through a single coherent system; and shipyards are able to draw on a continuous closed loop between design, operations and service.As younger, more tech-oriented owners enter the market, expectations are shifting. They demand accountability, connectivity and smarter systems. Anchored by solid engineering and strengthened by data, <a data-gid="gid://syiq/Company/8890" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="SailADV Group (Company)">SailADV</a> is working to meet those expectations. In a sector built on craftsmanship, beauty and tradition, the company aims to bring something more tangible: proof. And as Palamà likes to remind people, in modern yachting, proof is power.

What data reveals about a superyacht’s operating environment

SailADV founder Giovanni Palamà explains how data, diagnostics and AI-led monitoring are changing superyacht performance analysis and maintenance.

SailADV: What data reveals about a superyacht’s operating environment

Just as physical tank test models are giving way to computational fluid dynamics, so another form of virtual modelling is coming to the fore – the digital twin. But what is a digital twin, and how can we use them to streamline superyacht design, construction and operation?Providing an exact definition of a digital twin can be tricky, not least because different people use the term in different ways. With conceptual origins tracing back to NASA in the 1960s, the truth is that digital twins come in a variety of forms and offer multiple applications – all of which have the potential to change the approach to design and enhance the operational effectiveness of superyachts.“I haven’t found a consistent way that people use the term,” says software developer Boudewijn van Groos. “For example, some call a simple 3D model a digital twin, even if it doesn’t make predictions. It might show live sensor data from the vessel, but it’s really just a portal into the actual ship. That is fundamentally different to a software model that mimics the behaviour of a system based on physical or statistical calculations. Yet people refer to both as digital twins.”Models created in a software environment are arguably the purest form of digital twinning. They are increasingly being used both to train AI and to enable systems developers to code the core parts of a yacht’s controllers while the physical yacht itself is still in build – a decisive factor when faced with tight construction and delivery schedules.<img src="https://photo-assets.superyachttimes.com/photo/397081/image/large-c63a38ee887c535cd43a28154e353077.jpeg" data-gid="gid://syiq/Photo/397081">Virtual virtuesVan Groos is leading a team of software developers who are undertaking the coding of a multifaceted monitoring and control system aboard Project Zero, the renewables-powered sailing yacht under construction at <a data-gid="gid://syiq/Company/34" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vitters Shipyard (Company)">Vitters Shipyard</a>. In collaboration with German company XRG Simulation, they have been building a virtual version of the yacht’s systems in Modelica, which allows them to write the code for the programmable logic controller (PLC) for the thermal harvesting and recovery system, for example, and test it before the physical system has been completed. While the team has also been using a current sailing superyacht as a test bed, creating a digital twin has brought additional benefits.&nbsp;<img src="https://photo-assets.superyachttimes.com/photo/397079/image/large-c1ba2f94baf775740a49c5322a0b5621.jpg" data-gid="gid://syiq/Photo/397079">“For everything we’re doing we first write the physical thing into code to form the digital twin,” Van explains. “That simulation can be very basic, or a deep mechanical simulation. It gives us an opportunity to prevent regression bugs and it means we can avoid having to run our code on a physical system that means needing the real machine every time, which is just a hassle.”Developing a digital twin not only creates a platform for virtual testing, it also provides an opportunity to explore or to train AI, which can have real-world applications in a finished project. Indeed, this is the approach that <a data-gid="gid://syiq/Company/3559" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Videoworks Group (Company)">Videoworks</a> and <a data-gid="gid://syiq/Company/1080" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rossinavi (Company)">Rossinavi</a> took, in collaboration with the University of Pisa, to develop the systems on the 42.84-metre superyacht <a data-gid="gid://syiq/Yacht/12135" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Seawolf X42.84m (140'7&quot;)Rossinavi2024">Seawolf X</a> catamaran.“On a yacht you have a lot of very high-tech systems, each optimised and each with sensor actuators,” explains Maurizio Minossi, CEO and CTO of <a data-gid="gid://syiq/Company/3559" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Videoworks Group (Company)">Videoworks</a>. “The idea is to create a sort of manager that grabs the data coming from the different subsystems and, thanks to the use of AI algorithms, gives it added value in terms of monitoring and control.”<img src="https://photo-assets.superyachttimes.com/photo/397078/image/large-3bbe7f4296cb60275d58eb400d1d5976.jpg" data-gid="gid://syiq/Photo/397078">“AI algorithms need to train on something – you need a story,” adds Sergio Saponara, director of the Department of Informational Engineering at the University of Pisa. “But if the technology is new, how do you create that story? Creating a digital model of a yacht allows you to fill the AI with data. You analyse the chiller in a model, then you combine it with all the other models to create the whole ship.”The system they have developed, which has been designed to be modular for use across multiple yacht designs and configurations, integrates various network-connected sensors, smart plugs, and actuators, such as HVAC systems, lighting, and automated blinds, orchestrated by an advanced AI algorithm. The digital twin enables the simulation of different configurations and operational scenarios, generating virtual data that can be used to train AI models – a useful approach given the challenges of limited experimental data on energy consumption and passenger habits.&nbsp;<img src="https://photo-assets.superyachttimes.com/photo/397077/image/large-efe714be9d6f415bcddaf70b66ca2da0.jpg" data-gid="gid://syiq/Photo/397077">Test rig&nbsp;It’s not just in systems design that digital twins are being utilised. For Dale Morris, Group Head of Global Design at <a data-gid="gid://syiq/Company/2447" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Southern Spars (Company)">Southern Spars</a>, the development of digital twins has enabled advanced, in-the-box testing before a rig is stepped – a serious advantage given the one-off nature and complexity of superyacht masts and sail plans.&nbsp;“The outcome is what’s on the water, but the model that came before it has been through all the conditions,” he says. “It starts with base mast properties, rigging pre-tension and tuning, but we add in the actual moulded sail shape and structural files from North Sails, and then we can assess the rig to a whole other level.”<img src="https://photo-assets.superyachttimes.com/photo/397082/image/large-2efc90f958531c34f23220a01c23ffdf.jpg" data-gid="gid://syiq/Photo/397082">This allows the team to see the effect of their rig design choices even down to its impact on the actual shape of the sails. They can go into a whole CFD loop, where the fluid structure interaction (FSI) loops back into the non-linear FEA – non-linear because the mast is flexible. That essentially means they can sea-trial the yacht before any carbon fibre even gets laid in the mast mould.“That also flows through into how we communicate the safe operation to the customer with all the sheet runs and all the load interfaces, so that boatbuilders can build-in the right safety factors,” &nbsp;Morris explains. “You can assess all that within the digital twin.”It also impacts the initial sea trial phases because, rather than the traditional method of stepping a mast and eyeballing the rig to tune it and ensure it is set up symmetrically, it can effectively be pre-set. Gone are the days where you put the rig in, go sailing and flop from tack to tack, make changes, rinse and repeat, which can be a two-day operation.“We are able to virtually go sailing before we even put carbon in the mast tooling, and for yacht designers, owners and crew that’s a huge benefit because it elevates confidence before you get further into the project,” &nbsp;says Vincent Guiot, Group Sales Director at <a data-gid="gid://syiq/Company/2447" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Southern Spars (Company)">Southern Spars</a>. &nbsp;Further, the applications extend to the operational phase. By using the information from the load sensors from specific conditions. If something doesn’t look quite right, the team can plug that data back into the digital twin and help someone on board diagnose the issue more efficiently.<img src="https://photo-assets.superyachttimes.com/photo/397080/image/large-77d39333b2a17751661ad462a20fdfc0.jpg" data-gid="gid://syiq/Photo/397080">Practical magic&nbsp;As CAD has advanced, so 3D models have become commonplace, not only in terms of determining the underlying engineering layout of a vessel but also to ensure the vessel can be built as efficiently as possible. But when one superyacht project approached Dutch company Goltens to take that 3D model further, the potential for an all-encompassing digital twin quickly became apparent.“Normally we design, engineer and create 3D models, and during that process a lot of information on the components – size, material, capacity, make, model – is put into a database,” says Sandra Jutte of Goltens’ Green Technologies division. “But when the vessel departs, most of that information, which can number thousands of data files, stays behind. For this project, we were asked how we could collect all the engineering data in one place during construction and use it to make the yacht smarter in operation.”<img src="https://photo-assets.superyachttimes.com/photo/397085/image/large-8490e120db5880a524554f471c7eb9b6.png" data-gid="gid://syiq/Photo/397085">To achieve that, the Goltens team combined ongoing 3D scanning during the build with CAD and engineering drawings to create a digital version of Project Zero that is a perfect match for the real thing. The result is that all the information on the build, systems and components is available for easy access – especially useful when it comes to fault-finding or in the event of a system alarm.&nbsp;“You need an exact copy of the yacht, so during the entire build our team has been on site with a 3D scanner capturing every stage of the build,” says Jutte. “We’ve scanned every detail, including 100,000 metres of cables and six kilometres of piping.”<img src="https://photo-assets.superyachttimes.com/photo/397086/image/large-39fff693692206113bdc5e36b8ec672b.png" data-gid="gid://syiq/Photo/397086">Every pump, pipe and system is connected and with e-sharing it’s possible to click into the engineering drawing and instantly jump to the same spot in the 3D model, and vice versa. All relevant details and spare parts listings are available with a click. What’s more, the digital twin will form the backbone for predictive maintenance and, potentially, AI-rooted energy efficiency and systems analysis during the operational phase – an aspect that could have huge impact for a project where every kilowatt counts.The potential goes further, however, because wherever the vessel goes, the digital twin goes too. This means designers can use the digital twin to experiment with new ideas or test layouts without ever touching the real vessel, while engineers can follow system performance and simulate improvements, and and owners can explore their yacht anytime, anywhere.&nbsp;<img src="https://photo-assets.superyachttimes.com/photo/397087/image/large-8c4ef31785ce28bc95f037d27cf282ff.jpg" data-gid="gid://syiq/Photo/397087">Such a comprehensive scan-based digital twin improves maintenance aspects – with all manuals and spare parts lists easily accessible, and with the potential to add predictive maintenance algorithms – but also aids efficiency in a refit phase.&nbsp;“Refits and repairs are no longer a guessing game,” says Jutte. “Because if a component needs to be replaced or a new component fitted, the digital twin already knows what’s there currently and if the new one will fit. It means you can order or prefabricate parts with confidence. It’s a complete feedback loop between design, operation, maintenance, fault-finding and improvement.”<img src="https://photo-assets.superyachttimes.com/photo/397089/image/large-cbdce16aec81ad92d4d28edb2f355442.png" data-gid="gid://syiq/Photo/397089">

How is virtual modelling transforming superyacht design and operation

From rig testing to predictive maintenance, digital twins are reshaping how superyachts are designed, built and operated.

<a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom Yacht Equipment</a>&nbsp;has earned a prominent position in the superyacht supply chain for its bespoke boarding equipment, platforms, cranes, watertight doors and integrated control systems. Yet the engineering philosophy behind its custom-designed solutions is based on a resolutely modular approach.When Mervyn van der Ploeg was appointed managing director of <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom Yacht Equipment</a> in 2015, the company was going through a bad patch. It routinely redesigned everything from scratch for each new yacht project, leading to prototype-level inefficiencies and financial strain. A small but telling example is that it used to produce 32 different types of locking pins. Today, through a process of standardisation and modularisation, that number has been reduced to just two sizes.<img src="https://photo-assets.superyachttimes.com/photo/396743/image/large-c20dda6c39f046eea94eaa71057b9e2c.jpg" data-gid="gid://syiq/Photo/396743">“Previously, when designing a platform for a yacht, four different locking pins might have been specified, requiring multiple suppliers,” explains van der Ploeg. “Now, we buy 200 locking pins per year in two sizes from a single supplier at half the cost.”The process began by redesigning a prototype passerelle from scratch using a fully modular approach, which then became a template for other equipment. While remaining a supplier of custom equipment, modular components are now reused across <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a>’s product range, reducing design complexity and streamlining production.“A key technical insight came from looking outside the yachting industry,” continues van der Ploeg. “For example, swivel joints originally designed for excavators have been incorporated into our gangways. These components are proven, industrial-grade and standardised, which means we can build highly reliable systems without reinventing core mechanisms.”In the ten years since van der Ploeg joined the company, turnover has more than doubled from €12 million to €25 million, driven by increased efficiency along with larger yachts and a rising demand for integrated equipment.<img src="https://photo-assets.superyachttimes.com/photo/396739/image/large-d48d0f06ceeb5a00cfda9bafe1c96878.jpg" data-gid="gid://syiq/Photo/396739">Make it modularThe spin-off from <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a>’s modular way of thinking are innovations designed to maximise open space while eliminating visual clutter. Many of these solutions revolve around relocating drive systems into hinge lines and the platform structures themselves. In one recent project, a large side platform was initially conceived as two separate elements with a manually installed infill piece. While technically feasible, it was operationally awkward. Instead, by introducing an internal hinge drive already proven elsewhere, the entire system was re-engineered as a single monolithic platform. The infill was eliminated, deployment became faster, crew workload was reduced, and the geometry became cleaner.<img src="https://photo-assets.superyachttimes.com/photo/396744/image/large-4feaec6057dc57f70fe27a2f2a88296b.jpg" data-gid="gid://syiq/Photo/396744">The Sliding Stairs Access Hatch is another example. Developed in response to a request to optimise the passage from the main deck to the beach platform on <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship’s</a> 79.5-metre <a data-gid="gid://syiq/Yacht/11677" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Valor79.5m (260'10&quot;)Feadship2025">Valor</a>, <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a>’s engineers merged door, hatch and boarding equipment components to create a completely new solution. Essentially, the staircases on each side of the pool form the hatch itself, with half of each staircase retracting into the deckhead like a gangway to provide access to the beach club.<img src="https://photo-assets.superyachttimes.com/photo/396742/image/large-bd76338bca2c0e5436acede35e416f93.jpg" data-gid="gid://syiq/Photo/396742">“This marked a next step in modular engineering for <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a>,” says van der Ploeg. “Our approach not only accelerated the development process, but also showed how modularity enables flexible, cross-disciplinary solutions without compromising quality.”As both staircases form part of the watertight boundary of the vessel certified by Class, one of the main challenges was ensuring watertight integrity, given the angle at which the stair hatches are installed, as well as aligning the treads between the hatches and the fixed structures. In fact, sealing has become a central issue as stern structures grow more complex – folding, rotating and closing at compound angles. While inflatable seals are often the go-to solution and offer excellent theoretical performance, they also represent a single point of failure. <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> typically prefers D-profile rubber seals, which wear gradually, remain locally manageable, and allow temporary mitigation.<img src="https://photo-assets.superyachttimes.com/photo/396741/image/large-cf52ffb86158af5f4ac7a5922058d9b5.jpg" data-gid="gid://syiq/Photo/396741">“This approach is especially critical for Lloyd’s-certified watertight items such as split transom doors closing at different angles, where corners and junctions between curved surfaces become critical failure points,” van der Ploeg points out.Such solutions highlight how <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> has evolved beyond developing hardware to innovating the onboard experience, a strategy that has resulted in multiple patented solutions, from pop-up gangways embedded in the stern platform to protective cabrio covers engineered to fold, stack or nest completely out of sight when not in use. At the last edition of <a data-gid="gid://syiq/Company/4374" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Metstrade (Company)">Metstrade</a>, the company presented five interactive aft deck models through immersive 3D visualisations showcasing how engineering, design and user experience increasingly converge in the early phases of yacht development.<img src="https://photo-assets.superyachttimes.com/photo/396745/image/large-b406b1bef2a73b0811b05344a273be7e.jpg" data-gid="gid://syiq/Photo/396745">Under controlAnother defining feature of <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a>’s approach is that its control systems and programming are all developed in-house. Precise timing between electronic commands, hydraulic oil flow and mechanical motion is critical, as are programmed delays that account for inertia and mass. Most systems employ frequency-driven power packs rather than simple on/off hydraulics, resulting in smoother movement, lower noise levels and the elimination of hydraulic ‘hammer’ effects. Automated operating cycles manage sequencing, speed and end-of-stroke deceleration automatically, reducing the risk of impact damage and operator error. Before delivery, full functional testing is carried out in-house, often with owner representatives present.Enclosed helicopter lifts represent some of the most complex control systems <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> has delivered. On yachts such as the 85.95-metre <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a> superyacht <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>, the 96.6-metre <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a> superyacht <a data-gid="gid://syiq/Yacht/5936" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sophia96.6m (316'11&quot;)Feadship2017">Sophia</a> (ex-Faith), 99-metre <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a> superyacht <a data-gid="gid://syiq/Yacht/2074" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Madame Gu99.0m (324'10&quot;)Feadship2013">Madame Gu</a> and the 102.6-metre <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a> superyacht <a data-gid="gid://syiq/Yacht/10678" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ulysses102.6m (336'7&quot;)Feadship2024">Ulysses</a>, these lift assemblies rely on synchronised spindles and highly precise control algorithms to ensure uniform vertical motion. Ironically, real-world usage of helicopter lifts has revealed an interesting pattern:&nbsp;<img src="https://photo-assets.superyachttimes.com/photo/396746/image/large-793a08021cda2fc7bab19c3cd8f1a821.jpeg" data-gid="gid://syiq/Photo/396746">“On some yachts, the heli hangars are no longer actively used and instead function as static storage platforms,” reveals van der Ploeg. “In such cases, owners may even suspend servicing altogether – an illustration of how operational reality can diverge from original design intent.”Developments in control systems are being matched by advances in data intelligence. During the COVID period, <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> expanded its remote-support capabilities and identified a recurring issue: when faults occur, crews often cannot describe what happened beyond “pressing the button”. To address this, its latest systems incorporate data logging that records each operating cycle, sequence order, timing, load condition and fault event with precise timestamps.“When an issue arises, engineers can trace it back to the exact operating condition that caused it,” explains van der Ploeg. “While still being rolled out primarily on new-build projects, data logging represents a shift towards evidence-based rather than purely scheduled maintenance.”Across <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a>’s predominantly hydraulic product range, failures rarely originate in the actuators themselves. Instead, the most vulnerable areas are where forces converge – locations where multiple loads are transferred into a single structural interface. Passerelles are a prime example:“Forces are transmitted through long, slender structures back to a limited number of mounting points,” explains van der Ploeg. “When additional functionality is introduced, such as lateral slewing rather than straight-line deployment, those forces increase substantially.”<img src="https://photo-assets.superyachttimes.com/photo/396750/image/large-74a75f9786460908e4bf98d749448420.png" data-gid="gid://syiq/Photo/396750">Bonding and bolt-inSome <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> passerelles now extend up to 16-metres in length, pushing the limits of lightweight structural engineering while maintaining stiffness, safety margins and regulatory compliance. Designing these interfaces requires careful attention to geometry, material thickness and fatigue behaviour.Marine-grade aluminium remains the primary structural material, selected for its high strength-to-weight ratio and corrosion resistance. Steel is used selectively in high-load interfaces where stiffness and wear resistance are critical. Carbon fibre has also been deployed strategically, particularly in the outermost sections of passerelles. Reducing mass at the extremity lowers bending moments throughout the structure, enabling greater reach without adding reinforcements.&nbsp;A more recent addition to <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a>’s fabrication methodology is the introduction of structural adhesive bonding. In lightweight aluminium constructions, particularly passerelles, welding thin sections sometimes caused unacceptable deformation due to heat input. To address this, <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> now uses a hybrid method: components are positioned with bolts to prevent movement, while the structural adhesive provides the primary load-bearing bond. In this configuration, the bolts act purely as locators and the adhesive carries the load.Another key evolution is the move towards bolt-in housings for boarding equipment such as passerelles and swim ladders. Historically, these housings were built directly into the hull, placing installation and testing squarely on the shipyard’s critical path. This new approach uses self-contained housings that are assembled and factory-tested in-house, accepted by owners or representatives, and installed later as plug-and-play units.“Once delivered, the housing is bolted into place, hydraulics and electrics are connected, and functionality is assured – eliminating the risk of delays, rework and repainting,” says van der Ploeg.<img src="https://photo-assets.superyachttimes.com/photo/396752/image/large-1ea3884318d73cd6441f8d9cf8801f9c.jpg" data-gid="gid://syiq/Photo/396752">Breaking outSolely owned by <a data-gid="gid://syiq/Company/4951" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Koninklijke De Vries Scheepsbouw (Company)">Koninklijke De Vries,</a> until recently <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> worked exclusively within <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a>. It is now pursuing a more open strategy, with roughly 60% of turnover derived from <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a> new-build projects, 25% from service and refit work on existing <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadships</a>, and the rest from other shipyards – a share that continues to grow as the company expands its marketing network.An early major non-<a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a> contract was with <a data-gid="gid://syiq/Company/4644" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="AKYACHT (Company)">AKYACHT</a> in Turkey for its 120-metre-plus project (NB012) due for delivery in 2030. Another is the new <a data-gid="gid://syiq/Company/201" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="ISA Yachts (Company)">ISA</a> Custom 80 currently under construction at <a data-gid="gid://syiq/Company/201" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="ISA Yachts (Company)">ISA Yachts</a> in Ancona. The <a data-gid="gid://syiq/Company/201" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="ISA Yachts (Company)">ISA</a> client, an experienced <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a> charterer, specified <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> to supply the boarding systems with which he directly interacts – in total, five independent mechanical systems with fully integrated control logic.<img src="https://photo-assets.superyachttimes.com/photo/396754/image/large-0eae94a6e941a08764d18f82632bee1f.jpg" data-gid="gid://syiq/Photo/396754">Across all these developments, a clear evolution emerges. <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> has progressed from boatbuilder to specialist supplier, system integrator and, ultimately, lifestyle collaborator. Each project begins by asking what experience the owner, designer or shipyard wants to achieve. From there, complexity is carefully analysed and engineered so that systems are notable precisely for their absence – seeming to disappear once installed, leaving spaces that feel more open, intuitive and fully resolved.<img src="https://photo-assets.superyachttimes.com/photo/396753/image/large-24074ca4b4f597fe6f6d7ba61d16b96a.jpg" data-gid="gid://syiq/Photo/396753">

Standardising the bespoke: The engineering behind custom superyacht equipment

Akerboom Yacht Equipment explains how modular engineering is reshaping its custom superyacht boarding systems, platforms, cranes and control systems.

Project YB256 is a 45-metre steel and aluminium motor yacht under construction at <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> in the Netherlands. The first collaboration between the family-run yard and <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 Naval Architects</a>, the yacht’s retro styling masks a modern and highly capable cruiser engineered for long-distance voyaging.<img src="https://photo-assets.superyachttimes.com/photo/396216/image/large-6096248c4df8137326bee068ed36838f.jpg" data-gid="gid://syiq/Photo/396216">The impossibly picturesque village of Monnickendam on the western shore of the Markermeer, a vast freshwater reservoir not far from Amsterdam, has been home to the <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> for more than a century. Wedged into a narrow strip of dockland between the old town centre and the water’s edge, space is as precious as the custom yachts it builds, but over the years the management has perfected a choreography of space and timing to ensure multiple projects can progress without tripping over one another.“<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> is just a few kilometres down the road and we’ve often wanted to work with them, but the stars never aligned,” affirms Klaas Hakvoort, fourth generation director of the shipyard with his brother Albert Jr. “In this case, the client wanted Dutch pedigree, was happy with our pricing, and the complexity of the project was a perfect match for a custom builder like us.”<img src="https://photo-assets.superyachttimes.com/photo/396206/image/large-71da8891dd01ddb5eed6ecc0455c82e1.jpg" data-gid="gid://syiq/Photo/396206">Project YB256 was inspired by <a data-gid="gid://syiq/Yacht/6037" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Blue II55.99m (183'8&quot;)Turquoise Yachts2020">Blue II</a>, the 56-metre expedition vessel with classic lines 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> launched by <a data-gid="gid://syiq/Company/224" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Turquoise Yachts (Company)">Turquoise Yachts</a> in 2020. <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> partners Andre Hoek and Ruurt Meulemans translated the client’s admiration for the retro-influenced yacht into a more compact platform that would echo the same timeless elegance free of nostalgic mimicry, while embracing modern technology and efficiency. The owner’s exacting brief included full wheelchair accessibility, an elevator connecting all deck levels, and transatlantic capability.“The hull and superstructure were conceived to balance classic proportions with today’s efficient hydrodynamics,” says Ruurt Meulemans. “Computational fluid dynamics [CFD] analysis informed every curve, refining the bow shape and optimising volume distribution to reduce resistance as much as possible and improve wake flow to the twin propellers. The objective was a smooth, efficient ride across a transatlantic cruising envelope of close to 4,000 nautical miles – no small achievement for a vessel under 400 gross tons.“<img src="https://photo-assets.superyachttimes.com/photo/396218/image/large-f219694742e3fedf1f00ff2c0b5c4003.jpg" data-gid="gid://syiq/Photo/396218">Meeting these requirements called for some clever engineering based on robust, proven solutions. Finite element analysis (FEA) guided the placement of bulkheads, stringers, and the keel to ensure structural integrity under long passages without compromising interior volume. The challenge was compounded by hybrid-assisted propulsion comprising twin 1,000-hp MAN diesel engines paired with electric motors and supported by a lithium-ion battery bank.The system integrated by <a data-gid="gid://syiq/Company/3869" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Eekels Technology BV (Company)">Eekels Technology</a> allows for flexible operational modes. Electric mode provides a few hours of silent propulsion at low speed, ideal for manoeuvring in harbours or environmentally sensitive zones. In diesel mode the electric motors can function as shaft generators to reduce fuel burn on extended passages. The electric motors also add redundancy for additional peace of mind far from home. <a data-gid="gid://syiq/Company/40" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Hakvoort Shipyard (Company)">Royal Hakvoort</a> had direct experience of the latter: during sea trials of 61-metre <a data-gid="gid://syiq/Yacht/8621" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Asia61.0m (200'2&quot;)Royal Hakvoort Shipyard2024">Asia</a>, an electrical fault caused an engine shutdown, but the gearbox-mounted e-motors allowed the crew to manoeuvre safely away from an offshore wind farm.<img src="https://photo-assets.superyachttimes.com/photo/396210/image/large-bfbd4613c1cb6d84c9fb37fa9b5d37a0.jpg" data-gid="gid://syiq/Photo/396210">The battle for spaceA signature feature of the yacht is the continuous ribbon of wraparound glazing on the main and bridge decks – 17 tonnes of it. The bulwarks are also glass and the hull windows incorporate a dot-fade pattern that blends with the white hull from a distance. Combined with the classic sheer line and bronze-metallic funnel, the green-tinted glass adds a touch of understated elegance that hints at an era that never quite existed – but should have. The wheelhouse windows are not full-height, but the aluminium surfaces beneath will be clad with glass and the same green reflective finish to create the visual effect of uninterrupted glass.&nbsp;Extensive glazing has a downside, however: heat. Solar load becomes a critical issue, especially for a yacht destined for hot climates. One option is to increase HVAC capacity, but a smarter one is to engineer better insulation. <a data-gid="gid://syiq/Company/40" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Hakvoort Shipyard (Company)">Hakvoort</a> chose the latter. A two-year development programme with glass specialist Royal-Maritiem sought the ideal balance of solar control, privacy, clarity, structural strength, and colour uniformity. Each double-glazed laminated pane is filled with argon gas and coated with a low-emissivity metal film tuned to deliver the desired green tint. The result is a 50 precent reduction in heat transfer compared to conventional marine glass.<img src="https://photo-assets.superyachttimes.com/photo/396219/image/large-043a6cfbb4c2ee18f77e9eca62c4d295.jpg" data-gid="gid://syiq/Photo/396219">But heat is not the only issue. Full-height windows also eliminate the storage units and hidden cavities normally used to route ducting, wiring, and AC trunking, pushing the technical infrastructure inward. As a result, space became the defining constraint and the build team had to fight for every cubic centimetre. <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> has deep experience of designing sailboats where space is always at a premium, but it was up to the shipyard to find ways to integrate complex systems into tight envelopes.“Nothing fitted, so we had to make it fit,” says Klaas, which could be the unofficial motto of the project. “By the time everything is installed, the engine room will be very full, but accessible and maintainable. Not cluttered – engineered.”The electrical switchboards span the full height of the engine from port to starboard across, an unavoidable result of the hybrid system. The engine room itself relies on seawater-fed heat exchangers because there wasn’t room for conventional air-cooling systems. The pool doubles as a tender bay with a dump tank and its own dedicated crane compartment that closes flush with the teak deck. Under the sunbed on the foredeck is a two-storey garage for the crew tender and a pair of PWCs. Add the elevator, wider side decks and interior passages sized for wheelchair access, and every available every void had to serve a purpose.<img src="https://photo-assets.superyachttimes.com/photo/396209/image/large-486995c89e482f3860ee5f1204771fb6.jpg" data-gid="gid://syiq/Photo/396209">Hidden in plain sightThe metallic bronze faux funnel is more than a charming styling cue; it also highlights the kind of engineering concealment that defines the whole project. Since the yacht has underwater exhausts, there was no need for a traditional dry stack – nor was there space to route ducting up to one. Instead, the funnel became the home of the fresh-air unit that draws in and purifies outside air for the HVAC system. Fitting it inside that tight volume meant some early design assumptions had to be reworked.&nbsp;Routing the air quietly around the yacht from high up in the vessel posed further challenges. The onboard noise targets are uncompromising and the owner’s suite is engineered for a harbour maximum of 44 decibels, although <a data-gid="gid://syiq/Company/40" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Hakvoort Shipyard (Company)">Hakvoort</a> typically achieves lower. Underway, the expected levels sit in the low 50s – quiet enough that the only audible sound should be the soft splash of water along the hull. Modern superyachts achieve such low mechanical noise levels that airflow has become the primary acoustic concern, not the engines or generators.<img src="https://photo-assets.superyachttimes.com/photo/396212/image/large-a2aeb88e2ca030f7dc36a4bed74abb21.jpg" data-gid="gid://syiq/Photo/396212">“You won’t hear machinery these days – you’ll hear air moving through the ducting,” confirms Klaas. “That’s why we focus obsessively on silencing ducts, bends and terminations.”Consider the HVAC ducting for the crew quarters. To reach the lower deck forward, it has to pass under the bed in the owner’s stateroom, negotiating several dog-leg bends in the process. Air accelerates noisily through tight turns due to mass conservation and pressure shifts, so the yard routinely uses flexible elbow sections with larger diameters and internal damping to reduce turbulence and suppress sound. <img src="https://photo-assets.superyachttimes.com/photo/396214/image/large-892daf254a9606fb0d0d5fed5e58dda4.jpg" data-gid="gid://syiq/Photo/396214">Elegance with an edgeThe aluminium superstructure was built at <a data-gid="gid://syiq/Company/5231" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alu-bouw Fryslân BV (Company)">Alubouw Fryslan</a> in Franeker and joined to the steel hull at Buijs Shipyard – the hull builder – before being towed to Monnickendam, but <a data-gid="gid://syiq/Company/40" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Hakvoort Shipyard (Company)">Royal Hakvoort</a> has its own joinery division and stainless-steel department that produce most of the fixed furniture and deck hardware in-house. Klaas points out the custom-engineered hinges used for the exterior doors as an example of the shipyard’s hands-on approach. During development, these hinges were tested in the most practical way imaginable: by suspending 40 kg weights to a toilet door heavily used by shop-floor workers. Any weaknesses that surfaced were corrected before installation.&nbsp;Another example is the aluminium hull platform that folds out from the topsides amidships and connects to the main deck by way of a boarding ladder for tender access. The platform being assembled in the metalworking department uses a hydraulic rotary or slew drive – more compact than conventional rams and able to generate high torque in tight spaces, it is a solution that has been refined by <a data-gid="gid://syiq/Company/40" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Hakvoort Shipyard (Company)">Royal Hakvoort</a> over years of building canoe-stern vessels.<img src="https://photo-assets.superyachttimes.com/photo/396211/image/large-9d9af2d4a7ba3a495473f7ac81ad923c.jpg" data-gid="gid://syiq/Photo/396211">Although capable of crossing the Atlantic, YB256 will primarily be used for short, comfortable runs with the frequent returns to port and high hospitality demands typical of most operational profiles. Every aspect of the interior has been conceived with wheelchair accessibility in mind, including a transformer-style platform in the stern. Guest and crew flows remain fully separated, which is not always the case on yachts of this size. The lower deck houses two full-beam VIP suites arranged around the main lobby and elevator; a third space will be used as an office/gym with a built-in recess for a running machine. The bridge deck is reserved for the owner’s sky lounge, while the captain’s cabin has been relocated to the lower deck. Crew areas have been configured to maximise discretion and operational efficiency with service and storage areas scaled to support day-use cruising.After touring the shipyard and the yacht, the lasting impression is that YB256 is not just a modern yacht in retro clothing. It is a study in constraint-driven design and smart engineering by a shipyard for whom “custom” is a vocation, not a marketing term. Its timeless elegance is more than skin deep, the result of many difficult decisions made in the belief that contemporary and classic can comfortably coexist – both in appearance and in engineering.<img src="https://photo-assets.superyachttimes.com/photo/396220/image/large-95656d748cc09cc4e461acdaecb835d0.jpg" data-gid="gid://syiq/Photo/396220">

Inside the build of a 45m Royal Hakvoort superyacht

Inside Royal Hakvoort's Project YB256, in collaboration with Hoek Design.

<a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a>&nbsp;is both a leader in the field of waterjet technology and a point of reference for serial production tenders. Active across the military, commercial, and superyacht sectors, the Italian brand is now applying its propulsion and manufacturing know-how to the specialist market for limousine tenders.<img src="https://photo-assets.superyachttimes.com/photo/396631/image/large-062ebf001bce4c2cc3c7a9d7b4ad2e91.jpg" data-gid="gid://syiq/Photo/396631">The small town of Albairate in landlocked Lombardy might seem a strange place for a boatbuilder to set up shop, but it is closely linked to the brand’s origins in one of Italy’s richest agricultural regions. Luigi Castoldi was a pioneering engineer in the agricultural machinery sector through his company BCS, which is still extant today. He began exploring waterjet propulsion – still a novelty in the early 1960s – because boats were damaging their propellers on the shallow bottom of the nearby River Ticino.&nbsp;After importing a waterjet drive, he set about re-engineering it to create a more durable and effective design. His first mass-produced <a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a> waterjet, model Jet 05, made its debut at the 1969 Genoa Boat Show. Since then, over 40,000 <a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a> waterjets have been delivered around the world, from the compact 224 unit up to the mighty 600 HCT drive that can support installed power of up to 2,700 horsepower.<img src="https://photo-assets.superyachttimes.com/photo/396632/image/large-4d83f3db58d65cf02a38baa8d387c061.jpg" data-gid="gid://syiq/Photo/396632">Today, the company is still family-owned under the directorship of Giacomo Castoldi, Luigi’s grandson, who with his father Franco spearheaded the company’s diversification into the tender market with its own range of diesel-powered jet tenders. The first model, the JT 18 Pro in 1998, served as the blueprint for the current range, from the entry-level Jet Tender 14 up to the 10.5-metre Jet Tender 34. The latter also provides the technical platform for the Jet Tender 34 Limo, the company’s first venture into the limousine market.Why waterjetsWaterjet propulsion for superyacht tenders offers several advantages over traditional propeller-based systems. These include enhanced manoeuvrability, higher efficiency and durability, lower noise and vibration, and the reversing bucket can ‘crash stop’ a boat in less than twice its own length. But arguably the most critical feature – as Luigi Castoldi was quick to realise – is shallow draft.<img src="https://photo-assets.superyachttimes.com/photo/396635/image/large-accb3204fb1c42a0f2bfa16fdfac9f5c.jpg" data-gid="gid://syiq/Photo/396635">“Jet tenders can drive right up to a beach, and most of our models are equipped with bow ramps as standard,” says Giacomo Castoldi. “Combined with a folding console, low draft also means they occupy less vertical space inside the tender garage, while the lack of exposed propeller blades reduces the potential for injury to swimmers, divers, or marine life.”Over the years, <a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a> has finessed its waterjet technology. Unlike other systems requiring external gearboxes, all <a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a> waterjets except the entry-level Turbodrive 224 DD have integrated gearboxes. This results in a more compact overall footprint, which means more space for passengers and luggage storage, and simplifies the installation process while reducing the potential for errors or rework. They are also equipped with a patented anti-clogging system that enhances the waterjet’s reliability in challenging conditions. The Clear-Duct unclogging system works by reversing the direction of the impeller and simultaneously opening the protective intake grid to flush out any debris that may have accumulated.<img src="https://photo-assets.superyachttimes.com/photo/396660/image/large-44d8926e35b1304d60e5cdbcb14c3137.jpg" data-gid="gid://syiq/Photo/396660"><a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a>’s latest waterjet drives that carry the HCT acronym have been redesigned to offer a 12% increase in performance compared to previous iterations. Advancements in impeller design, a pre-stator vane system, and an updated post-impeller stator work together to improve the flow of water through the system, reduce cavitation, and ultimately deliver more thrust combined with lower fuel consumption.&nbsp;“These enhancements are largely thanks to investment in CFD analysis,” says Giacomo, “Combining fluid dynamics with our own practical engineering know-how has generated a lot of new ideas."<img src="https://photo-assets.superyachttimes.com/photo/396615/image/large-28e2be0f5dedca48b4f2f92405172d02.jpg" data-gid="gid://syiq/Photo/396615">Total control<a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a> also produces its own control systems, from simple mechanical options to the sophisticated ACES system developed in collaboration with <a data-gid="gid://syiq/Company/7877" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Xenta (Company)">Xenta</a>. Powered by a 32-bit embedded processor and utilising a proprietary CAN bus network protocol, the ACES system delivers precision control of engine RPM, waterjet steering nozzles and reversing buckets when transitioning between docking and cruising modes. Additional functions include dynamic positioning and smart anchoring, which simulates mechanical anchoring by swinging around a virtual GPS point. Adaptive steering logic can even provide ‘propeller mode,’ which recognises when the vessel is in reverse to simulate conventional propeller behaviour – a useful feature for operators transitioning to waterjets.To maintain quality control, most of the waterjet components are machined in-house, an exception being the Duplex stainless-steel impellers that rely on precision investment casting technology. With regard to tender production, the whole process – from the 3D design, hull lamination and tube fabrication to the hydraulic and electrical systems – is carried out internally before final testing in its own water basin in front of the factory.<img src="https://photo-assets.superyachttimes.com/photo/396658/image/large-b3c15147d7d49ce31a9b749e8a305ff2.jpg" data-gid="gid://syiq/Photo/396658">When <a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a> began production of jet tenders in the mid-90s, it decided from the start to take a platform-based approach with fixed hull forms designed around its own propulsion system. By standardising the production process, <a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a> ensures consistent quality while reducing unit costs through repeated tooling and manufacturing processes. Additionally, serial production provides opportunities for continuous optimisation, further enhancing the performance and quality of each new upgraded model. As the range evolved, customised interior materials, finishes and layouts have become the norm to meet the specific needs of individual clients without having to build costly and time-consuming one-offs.&nbsp;The company has applied exactly the same production philosophy to its new Jet Tender 34 Limo designed by <a data-gid="gid://syiq/Company/153" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Nauta Yachts S.r.l. (Company)">Nauta Design</a>. Conceived initially for a fleet of luxury cruise ships currently under construction, each ship will carry four <a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a> Jet Tender 34 Limo tenders to deliver a sophisticated ship-to-shore guest experience.<img src="https://photo-assets.superyachttimes.com/photo/396657/image/large-a20e0e70cb5a086260c495f6e811d4a1.jpg" data-gid="gid://syiq/Photo/396657">Limo luxury&nbsp;Historically, the limousine tender segment has been defined by high levels of customisation, where each unit is tailored specifically to the design and needs of a particular superyacht. While this approach allows for alignment with the mothership’s aesthetic, it often results in longer lead times, higher costs, and compromises in terms of performance and systems integration. <img src="https://photo-assets.superyachttimes.com/photo/396633/image/large-bb3ca9a1c828124e6a74dc5b67525448.jpg" data-gid="gid://syiq/Photo/396633"><a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a>’s entry into this market introduces a shift toward standardised, platform-based design, which allows for quicker production times and greater system optimisation, while still providing owners with a high degree of personalisation, particularly in the interior architecture. Two primary interior layouts are offered: one with all-seated configurations for maximum comfort, and another combining seating with a pantry and bathroom for longer transfers. Material finishes can also be tailored to suit individual preferences."This project represents a new chapter for <a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a> that expands our offerings to new markets, while maintaining the commitment to innovation, quality, and luxury we are known for,” says Giacomo. “The opportunity arose to enter the limousine tender market with a semi-serial product that embodies our construction philosophy of creating optimised vessels rather than one-offs.”<img src="https://photo-assets.superyachttimes.com/photo/396625/image/large-24bbf67840c4bba049f3423e568ddbaa.jpg" data-gid="gid://syiq/Photo/396625">“In practical terms, we estimate that our serial-produced limousine tenders are priced at least 35% lower than equivalent full-custom examples,” adds <a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a>’s commercial director Luca Taccani, “without sacrificing the luxurious finish or technical sophistication that clients expect.”In addition to the four limo tenders, <a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a> is also supplying the cruise ships with two customised Jet Tender 28 SV units. The ‘SV’ stands for ‘Support Vessel,’ and the model is specifically designed to work in tandem with the limousine tenders, with an enhanced bow sun-pad, extensive storage, pantry, and premium features like a T-top.<img src="https://photo-assets.superyachttimes.com/photo/396622/image/large-6c33afd5ceeb462bb96cd2592a9fa250.jpg" data-gid="gid://syiq/Photo/396622">The flywheel effect&nbsp;As <a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a> has expanded its offerings and capabilities, its workforce has grown accordingly and is now nearing 100 direct employees. In terms of business performance, the company has seen consistent growth, especially over the past two years since Luca Taccani joined the company. Annual turnover is currently distributed fairly equally across the waterjet and tender markets (50% and 40% respectively) with the remainder from spare parts and commissioning activities.&nbsp;Although <a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a> builds its tenders in series, each sale is essentially a one-off transaction with an end client. Its propulsion products, on the other hand, can generate recurring clients that expect reliable and ongoing service. Naval procurement involving multiple waterjet units is an expanding sector for the company, for example. To meet this demand, <a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a> has made a deliberate effort to ensure the availability of components, stocking spare parts for older models well beyond customary timelines – often for more than ten years.“We’ve focused strongly on spare parts and after-sales support with dedicated back-office staff for service management,” says Luca Taccani. “This long-term outlook not only boosts customer loyalty but has also proven financially advantageous. As raw material costs have risen sharply, having a ready stock of components means we’ve been able to avoid significant cost increases.”<a data-gid="gid://syiq/Company/2027" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Castoldi S.p.A. (Company)">Castoldi</a>’s trajectory over the past few years reflects a competitive company that is expanding its product range while also refining its operational efficiency and service capabilities. By focusing on technical innovation and long-term service, it has effectively created a “flywheel” effect, whereby small but consistent wins build momentum over time in a self-sustaining cycle of growth. Moreover, the brand’s entry into the limo tender market aims to demonstrate how serial production methodologies, when combined with proprietary propulsion and rigorous quality control, can challenge the prevailing bespoke approach.<img src="https://photo-assets.superyachttimes.com/photo/396659/image/large-9f4ecad812d4f5c94c3664909275b1d8.jpg" data-gid="gid://syiq/Photo/396659">

The landlocked yard building limousine tenders

Castoldi is entering the limousine tender market with the Jet Tender 34 Limo, combining waterjet technology with a serial-production approach.

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

The 80-metre-plus <a data-gid="gid://syiq/Company/96" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Devonport (Company)">Devonport</a> superyacht <a data-gid="gid://syiq/Yacht/307" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pure82.0m (269'0&quot;)Devonport2008">Pure</a> has been photographed in St Tropez, France by the SuperYacht Times team for the first time following the completion of an extensive refit at the <a data-gid="gid://syiq/Company/86" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amico & Co S.p.A. (Company)">Amico &amp; Co</a> facility in Genova Italy. <img src="https://photo-assets.superyachttimes.com/photo/400628/image/large-241fcf289c011fde841f708664112753.jpg" data-gid="gid://syiq/Photo/400628"><img src="https://photo-assets.superyachttimes.com/photo/245063/image/large-734d5a135b729ad1af3e18aad203f55b.jpg" data-gid="gid://syiq/Photo/245063">Bottom: Pure photographed as Sarafsa before her refitDuring her refit, <a data-gid="gid://syiq/Yacht/307" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pure82.0m (269'0&quot;)Devonport2008">Pure</a> underwent significant interior and exterior changes, as well as a new paint job which saw her transformed from a navy hull to white. The aft sections of <a data-gid="gid://syiq/Yacht/307" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pure82.0m (269'0&quot;)Devonport2008">Pure</a> have also been reconfigured, allowing for more deck space, with an extension to her stern. She was originally 82-metres at the time of her launch.<img src="https://photo-assets.superyachttimes.com/photo/400633/image/large-eb4c751d9645590e3b140ba06ff86dd0.jpg" data-gid="gid://syiq/Photo/400633">The most significant change to <a data-gid="gid://syiq/Yacht/307" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pure82.0m (269'0&quot;)Devonport2008">Pure</a> is her stern, which has been redesigned to include a beach club transom area, with an integrated pool. Her previous staircase arrangement has been modified with a cleaner layout, while her mast has been simplified and modernised.<img src="https://photo-assets.superyachttimes.com/photo/400624/image/large-df4f992d2231aec2160a884f7a82b8b0.jpg" data-gid="gid://syiq/Photo/400624">First launched in 2008, <a data-gid="gid://syiq/Yacht/307" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pure82.0m (269'0&quot;)Devonport2008">Pure</a> was once the largest superyacht to be built in the United Kingdom, before she was overtaken by <a data-gid="gid://syiq/Yacht/1711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vava II96.0m (314'12&quot;)Devonport2012">Vava II</a> in 2021. She previously sported a dark hull and white superstructure, with original naval architecture from the drawing boards of <a data-gid="gid://syiq/Company/273" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Burness Corlett Three Quays International Limited (Company)">Burness Corlett - Three Quays Limited</a>, alongside interior and exterior design by <a data-gid="gid://syiq/Company/69" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Winch Design (Company)">Winch Design</a>. The team involved in her redesign is currently unknown.<img src="https://photo-assets.superyachttimes.com/photo/400626/image/large-4ac605c759a97575cbd969250b186558.jpg" data-gid="gid://syiq/Photo/400626"><img src="https://photo-assets.superyachttimes.com/photo/245064/image/large-a2b48d9c904f7d512489257d037944b4.jpg" data-gid="gid://syiq/Photo/245064">Details surrounding her interior refit are yet to be revealed, but <a data-gid="gid://syiq/Yacht/307" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pure82.0m (269'0&quot;)Devonport2008">Pure</a> previously was able to accommodate up to 14 guests across a seven stateroom configuration, as well as 23 crew in 13 cabins. She has a GT of 3,392 according to Lloyd's Register. <img src="https://photo-assets.superyachttimes.com/photo/400621/image/large-be73f9e4b2ff73b72ac302653c1efb81.jpg" data-gid="gid://syiq/Photo/400621">Built with a steel hull and aluminium superstructure, <a data-gid="gid://syiq/Yacht/307" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pure82.0m (269'0&quot;)Devonport2008">Pure</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, providing her with a top speed of 16.5 knots and a cruising speed of 14 knots.&nbsp;

Devonport yacht Pure after major refit

The 82-metre Devonport superyacht Pure has been spotted in France following the completion of an extensive refit.

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First look at the Devonport superyacht Pure  following radical refit

The 24.38-metre <a data-gid="gid://syiq/Company/313" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Nautor Swan (Company)">Nautor Swan</a> sailing yacht <a data-gid="gid://syiq/Yacht/4056" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Umiko24.38m (79'12&quot;)Nautor Swan2000">Umiko</a> has been sold. Stefano Leonardi of <a data-gid="gid://syiq/Company/6621" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="L Marine Group Srl (Company)">L Marine Group</a> represented the buyer, with <a data-gid="gid://syiq/Company/313" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Nautor Swan (Company)">Nautor Swan</a> Global Service providing assistance. Sean McCarter of <a data-gid="gid://syiq/Company/526" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Northrop & Johnson (Company)">Northrop &amp; Johnson</a> represented the seller.<img src="https://photo-assets.superyachttimes.com/photo/318522/image/large-f2fbf4511c7c81a5deeb17168f1ebbe0.png" data-gid="gid://syiq/Photo/318522">Delivered in 2000 by Finnish shipyard <a data-gid="gid://syiq/Company/313" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Nautor Swan (Company)">Nautor Swan</a>, Umiko, previously known as Astro de l'Est, features both exterior design and naval architecture crafted by <a data-gid="gid://syiq/Company/171" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="German Frers (Company)">German Frers</a>. Meanwhile, her &nbsp;interiors were penned in-house by her builder. The sailing yacht was last refitted in 2022.Constructed with a GRP hull and superstructure, <a data-gid="gid://syiq/Yacht/4056" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Umiko24.38m (79'12&quot;)Nautor Swan2000">Umiko</a> has a beam of 5.82-metres and an interior volume of 48 GT. Accommodation onboard is arranged for up to six guests across five well-appointed staterooms, alongside dedicated quarters for two crew members.&nbsp;In terms of propulsion, <a data-gid="gid://syiq/Yacht/4056" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Umiko24.38m (79'12&quot;)Nautor Swan2000">Umiko</a> is powered by a single <a data-gid="gid://syiq/Company/1741" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Yanmar Co., Ltd. (Company)">Yanmar</a> engine, propelling her to a top speed of 20 knots and a cruising speed of ten knots.At the time of her sale, <a data-gid="gid://syiq/Yacht/4056" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Umiko24.38m (79'12&quot;)Nautor Swan2000">Umiko</a> had a last known asking price of €1,300,000.Image courtesy of <a data-gid="gid://syiq/Company/526" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Northrop & Johnson (Company)">Northrop &amp; Johnson</a>.

 24m Nautor Swan sailing yacht Umiko sold

24m Nautor Swan sailing yacht Umiko has been sold with a last known asking price of €1,300,000.

<a data-gid="gid://syiq/Company/282" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kingship (Company)">Kingship</a> is strengthening its focus on the European market with the introduction of two larger yacht concepts, the <a data-gid="gid://syiq/Company/282" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kingship (Company)">Kingship</a>&nbsp;45m project and the KingCat 125, as the shipyard looks to engage a broader international client base through adaptable design platforms and competitive build timelines.<img src="https://photo-assets.superyachttimes.com/photo/376943/image/large-6daae673f169235ed3926bc1df4514ff.jpg" data-gid="gid://syiq/Photo/376943">Founded in 2004 by Roger Liang in Zhongshan, Guangdong Province, with management and marketing based in Hong Kong, <a data-gid="gid://syiq/Company/282" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kingship (Company)">Kingship</a> has developed its position in the 300 to 499 GT segment, where it sees growing opportunity amid rising new-build costs.<img src="https://photo-assets.superyachttimes.com/photo/399479/image/large-8cf23502eab60f270b671602a5175505.jpeg" data-gid="gid://syiq/Photo/399479">Two larger yacht conceptsWhile both projects reflect <a data-gid="gid://syiq/Company/282" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kingship (Company)">Kingship</a>’s move into larger yacht construction, the <a data-gid="gid://syiq/Company/282" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kingship (Company)">Kingship</a>&nbsp;45m&nbsp;project and the KingCat 125&nbsp;have been developed around different design priorities.<img src="https://photo-assets.superyachttimes.com/photo/399472/image/large-a77db1b4fa3325df9815067d311d55fd.png" data-gid="gid://syiq/Photo/399472">The KingCat 125, a multihull explorer concept, was developed by <a data-gid="gid://syiq/Company/464" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Barracuda Yacht Design Ltd. (Company)">Barracuda Yacht Design</a>, which was responsible for both her exterior and interior concept. She has a robust and functional design language, with an exterior shaped around capability, practicality and purpose. Her twin-hull configuration is intended to support efficiency and stability, while the design also includes private balconies for each guest stateroom, an unusual feature in this size and category of yacht. Rather than focusing on decorative detailing, the project places emphasis on operational strength, with form closely linked to performance.<img src="https://photo-assets.superyachttimes.com/photo/399470/image/large-ba69f4b68a3a86cfc74214492b2abe28.png" data-gid="gid://syiq/Photo/399470">The <a data-gid="gid://syiq/Company/282" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kingship (Company)">Kingship</a>&nbsp;45m project takes a more refined approach. Her exterior was created by <a data-gid="gid://syiq/Company/1403" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Axis Group Yacht Design (Company)">Axis Design Group</a>, with <a data-gid="gid://syiq/Company/464" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Barracuda Yacht Design Ltd. (Company)">Barracuda Yacht Design</a> responsible for the interior concept. Developed as a 499GT platform, she is intended to combine elegance and versatility, with a distinctive bow and a carefully proportioned overall profile. In contrast to the more assertive character of the KingCat 125, the Kingship 45m project is positioned as a more adaptable platform for owners seeking a larger yacht with considerable interior potential.<img src="https://photo-assets.superyachttimes.com/photo/399474/image/large-944b55481e7291b372eb0462f7b323ca.jpg" data-gid="gid://syiq/Photo/399474">Adaptability and delivery timelinesThe level of customisation differs between the two projects. On the <a data-gid="gid://syiq/Company/282" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kingship (Company)">Kingship</a>&nbsp;45m project, the layout is largely defined by the vessel’s structural framework, although minor spatial adjustments remain possible where they do not affect the existing structure. The interior concept, developed by <a data-gid="gid://syiq/Company/464" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Barracuda Yacht Design Ltd. (Company)">Barracuda Yacht Design,</a> has been presented by <a data-gid="gid://syiq/Company/282" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kingship (Company)">Kingship</a> as a showcase of the shipyard’s craftsmanship and production capabilities. It follows a contemporary style with subtle Asian influences, while still allowing an owner to tailor the interior to her own preferences and use of the yacht.<img src="https://photo-assets.superyachttimes.com/photo/399478/image/large-f87f1113f026d9926077c0799be26230.jpg" data-gid="gid://syiq/Photo/399478"><img src="https://photo-assets.superyachttimes.com/photo/399477/image/large-ad3c3a2f74eb33a37d6686b99f919a0b.jpg" data-gid="gid://syiq/Photo/399477">The KingCat 125&nbsp;offers greater flexibility at this stage. Her final interior design has not yet been developed, although the intended direction is modern, contemporary, warm and comfortable. With fewer structural constraints than the <a data-gid="gid://syiq/Company/282" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kingship (Company)">Kingship</a>&nbsp;45m project, she gives owners more scope to shape the interior arrangement and design from an earlier stage.Delivery timelines remain dependent on final specifications and contract terms. As a guide, <a data-gid="gid://syiq/Company/282" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kingship (Company)">Kingship</a> says the KingCat 125 could be completed within around three years of a signed order, with the possibility of a shorter time frame depending on the final project scope. For the <a data-gid="gid://syiq/Company/282" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kingship (Company)">Kingship</a> 45m project, completion by the end of 2027 is considered realistic if an owner agrees terms in the near term.<img src="https://photo-assets.superyachttimes.com/photo/399473/image/large-84b74b2c764f9cfec13be860f1956175.jpg" data-gid="gid://syiq/Photo/399473">Kingship’s renewed European focus<a data-gid="gid://syiq/Company/282" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kingship (Company)">Kingship</a>’s renewed focus on Europe began in 2025, when the shipyard increased its market presence at the Cannes and Monaco yacht shows. The decision generated strong client interest and helped support further discussions around its larger yacht concepts.<img src="https://photo-assets.superyachttimes.com/photo/399468/image/large-097a54820becde6db2f49247a5a66f8b.jpg" data-gid="gid://syiq/Photo/399468">That activity was accompanied by a series of updates to <a data-gid="gid://syiq/Company/282" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kingship (Company)">Kingship</a>’s market positioning, including new design concepts, a refreshed website and an updated marketing image. In 2026, the shipyard plans to continue that approach with a presence at the Palais building in the Vieux Port during the Cannes Yachting Festival, where it intends to build on existing conversations with prospective clients and industry representatives.<img src="https://photo-assets.superyachttimes.com/photo/399469/image/large-7c68000bcacefe5c13a0701df2267d99.png" data-gid="gid://syiq/Photo/399469">The <a data-gid="gid://syiq/Company/282" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kingship (Company)">Kingship</a>&nbsp;45m project is also being actively marketed by <a data-gid="gid://syiq/Company/158" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Fraser (Company)">Fraser</a>, giving the project access to the brokerage house’s wider international network. For <a data-gid="gid://syiq/Company/282" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Kingship (Company)">Kingship</a>, this support forms part of a broader effort to reach a more global client base and strengthen its visibility in Europe.<img src="https://photo-assets.superyachttimes.com/photo/399471/image/large-8ab2f188493374fb15e2b9970d4bf1f4.png" data-gid="gid://syiq/Photo/399471">

Kingship targets Europe with larger yacht concepts 

Kingship is strengthening its focus on the European market with the introduction of two larger yacht concepts.

Kingship strengthens European focus with Kingship 45m project and KingCat 125

<a data-gid="gid://syiq/Company/8940" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Silura Marine (Company)">Silura Marine</a> has unveiled the 25-metre <a data-gid="gid://syiq/Company/8940" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Silura Marine (Company)">Silura</a> 25 Global, a cruising trimaran designed to make fast ocean passages at lower fuel consumption than typical long-range cruisers of a similar size.<img src="https://photo-assets.superyachttimes.com/photo/400597/image/large-846ab7cee7a8c72508f2d9f9a7a4e6f7.jpg" data-gid="gid://syiq/Photo/400597" 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);">Designed by Australian naval architecture studio <a data-gid="gid://syiq/Company/1962" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bury Design (Company)">Bury Design</a>, the Silura 25 Global has been developed to achieve a cruising speed of 20 knots with a range of approximately 2,000 nautical miles in still water. When cruising at 12 knots, the trimaran has a projected range of around 5,000 nautical miles.<img src="https://photo-assets.superyachttimes.com/photo/400606/image/large-ed7bd8b04b36d4425c435cafb84fb6a8.png" data-gid="gid://syiq/Photo/400606">In terms of propulsion, the <a data-gid="gid://syiq/Company/8940" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Silura Marine (Company)">Silura</a> 25 Global is powered by a 280-horsepower <a data-gid="gid://syiq/Company/1483" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cummins Inc. (Company)">Cummins</a> diesel engine paired with a controllable-pitch propeller to deliver its target cruising speed. Meanwhile, a bow-mounted kite and feathering propeller come as standard to provide supplementary wind propulsion and extend the vessel's range.<img src="https://photo-assets.superyachttimes.com/photo/400596/image/large-75ef3be7b8cba689500254e34786960f.png" data-gid="gid://syiq/Photo/400596">Built to <a data-gid="gid://syiq/Company/1452" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lloyd's Register (Company)">Lloyd</a>'s SSC standard, the trimaran is specified with an “advanced composite structure” comprising E-glass and vinyl ester with carbon reinforcement in high-load areas over a PVC foam core. <img src="https://photo-assets.superyachttimes.com/photo/400595/image/large-70b946d7e6b0cfdc17c75c68332f6907.jpg" data-gid="gid://syiq/Photo/400595"><img src="https://photo-assets.superyachttimes.com/photo/400607/image/large-6dcdad7066b2882f051fa7fe7c508fc8.png" data-gid="gid://syiq/Photo/400607" 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;">Designed for extended periods at anchor, the <a data-gid="gid://syiq/Company/8940" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Silura Marine (Company)">Silura</a> 25 Global is equipped with a 44-kWh battery bank and 7-kW of integrated walkable solar panels to power onboard hotel loads without the need for a generator in suitable conditions. Twin 20-kW electric drives are also available as an option for low-speed manoeuvring.<img src="https://photo-assets.superyachttimes.com/photo/400598/image/large-bbb16c730dc00c623453d5eeac271712.png" data-gid="gid://syiq/Photo/400598">The design centres around a slender central hull, measuring less than two metres at the waterline, which carries most of the vessel's weight, while two lightly submerged amas dampen roll to improve comfort underway. According to <a data-gid="gid://syiq/Company/8940" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Silura Marine (Company)">Silura Marine</a>, the fine hull form reduces drag while contributing to the yacht's long-range cruising capability.<img src="https://photo-assets.superyachttimes.com/photo/400610/image/large-e872e00fc273e48bee6088ec68782293.png" data-gid="gid://syiq/Photo/400610">Outside, the <a data-gid="gid://syiq/Company/8940" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Silura Marine (Company)">Silura</a> 25 Global is distinguished by a clean exterior profile with an expansive beam and minimalist design where alfresco living is ideal thanks to her generous aft cockpit. A hydraulic swim platform is provided for easy water access, while her aft deck has been designed to accommodate a substantial tender.<img src="https://photo-assets.superyachttimes.com/photo/400600/image/large-bf0a67ec645ae8412f7b0c91d186de80.jpg" data-gid="gid://syiq/Photo/400600"><img src="https://photo-assets.superyachttimes.com/photo/400602/image/large-5eac81a3a0d2f860d2956ea531e32566.png" data-gid="gid://syiq/Photo/400602">Inside, her main saloon is adorned by light oak finishes and soft neutral soft furnishings, as well as panoramic glazing letting in natural light. Moreover, her enclosed saloon flows to an open-plan helm and galley. <img src="https://photo-assets.superyachttimes.com/photo/400601/image/large-66b0ebe9385d61e32c33325b46666acf.png" data-gid="gid://syiq/Photo/400601" 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;">Accommodation has been arranged across two ensuite staterooms forward and aft, each with front access, a dedicated bathroom, queen-sized berths. Notably, both accommodations are finished in pale timber and positioned with low-set hull windows that bring the sea to eye level.<img src="https://photo-assets.superyachttimes.com/photo/400603/image/large-42513d480e77ec2c2abde8dcb9c88154.png" data-gid="gid://syiq/Photo/400603">"The brief was simple: cross oceans at 20 knots, carry a couple in comfort, and do it on a fraction of the fuel normally required by a boat of this size," said principal of <a data-gid="gid://syiq/Company/1962" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bury Design (Company)">Bury Design</a> and the vessel's designer, Paul Bury.<img src="https://photo-assets.superyachttimes.com/photo/400589/image/large-f427e771853bfb4a89441355cb67195a.png" data-gid="gid://syiq/Photo/400589">The <a data-gid="gid://syiq/Company/8940" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Silura Marine (Company)">Silura</a> 25 Global is available to order and will be built by AsOne Yachts in Cha Am, Thailand.<img src="https://photo-assets.superyachttimes.com/photo/400608/image/large-597c3ed0bb75e8e7e496e0bc4d84077f.png" data-gid="gid://syiq/Photo/400608" 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;">

Silura Marine unveils 25m Silura 25 Global trimaran

Silura Marine has unveiled Silura 25 Global, a trimaran concept designed to cross oceans at 20 knots.

Silura Marine unveils 25m trimaran concept designed to cross oceans at 20 knots

<a data-gid="gid://syiq/Company/158" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Fraser (Company)">Fraser</a> has announced that the 29.18-metre <a data-gid="gid://syiq/Company/130" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Moonen Yachts (Company)">Moonen</a> motor yacht <a data-gid="gid://syiq/Yacht/2465" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Little Perle29.18m (95'9&quot;)Moonen Yachts2008">Little Perle</a> has been sold. Marco Fodale of <a data-gid="gid://syiq/Company/158" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Fraser (Company)">Fraser</a> Monaco introduced the buyer, while Peter Redford and Eugenio Cannarsa of <a data-gid="gid://syiq/Company/158" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Fraser (Company)">Fraser</a> Australia represented the seller, supported by Richard Lambert of <a data-gid="gid://syiq/Company/159" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Burgess (Company)">Burgess</a> Monaco.&nbsp;According to <a data-gid="gid://syiq/Company/158" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Fraser (Company)">Fraser</a> Australia, the transaction marks its latest sale completed in just under six months.<img src="https://photo-assets.superyachttimes.com/photo/382399/image/large-fa16ed3c4352d301a230215b9bee7c04.jpg" data-gid="gid://syiq/Photo/382399" 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;">Delivered in 2008 by Dutch shipyard <a data-gid="gid://syiq/Company/130" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Moonen Yachts (Company)">Moonen</a>, <a data-gid="gid://syiq/Yacht/2465" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Little Perle29.18m (95'9&quot;)Moonen Yachts2008">Little Perle</a> features exterior design by <a data-gid="gid://syiq/Company/241" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="René van der Velden Yacht Design (Company)">René van der Velden Yacht Design</a>, with interiors penned by <a data-gid="gid://syiq/Company/165" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Art Line (Company)">Art Line</a>. Her naval architecture was crafted by <a data-gid="gid://syiq/Company/7" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Diana Yacht Design (Company)">Diana Yacht Design</a>. The yacht was last refitted in Australia in 2023.Constructed with a steel hull and aluminium superstructure, <a data-gid="gid://syiq/Yacht/2465" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Little Perle29.18m (95'9&quot;)Moonen Yachts2008">Little Perle</a> has a beam of 7.3-metres and a shallow draft of 1.9-metres.&nbsp;At an interior volume of 190 GT, accommodation onboard is arranged for up to nine guests, across a six-stateroom configuration. Dedicated quarters are provided for five crew members, including her captain.In terms of performance, <a data-gid="gid://syiq/Yacht/2465" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Little Perle29.18m (95'9&quot;)Moonen Yachts2008">Little Perle</a> is powered by twin <a data-gid="gid://syiq/Company/1408" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Caterpillar Inc (Company)">Caterpillar</a> engines, delivering a cruising speed of 12 knots and a top speed of 14 knots.Image courtesy of <a data-gid="gid://syiq/Company/158" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Fraser (Company)">Fraser</a>.

29m Moonen motor yacht Little Perle sold

The 29.18-metre Moonen motor yacht Little Perle has been sold, with Fraser representing both the buyer and seller alongside Burgess Monaco.


29m Moonen motor yacht Little Perle sold in less than six months

SuperYacht Times takes a closer look at the 36.5-metre <a data-gid="gid://syiq/Company/212" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Benetti SpA (Company)">Benetti</a> motor yacht <a data-gid="gid://syiq/Yacht/11342" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Enjoy36.5m (119'9&quot;)Benetti SpA2026">Enjoy</a>. Delivered in 2026, the yacht forms part of her shipyard’s B.YOND 37m series.<img src="https://photo-assets.superyachttimes.com/photo/398105/image/large-f251772a50c1431e175d4c2980dec51e.jpg" data-gid="gid://syiq/Photo/398105">She features naval architecture 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>, with 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>. <img src="https://photo-assets.superyachttimes.com/photo/398118/image/large-e453465c98005302ba78fced15ebb6cb.jpg" data-gid="gid://syiq/Photo/398118"><img src="https://photo-assets.superyachttimes.com/photo/398111/image/large-cc2377f7f8dfb3f1285874cd480b6055.jpg" data-gid="gid://syiq/Photo/398111">Inside, the main deck is fitted with floor-to-ceiling windows that flood the interior with natural light and connect seamlessly to the forward lounging area. Glazed surfaces highlight marble staircases, rich dark wood detailing, and elegant gold accents throughout.<img src="https://photo-assets.superyachttimes.com/photo/398117/image/large-1b4d1ef1b9c44c5491e28fcd51240344.jpg" data-gid="gid://syiq/Photo/398117">At just under 400 GT, <a data-gid="gid://syiq/Yacht/11342" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Enjoy36.5m (119'9&quot;)Benetti SpA2026">Enjoy</a> measures 8.6 metres in beam and has a draft of 2.5 metres. She can sleep up to 12 guests across six well-appointed staterooms. The layout includes two master suites, elegant VIP suites, and a flexible convertible twin suite.<img src="https://photo-assets.superyachttimes.com/photo/398116/image/large-70f6187370d33f713b920250955c49bb.jpg" data-gid="gid://syiq/Photo/398116"><img src="https://photo-assets.superyachttimes.com/photo/398125/image/large-511f401230857498d82eebc204223f1a.jpg" data-gid="gid://syiq/Photo/398125">Each suite is equipped with a television, refined finishes, and generous storage. The master suite also features a walk-in wardrobe and spacious en-suites with his-and-hers sinks. The bridge deck master opens onto a private outdoor terrace, offering enhanced privacy.<img src="https://photo-assets.superyachttimes.com/photo/398113/image/large-26008a8b76e90a50ffb3edcd13177380.jpg" data-gid="gid://syiq/Photo/398113">Moving outside, guests can relax in the upper deck Jacuzzi or enjoy alfresco dining with a BBQ on the sundeck. The upper deck saloon is also fitted with a sophisticated bar and wine fridge, complemented by a dumbwaiter serving multiple decks. Completing her outdoor amenities, <a data-gid="gid://syiq/Yacht/11342" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Enjoy36.5m (119'9&quot;)Benetti SpA2026">Enjoy</a> offers a beach club with an opening transom and a gym with cork flooring.<img src="https://photo-assets.superyachttimes.com/photo/398109/image/large-2764d84c2bc9c720f1a767a71b38561c.jpg" data-gid="gid://syiq/Photo/398109">In terms of propulsion, <a data-gid="gid://syiq/Yacht/11342" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Enjoy36.5m (119'9&quot;)Benetti Yachts2026">Enjoy</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> engines, delivering a cruising speed of 12.5 knots.She is currently available for charter in Croatia and Montenegro with <a data-gid="gid://syiq/Company/4561" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Arcon Yachts (Company)">Arcon Yachts</a> at a weekly rate of €230,000.

Onboard Benetti yacht Enjoy

SuperYachtTimes steps onboard the 36.5-metre Benetti motor yacht Enjoy.

A closer look at the 37m Benetti motor yacht Enjoy

<a data-gid="gid://syiq/Company/136" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ocean Independence (Company)">Ocean Independence</a> and <a data-gid="gid://syiq/Company/1556" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="SES Yachts (Company)">SES Yachts</a> have unveiled the EPOQ 36, a modern gentleman's yacht concept. She features exterior design by <a data-gid="gid://syiq/Company/6603" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="STURGE & TOTH (Company)">Sturge &amp; Toth</a> and naval architecture by <a data-gid="gid://syiq/Company/460" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Van Oossanen Naval Architects (Company)">Van Oossanen Naval Architects</a>.<img src="https://photo-assets.superyachttimes.com/photo/400569/image/large-0c89a87d0aee8bde68fe98cd0bfa62fe.png" data-gid="gid://syiq/Photo/400569">EPOQ 36 is the first model in <a data-gid="gid://syiq/Company/1556" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="SES Yachts (Company)">SES Yachts’</a> new series, launched to celebrate the Turkish shipyard’s builder heritage of more than 50 years. The EPOQ series marks a new chapter for the shipyard, introducing a semi-custom platform designed to make its craftsmanship and design approach accessible to a wider range of owners while maintaining its focus on quality and personalisation.<img src="https://photo-assets.superyachttimes.com/photo/400565/image/large-20d293054d15a0c0dc6b137139a0f534.png" data-gid="gid://syiq/Photo/400565">According to <a data-gid="gid://syiq/Company/136" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ocean Independence (Company)">Ocean Independence</a>, the concept is aimed at owners who prioritise lifestyle over status. Inspired by the Belle Époque, the yacht reflects the era's sophistication and refined way of life."Today's owners increasingly seek yachts that reflect their lifestyle rather than their status," said <a data-gid="gid://syiq/Company/136" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ocean Independence (Company)">Ocean Independence</a> CEO Peter Hürzeler. "The <a data-gid="gid://syiq/Company/1556" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="SES Yachts (Company)">SES</a> EPOQ 36&nbsp;delivers exactly that. She is elegant without excess, technically sophisticated without unnecessary complexity, and designed for people who genuinely love spending time at sea."<img src="https://photo-assets.superyachttimes.com/photo/400566/image/large-63cb2310939097f080c323c6b2af113c.png" data-gid="gid://syiq/Photo/400566">Penned by <a data-gid="gid://syiq/Company/6603" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="STURGE & TOTH (Company)">Sturge &amp; Toth</a>, the exterior reinterprets the classic gentleman's yacht through subtle references to traditional British yacht design rather than direct historical recreation. The generous outdoor spaces have been designed to maximise the guest experience, while the interiors offer a flexible living environment. In the main saloon, loose furniture is paired with traditional wood craftsmanship and contemporary fabrics. This allows owners significant scope for personalisation, even during the later stages of construction.<img src="https://photo-assets.superyachttimes.com/photo/400564/image/large-f3a4a613890d066a41292d76abb8cf15.png" data-gid="gid://syiq/Photo/400564">One of the yacht's standout features is a glass-bottomed Jacuzzi on the sundeck, which also serves as a skylight for the alfresco dining area below. Incorporating switchable liquid-crystal glass technology, it can alternate between transparent and translucent.<img src="https://photo-assets.superyachttimes.com/photo/400563/image/large-8ffbc700a28713013153529d5d4b8015.png" data-gid="gid://syiq/Photo/400563">The yacht features a steel displacement hull, paired with low-revving engines. At the heart of EPOQ, however, is her renowned Fast Displacement Hull Form (FDHF), developed by <a data-gid="gid://syiq/Company/460" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Van Oossanen Naval Architects (Company)">Van Oossanen Naval Architects</a>. Combining the efficiency of a displacement yacht with the performance of a semi-displacement design, the hull reduces fuel consumption while improving cruising efficiency and onboard comfort.<img src="https://photo-assets.superyachttimes.com/photo/400571/image/large-dc0b102bc8291654051f818c68f998d5.png" data-gid="gid://syiq/Photo/400571">Her lower deck layout has been standardised to optimise build quality while retaining flexibility for owner customisation. "EPOQ was never about adding complexity," concluded designer Benjamin Toth. "Every design decision has been evaluated through the lens of how owners actually use their yachts. The result is a vessel that offers exceptional comfort while remaining practical to own and operate for decades."

SES Yachts EPOQ 36 yacht concept

 Ocean Independence and SES Yachts have unveiled the EPOQ 36.

SES Yachts unveils Belle Époque-inspired EPOQ 36 yacht concept

Croatian yacht brokerage <a data-gid="gid://syiq/Company/6275" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Navis Marine (Company)">Navis Marine</a> has expanded its international presence with the opening of <a data-gid="gid://syiq/Company/6275" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Navis Marine (Company)">Navis Marine</a> Exclusive, its new sales and brokerage office in Monaco.<img src="https://photo-assets.superyachttimes.com/photo/400581/image/large-cd60de5aaee3d09e88758dafc055bede.jpg" data-gid="gid://syiq/Photo/400581">Strategically located at Port Hercule, the new office will serve as the company's international sales and brokerage hub and will represent the <a data-gid="gid://syiq/Company/5305" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Solaris Yachts (Company)">Solaris</a> and Stradivari boating brands on an exclusive basis. The expansion is also intended to strengthen <a data-gid="gid://syiq/Company/6275" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Navis Marine (Company)">Navis Marine</a>'s position in the superyacht segment and enhance its offering to ultra-high-net-worth clients across the Mediterranean.Located at 7 Avenue J.F. Kennedy, the Monaco office is the newest addition to <a data-gid="gid://syiq/Company/6275" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Navis Marine (Company)">Navis Marine</a>'s growing network, following the opening of its Slovenia office in 2025. The company said the new location will strengthen connections between its established Adriatic operations and the wider Mediterranean market. <a data-gid="gid://syiq/Company/6275" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Navis Marine (Company)">Navis Marine</a> Exclusive will be led by Commercial Director Carlos Vassallo, who brings more than 15 years of industry experience to the role.<img src="https://photo-assets.superyachttimes.com/photo/400577/image/large-984c4f1c0ecf46a43da3102f38d36c95.jpg" data-gid="gid://syiq/Photo/400577">"The opening of <a data-gid="gid://syiq/Company/6275" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Navis Marine (Company)">Navis Marine</a> Exclusive in Monaco represents an important milestone in our long-term development," said COO of <a data-gid="gid://syiq/Company/6275" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Navis Marine (Company)">Navis Marine</a>, Fredrik Delić. "Monaco is the natural meeting point of the international yachting industry, and this presence allows us to strengthen the connection between our established Adriatic operations and the wider Mediterranean market."<img src="https://photo-assets.superyachttimes.com/photo/400582/image/large-fa942b4a4b374d5724ecbfd9de3e5318.jpg" data-gid="gid://syiq/Photo/400582">Founder and CEO of <a data-gid="gid://syiq/Company/6275" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Navis Marine (Company)">Navis Marine</a>, Gordan Zadro, added: “When I founded <a data-gid="gid://syiq/Company/6275" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Navis Marine (Company)">Navis Marine</a> in 2010, my ambition was to build a company that clients, partners, and manufacturers would trust for its professionalism, integrity, and long-term commitment. That philosophy has guided every decision we have made over the past fifteen years and continues to shape our future."<img src="https://photo-assets.superyachttimes.com/photo/400578/image/large-cbb9d1a50858e9aa6841602100321099.jpg" data-gid="gid://syiq/Photo/400578">Founded in 2010, <a data-gid="gid://syiq/Company/6275" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Navis Marine (Company)">Navis Marine</a> is a yacht brokerage specialising in yacht sales, acquisition advisor, charter services and yacht management. Headquartered in Zagreb, Croatia, the company now has offices in Split, Trogir, Ljubljana and Monaco, with further international expansion planned before the end of 2026.

Navis Marine opens new sales and brokerage office in Monaco

Navis Marine has expanded its international presence with the opening of Navis Marine Exclusive, a new sales and brokerage office in Monaco.


<a data-gid="gid://syiq/Company/2718" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Van Der Heijden Steelyachts B.V. (Company)">Van der Heijden</a> has announced the sale of its new 26-metre <a data-gid="gid://syiq/Yacht/17240" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Van Der Heijden Explorer IV26.0m (85'4&quot;)Van Der Heijden Steelyachts B.V.2027">Van Der Heijden Explorer IV</a> yacht. Construction is currently underway at the Dutch shipyard's facility in Waalwijk, with the project marking the latest addition to its explorer range.<img src="https://photo-assets.superyachttimes.com/photo/400560/image/large-324295561c7077030e1500eecb7e7d99.png" data-gid="gid://syiq/Photo/400560">For the shipyard, <a data-gid="gid://syiq/Yacht/17240" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Van Der Heijden Explorer IV26.0m (85'4&quot;)Van Der Heijden Steelyachts B.V.2027">Van Der Heijden Explorer IV</a> represents a new generation of the <a data-gid="gid://syiq/Company/2718" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Van Der Heijden Steelyachts B.V. (Company)">Van der Heijden</a> explorer series, which benefits from an increased interior volume with contemporary exterior lines and a highly customised layout.<img src="https://photo-assets.superyachttimes.com/photo/400553/image/large-cabfc6c2a3f4eb9bbbdab74188ba81c6.png" data-gid="gid://syiq/Photo/400553">Developed around the owner’s cruising plans and requirements, the yacht has a beam of 7.5-metres and a draft of 2.3-metres.<img src="https://photo-assets.superyachttimes.com/photo/400554/image/large-6ee481de108019c8703f1aacfe7848f8.png" data-gid="gid://syiq/Photo/400554">Stepping inside, the yacht has been designed with amply proportioned living and dining areas, while her layout separates private guest accommodation from social living spaces, technical areas. Large windows allow plenty of natural light and a close connection to the surrounding ocean vistas.&nbsp;<img src="https://photo-assets.superyachttimes.com/photo/400555/image/large-6b02cbfdfe7221803da3b42e43edc048.png" data-gid="gid://syiq/Photo/400555">Outside, extensive spaces for outdoor relaxing and entertaining can be enjoyed by the guests while cruising the Mediterranean seas.<img src="https://photo-assets.superyachttimes.com/photo/400552/image/large-8f91b1c085af9231e8e347887c391d5d.png" data-gid="gid://syiq/Photo/400552">Accommodation onboard is arranged for up to eight guests across four en suite staterooms, alongside separate quarters for four crew members across two quarters.<img src="https://photo-assets.superyachttimes.com/photo/400561/image/large-2b01b4ef0735ded9012edff7dc848599.png" data-gid="gid://syiq/Photo/400561" 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);">Being built to applicable <a data-gid="gid://syiq/Company/1457" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="RINA (Company)">RINA</a> class requirements and intended to meet CE Design Category A - Ocean, the <a data-gid="gid://syiq/Yacht/17240" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Van Der Heijden Explorer IV26.0m (85'4&quot;)Van Der Heijden Steelyachts B.V.2027">Van Der Heijden Explorer IV</a> has been conceived for long-range cruising. The final propulsion package, onboard systems and cruising capabilities will be tailored to the owner's preferences.All images provided courtesy of <a data-gid="gid://syiq/Company/2718" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Van Der Heijden Steelyachts B.V. (Company)">Van der Heijden</a>.

26m Van der Heijden Explorer IV yacht sold

Van der Heijden  has announced the sale of its new 26-metre Explorer IV yacht, which is currently under construction at the Dutch shipyard's facility.

In-build 26m Van der Heijden Explorer IV yacht sold

<a data-gid="gid://syiq/Company/5565" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="The Italian Sea Group (Company)">The Italian Sea Group (TISG)</a> has announced the resignation of chairman and CEO Giovanni Costantino and non-executive director Gianmaria Costantino. This move triggered the dissolution of the company's entire board of directors.<img src="https://photo-assets.superyachttimes.com/photo/386329/image/large-5b57b6cc7647b019165636d2e632aab4.jpg" data-gid="gid://syiq/Photo/386329">The resignations, effective 20 July, automatically dissolved the board under the company's articles of association and Italian corporate law, as the majority of directors appointed by shareholders are no longer in office.The existing board will continue to operate on an interim basis until shareholders appoint a new board, with a meeting to be convened as soon as possible. The company said this would ensure business continuity and allow its ongoing restructuring process to continue.According to <a data-gid="gid://syiq/Company/5565" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="The Italian Sea Group (Company)">TISG</a>, the resigning directors said they had done everything possible to address the company's crisis and advance its restructuring efforts. They believe a change in governance will help strengthen stakeholder confidence, ensure continuity and maximise value for creditors.<img src="https://photo-assets.superyachttimes.com/photo/330852/image/large-4bf3eaa2517d3433bc0352c08e9306b0.jpg" data-gid="gid://syiq/Photo/330852">Read more:&nbsp;<a data-gid="gid://syiq/Article/66488" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="TISG granted 60 days to file restructuring plan (2026-07-06 09:00:00 +0200)">TISG granted 60 days to file restructuring plan</a>The announcement comes just weeks after the company entered a court-supervised crisis regulation procedure under Italy's Crisis Code. Earlier this month, the Court of Florence confirmed protective measures allowing <a data-gid="gid://syiq/Company/5565" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="The Italian Sea Group (Company)">TISG</a> to continue operating while it prepares a restructuring plan. The measures prevent shipowners from terminating existing contracts due to shipyard defaults or enforcing related guarantees, while also providing temporary relief to key suppliers involved in projects nearing delivery.The company has said the court protections will support the completion of ongoing yacht builds and the implementation of its restructuring strategy. Subject to agreements with suppliers, clients and financing institutions, <a data-gid="gid://syiq/Company/5565" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="The Italian Sea Group (Company)">TISG</a> is also considering a capital increase of around €100 million from the fourth quarter to strengthen its financial position.Despite stepping down as chairman and CEO, Giovanni Costantino remains <a data-gid="gid://syiq/Company/5565" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="The Italian Sea Group (Company)">TISG's</a> majority shareholder, indirectly controlling 53.6 per cent of the company's share capital through GC Holding S.p.A. Gianmaria Costantino does not hold shares in the company.<img src="https://photo-assets.superyachttimes.com/photo/306419/image/large-23e9c0556425fdb09d6ac0efd3046cf3.jpg" data-gid="gid://syiq/Photo/306419">Read more: <a data-gid="gid://syiq/Article/66451" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="TISG reports over €178 million net financial debt in latest restructuring update (2026-07-01 09:15:00 +0200)">TISG reports over €178 million net financial debt in latest restructuring update</a>The company added that neither director had raised objections or disputes regarding board decisions as part of their resignation. Giovanni Costantino also has no ongoing employment or contractual relationship with the company, while Gianmaria Costantino will remain an employee under his existing employment contract.<a data-gid="gid://syiq/Company/5565" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="The Italian Sea Group (Company)">TISG</a> said it will continue to update the market on developments as the restructuring process progresses.

TISG Costantino resignation

The Italian Sea Group (TISG) has announced the resignation of chairman and CEO Giovanni Costantino

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