Composites combine the advantages of different materials, such as high strength, low weight and corrosion resistance. Choosing the right composites for the right application is not always straightforward. There are various factors to consider, including the design criteria, loading conditions and cost-effectiveness. Moreover, advances in materials and processes mean the choice is not getting any easier. Henry Lloyd Williams, head of design at <a data-gid="gid://syiq/Company/4481" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Atlas Carbon Products (Company)">Atlas Carbon Products</a>, Coen Meerbach, business unit manager at Solico and Paul Buyse of <a data-gid="gid://syiq/Company/5739" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Carbon Craft (Company)">Carboncraft</a> share their insights.&nbsp;Beyond hulls and superstructures, how have the applications/uses of advanced composites in yacht building expanded in recent years?Henry Lloyd Williams:&nbsp;The yacht building industry has been experiencing the steadily increasing adoption of composite-based manufacturing for many years. No longer just used for hulls and masts, these materials are now being used for all sorts of other components. Almost all parts can be produced from composites and in many applications can offer a lighter or stronger solution. Composites also offer the ability to manufacture more complex shapes that would be much more difficult to machine. The incorporation of composites isn't just a technical upgrade; it's a fundamental change in how yacht components are conceived and constructed, reflecting the industry's adaptability to new materials and methods.<img src="https://photo-assets.superyachttimes.com/photo/320827/image/large-4e52063ad129776fa07c0e5b5337badb.jpg" data-gid="gid://syiq/Photo/320827">Coen Meerbach: Aside from optically good and efficient surfaces, we see an increase towards more complex structures, where composites are used as a solution for their mechanical performance. For example, we developed carbon fibre superyacht winches together with <a data-gid="gid://syiq/Company/458" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rondal B.V. (Company)">Rondal</a>, capable of handling loads of up to 24 tonnes. Carbon fibre composites were also used to resolve natural frequency issues in large cantilevering decks of a recently delivered superyacht, where aluminium and steel simply couldn’t deliver the required results.Paul Buyse: The application of composites in the marine sector has grown in all directions, both in structural and non-structural parts. This can indeed be seen on the main components of that yacht but also in the accessories. Lightweight solutions can help keep the weight down and contribute to the structural integrity whilst contributing to the stability of the yacht. This applies to structural features such as a mast or superstructure, but also for interior elements. The common factor is enhancing the guest’s experience onboard whilst by combining comfort, safety and ease of operations for the crew. This applies for example to sun-awning systems, swimming pools/Jacuzzis, swim ladders and platforms, but also navigation light masts, flagpoles, tender fenders and booms, gangways, boarding passerelles and deck railings.<img src="https://photo-assets.superyachttimes.com/photo/320822/image/large-b0ccb85faf1daf6c73c2a58b3462fccd.jpg" data-gid="gid://syiq/Photo/320822">The use of prepreg composites combined with vacuum bagging or autoclave moulding generally produce superior results, but are there cases where a wet lay-up by hand is still preferable?&nbsp;Henry Lloyd Williams: Wet lay-up proves ideal for handling intricate small parts that might pose challenges with prepreg. The material's user-friendly nature simplifies the lay-up process, making it more accessible for various applications. Additionally, wet lay-up presents a notable advantage for those without access to an autoclave. Autoclaves are complex and expensive pieces of machinery and prove inaccessible for lots of small businesses, the use of wet lay-up and other manufacturing techniques gives those smaller manufacturing firms the opportunity to compete in the marketplace. <img src="https://photo-assets.superyachttimes.com/photo/320821/image/large-2404402e6134af2224551bc1ea57a5c4.jpg" data-gid="gid://syiq/Photo/320821">Coen Meerbach: The Southern European market often builds large yachts utilising gelcoat and polyester or vinylester resins, and we believe they are very successful. The Northern European market focuses more on steel or aluminium hulls, with composite components. Those components are in turn more often made with prepregs. Though prepreg provides superior results, it is typically also more costly, and often not always necessary. Essentially, every method and materials have advantages and disadvantages and we believe you cannot have one method or material for all purposes.Paul Buyse: Indeed, more advanced technologies enable better and more reliable results to the lamination process when applied correctly. This includes surface finish and fibre-to-resin ratio, which influence the mechanical properties and weight of the part. The selection for one or the other production method can be based on a series of factors, such as the mechanical properties, target weight, production volume, tooling strategy, available equipment or experience, and ultimately target cost. Wet lay-up could still be a good option in a custom but non-structural part that is not so weight critical. We also see wet lay-up being used for repairs or off-site operations, where resources are limited. In most cases a wet lay-up procedure and bonding of structural parts can be vacuum consolidated to reduce risks and improve results.<img src="https://photo-assets.superyachttimes.com/photo/320824/image/large-f31be83cb362b618e8ebcc688f6d57ce.jpg" data-gid="gid://syiq/Photo/320824">When the highest strength and rigidity combined with the lowest weight is required, the obvious answer is carbon fibre composite. But is that always the case?&nbsp;Henry Lloyd Williams: While carbon fibre boasts exceptional strength, its vulnerability to impacts and scrapes makes it unsuitable for applications that demand toughness. In scenarios where a component must endure knocks or harsh conditions, opting for metal could prove more appropriate. However, carbon fibre offers exceptional strength to weight characteristics that other materials cannot compete with. For example, here at <a data-gid="gid://syiq/Company/4481" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Atlas Carbon Products (Company)">Atlas</a> all our davits (cranes) are produced from 100% carbon fibre. This makes the davits lightweight and therefore easily portable while still being able to lift incredibly high loads of 500kg (up to 1000kg in some designs). This level of performance just would not be possible with any other material choices. A typical steel structure crane of this safe working load would weigh in the region of half a ton, whereas our <a data-gid="gid://syiq/Company/4481" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Atlas Carbon Products (Company)">Atlas</a> Standard Davit weighs about 60kg making it extremely light weight, portable and therefore easy to operate.<img src="https://photo-assets.superyachttimes.com/photo/320823/image/large-c7f63f0792bf8ae6e8cfe9acc0095f90.jpg" data-gid="gid://syiq/Photo/320823">Coen Meerbach: Most often, carbon is superior, due to its mechanical properties. However, most structures are designed to meet specific stiffness requirements. On such occasions, traditional metallic structures are very efficient, but carbon has the low-weight advantage, making it an interesting material solution. Note that carbon’s strengths are in its in-fibre directional strength and its density. For (local) stiffness requirements, we will often adopt sandwich structures if possible, making light and stiff structures.Paul Buyse:&nbsp;We agree that carbon fibre has an exceptional combination of mechanical properties, especially when the part is weight and stiffness critical. But there are other factors such as geometry and structural design that can make a big difference. This makes it possible to consider other materials and still offer a low-weight solution at a lower cost and carbon footprint. A hybrid between glass and carbon fibres can be an interesting choice. Either in the same laminate or in different components. For example, the product shell could be e-glass and only some features of the internal structure are carbon fibre to add the strength and stiffness where most needed. A popular application of this hybrid solution can be seen on structural beams. Where the tapes and capping are carbon while the shear web and main body is e-glass. <img src="https://photo-assets.superyachttimes.com/photo/320826/image/large-ed7e094ec2303df0408b5bf8b5713a01.jpg" data-gid="gid://syiq/Photo/320826">With sustainability in mind, how do bio-resins and natural fibre composites (NFCs) like flax compare with more conventional epoxies and materials, and is this a field you’re exploring?Henry Lloyd Williams: Currently, bio-resins and NFCs may not match the outstanding properties of conventional materials like epoxies. However, the need for maximum strength isn't always paramount. We are actively delving into this domain, considering the use of more sustainable materials, especially for less critical components. Given the rapid advancements in this field, it is anticipated that sustainable choices will soon emerge as viable contenders against traditional material options.Coen Meerbach:&nbsp;We believe that the most interesting aspect from an environmental perspective, is the resin. We see that there are interesting materials being developed for the construction industry. There, the up-and-coming standard is a fully biobased and fire retardant resin. With regards to the fibres, we see some interesting advantages with flax, but also see other fibre materials arising, with interesting performance and price.<img src="https://photo-assets.superyachttimes.com/photo/320828/image/large-8365f4a2e3f13bb785f4c8cc515db20b.jpg" data-gid="gid://syiq/Photo/320828">Paul Buyse: On structural components we see that natural fibres have a hard time to compete with more traditional materials. The weight penalty on the parts to achieve similar properties is significant. This is also influenced by limited experience and validation on long term behaviour in regards to durability and reliability. Nonetheless, it is feasible to apply them on non-structural components with lower loads and less exposure to water. Bio based resins on the other hand have a much lower threshold to adopt aside of the higher cost. I think the crucial element is to look at the total bill of CO2 equivalent for the product. This includes the impact of the material choice considering the raw material and processing until cured parts. In that sense, we often consider recycled PET core materials. This also raises the question of the end-of-life and circularity of composites.What new composite materials and/or moulding processes are emerging of relevance to yacht builders?&nbsp;Henry Lloyd Williams:&nbsp;A notable development is the rapid growth of the use of 3D printed moulds, marking a significant stride in sustainability. The ability to melt down and recycle obsolete moulds suddenly allows an eco-friendly solution to a once ‘disposable’ problem. &nbsp;With heavy use, moulds can quickly need to be renewed and updated, to ensure precision and consistency. <img src="https://photo-assets.superyachttimes.com/photo/320829/image/large-e852908882c7a0702e4ecbcce113643d.jpg" data-gid="gid://syiq/Photo/320829">Coen Meerbach:&nbsp;Together with PD Composites and Curveworks, we are proud to be part of the development of a 46 foot sailing yacht that was built using a ‘panel assembly’ method. This method uses thermoformed foam core panels that are positioned in an assembly jig, sealed and then over-laminated to form the inner skin. This joined panel assembly can then be removed from the jig and the outer skin can be added. Also, we have recently supported a client with the development of complex shaped carbon fibre frames. These were made with Ex-Core’s expanding core material, removing the risk of carbon fabric bridging and delivering parts while making bridging of the fabric a thing of the past.<img src="https://photo-assets.superyachttimes.com/photo/320825/image/large-2cac0641c2d2e3ca5587a21dc153ace5.jpg" data-gid="gid://syiq/Photo/320825">Lastly, we see that large yachts are more-and-more often raising questions regarding the maintenance of their hull doors. In a worst case scenario, we have seen corrosion issues leading to missed charter income. Yachts (up to 12 pax) can have their door built whilst the yacht is in service, and during a docking have the door replaced for a maintenance free composite version. An added benefit is the lightweight design, which will also reduce stress on the mechanical and operating components.Paul Buyse:&nbsp;There are a few on-going developments including core kitting and recycled carbon fibres. The last one has limited application as most structural parts require a continuity in the fibres, but it certainly has its place. Two more recent breakthroughs are additive technologies (3D printing) and thermoplastics. These have advanced a lot in recent years allowing builders to rethink their production methods. A good example is the 3D printing of moulds and tooling which can be very efficient to build but also reduce waste by reusing the mould materials to print new ones. The same applies to thermoplastics where the material from an older product can be reused to build a new one.This article is from Issue 4 of the How to Build It technical magazine, which is available for download <a href="https://www.superyachttimes.com/yacht-news/how-to-build-it-issue-4" target="_blank">here</a>.

Ask the Experts: Composites in yachting

Henry Lloyd Williams, Atlas Carbon Products 

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Paul Buyse, Carboncraft

Carbon Craft composites

Atlas Carbon Products composites 

Henry Lloyd Williams of Atlas Carbon Products, Coen Meerbach of Solico and Paul Buyse of Carboncraft share their insights on composites. 

Ask the Experts: Composites in yacht construction

This article has been written by Tony Crabbe B.Com AFNI, who is a maritime compliance professional and Class 1 Master Mariner, with a lifetime of experience at sea and across the wider maritime industry.Crew numbers are often the first lever pulled when operating costs come under pressure. On large private yachts, that decision is frequently framed as a matter of efficiency or lifestyle preference rather than safety. Yet beyond a relatively narrow margin, reducing crew is no longer a financial adjustment — it is a structural change to the yacht’s safety system.In practice, many yachts that appear compliant on paper after a crew reduction are operating on borrowed time: legally exposed, operationally fragile and, in some cases, quietly uninsured. Crew are not simply labour. They are the mechanism by which seaworthiness, compliance and emergency response are delivered. Remove too many, and the protections owners assume flag, class and insurers will provide begin to unravel with surprising speed.<img src="https://photo-assets.superyachttimes.com/photo/383593/image/large-a8cc5d584df77309a501af830429bee6.jpg" data-gid="gid://syiq/Photo/383593">The misunderstanding usually starts with the Minimum Safe Manning Document. Despite its reassuring title, the MSMD does not describe the number of crew required to safely operate and maintain a yacht. It identifies only the minimum certificated functions that must be present to legally proceed to sea. It says nothing about sustainable watchkeeping, realistic emergency response, hours-of-rest compliance, maintenance capacity or whether drills can be conducted credibly rather than ceremonially. Treating the MSMD as a target rather than a legal floor remains one of the most persistent and expensive errors in yacht operations, routinely surfacing only after insurers, class or authorities become involved.Insurance consequences follow immediately. Hull &amp; Machinery policies typically warrant that a yacht is seaworthy throughout the period of insurance, that class is maintained, and that applicable ISM, ISPS, SOLAS and MARPOL obligations are complied with. A yacht that cannot maintain navigational or engineering watches, operate safety systems, conduct drills or respond effectively to emergencies because of inadequate manning is legally unseaworthy — even if she is alongside or in a shipyard. Breach of warranty suspends cover at the moment of breach, not when a claim is submitted. That distinction is routinely overlooked until it matters.This is not theoretical. Insurers calculate premiums on declared crew numbers because crew directly influence risk. Reduce those numbers materially and the risk profile shifts. Crew reduction is therefore a material fact that must be disclosed. Failure to do so exposes owners to denied claims for injury, pollution, collision or MLC-related liabilities, even where the policy itself remains technically in force. In practical terms, the yacht may continue operating under the illusion of cover long after that cover has quietly collapsed.<img src="https://photo-assets.superyachttimes.com/photo/330974/image/large-cb13f8f69e3cc36a0ca7ac783213021f.jpg" data-gid="gid://syiq/Photo/330974">Classification societies adopt an equally pragmatic approach. Class is not concerned with headcount in the abstract; it examines whether the yacht can actually be operated safely. Surveyors look at watch schedules, unmanned machinery assumptions, maintenance backlogs, drill performance, emergency response times and whether UMS operation is credible with the crew carried. If the yacht cannot demonstrate safe operation, class may conclude that it cannot be considered in class. That conclusion obliges notification to flag state and, inevitably, insurers — triggering a cascade of consequences that accelerates quickly.Emergency preparedness is often where undermanning becomes most visible. Proper muster organisation requires enough trained personnel to fulfil simultaneous roles across firefighting, boundary cooling, communications, medical response, damage control and rescue operations. Where individuals appear twice on a muster list, most flags will regard the yacht as undermanned. Arguments that private yachts are “not SOLAS” miss the point. Modern yacht codes demand SOLAS-equivalent safety outcomes, not exemptions from responsibility. Paper compliance does not extinguish operational reality.<img src="https://photo-assets.superyachttimes.com/photo/330929/image/large-0d551d33467d6255429c9bd9ef56d3ff.jpg" data-gid="gid://syiq/Photo/330929">Legal exposure follows just as quickly. Once a yacht is knowingly operated with inadequate manning, the protective buffer normally enjoyed by owners and managers erodes. The duty to provide a seaworthy vessel rests squarely with the owner and cannot be delegated away. Masters are expected to refuse unsafe orders and maintain safe operation regardless of commercial pressure, even when doing so places their own position at risk. DPAs and CSOs who are aware of unsafe manning and fail to escalate or intervene expose themselves to personal liability under the ISM framework. Cost saving does not excuse unsafe operation, and ignorance is rarely persuasive.Port State Control, while not routinely targeting private yachts, retains full authority to intervene where safety concerns are raised by class, flag, harbour authorities or shipyards. Private yachts have been detained or prohibited from sailing in European ports due to safety deficiencies arising from inadequate manning, particularly during refit periods when fire risk, hot work and system isolation increase vulnerability.Local port and shipyard rules frequently require continuous onboard presence, immediate fire response capability, security watches and engineering availability — obligations that do not disappear simply because the yacht is not trading.<img src="https://photo-assets.superyachttimes.com/photo/330952/image/large-0c961bc03ca7c9ed21a966a796206815.jpg" data-gid="gid://syiq/Photo/330952">The uncomfortable reality is that below a certain threshold, a yacht can remain outwardly compliant while becoming operationally brittle, legally exposed and uninsured in all but name. From experience, once crew numbers fall below the level genuinely required for sustainable watchkeeping, maintenance and emergency response on larger yachts, the margin for safe operation narrows rapidly.Reducing crew without a formal safe manning assessment — and without explicit agreement from flag state, class and insurers — is not efficiency. It is a transfer of risk, quietly shifted onto the owner, the master and the management company. When something eventually goes wrong, the question will not be whether the yacht met a minimum document, but why a system designed to rely on people was deliberately stripped of them.Tony Crabbe B.Com AFNI is a maritime compliance professional and Class 1 Master Mariner, with a lifetime of experience at sea and across the wider maritime industry. He has served as a captain on large vessels and superyachts, and specialises in superyacht management, maritime safety, ISM, ISPS and MLC compliance, heavy lifting operations, harbour and shipyard pilotage and docking, and independent surveying, He also brings a commercial perspective, holding a Bachelor of Commerce degree majoring in Management, Psychology and Commercial Law from Rhodes University.

When Cutting Crew Cuts Deeper

Why reducing manning on large private yachts creates risks owners cannot insure away

Industry insight yachting safety: When cutting crew cuts deeper

At the <a data-gid="gid://syiq/Event/234" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Fort Lauderdale International Boat Show - 2024">2024 Fort Lauderdale International Boat Show (FLIBS)</a>, Heather Hatcher, senior charter manager at <a data-gid="gid://syiq/Company/244" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="IYC (Company)">IYC</a>, shared insights on the benefits of yacht chartering and the essential elements of a successful charter operation.<img src="https://photo-assets.superyachttimes.com/photo/213246/image/large-d04f882a9fb7a164161f2a07f6439e5a.jpeg" data-gid="gid://syiq/Photo/213246">Why charter your superyacht?Owning a yacht requires a significant financial commitment, with ongoing costs for docking, fuel, crew salaries, and maintenance. Heather highlighted that chartering can offset some of these expenses, though it shouldn’t be seen as a guaranteed profit source. Instead, chartering helps cover costs while keeping the yacht active and well-maintained, ultimately enhancing its value and the crew’s job satisfaction.A well-run charter programme increases a yacht’s visibility and attractiveness to potential buyers, as an established charter history can appeal to those interested in an income-generating asset or those with fond memories of chartering the yacht themselves. She breaks down the 10 key factors for optimising a charter programme’s success.<img src="https://photo-assets.superyachttimes.com/photo/342390/image/large-93c7c7e253832e69e246bc28d9be430b.png" data-gid="gid://syiq/Photo/342390" 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;">10 key factors for charter success1. Choose the right yacht in excellent conditionHatcher underscores that yacht buyers, especially those entering the charter market, should balance investment logic with emotional appeal. Key factors to consider include zero-speed stabilisers for guest comfort in rough waters, particularly in popular regions like the Caribbean and Mediterranean, and a high crew-to-guest ratio to ensure top-tier service. For destinations like the Bahamas, a shallow draft provides better shore access and anchoring options.Competitive pricing, previous charter history, and unique selling points enhance a yacht’s appeal, while comprehensive insurance, covering diving and business interruptions, safeguards the investment and guest experience.<img src="https://photo-assets.superyachttimes.com/photo/336451/image/large-8646b2a10715e73e36c3682f9f3c706d.jpg" data-gid="gid://syiq/Photo/336451">2. Select the best flag for your goalsYour yacht’s flag can influence charter availability. While private registration can work well locally, some foreign flags restrict charter operations to a maximum of 12 weeks (or 84 days) per year. “Though it may not sound like much, 12 weeks is considerable, especially factoring in maintenance, crew vacations, and your own time on board. Most owners use their yachts for only six to eight weeks a year, leaving ample time for charters,” explains Heather.<ul><li style="font-style: italic;">Read more:&nbsp;<a href="https://www.superyachttimes.com/yacht-news/syt-iq-insight-on-most-popular-flag-states" rel="noopener noreferrer" target="_blank" title="">SYT iQ Insight: What are the most popular flag states?</a></li></ul>3. Employ talented, full-time crewA skilled crew forms the backbone of any charter. Experienced captains, versatile chefs, and specialised instructors contribute to a memorable guest experience, while a motivated, well-trained team enhances the yacht’s reputation and attracts positive reviews and repeat bookings.<img src="https://photo-assets.superyachttimes.com/photo/342407/image/large-9d162574c1a5925f67501cdee1f464ed.png" data-gid="gid://syiq/Photo/342407">4. Choose the ideal locationLocation greatly affects charter bookings. Work with your charter manager to identify destinations that align with both personal and professional goals, as certain locations are more popular than others, impacting the number of available charter weeks.<img src="https://photo-assets.superyachttimes.com/photo/289612/image/large-0484ab2dd5cff75440df061946abe5c2.jpg" data-gid="gid://syiq/Photo/289612">5. Include desirable water toys and amenitiesWater toys like inflatable slides, floating pools, and e-foils can enhance the guest experience and attract bookings. “The right selection will enhance your yacht’s appeal. A floating pool with a cabana creates a beach club vibe, while inflatable slides and climbing walls elevate guest experiences. The e-foil is the top water toy right now, frequently requested by brokers, and essential for some charter clients – well worth the booking appeal despite some risks,” shares Heather.A tow tender, particularly in regions like the Bahamas, is essential for diving, fishing, and island exploration. A 100-foot yacht should ideally have a 30-foot tender, while larger yachts may feature 45 to 50-foot tenders, which can sway guest preferences.<img src="https://photo-assets.superyachttimes.com/photo/342408/image/large-98869f5c66e8a9d1e8765d5e6c06abb0.png" data-gid="gid://syiq/Photo/342408">6. Ensure competitive pricingWork with a charter manager to establish competitive rates based on the yacht’s amenities, guest capacity, and location. Offering unique features, such as inflatable toys or large tenders, can enhance value. Proper insurance coverage is also essential when entering the charter market. Owners should ensure their policy includes a charter writer and cancellation protection to safeguard against revenue loss due to unforeseen cancellations.<img src="https://photo-assets.superyachttimes.com/photo/342409/image/large-adfc6fef69f01908569323dd83fec28d.png" data-gid="gid://syiq/Photo/342409">7. Maximise calendar availabilityThe more flexible the yacht’s calendar, the higher the potential for charter income. Hatcher notes that many owners use their yachts for just six to eight weeks annually, leaving ample time for charter operations.8. Engage in industry eventsAttending boat shows, hosting open houses, and maintaining a social media presence are effective ways to showcase your yacht. These efforts help build relationships and attract prospective charter clients.<img src="https://photo-assets.superyachttimes.com/photo/341430/image/large-06b11141d2df375bbc577947dc7d60d0.jpeg" data-gid="gid://syiq/Photo/341430"><ul><li style="font-style: italic;">Read more:&nbsp;<a href="https://www.superyachttimes.com/yacht-news/antigua-charter-yacht-show-2024-event-highlights" rel="noopener noreferrer" target="_blank" title="">What you missed at the Antigua Charter Yacht Show 2024</a></li></ul>9. Create a strong social media presence with quality visualsTo effectively promote a yacht, a strong portfolio of images and videos is essential. Investing about 10% of the weekly charter fee in a professional photo and video shoot can yield high returns. Listings with quality photos attract 30% more visibility, which increases to 50% with a good charter-focused video and 70% with lifestyle-oriented images. Compelling imagery is as critical as choosing the right yacht, while including social media in the marketing strategy amplifies reach.<img src="https://photo-assets.superyachttimes.com/photo/330869/image/large-84ecde0cb0d13f21a20108590b9d9c57.jpg" data-gid="gid://syiq/Photo/330869"><ul><li style="font-style: italic;">Read more:&nbsp;<a href="https://www.superyachttimes.com/yacht-news/captain-clarke-on-using-social-media-to-boost-loon-charters" rel="noopener noreferrer" target="_blank" title="">Captain Clarke on leveraging social media to boost Loon’s sporty charter</a></li></ul>10. Hire a professional charter managerHeather’s presentation emphasised that an experienced charter manager can assist in navigating the charter market, ensuring compliance, creating tailored marketing strategies, and connecting with clients and brokers. Their expertise simplifies operations, allowing owners to focus on enjoyment.<img src="https://photo-assets.superyachttimes.com/photo/342410/image/large-80099ec3881ac0c22b07f64a708dac82.png" data-gid="gid://syiq/Photo/342410">As Heather shared at <a data-gid="gid://syiq/Event/234" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Fort Lauderdale International Boat Show - 2024">FLIBS</a>, chartering offers owners substantial benefits, from cost offsetting to value enhancement. However, prospective charter owners should approach this market with a strategic plan, considering yacht selection, location, crew quality, and marketing. With the right approach and support, yacht owners can optimise their investment while enjoying the unique pleasures of ownership.This article was originally published in the&nbsp;<a href="https://yachtchartermarket.com/" target="_blank">Yacht Charter Market newsletter</a>, a weekly newsletter on all things charter. Visit&nbsp;<a href="https://yachtchartermarket.com/" target="_blank">YachtCharterMarket.com</a>&nbsp;to subscribe, and read past editions.

10 key factors for optimising charter success

Discover 10 expert tips for optimising yacht charter success, from top locations and water toys to pricing, crew, and marketing strategies.

As technology has developed and the focus of owners has shifted, AV/IT has been gaining in importance resulting in bespoke, multi-million euro contracts. Today, the AV/IT sector is streamlining its approach by launching package offerings that simplify the complexities of the onboard technology. To tell us more about developments we sat down with Arjan Kleinveld, managing partner of <a data-gid="gid://syiq/Company/4441" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="One B.V. (Company)">ONE</a>; Diego Tavaroli, Group yachting systems engineering manager at <a data-gid="gid://syiq/Company/3559" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Videoworks Group (Company)">Videoworks</a>; Jeroen van den Hurk, CEO at <a data-gid="gid://syiq/Company/2213" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="VBH (Company)">Van Berge Henegouwen (VBH)</a>; Zeb Robin, technical director at <a data-gid="gid://syiq/Company/2965" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bond Technology Management (Company)">Bond Technology Management</a>; and Tom Richardson, senior technology consultant, <a data-gid="gid://syiq/Company/7185" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Smart Technology Advisers (Company)">Smart Technology Advisers</a>. <img src="https://photo-assets.superyachttimes.com/photo/322159/image/large-5aff85196773915d9d19ef27a4dec4d3.png" data-gid="gid://syiq/Photo/322159">Technology is developing all the time. How do you future-proof an AV/IT system?Jeroen van den Hurk: Future-proofing an AV/IT system in the rapidly evolving technology landscape requires a multifaceted approach. You should prioritise a smart system architecture that leverages a robust, tested, and certified cabling infrastructure and IT backbone. Ensuring the yacht has the right type and sufficient amount of cabling is crucial for seamless upgrades and accommodating new technologies without extensive overhauls. While this foundation is essential, it requires some regular upgrades to allow our clients to continuously benefit from the latest innovations.Zeb Robin: <a data-gid="gid://syiq/Company/2965" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bond Technology Management (Company)">Bond TM</a> has a fundamentally different perspective than an integrator, as our position working directly for yacht owners means we can drive the specification to ensure systems are future proofed. Integrators must bid on specifications, we write them. On a more specific level, we’re always looking 10-15 years ahead to make sure the systems we design are future proof. Additionally, we are encouraging yacht owners to simplify and streamline their systems so that long-term maintenance and operational costs are reduced. Starlink was the lynchpin we were waiting for to fundamentally re-invent the onboard AV/IT systems we tailor to owners’ needs.Tom Richardson: The “art” of future proofing a system on any marine vessel is not having to loop back and modify the core infrastructure. End user items and visible items such as displays are very simple, late-stage upgrades. We take a holistic view on this; the builder has a contractual obligation to build a luxury asset and the earlier the builder can gather information on infrastructure the better it is for all parties. While developing the GA with the designers, engineers, architects, and builders, we are allowing for space, cooling, routing, electrical loads and positioning of major items. We always allow for “headroom” in any system. The simple answer is to be deliberate in your goal, design the system with overcapacity in the most cost-effective and least disruptive way possible; that way you get little resistance from any party.Arjan Kleinveld: The most important thing is to ensure that the infrastructure and build process allows for changes that don’t affect the physical integration too much. Changes that demand new cabling, for example, will cause more work, so working with an experienced advisor who have the experience to recognise the trends and to manage expectations is vital.. If a clear decision timeline is explained and shared with all relevant parties, we don’t see hurdles, while the client understands he has the latest and greatest. Again, this should still allow for changes and added functionality without affecting the physical side of the installation.<img src="https://photo-assets.superyachttimes.com/photo/322163/image/large-65566c9a39d05465d68b875ad3060933.jpg" data-gid="gid://syiq/Photo/322163">What is your advice for project managers or owners' reps tasked with choosing an integrator and speccing a system?Tom Richardson: Any owner will have key likes and dislikes; always focus onthe &nbsp;dislikes first as those are the experiences we need to never repeat. Next stage is the key “must haves”, the complexity and size of the system, the capability of the builder and, of course, budget. Depending on time available and the stage you are at in the build, the more detailed the specification is, and the more things that can be defined at an early stage, then the more secure the budget, as the integrator will not be adding contingency costs for unknowns. Multi-million-dollar systems are not uncommon so a contingency of only five percent is a substantial sum. Once you know the budget and the complexity then you will, by default, be left with a shortlist of experienced, well-funded and known integrators. Remember: it’s people that build yachts. You can get what you think is the right supplier but may get their “B” team, so make sure they have the resources available to do your build.&nbsp;Jeroen van den Hurk: The complexity and cost of AV/IT systems are often driven by the high expectations and specific requirements of the client. The paradox here is that clients typically desire the latest and greatest technologies, but not a "me too" system. Therefore, speccing a system to the smallest detail and benchmarking on price will not push integrators to offer the creativity that is so highly valued by the clients. Our main advice to project managers and owners' reps is to engage with multiple system integrators at an early stage and listen to their ideas on the added value each one can bring beyond standard hardware integration.&nbsp;Zeb Robin: We respectfully challenge the assumption that AV/IT systems must be complex and costly. There is a clear trend towards simplification which we at <a data-gid="gid://syiq/Company/2965" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bond Technology Management (Company)">Bond</a> are leaning into, and it is possible today to simultaneously shrink systems and future proof them. One should first make sure a good team is creating the system specification packages. If you are considering bringing expert consultants onto your team, then scratch the surface to ensure their merit and avoid cronyism. It takes time to build a good specification, and cutting corners at early stages can be costly in the end. Next, there has been a downsizing trend in the last decade, which has allowed us to return space back to the interior, but it relies on good communications with the owner in terms they can relate to. If you ask an integrator or anyone really who doesn’t know the client, you will get over-spec’d systems containing everything plus the kitchen sink. However, the systems we’ve been working with our customers to specify are smaller, cooler and more capable than those of the past, because customers today are rejecting a lot of the complexity which in the past was under-utilised or never used at all. &nbsp;<img src="https://photo-assets.superyachttimes.com/photo/310048/image/large-4b07df09294b955f32d1ede04295e9b7.jpg" data-gid="gid://syiq/Photo/310048">Some superyachts now have a full-time ETO (Electro Technical Officer) on board. Is there sufficient training for crew to run and maintain the AV/IT systems properly?Jeroen van den Hurk: AV/IT maintenance and service are essential for the stability and uptime of onboard systems. We recognise the critical role of the Electro Technical Officer (ETO) and provide comprehensive training and ongoing support to ensure they can effectively manage these systems. Our training programs cover the installation, operation, and basic troubleshooting of new systems, ensuring that the ETO and relevant crew members are well-prepared from the start. There is always something to learn and always something to do, and our team is dedicated to providing continuous education and support to keep the systems running smoothly.Arjan Kleinveld:&nbsp;There are specific AV/IT training possibilities. Depending on the ETO's background, generic IT training (such as CCNA or CompTIA A+) can build the knowledge bases and basic <a data-gid="gid://syiq/Company/3897" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Crestron (Company)">Crestron</a> training. To dive deeper into the specifics, reliance on an AV/IT integrator's hands-on training, or one of the shore-based training courses specific for maritime AV/IT, can be valuable for fulfilling the role within the ETO job profile.<img src="https://photo-assets.superyachttimes.com/photo/322168/image/large-82198caabe72cc932a62e2bdb3918a81.jpg" data-gid="gid://syiq/Photo/322168">In an increasingly connected environment, how important is it to have a cybersecurity management plan when designing an onboard IT system?Tom Richardson: Having a plan is strongly recommended as part of the ISM Code for almost all yachts. There are two pieces of legislation relating to cybersecurity, the first being <a data-gid="gid://syiq/Company/4531" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="International Maritime Organization (Company)">IMO</a> Resolution MSC.428(98) which has been in force since January 2021. This lays the foundation for what each yacht should have in place in terms of planning, how they verify and how they act if there is a cybersecurity event or breach. This is strongly recommended as cybersecurity breaches can have both a large operational and financial impact to the vessel, but also potential reputation damage to the owner or their assets.The second piece of legislation is known as IACS UR E26 and UR E27. These are IACS Unified Requirements and therefore will be adopted by each classification society. For larger yachts classed as ‘passenger yachts’ (e.g. REG Yacht Code Part B vessels) the legislation is compulsory for any new-build contract signed on or after 1st July 2024. This latter piece of legislation is a step change in the marine industry and something we welcome. It now puts the (cyber)security of systems installed on board yachts as a primary consideration, rather than an afterthought as is all too common in our industry sadly.Zeb Robin: A Cyber Security Management Plan is a vital operational matter that crew must attend to, but it is not a tangible thing one can design into a system or pay cash up front for. If experts have designed the IT system to adequate standards using sound best practices while not cutting corners, then it will be possible to operate it safely and securely. However, a system packed with the most exotic security technologies in the world will amount to nothing if it gets hacked due to being operated and maintained incorrectly, or because the crew was not trained adequately to understand and avoid cyber threats. If the worst does come to pass and there is a cyber incident, the crew need to have a good plan they can follow to ensure they immediately do the right things to mitigate harm and/or loss, while quickly bringing the vessel back to a secure state. This is what good cyber policies and plans can do, but daily vigilance is needed in the face of the threats out there, and a well-prepared crew is the first and best line of defence.Diego Tavaroli: Yachts are prime targets for cyberattacks, whether for financial gain or other reasons. It's crucial to protect both sensitive information and operational systems that run the vessel. The information at risk includes data related to the crew, the vessel, and potentially valuable information about the owner(s), their businesses, and assets. As almost everything onboard becomes connected to the internet we must plan to protect various operational systems. Unauthorised access to these systems could disrupt onboard operations to a great degree. Cyber security needs to be thought of during the design phase, all through the build of the vessel and continuously during the operation of the vessel. <img src="https://photo-assets.superyachttimes.com/photo/322164/image/large-4f46aef7854bef45e1299f0211b11512.jpg" data-gid="gid://syiq/Photo/322164">Fast connectivity at sea can be elusive. Are 5G, Starlink and other low earth orbit satellites taking over from traditional VSAT technology?&nbsp;Jeroen van den Hurk: While traditional VSAT technology is still widely used, the advent of 5G, Starlink, and other LEO satellites has significantly transformed maritime connectivity. These new technologies offer faster speeds, lower latency, and global connectivity, making them highly appealing options. Currently, a wider adoption of these new systems would require the launch of more satellites and the installation of new equipment on yachts. Additionally, appropriate regulatory frameworks must be established. As a result, while VSAT technology remains relevant, the shift towards 5G and LEO satellite technologies is accelerating and is likely to continue, all to the benefit of a superior online experience at sea.Tom Richardson: Starlink certainly took the industry by storm with their direct-to-consumer business model, and they can be seen as a true disrupter. However, it’s important to mix your ‘sources of internet’ as no provider is 100 per cent reliable and outages can happen, so you must have a fallback plan in place. Another important issue to consider is availability and whether you have committed bandwidth. LEO satellites generally cover the whole globe (depending on their inclination) but that doesn’t mean you can access them globally – a lot is done with local licensing on a country-by-country basis, so it’s important to check that the service is available in the areas you plan to sail. If it isn’t, you then need to rely on that secondary system or provider. Will traditional geostationary VSAT die out? That’s the million-dollar question. I think we will see it used less and less and certainly if it is used, the CIR rate that yachts subscribe to will become lower. On the flip side, that may mean wholesale bandwidth costs come down, so some resurgence in the future is likely with a new price point per Mbps compared with today.<img src="https://photo-assets.superyachttimes.com/photo/322167/image/large-320f42514818e1be8e222a8dc73d42fa.jpg" data-gid="gid://syiq/Photo/322167">AV/IT upgrades are commonly requested during refit or maintenance periods when time is limited. What do crew and shipyards need to be aware of?Zeb Robin: Firstly, if the vessel has good infrastructure (quality cabling, well built and cooled technical racks, etc.) then absolute refit costs will be much lower over time. It costs a bit more upfront to build good infrastructure, but it pays off in savings later, while increasing the longevity and reliability of all systems. Therefore, if the vessel’s infrastructure is poor, with intermittent faults and outages, overheating equipment, and so on, it may be a wise long-term investment to improve said infrastructure. Next, to get the best prices and ensure a smooth refit period, start developing your scope of work early and be realistic. Instead of trying to do everything at once, we have seen a trend with several customers whereby they prefer to develop an evolutionary upgrade strategy for their vessel with us. By breaking the upgrades into discrete chunks of work, it can result in lower costs and higher quality outcomes which don’t require the vessel to be out of service for any one long block of time. Lastly, logistical aspects such as hardware lead times, labour logistics and access to refit shipyards should not be underestimated. When these things go wrong they can cripple a refit, so they are best considered well in advance. &nbsp;&nbsp;Tom Richardson:&nbsp;I think the phrase that sums this up is “manage expectations and not over-promise or under-deliver. Unless the crew and integrator have been involved from the original build then you cannot possibly know the capabilities of the “as-built system”. We have experienced situations whereby the crew quite innocently, and with the best intentions, get an indicative cost for the upgrade, give this to the owner, only to then find that the infrastructure and modifications required to accommodate the promised upgrade exceeds the component cost and the budget spirals out of control. Time should be taken to look at infrastructure first and foremost, and if needed, phase in the upgrade(s). Do something tangible, whether that be a significant upgrade in a single space, Wi-Fi or communication. If the owner sees a step change in performance or enjoyment of the space or feature, then they will almost certainly continue to plan the next phase.Arjan Kleinveld: A refit needs some flexibility from all parties involved, while the overall responsible party might be less clear. So make sure you have commitment on this and control over it. Look at the process, what do I get when, and what if the interior isn’t finished on time, etc. Foresee it together and make the necessary steps to mitigate those risks.&nbsp;Diego Tavaroli: You should be clear about the expectations of the refit, planning ahead and providing information as it becomes available. We often receive refitting requests when the &nbsp;ship is already on site with very short lead times to complete it, without considering that procurement and engineering take time. Usually, a good new-build AV/IT project already takes into consideration a refit in 3/5/10 years, according to the used technologies onboard and the intended use of the yacht.This article was originally published in&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-5" target="_blank">Issue 5 of How To Build It</a>. You can read all the articles from this edition&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-5" target="_blank">here</a>, and stay up-to-date with all previous editions&nbsp;<a href="https://www.superyachttimes.com/magazine" target="_blank">here</a>.

AV/IT developments in the superyacht industry

We ask the experts of the AV/IT realm about the developments in the superyacht industry.

Ask the Experts: AV/IT developments in the superyacht industry

<a data-gid="gid://syiq/Company/159" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Burgess (Company)">Burgess</a> recently refreshed its business strategy by setting up a dedicated new-build sales team under the guidance of Ed Beckett, naval architect and partner, and Peter Brown, senior partner and sales broker. We sat down with them at the <a data-gid="gid://syiq/Event/122" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Monaco Yacht Show - 2022">Monaco Yacht Show</a> to find out more and began by asking why they had felt the need to take a new approach.<img src="https://photo-assets.superyachttimes.com/photo/296014/image/large-70c2a0194fabacbb68867b02202b9a64.jpg" data-gid="gid://syiq/Photo/296014">Peter Brown: We’ve been involved – both by good fortune and design – in big and exciting new builds like <a data-gid="gid://syiq/Yacht/5967" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Dilbar156.0m (511'10&quot;)Lürssen Yachts2016">Dilbar</a>, <a data-gid="gid://syiq/Yacht/4638" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Azzam180.61m (592'7&quot;)Lürssen Yachts2013">Azzam</a>, Lady S and <a data-gid="gid://syiq/Yacht/5963" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bravo Eugenia109.0m (357'7&quot;)Oceanco2018">Bravo Eugenia</a>, from a technical project management viewpoint, but also during the commercial discussions about build price, choosing a designer and the shipyard, and so on. Over the years it’s become increasingly obvious to us that the commercial and the technical side have to go hand in hand and that any technical decision you make almost always has an effect on the commercial side, and vice-versa. During Covid we had the opportunity to sit down and review our processes and we made the conscious decision to funnel all new-build enquiries through a dedicated sales team. It might seem an intangible shift, but for us it’s seismic. Increasingly our clients want us to guide them from cradle to grave, and this is just part of that journey.&nbsp;Can you give me a specific example of how that might make a difference?PB: We’re currently involved in a very big project now where the variations to the contract regarding the luxury interior are huge. I mean, were talking numbers that are the same as building a 70-metre, and that’s just the interior. That is a whole new negotiation in itself and the discussions about materials, suppliers and installation are so closely bound together that the technical and commercial decisions have to be made together. <img src="https://photo-assets.superyachttimes.com/photo/121449/image/large-c45a2711ee19059fce6fc3c41d23af64.jpg" data-gid="gid://syiq/Photo/121449">So you’re basically talking about a team that provides a closer connection between the sales and technical departments?Ed Beckett: Yes, it’s about working more effectively and collaboratively as a unit from the start to plot the best route through to contract. However good our engineers and technicians, they are not necessarily the best people to plan that route, or manage client expectations. And although we have some terrific brokers who know their clients inside out, they don’t know the technical details, or nuances of certain shipyards or designers so well.&nbsp;PB: I think the industry had opened itself up for criticism because there has been a perception that for a commission a broker will take a client to a shipyard and they might know the market, the operational costs, the charter revenue or the importance of resale value, but they have less understanding of the intricacies of the build process, the decisions that have to be made and the additional costs on top of the contract price: the risks, basically. We have all that knowledge in-house and we have to make it work better for our clients and for us. As a company we need to be more adept at putting our best foot forward in every single new construction enquiry.&nbsp;We hear about the projects that go through but not about those that fall by the wayside. What is the most common reason why a new-build project does not proceed?EB: There are plenty of reasons, some of them quite intangible. Success might be a question of having the right people in the room at the right time having the right conversation, but you’re trying to change it from luck and good fortune to skill and knowledge. It’s a very specialist thing to build a superyacht and there’s no substitute for experience and expertise.PB: Mismanagement of expectations probably, and the level of risk – commercial and technical. At the end of the day, our job is to mitigate those risks and make sure the client is paying the right price for the right product, and that it does what he or she wants it to do.&nbsp;EB: And provide opportunity. Because we hear about a boat that might be coming to the market mid-build, or a new-build slot might suddenly become available. And as soon as that happens we can move on that information, whereas before our focus was less targeted and calculated.&nbsp;PB: For example, I had a client last year who loved the <a data-gid="gid://syiq/Company/212" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Benetti SpA (Company)">Benetti</a> Oasis, but wasn’t prepared to wait three or four years for it. I happened to know there was one in construction for sale and he took delivery last July. Ed and his team took over and tweaked the specs to suit the client; it was a perfect example of how the team can work together. &nbsp; <img src="https://photo-assets.superyachttimes.com/photo/52533/image/large-9d70623f408cb401d48970c47b55cbb1.jpg" data-gid="gid://syiq/Photo/52533">Does this mean the pair of you are now only focused on new-build sales?Ed: I’m looking to pull out of the day-to-day running of new-builds that may take 3-4 years in order to follow new projects from the initial enquiry and developing the concept up to the point of contract, then while providing a degree of support to contracts post contract predominantly circling round and starting again. During that pre-contract phase the Burgess project manager will become more and more integrated.so he can then carry it through to completion. The pre-contract phase is critical, because if you get the fundamentals wrong the project is not going to work.&nbsp;PB: I wear two hats because I have to keep my knowledge of the market up to date. Clients invariably want to know what their options are, which also means considering how the asset might depreciate and what it will be worth in five years. So I’m driving new-build sales together with the rest of the team –&nbsp;Ed, Sean Bianchi and Eleonora Pitasso –&nbsp;but I like to keep a foot in the pre-owned yacht market as well.Some builders offer brokerage houses Central Agency rights for new-builds. Would you consider that?PB: I think with new-build CAs there’s a danger of being seen as more of a dealer and we want to preserve our independence. Strong relationships with a yard is one thing; an exclusive agreement is another and that doesn’t reflect our ethos. It can become a slippery slope because other shipyards are then much more reticent about giving out information you might need to service your clients. I think if the industry is open to criticism it’s where commissions are being paid and value not being added, and that’s what we want to avoid. Everyone has to be clear about their responsibilities and our loyalty is to the success of the project.

Interview with Burgess brokers on new-build

Justin Ratcliffe sits down with Ed Beckett and Peter Brown of Burgess to discuss new-build yachts.

Expert Insight: The challenges of new-build brokerage

Coatings and paint have come under scrutiny in recent years with technologies evolving and the field becoming increasingly competitive. We ask a panel of experts – Richard Jennings (global technical manager at <a data-gid="gid://syiq/Company/7254" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="AkzoNobel (Company)">AkzoNobel</a>), Eduardo Diaz Pereira, (yachting technical sales support, Gruppo <a data-gid="gid://syiq/Company/2719" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Boero YachtCoatings (Company)">Boero</a>), Remy Millott, (Group CEO, <a data-gid="gid://syiq/Company/340" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pinmar (Company)">Pinmar</a>) and Thomas Schultz (sales director, <a data-gid="gid://syiq/Company/1546" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alexseal Yacht Coatings (Company)">Alexseal Yacht Coatings</a>) – about the challenges and technologies within the sector.&nbsp;Which quality criteria can be measured and standardised?Richard Jennings: There are a myriad of outside factors that contribute to the overall appearance of the coatings once they are applied. These can include the preparations, how clean the spray area is, and the present atmospheric conditions when applying the product. &nbsp;The coating can be measured in terms of quality, gloss, and colour. Beyond that, the coatings manufacturer will work with the applicators to inform them of the best practices in order to achieve the best finish possible for their application. &nbsp;Additionally, there are a number of groups that are working on creating quality standards for the market, including ICOMIA and ISO. These quality standards are being developed by a cross-functional team of coatings professionals from across the industry. They help inform customers of what to expect from their paint systems, the measurements on colour, gloss levels, distinction of Image (DOI), etc. <img src="https://photo-assets.superyachttimes.com/photo/272432/image/large-ebdd7e82f3bece4d0d4609235ffac525.jpg" data-gid="gid://syiq/Photo/272432">Gruppo Boero: Some quality criteria can be measured by specific tests carried out by standardised devices. Acceptance criteria are usually defined by each site and approved at the contract stage. From a practical point of view, the part that is receiving more and more attention is the enamel, as it is the visible part where colour, gloss, DOI, orange peel, etc. are measured, and where the acceptance standards are even higher than those for classic car refinishing, even though the surfaces involved are huge.Remy Millott: It’s important to establish that observing a paint finish can be a subjective process; everybody sees things slightly differently and environmental conditions can also play a factor. However, in our opinion there are a core set of parameters that can be reliably measured and referenced as part of the final finish. These core parameters are colour shade, gloss, distinctness of image (DOI), paint film thickness, dust inclusions and surface fairness.The <a data-gid="gid://syiq/Company/340" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pinmar (Company)">Pinmar</a> Standard is our proprietary quality standard built around these fundamental parameters, the measurement processes, and the target values to be used in specifying, measuring and accepting exterior paintwork on our new build and refit projects. Introduced in 2011 as the industry’s first comprehensive statement of how a client’s expected paint finish should be measured and agreed, measurable paint acceptance criteria are now written into all major paint contracts by the shipyards and industry surveyors and consultants.Thomas Shultz: From the technical side, the layer thickness, which should be between 50 - 100 µ for the topcoat, depending on the colour shade, is an important criterion. The same applies to the adhesion of the various layers of the coating. This is evaluated with the pull-off test for primer and filler and with the cross-cut test for the topcoat.<img src="https://photo-assets.superyachttimes.com/photo/272429/image/large-575849f5e084084ae981dad5dc8ac887.jpg" data-gid="gid://syiq/Photo/272429">What is the most common reason for a rejected paint job?Richard Jennings: This is usually determined prior to application where the applicator and the owner / owner representative &nbsp;spray out large panels to agree on the correct colour, gloss level, DOI, and the overall finish. The panel that is selected will serve as the criteria or standard for the full application on the vessel.&nbsp;Dust inclusion would be one of the prevalent reasons for a rejected paint job. The reason being that a superyacht has a large amount of surface that likely had its previous coating either heavily sanded or completely removed, so some of the sanding residue may be still present in the area. Additionally, if there are quite a few people coming in and out of the application area, the presence of dust can increase. One of the major tasks prior to the application is to ensure that the overall area is “clean” for the paint to be applied.&nbsp;Thomas Shultz: Craters are also a common complaint. They can be caused by parallel work on the yacht, which also contaminates the air. For example, wood particles get into the air during teak work, and the atmosphere is also contaminated by anti-fouling coatings applied at the same time. But critical temperatures below 15 or above 30 degrees Celsius or very low (&lt;30%), or very high (&gt;80%) humidity are also factors that can have a negative effect on the coating, resulting in orange peel on the surface.<img src="https://photo-assets.superyachttimes.com/photo/201603/image/large-7976cebf542b4a1fe405fd574f1b11b5.jpg" data-gid="gid://syiq/Photo/201603">How long on average does a topcoat last and what does it depend on?&nbsp;Richard Jennings: This is a challenging question, as the answer is “it depends.” So many different factors influence this such as the coating itself, location, and maintenance schedules. On the type of coatings, some have very good UV protection and colour retention. Another important factor is where the yacht will spend most of its time; in areas with high exposure to UV such as the tropics or areas with more seasonal weather. How well is the yacht maintained and whether correct maintenance products are being used will also have influence. &nbsp;These factors all play a part in the lifespan of a coating on superyachts, where we see the average lifetime ranges from 3-5 years. However, under correct care, this lifetime could be greatly extended.Gruppo Boero: On average, the performance and quality of the topcoat is guaranteed for 24 months, sometimes 48 months. After this period the colour and gloss can change drastically. Of course, the durability of the topcoat is closely linked to the maintenance and care carried out by the crew. More specifically, since topcoats are two-component polyurethanes, their resistance to ageing, chemical attack, etc. is extremely high. Durability depends mainly on maintenance and care. The use of inappropriate detergents, abrasives, etc. can cause premature deterioration of the material.Remy Millott: This will depend very much on the specification and type of topcoats used, a traditional Polyurethane topcoat will perform well for 3 to 4 years. Some of our clients favour a shorter refit cycle to maintain the pristine look of their yacht, while others, especially those involved in yacht charter, prioritise the earning potential of the vessel and will arrange refit periods based around their compulsory 5-year engineering surveys and maintenance schedule. <img src="https://photo-assets.superyachttimes.com/photo/272428/image/large-af185808c398dce6b5751273ed15f951.jpg" data-gid="gid://syiq/Photo/272428">Do different paint colours require different maintenance procedures?Richard Jennings: Certain paint systems can offer greater protection such as a base coat and clear system compared to a traditional solid colour or single stage coating. The reason that this makes a lot of sense is that you are asking one product (single stage) to offer the colour, aesthetic and protection in one coating. Whereas a base (colour) and &nbsp;clear coat application focus the product attributes, where the base is providing the colour and possibly an effect (e.g., metallic) and the clear coat provides the gloss and the UV protection.&nbsp;Regardless of colour, the maintenance care is essentially the same with proper and regular washing of the surface, with a PH neutral soap and a polymer polish to protect and help extend the life of the coating.Gruppo Boero: There are certainly colours that are more critical from a maintenance point of view because they make defects, scratches and abrasions stand out more. For example, the same defect will look different on a white paint than on a dark blue or black paint. In some cases, it is preferable to finish the paint with a clear coat to make maintenance easier. The use of polishing processes to a greater or lesser extent causes abrasion, albeit controlled, to the topcoat, reducing performance and long term expectations.Remy Millott: In short, no, the same maintenance programme should be applied by yacht crew regardless of the paint colour. Some considerations need to be taken when it comes to washing and cleaning darker colours , as over cleaning a darker coloured paint system will leave more noticeable results than on a lighter colour. It is a fact that certain colours (typically darker) will not last as long as a traditional white topcoat due to heat penetration and direct sunlight which breaks down the paint system more quickly.Can the paint application process be made faster, more reliable and less costly?Richard Jennings: If you want high quality and a fast turnaround, you will not achieve it at a low cost. That being said, there are ways to improve the throughput of the coatings process to make it more efficient and provide the finish the applicator and owner will be proud of. Labour is the largest item cost when it comes to the cost of the coating, and coating a yacht is typically a very manual process. At <a data-gid="gid://syiq/Company/7254" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="AkzoNobel (Company)">AkzoNobe</a>l, we have developed Awlgrip products and systems that do speed up the coatings process for example our Awlfair SF (Spray Filler), which can improve the application of filler to the hull by up to 3 times as compared to traditional hand application with a reduction of voids and rework. This saves on labour and time with a step improvement of the finish. &nbsp; &nbsp;Gruppo Boero: One of the themes of research and development is to make the application cycle simpler, leaner, cheaper and more environment-friendly. In this sense, the increase in the volume solids of primers and fillers and the ease of sanding the fillers contribute to reducing the time needed for the painting cycle. A lean and simple cycle also reduces possible errors (incorrect curing times, incorrect mixing ratios for two-component systems, etc.).Rationalising and standardising the products to be used also means that less material has to be kept in stock, with the consequent advantages in terms of safety (the products are usually solvent-based and flammable) and shelf-life, avoiding the use of products that are too old.<img src="https://photo-assets.superyachttimes.com/photo/292239/image/large-1f001ab1dfdbdad367ee8ee08ed80e98.jpg" data-gid="gid://syiq/Photo/292239">Remy Millott: That is the holy grail for paint applicators, and we are constantly striving to achieve this, however unfortunately, faster and less costly are rarely applicable together! The easiest way to shorten the paint schedule is to add extra manpower, split shifts and overtime to the project through an acceleration package. Even then there are built-in latencies that must be respected in terms of product curing times and how quickly you can apply the next phase of the paint system.Electrostatic application offers considerable advantages over conventional paint spraying. The improved transfer efficiency massively reduces the amount of overspray during applications, providing better working conditions during large applications for the workforce, less emissions, less dust, and a higher quality finish overall. It has been proven that a greater dry film thickness (DFT) can be achieved using this technique, which benefits the owners with better operational and cosmetic performance of the coatings.During a refit period the benefits of the electrostatic performance allow larger areas of a yacht to be painted at once, in turn reducing the number of individual paint shoots required. The technology allows <a data-gid="gid://syiq/Company/340" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pinmar (Company)">Pinmar</a> to reduce and de-risk delivery and refit schedules, providing long term benefits to both shipyards and yacht owners.Thomas Schultz: Regular training and further education of the paint crews are essential for efficient work. A thorough understanding of the adjustment possibilities of the material ensures the most significant possible safety during the actual application. This is also the reason why <a data-gid="gid://syiq/Company/1546" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alexseal Yacht Coatings (Company)">Alexseal</a> regularly offers Paint Schools for Applicators.<img src="https://photo-assets.superyachttimes.com/photo/292238/image/large-833ddd7c12b6cff8861507586c29a23c.jpg" data-gid="gid://syiq/Photo/292238">Are biocide-free antifoulants as effective and what are the latest developments?&nbsp;Richard Jennings: These new technologies have a learning curve that operators need to adjust to as they are different from traditional fouling control products that they have applied for decades. &nbsp;These first generation biocide-free products are typically silicone-based and require special handling when lifting and blocking the boat, and they also require several steps to apply the coating . Additionally, in water maintenance may be required, as these new biocide-free coatings have moved from an active coating to a semi-active coating. Traditional antifoulings work by using an active ingredient or biocide to keep fouling from attaching to the vessel. With application of these new coatings, you are likely to experience fouling on the boat, but the coatings themselves are typically very slick. This makes it hard for the fouling to adhere and either through usage or cleaning, the fouling is removed. &nbsp; &nbsp;The first antifouling that was applied as a paint was developed 160 years ago and since then, these coatings have gone through technological advances to deliver the performance &nbsp;owners have come to expect. Also, the industry has developed its system of processes over 160 years using traditional antifouling paints. &nbsp;It is going to be hard to adapt to new technologies and ways of working. &nbsp;These first generation of biocide-free products are a good start and provide the performance that is required, but they just do it in a different way that requires a different way of thinking about hull maintenance. This development is a necessary first step towards moving to a biocide-free fouling control solution for the industry,&nbsp;Gruppo Boero: Currently not, due to the performance required in the superyacht sector. Often a customer will ask for a product with a 2 or 3 year performance (service life), but the sailing factor is very low, so if you don't have a high performance product, the fouling will easily adhere to the hull. Biocide-free antifoulings have found applications in the marine industry where boats are in motion for the vast majority of their service life (&gt;85%). In the yachting world, boats remain stationary for a very long time (low sailing factor) and experience to date shows that this prevents an antifouling based on physical principles from working properly.Today, antifoulings, even those containing biocides, are tested according to the strictest European regulations (BPR), which ensure that they are as safe for people and the environment and are compatible with their effectiveness.This article was originally published in the How to Build It magazine.&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-2" rel="noopener noreferrer" target="_blank" title="">You can download the entire magazine for free here</a>.

Ask the Experts: Is the perfect paint job possible

Coatings and paint have come under scrutiny in recent years with technologies evolving and the field becoming increasingly competitive. 

Ask the Experts: Is the perfect paint job possible? 

<a data-gid="gid://syiq/Company/4711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vyva Fabrics (Company)">Vyva Fabrics</a>’ brutalist concrete studio, in part designed by company founder and CEO Carol Driessen herself, is quite a landmark in the north Amsterdam boatbuilding enclave near to <a data-gid="gid://syiq/Company/6617" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Damen Shipyards (Company)">Damen Shipyard</a>. SuperYacht Times paid the studio a visit to talk about the business of supplying fabrics to the yachting industry.Carol Driessen, founder and CEO of <a data-gid="gid://syiq/Company/4711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vyva Fabrics (Company)">Vyva Fabrics</a>, was supporting her father's marina business when a job offer from a client led to her working as a European sales rep for an American faux leather manufacturer. She had the knack and found her niche. <a data-gid="gid://syiq/Company/4711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vyva Fabrics (Company)">Vyva Fabrics</a> began from a small harbour warehouse in Amsterdam in 1990 supplying upholstery materials for boats and yachts. Today, it is a successful wholesaler of high-quality fabrics and vinyls.<img src="https://photo-assets.superyachttimes.com/photo/282103/image/large-5d27693925a99211306f25ed367dd467.jpg" data-gid="gid://syiq/Photo/282103"><a data-gid="gid://syiq/Company/4711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vyva Fabrics (Company)">Vyva Fabrics</a>&nbsp;has grown into a major business concern. Tell us more about the journey.It was originally just me and a single line of material, an outdoor material: Sunbrella acrylic. I shipped it from the States in 150-metre rolls – too much for my clients. Rather than waste the material, I created a sample book from the leftovers and went door-to-door to outfitters, designers and shipyards. And that’s how <a data-gid="gid://syiq/Company/4711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vyva Fabrics (Company)">Vyva</a> was founded; I really started from nothing. As my portfolio grew, so did my team. I was initially only interested in the marine industry, but I began taking jobs in hospitality, healthcare and many other sectors. Most of our clients are no longer maritime, but at a conservative estimate, I’d say 70 percent of the yachts built and refitted here in the Netherlands feature our fabrics.How does&nbsp;<a data-gid="gid://syiq/Company/4711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vyva Fabrics (Company)">Vyva Fabrics</a>&nbsp;fit within the design funnel, and who do you typically liaise with on yacht projects?It all depends on the project. Many designers that know us and our product portfolio build a complete package for their projects themselves, but others seek advice. There are many things to consider with material choice: durability, quality, sustainability, fire, retardancy, costs, and so on. Typically, we liaise with designers and architects that we meet with, but it’s not uncommon for shipbuilders and outfitters to be here in our studio, especially for smaller projects.How fierce is the fabric segment and is the competition primarily from large well-established firms, or smaller boutique sellers?There are many suppliers competing with us on price, and quite often they are cheaper than us. Sourcing from regions like China, they can slash costs but they also compromise on quality. This is okay for a lot of buyers, but when you’re in the business of supplying fabrics and materials for superyachts, quality is everything. &nbsp;<img src="https://photo-assets.superyachttimes.com/photo/264127/image/large-3d6bf32df396077ecf89b7e836e757a2.jpg" data-gid="gid://syiq/Photo/264127">Attitudes to sustainability and ethically sourced materials have accelerated dramatically. Do you think non-recyclable materials will be phased out anytime soon?We do think recyclable or sustainable fabrics will increase a lot and we’re all for it, launching sustainable collections such as Hemp, REVYVA, Dinamica and Econic. We’ve offered sustainable solutions for a decade now, and nobody was interested initially. But now if it’s not 70 percent recycled or more, many clients aren’t interested. People are now willing to pay the premium. The challenge nowadays is to produce sustainable fabrics and vinyls without diminishing the quality. We still like working with our PVC vinyls as they’re extremely robust and last for decades, so you could argue that is more sustainable than using a 100 percent pure linen, which needs to be replaced after a couple of years.&nbsp;Due to the high fire-retardant specs of vinyls, it’s still work in process and some will never be replaced with sustainable substitutes.Are there fire retardant materials that are also eco-friendly?Two years ago we launched our REVYVA collection made from post-consumer PET bottles that is 100 per cent recyclable after use with extremely high fire specs. The collection sold very well and we decided to add a Bouclé or looped yarn version as well.&nbsp;Besides the fabric collection, our first ECONIC vinyl collection launched in May. This durable, high-quality artificial leather looks like natural linen and feels pleasant to the touch, but is completely phthalate-free and contains 75 percent recycled, bio-based and renewable ingredients. We also use bio-graded PVC resins from agricultural biomass and forestry, and bio-based plasticisers from soybean oil, which contain no chemical flame-retardant additives but still meet European fire standard EN 1021. The collection has the eco-label OEKO-TEX® Standard 100, which guarantees that the synthetic leather does not contain any substances that could be harmful to people or the environment.<img src="https://photo-assets.superyachttimes.com/photo/210778/image/large-fcb368303077f6a39ae2df2192ad0c7a.jpg" data-gid="gid://syiq/Photo/210778">Is the supply chain still problematic? How do you ensure you deliver on time, every time?Before 2019 it wasn’t uncommon for outfitters to place orders a month ahead of time, but now they’re used to long delivery times so they plan further ahead. When the pandemic broke out we knew we had to change our approach. We have a huge warehouse with plenty of space, so we filled it up and from January to June of 2020 we were just filling our inventory – and it really paid off. Orders from the marine sector slowed down, but demand for outdoor and garden fabrics spiked, bringing sales up by around 30 percent compared with previous years. Many people during the lockdown were investing in their own properties, doing up the interior and exterior spaces. We were crazy busy. And now with the marine business booming, with order books signed until 2025, 2026 even, the supply chain challenges have all but passed. We also have a slightly different mentality and orders are now being placed well ahead of time.This article was originally published in Issue 2 of How To Build It, you can&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-2" rel="noopener noreferrer" target="_blank" title="">download the magazine for free here</a>.

Carol Driessen of Vyva Fabrics

SuperYacht Times visited the Vyva Fabrics studio and spoke with the company founder and CEO Carol Driessen.

CEO in conversation: Carol Driessen of Vyva Fabrics

The demand for very large sailing yachts is nothing like that for large motor yachts, but over the last few years there has been increased interest in very large sailing yachts. Some projects have been delivered, some are under construction and others are on the drawing board. <img src="https://photo-assets.superyachttimes.com/photo/271922/image/large-b991006523bd905dbed9b749b4cd42e1.jpg" data-gid="gid://syiq/Photo/271922">We ask a panel of experts – Bart van der Meer (engineering sailing systems at <a data-gid="gid://syiq/Company/458" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rondal B.V. (Company)">Rondal</a>), Rudy Jurg (sales manager at <a data-gid="gid://syiq/Company/458" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rondal B.V. (Company)">Rondal</a>), Rob Doyle (<a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a>), Thys Nikkels (<a data-gid="gid://syiq/Company/230" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Dykstra Naval Architects (Company)">Dykstra Naval Architects</a>) and Bill Tripp (<a data-gid="gid://syiq/Company/230" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Dykstra Naval Architects (Company)">Tripp Design</a>) – about the challenges of designing, building and operating a 100-metre sloop.<img src="https://photo-assets.superyachttimes.com/photo/271904/image/large-0e8d661bb3efb5b36591b231f65ec1e7.jpg" data-gid="gid://syiq/Photo/271904">Is it possible to create the mast and rigging for a 100-metre sloop that is both safe and Class approved?&nbsp;Bart van der Meer: Yes, it is certainly possible to create a complete rig and sailing system for a yacht of this size. It does, of course, present some interesting challenges, but Rondal has built its reputation on resolving challenges.&nbsp;Rob Doyle: For a 100-metre sloop in terms of length overall, no, it is not possible. For a 100-metre spar height, yes, that is possible. If someone says ’yes’ to a 100-metre LOA yacht they are out of their depth and have not fully researched all the options involved. At RDD we have done a huge amount of research on this question and we are one of the few naval architects and design studios that have an understanding of the complexibility of such a big rig. Class approval would be difficult, but they will lean hard on the naval architect’s calculations, research and experience.&nbsp;Thys Nikkels: When we are pushing boundaries with any aspect of a design the answer is always ‘Do your homework!’ If you do not have experience with a certain size or configuration you have to do the necessary research and development to prove the design is feasible. Feasible in concept, safe in construction and safe in operation, only then can you tell a client that it is possible, and to do that you have to work with a team of researchers, material specialists, builders to find the required solutions for the challenges.<img src="https://photo-assets.superyachttimes.com/photo/108433/image/large-6f7ee4bb350c7e7604865e0774d55463.jpg" data-gid="gid://syiq/Photo/108433">Are there any suppliers who would take the risk of building such a yacht?Bart van der Meer: We have already built three impressive 70-metre-plus &nbsp;rigs and are currently planning a large rig for an 85-metre sloop, which will become one of the world’s largest.Rob Doyle: There are two really only two manufacturers that can build big rigs. Rigging would be another significant difficulty, along with winches, systems, furling, hull structures, regulations and more.<img src="https://photo-assets.superyachttimes.com/photo/271932/image/large-fe57b0ec686c9fcbbe3f0f91922d0a1d.jpg" data-gid="gid://syiq/Photo/271932">Even if you could build it, would it be safe to operate for the crew?Bart van der Meer: Given the exceptional loads, risk factors for the crew are already an important factor in planning sailing systems for today’s largest sailing yachts, especially when racing. These loads and the sheer length and weight of running rigging do increase exponentially when looking at a rig for a 100-metre sloop. But we should keep in mind that, at this end of the superyacht fleet, only the most highly qualified and experienced crew would manage and trim the sail plan. They would do so with access to very sophisticated load sensors and safety triggers to ensure loads and risks remain within the design boundaries. There is also the possibility that these big rigs could be operated fully automatically. Especially as the cost related to fully automating a sailing system becomes smaller in comparison to the overall cost. However, this route could present new challenges of its own until fully proven.Rob Doyle: We will always design rigs with safe operation in mind, the numbers involved are huge and operation of a sail plan of this size would be very difficult, if not impossible. The size of the systems to control such a rig are significant and very detailed research is required, the sparmakers can build very big rigs – the limit is the yacht not the spar tube.&nbsp;Thys Nikkels: In the end, a large sloop will only work for the client if it can be safely and relatively easily operated by the crew. Otherwise the rig will never, or only sporadically, be used.<img src="https://photo-assets.superyachttimes.com/photo/236181/image/large-38e23873797382eff5e629953f24cb77.jpeg" data-gid="gid://syiq/Photo/236181">Have you had any requests for such a large project and do you expect that one day a client will decide to build one?Rudy Jurg: We have already been introduced to enquiries and concepts of this size that for one reason or another have yet to progress. I have little doubt that 100-metre-plus rigs will be built in the future. The first one will be commissioned by a very ambitious and visionary individual with deep pockets. Once this client’s project is afloat, others are more likely to follow.&nbsp;Rob Doyle: Yes, we have had requests for such yachts a number of times. What we explain first is that the jump from 78-metre M5 to a sloop with a spar length of 100 metres is enormous. If you have not designed and built big rigs before, then a client is very exposed. At RDD we have designed more big rigs, both sloop and ketches, than many other naval architects, but the numbers are staggering when you present the research and the real build numbers. <img src="https://photo-assets.superyachttimes.com/photo/272049/image/large-6060ad9c10f61da7535208d03e662ce4.jpg" data-gid="gid://syiq/Photo/272049">What are the cost implications of building a 100-metre sloop compared with a schooner of similar size?&nbsp;Bart van der Meer: One of the biggest cost implications is that most of the hardware needs to be designed from scratch for the sloop. Nothing on this scale is readily available on the market: no furlers, no toggles, no winches. And it needs to be designed not just bigger, but exponentially bigger. Take a runner winch, for example. From a 30-metre sloop to a 60-metre sloop, the retrieving length will double and the pull force goes from roughly 10 to 30 tonnes. If you want to be able to retrieve the runners at the same time, you’ll need four times more winch power to double the speed and more than double the force.&nbsp;When you recall it was considered doubtful if you could fly a spinnaker from the mast of a 100-foot sloop 30 years ago, we can see that the evolution of marine design technology has always innovated to address such issues. The expertise is there to make the rig of a 100-metre sloop happen, &nbsp;as long as it is accepted that substantial system development costs as well as the hardware manufacturing costs will bear heavily on the first project. For these reasons, it will certainly cost more than the rig of a 100-metre schooner or ketch.Rob Doyle: Hard questions because if you want to be the tip of the sword, a visionary owner that wants to reach for the stars and build the biggest sloop. But you may need to ask yourself: is the ketch a better option at the 100-metre LOA size?<img src="https://photo-assets.superyachttimes.com/photo/236173/image/large-d089b6d8c8cd89662da7e3fc43a4f62c.jpeg" data-gid="gid://syiq/Photo/236173">Given all the factors above and from your own experience, what is the ideal size for a super-sloop?Rudy Jurg: It is difficult to say there is an ideal size, though we do know that the ‘ideal’ size keeps on growing as larger yachts prove their reliability and their capacity to deliver exceptional lifestyle experiences and amenities to owners and their guests. Ultimately the ‘ideal’ will always be related to owners’ plans, their financial resources, their vision and ambition.Rob Doyle: I believe an 85-metre LOA sloop would be the limit, but there are different factors at play that have to be understood and it's more about the length/beam ratio than LOA, which would be a more suitable metric to start with. On the limit of tube lengths, you need to ask the spar maker for that number, but we are comfortable with the tube lengths we have spoken to clients and sparmakers about.This article was originally published in September 2022 of Issue 1 of the How to Build It magazine. <a href="https://superyachttimes.com/api/download/how-to-build-it-issue-1" target="_blank">You can download the entire magazine for free here</a>.

Ask the Expert: Is a 100-metre sloop feasible or even desirable?

SYT asked a panel of experts about the challenges of designing, building and operating a 100-metre sloop.


Ask the Experts: Is a 100-metre sloop feasible or even desirable?

There aren’t many amongst us who was running a fleet of sailing yachts by the age of 20 – David Westwood, Principal Partner of <a data-gid="gid://syiq/Company/4547" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="TWW Yachts (Company)">TWW Yachts</a> is a rare exception. David has built a strong reputation and portfolio to match. Some of his recent projects include the 62-metre new-build <a data-gid="gid://syiq/Company/12" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="CRN (Company)">CRN</a> superyacht <a data-gid="gid://syiq/Yacht/7207" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="RIO62.0m (203'5&quot;)CRN2022">RIO</a> and the refit of <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a>’s 50.4-metre <a data-gid="gid://syiq/Yacht/853" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Emerald50.4m (165'4&quot;)Feadship1990">Emerald</a> with <a data-gid="gid://syiq/Company/434" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Balk Shipyard (Company)">Balk Shipyard</a>.&nbsp;SuperYacht Times joined David to get his insights on the market and to hear how buyers’ interests and demands have changed in recent years.<img src="https://photo-assets.superyachttimes.com/photo/264905/image/large-fe65cda579f3959b9ba5fac5d52e34f3.png" data-gid="gid://syiq/Photo/264905">How did you get into brokerage and what are some of your milestone sales and moments?I transitioned from captaincy to agency. Having run a yacht in the Indian Ocean I moved ashore to Malta and set up a service and support company. Charter led to brokerage, during which time I met Michael White as a client.One of the earliest milestones of my career was selling a bank-repossessed 64-metre <a data-gid="gid://syiq/Company/212" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Benetti SpA (Company)">Benetti</a>. I was on a shipyard visit in Livorno and the vessel was on the hard – I had to ask why. The shipyard directed me to the bank and I sold the boat at auction within six months: it was one of the most challenging, interesting and fun sales of my career, and I learned a lot.&nbsp;Another milestone was selling and rebuilding the 56.2-metre <a data-gid="gid://syiq/Company/64" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oceanco (Company)">Oceanco</a> superyacht <a data-gid="gid://syiq/Yacht/201" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="The Wellesley56.2m (184'5&quot;)Oceanco1993">The Wellesley</a>, which was repurposed for commercial charter. It was an all-consuming project but well worth the effort that myself and the owner put in. A more recent milestone is a project I’m currently working on; the process of building a 500 EXP Explorer with <a data-gid="gid://syiq/Company/374" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sanlorenzo (Company)">Sanlorenzo</a> for an owner who has aspirations of global cruising. It’s a great project and I thoroughly enjoy working with the owner who is like-minded and hands-on. <img src="https://photo-assets.superyachttimes.com/photo/266101/image/large-615a6271e06ef7df8af26fb5cfe798c7.jpg" data-gid="gid://syiq/Photo/266101">How difficult has it been to secure new-build slots in recent years?Due to pent-up demand since Covid, it’s been a lot harder to secure build slots and find brokerage inventory. We have had to monitor all current builds and as a result, we have resold several yachts that have gone into default or had contractual difficulties. There have even been cases where owners want to step out or up before the end of the build process. It is a different market but an active one if you’re proactive and responsive. <img src="https://photo-assets.superyachttimes.com/photo/266104/image/large-ba18ec64d53835bdae09b2d488c894ca.jpg" data-gid="gid://syiq/Photo/266104">Is there much of a markup on new-builds as a result of high lead times?We have seen a steady increase in new-build prices across the board, mainly driven by labour costs – which often equates to two-thirds of the entire build cost – as well as global supply issues and the increased cost of raw materials as a result. That said, shipyards have had a good run but the heat is coming out of the market and the tide is turning with a looming recession. The price of materials has also begun to stabilise so I am expecting prices to also stabilise. <img src="https://photo-assets.superyachttimes.com/photo/257630/image/large-fee4afe0d819b19363e1ed83ed4b98a4.jpg" data-gid="gid://syiq/Photo/257630">Even more shipyards have started to offer refit and conversion services recently. Is this a reflection of a potential downturn in the market or merely a growing interest in refit?There are always owners who choose to refit instead of buy new due to availability and pricing, but it’s not too dissimilar from the past. I actually think the main reason is that shipyards have delivered a lot more vessels in recent years and have subsequently seen that there is a strong global refit and after-sales demand. It makes sense to future-proof their own business rather than have owners and crew choose other shipyards to refit and maintain their product. &nbsp;<img src="https://photo-assets.superyachttimes.com/photo/215725/image/large-9e23884946018fbff6c8f3dc1af3f472.jpeg" data-gid="gid://syiq/Photo/215725">Refits are complex by nature but so are the planning and organisation; how do you connect the right client with the right yacht with the right shipyard and team?It’s about relationships: knowing your client and knowing the capabilities of the shipyards. Preempting what they need – which isn’t always the same as what they initially wanted. As a broker, you absolutely have to know the brands and the yards in order to understand which boats are suited to which owners.&nbsp;It’s always best for the resale value if a yacht is refitted by its original builder in order to ensure the pedigree. That said, putting together a team for a full rebuild from interior to naval architect to shipyard is about understanding the brief of the ownership, intended use, the pedigree of the brand and the timeline and budget. These elements will dictate the yard of choice.<img src="https://photo-assets.superyachttimes.com/photo/266105/image/large-fc07fc00d7e9b1f6acc9e046b501a20a.jpg" data-gid="gid://syiq/Photo/266105">Is there a one-size-fits-all approach to marketing yachts or do you tailor your approach depending on the brand or size of the boat?Everything we do at <a data-gid="gid://syiq/Company/4547" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="TWW Yachts (Company)">TWW</a> is tailored. The marketing plan is dictated by the end goal: sale or charter, awards and awareness. We don’t differentiate between 100-metre private superyachts and 30-metre charter boats: all of our clients have individual attention from their broker and the full support of our marketing team to achieve their goals. <img src="https://photo-assets.superyachttimes.com/photo/245458/image/large-661f78cf6ca72cf2be221c60fde0c157.jpg" data-gid="gid://syiq/Photo/245458">Have you noticed any significant demand changes from clients in either the brokerage or new-build market?There is a significant shift towards sustainability. Owners are making efforts to be greener and cleaner. Speed requirements are less of a priority than in the past, while comfort at sea is more important, for example, they want more deck space and tend towards displacement hulls. I have also noticed that beach clubs are evolving as people want more connection to the sea – so open-plan transoms are gaining ground and there is less demand for closed beach clubs.<img src="https://photo-assets.superyachttimes.com/photo/266102/image/large-822847f3b788b2b18a74be9156d5f6f9.jpg" data-gid="gid://syiq/Photo/266102"> A number of shipbuilders are citing China as a market to watch. Do you see this emerging trend and are there other regional markets we should keep an eye on?Industry predictions have said this for the past ten years but to be honest, there are few marinas and limited infrastructure in China. For me, it doesn’t seem like a logical step. I’m interested in Singapore, Brazil, Mexico and Argentina as emerging markets. As a regional market, Saudi Arabia and The Red Sea are burgeoning already. <img src="https://photo-assets.superyachttimes.com/photo/266103/image/large-e54838e28c2840b58d9b0c11e8f39a3a.jpg" data-gid="gid://syiq/Photo/266103">Discover the <a href="https://www.superyachttimes.com" rel="noopener noreferrer" target="_blank" title="">SuperYacht Times</a> <a href="https://www.superyachttimes.com/search?query=Broker%27s%20insight" rel="noopener noreferrer" target="_blank" title="">Broker Insights</a> series where we discover the latest trends and personal journeys of international yacht brokers.

Broker’s interview with David Westwood of TWW 

SYT joined David Westwood of TWW for this month’s broker’s interview. 

 Broker insights: David Westwood of TWW Yachts on the new and active superyacht market

Peter Wilson is co-founder of <a data-gid="gid://syiq/Company/742" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MCM (Company)">MCM</a>, one of the industry’s leading yacht construction and management firms. Originally from the UK, he settled in Newport, USA, in the late 1980s and set up <a data-gid="gid://syiq/Company/742" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MCM (Company)">MCM</a> with business partner Nigel Ingram. Both partners have extensive sailing experience – racing and bluewater cruising – but they have also represented owners on numerous motoryacht projects, including 58-metre <a data-gid="gid://syiq/Yacht/6007" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Najiba58.0m (190'3&quot;)Feadship2019">Najiba</a> (<a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a>), 49.8-metre <a data-gid="gid://syiq/Yacht/6107" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Toute Sweet49.8m (163'5&quot;)Heesen Yachts2019">Toute Sweet</a> (ex-Erica, <a data-gid="gid://syiq/Company/54" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Heesen Yachts (Company)">Heesen</a>) and 67-metre <a data-gid="gid://syiq/Yacht/8735" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Calex67.0m (219'10&quot;)Benetti SpA2022">Calex</a> (<a data-gid="gid://syiq/Company/212" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Benetti SpA (Company)">Benetti</a>). Outside of work, Peter enjoys cycling, sailing, motorbiking, photography and tending to his beehives.<img src="https://photo-assets.superyachttimes.com/photo/261482/image/large-8f42f4d17c286aa23635d9c9afd0624b.jpg" data-gid="gid://syiq/Photo/261482">How did you and Nigel meet and what sparked your decision to set up a company together?&nbsp;We met in Antigua in the ‘70s and became fast friends. In 1988 I was wrapping up an America’s Cup challenge and Nigel was finishing the build of a new yacht. We started chatting about what was next. As yachts were getting larger and more complicated, we felt clients needed an advocate to represent their best interests. We also believed there should be more discipline in terms of fiscal and time-related control imposed on the build process. And after 35 years it appears there was indeed a need!<img src="https://photo-assets.superyachttimes.com/photo/171475/image/large-def9b7fbcd7516e5756f79bc7fc282d0.jpg" data-gid="gid://syiq/Photo/171475"> You’re a sailor and in the past&nbsp;<a data-gid="gid://syiq/Company/742" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MCM (Company)">MCM</a>&nbsp;was best known for its sailing yacht projects, but you’re now taking on more motor yachts with brands like&nbsp;<a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a>&nbsp;and&nbsp;<a data-gid="gid://syiq/Company/212" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Benetti SpA (Company)">Benetti</a>. Was this a straightforward transition and how does your role change between sail and power?&nbsp;When one considers today’s sailing superyachts and their relative systems, they have more complications than the equivalent motor yachts. For example, both types of vessels have engines, generators, HVAC, AV/IT systems, cooking and domestic appliances, desalination and sewage treatment plants, and so on. But on a sailing yacht there are also masts, rigging, captive winches, booms, hydraulic furling and tensioning systems and appendages like lifting keels – all in a hull that is usually less voluminous than a motor yacht. So the transition from a technical standpoint is quite straightforward, although it should be noted that we have been doing motor yacht projects for many years and so they are not new territory for us.&nbsp;In terms of role differences, in the sailing yacht world there is more focus on the nuances of sailing performance, whereas on motor yachts the performance is well defined and based on engine kilowatts, propeller designs and, of course, the hull shape. The interiors, outfitting, finish and quality are equally important on every superyacht.<img src="https://photo-assets.superyachttimes.com/photo/180780/image/large-1604c001b0dc9b9c1caaa60d0e99d298.jpeg" data-gid="gid://syiq/Photo/180780">What kind of decisions can you make on your own and which require the owner’s approval?&nbsp;This depends largely on the involvement and experience of the client. In many cases, we have clients that are knowledgeable and have had a string of yachts before. In those cases, the client is often closely involved and brings that experience to bear, and it can be a very collaborative affair. Where a client is perhaps building for the first time, they may need more guidance. In either case, we present them with the options available in a clear and concise manner when a decision is required and recommend the one we feel is the right choice. This gives the client the benefit of our experience and the requisite information on which to base an informed decision.<img src="https://photo-assets.superyachttimes.com/photo/92787/image/large-25fbaa062214a0955512eecbe552c80e.jpg" data-gid="gid://syiq/Photo/92787">Do ‘involved’ owners make your job easier or more difficult?&nbsp;Having a client closely participate in the project typically makes it more memorable for them as they are really creating their vision. In turn, this makes it more enjoyable for the entire team. Designing and building a yacht is a terrific endeavour and may be a once-in-a-lifetime opportunity, so we strive to make it a rewarding experience for the client. We have developed great friendships with many of our clients that outlast the build process. <img src="https://photo-assets.superyachttimes.com/photo/68864/image/large-d01918c154c9386a1eba29b93edea26b.jpg" data-gid="gid://syiq/Photo/68864"><a data-gid="gid://syiq/Company/742" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MCM (Company)">MCM</a>&nbsp;offers yacht construction and management services. Does it make more sense if the same agency does both?&nbsp;When we started <a data-gid="gid://syiq/Company/742" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MCM (Company)">MCM</a> in 1988, we didn’t have a yacht management division. However, once we had a few yachts ‘under our belts’ it became abundantly clear that there was a requirement for post-construction support the and formalising that support in the form of a yacht management division was a service that yacht owners needed. As the vessel progresses from the build phase to the operational phase, having one company providing both services makes for a seamless transition. Not least because by that stage we have a long-standing relationship with the client, we know the vessel inside and out, we have all the data, drawings and manuals, and we know which design decisions were made and why.The rules and regulations surrounding vessel navigation and operation have also increased exponentially and the burden is such that captains and crew require shore-based support. Furthermore, the client benefits from the continuity <a data-gid="gid://syiq/Company/742" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MCM (Company)">MCM</a> offers; crew inevitably come and go, but we are the common thread and institutional knowledge about the yacht and the programme. <img src="https://photo-assets.superyachttimes.com/photo/75757/image/large-814590a2342fc3180dd4d70ca59bd2d7.jpg" data-gid="gid://syiq/Photo/75757">Do you bring in your own preferred suppliers and/or subcontractors for new-build projects, or is that always up to the shipyard?&nbsp;To ensure there is no perceived conflict of interest, we remain fiercely independent. However, over many years of operation we’ve developed strong relationships with quality suppliers, manufacturers and vendors and can recommend those to the shipyard. We also have real-world experience as to how the equipment performs at sea. However, it is the shipyard that has overall responsibility for the construction process and provides the warranty, so they ultimately decide which suppliers and subcontractors are the best fit and those they prefer to work with. &nbsp;What would you change about the way we work in the superyacht industry?&nbsp;The elapsed time from the first conversation to the yacht being handed over can be many years. As an industry, we are always seeking ways to be more efficient and shorten the time required to build one of these masterpieces &nbsp;while maintaining the high quality standards expected. The other challenge is how to build yachts that can operate in an environmentally friendly way. Emissions are being lowered. We need to continue that trend to protect the marine environment we all so enjoy.<img src="https://photo-assets.superyachttimes.com/photo/217714/image/large-e37cd890a97c5e166adce7d9d371918b.jpg" data-gid="gid://syiq/Photo/217714">Beyond the technical qualifications, what are the personal attributes needed to be a successful owner’s rep?&nbsp;On the personal side, attributes such as honesty, integrity, patience and respect. Being a good listener is also profoundly important. Other key qualities include staying focused, open-minded, nimble and the ability to adapt. Managing expectations is the most challenging aspect of the job. As these projects become larger and costlier, there are many facets to consider and with sometimes differing agendas, so the ability to develop a team with members sharing a common goal, is fundamental.&nbsp;Lastly, the experience of having been to sea in a multitude of yachts in wide-ranging conditions is enormously helpful. Knowing what happens on the blackest of nights when the wind is fierce enough to blow the oysters off the rocks and the seas become mountains, is a great help when discussing the design and construction of our projects.&nbsp;This article was originally published in September 2022 of Issue 1 of the How to Build It magazine. <a href="https://superyachttimes.com/api/download/how-to-build-it-issue-1" target="_blank">You can download the entire magazine for free here</a>.

Interview with Peter Wilson of MCM

Justin Ratcliffe sat down with Peter Wilson of MCM about the technicalities behind yacht construction management.

Expert Insight: Peter Wilson, Founder of MCM, on yacht construction management

The 26.09-metre <a data-gid="gid://syiq/Company/358" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Azimut Yachts (Company)">Azimut</a> motor yacht <a data-gid="gid://syiq/Yacht/13860" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="St Jude26.09m (85'7&quot;)Azimut Yachts2025">St Jude</a> is currently for sale with Ed Dickinson 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>. The <a href="https://www.superyachttimes.com/directories/yachts/for-sale" rel="noopener noreferrer" target="_blank" title="">yacht for sale</a> presents an opportunity to acquire a recently delivered and highly specified example of the <a data-gid="gid://syiq/Company/358" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Azimut Yachts (Company)">Azimut</a> Grande 26 Metri series. <img src="https://photo-assets.superyachttimes.com/photo/396921/image/large-ff944c89d13eb307ec0217c75a08e8c8.jpeg" data-gid="gid://syiq/Photo/396921">Delivered in 2025, the <a href="https://www.superyachttimes.com/directories/yachts/for-sale/of-type=motor" rel="noopener noreferrer" target="_blank" title="">motor yacht for sale</a> benefits from a carbon-fibre superstructure designed to reduce weight and improve efficiency when cruising. Constructed with a GRP hull and superstructure, <a data-gid="gid://syiq/Yacht/13860" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="St Jude26.09m (85'7&quot;)Azimut Yachts2025">St Jude</a> has a beam of 6.3-metres and a draft of 2.05-metres. She features exterior design by <a data-gid="gid://syiq/Company/3025" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alberto Mancini Yacht Design (Company)">Alberto Mancini Yacht Design</a>, while her interior was penned by <a data-gid="gid://syiq/Company/563" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Salvagni Architetti (Company)">Salvagni Architetti</a>. Her naval architecture was developed by her builder.&nbsp; Outside, <a data-gid="gid://syiq/Yacht/13860" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="St Jude26.09m (85'7&quot;)Azimut Yachts2025">St Jude</a>’s exterior spaces are a highlight onboard. The <a data-gid="gid://syiq/Yacht/13860" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="St Jude26.09m (85'7&quot;)Azimut Yachts2025">yacht St Jude for sale</a> is fitted with <a data-gid="gid://syiq/Company/358" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Azimut Yachts (Company)">Azimut</a>’s optional Deck2Deck folding sea terrace system, which expands the usable aft deck area allowing it to be closer to the water. Meanwhile, her flybridge has been configured for relaxing and entertaining, featuring a dining table that could seat up to 10 guests, an American-style bar, barbeque grill, opening hardtop, and secondary help station. Forward, her bow lounge benefits from additional seating and sunbathing zones, tucked away from the main guest spaces.<img src="https://photo-assets.superyachttimes.com/photo/396922/image/large-b17c982cd7b5c2ba9113b7864705be5f.jpeg" data-gid="gid://syiq/Photo/396922">Stepping inside, the <a href="https://www.superyachttimes.com/directories/yachts/for-sale/built-by=azimut" rel="noopener noreferrer" target="_blank" title="">Azimut yacht for sale</a> embraces a contemporary interior defined by soft neutral tones, curved furnishings, and extensive glazing that draws in abundant natural light. Her layout separates the dining area from her main saloon, encouraging gatherings to be more intimate, while her upgraded galley includes a serving window opening directly into the dining space to facilitate guest service. <img src="https://photo-assets.superyachttimes.com/photo/396923/image/large-22435a62778c5c6762f8010710893939.jpeg" data-gid="gid://syiq/Photo/396923">At an interior volume of 122 GT, accommodation onboard <a data-gid="gid://syiq/Yacht/13860" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="St Jude26.09m (85'7&quot;)Azimut Yachts2025">St Jude</a> is arranged for up to 10 guests across a five-stateroom layout. Her full-beam owner’s suite is situated on the main deck and benefits from enhanced sound insulation, blackout blinds and an oversized bed. Dedicated quarters are also provided for a crew of three, including her captain.<img src="https://photo-assets.superyachttimes.com/photo/397068/image/large-1fcc7af707c5579ae424a83bf3c32c28.jpeg" data-gid="gid://syiq/Photo/397068">In terms of performance, the <a data-gid="gid://syiq/Yacht/13860" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="St Jude26.09m (85'7&quot;)Azimut Yachts2025">yacht St Jude for sale</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 23 knots and a top speed of 26 knots.<img src="https://photo-assets.superyachttimes.com/photo/396920/image/large-a4ddf5b7874a04338f96c6d9608e3bc5.jpg" data-gid="gid://syiq/Photo/396920">All images provided 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>.

26m Azimut motor yacht St Jude for sale

The 26.09-metre Azimut motor yacht St Jude is currently for sale with Northrop & Johnson.

The 28.96-metre <a data-gid="gid://syiq/Company/1912" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Princess Yachts (Company)">Princess</a> motor yacht <a data-gid="gid://syiq/Yacht/11146" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Current $ea28.96m (95'0&quot;)Princess Yachts2011">Current $ea</a> has been sold. Arto Horenyan and Demir Ozgur of <a data-gid="gid://syiq/Company/7231" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Purom LLC (Company)">Purom Yacht Sales</a> introduced the buyer, while <a data-gid="gid://syiq/Company/1693" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Blue Ocean Yacht Management (Company)">Blue Oceans Yachting</a> represented the seller.<img src="https://photo-assets.superyachttimes.com/photo/297356/image/large-fb368d723c9b5093a7391e102023de52.jpg" data-gid="gid://syiq/Photo/297356">Delivered in 2011, the <a data-gid="gid://syiq/Company/1912" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Princess Yachts (Company)">Princess</a> 95 yacht benefitted from a refit in 2024. She features interior penned in-house by her builder, with exterior design and naval architecture crafted by <a data-gid="gid://syiq/Company/2740" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Olesinski Ltd. (Company)">Olesinski</a>.At a volume of 173 GT, <a data-gid="gid://syiq/Yacht/11146" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Current $ea28.96m (95'0&quot;)Princess Yachts2011">Current $ea</a> can accommodate up to eight guests across four well-appointed staterooms. Her layout comprises a master suite, VIP suite, a double and a twin stateroom. Moreover, the yacht's main saloon is fitted with comfortable seating surrounding a coffee table, while a formal dining area forward can seat eight guests. Aft, guests can enjoy alfresco dining, as well as evenings at the bar and lounge area beneath a custom hardtop in the flybridge.In terms of propulsion system, <a data-gid="gid://syiq/Yacht/11146" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Current $ea28.96m (95'0&quot;)Princess Yachts2011">Current $ea</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, giving her a cruising speed of 15 knots and a top speed of 29 knots.

Princess yacht Current Sea sold

The 28.96-metre Princess motor yacht Current $ea has been sold.

29m Princess motor yacht Current $ea sold

Italian yacht builder <a data-gid="gid://syiq/Company/4876" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ferretti Group (Company)">Ferretti Group</a> has denied rumours that they had a possible interest in acquiring <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>.<img src="https://photo-assets.superyachttimes.com/photo/397066/image/large-cec8e87de7ad8613fc332951b5703d7a.jpg" data-gid="gid://syiq/Photo/397066">According to the <a data-gid="gid://syiq/Company/4876" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ferretti Group (Company)">Ferretti Group</a>, press articles had reported that they were in negotiations with <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 acquire the entire share capital or the main assets. <a data-gid="gid://syiq/Company/4876" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ferretti Group (Company)">Ferretti Group</a> clarified that at present no negotiations to that effect are underway with <a data-gid="gid://syiq/Company/5565" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="The Italian Sea Group (Company)">TISG</a> or its shareholders.“At the same time, as a leading player in the Italian yachting industry and in line with its external growth strategy, <a data-gid="gid://syiq/Company/4876" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ferretti Group (Company)">Ferretti</a> continuously evaluates and assesses potential opportunities that may arise in the market,” commented <a data-gid="gid://syiq/Company/4876" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ferretti Group (Company)">Ferretti Group</a>.The <a data-gid="gid://syiq/Company/4876" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ferretti Group (Company)">Ferretti Group</a> closed their statement by confirming that if they were to proceed with any transactions, it would inform the market in compliance with terms and conditions required by law.In February 2026, <a data-gid="gid://syiq/Company/5565" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="The Italian Sea Group (Company)">TISG</a> announced that Chairman Filippo Menchelli and Vice Chairman Marco Carniani had resigned, with Giovanni Costantino elected as Chairman of the Board of Directors.The following week, <a data-gid="gid://syiq/Company/5565" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="The Italian Sea Group (Company)">TISG</a> launched a forensic investigation into internal overspending and financial irregularities. KPMG was appointed to conduct an independent forensic due diligence review, as a result of the actions made possible by a group of individuals within <a data-gid="gid://syiq/Company/5565" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="The Italian Sea Group (Company)">TISG</a>.&nbsp;Since then, the Court of Florence has granted protective measures restricting creditors from initiating or continuing enforcement actions against the company’s assets, including vessels currently under construction. Last week, these measures were partially lifted for five shipowners.Read more: <a data-gid="gid://syiq/Article/66308" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Florence court lifts protective measures for five The Italian Sea Group yacht contracts (2026-06-11 10:00:00 +0200)">Florence court lifts protective measures for five The Italian Sea Group yacht contracts</a>The <a data-gid="gid://syiq/Company/4876" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ferretti Group (Company)">Ferretti Group</a> is not the only company that has denied acquisition rumours for TISG. In March 2026, German yacht builder <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a> told SuperYacht Times that <a data-gid="gid://syiq/Article/65574" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen not considering acquiring The Italian Sea Group (2026-03-09 14:00:00 +0100)">the company had not considered acquiring TISG</a>.&nbsp;

Ferretti Group denies The Italian Sea Group acquisition rumours

Italian yacht builder Ferretti Group has denied rumours that they had a possible interest in acquiring The Italian Sea Group (TISG).

<a data-gid="gid://syiq/Company/4590" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vard Group AS (Company)">Vard</a> has announced the keel laying for Inkfish's new 100-metre research vessel, <a data-gid="gid://syiq/Yacht/15856" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="RV6000100.0m (328'1&quot;)Vard Group AS2028">RV6000</a> at the <a data-gid="gid://syiq/Company/4590" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vard Group AS (Company)">Vard</a> Shipyard in Brăila, Romania. Known during construction as NB 999, the vessel will be the first research platform purpose-built for Gabe Newell’s research organisation.<img src="https://photo-assets.superyachttimes.com/photo/397061/image/large-d35a472dcc679e61841c880a2655ea40.jpeg" data-gid="gid://syiq/Photo/397061">Developed from the <a data-gid="gid://syiq/Company/4590" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vard Group AS (Company)">Vard</a> 9 33 platform, <a data-gid="gid://syiq/Yacht/15856" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="RV6000100.0m (328'1&quot;)Vard Group AS2028">RV6000</a> represents a contract of more than €200 million. Upon delivery, she will join Inkfish's expanding fleet alongside the 55.75-metre <a data-gid="gid://syiq/Company/1643" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Auroux (Company)">Auroux</a> vessel <a data-gid="gid://syiq/Yacht/2832" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hydra55.75m (182'11&quot;)Auroux1974">Hydra</a> and the 68.28-metre <a data-gid="gid://syiq/Company/3754" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Tacoma Boat Building Co (Company)">Tacoma Boat Building</a> vessel <a data-gid="gid://syiq/Yacht/10637" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Dagon68.28m (224'0&quot;)Tacoma Boat Building Co1985">Dagon</a>.<img src="https://photo-assets.superyachttimes.com/photo/365665/image/large-908318675f42f6a91544e68f54985a77.png" data-gid="gid://syiq/Photo/365665">Read more:&nbsp;<a data-gid="gid://syiq/Article/64326" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="From gaming to yachting: Gabe Newell on life at sea and building the future with Oceanco (2025-09-25 13:30:00 +0200)">From gaming to yachting: Gabe Newell on life at sea and building the future with Oceanco</a><a data-gid="gid://syiq/Yacht/15856" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="RV6000100.0m (328'1&quot;)Vard Group AS2028">RV6000</a> is designed to support deep-ocean exploration and scientific operations. She will be equipped with a remotely operated vehicle capable of operating at depths of up to 6,000-metres. Like the rest of the Inkfish fleet, she will contribute to global marine research efforts and share collected data through open-access scientific repositories.<img src="https://photo-assets.superyachttimes.com/photo/397058/image/large-4eb30edccf76f557eef22493215f51d9.jpeg" data-gid="gid://syiq/Photo/397058">The project is the result of a collaborative design programme initiated in early 2024 between Inkfish and its UK-based technical advisers, <a data-gid="gid://syiq/Company/7198" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="YTMC Limited (Company)">YTMC</a>. With a beam of 20.7-metres, <a data-gid="gid://syiq/Yacht/15856" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="RV6000100.0m (328'1&quot;)Vard Group AS2028">RV6000</a> will be able to accommodate up to 70 people, including scientists and crew. Onboard, she will feature state-of-the-art laboratories, office spaces and workshops, complemented by high-quality accommodation and leisure facilities designed for extended missions at sea.<img src="https://photo-assets.superyachttimes.com/photo/397059/image/large-a5ea1a627ba59ada6647e8daad68fc5d.jpeg" data-gid="gid://syiq/Photo/397059">The vessel will utilise a hybrid power and propulsion arrangement and is expected to reach a top speed of 15 knots. Her hull has been engineered to optimise seafloor mapping performance while delivering enhanced seakeeping capabilities. Anti-roll technology will help reduce vessel motion and accelerations, while dynamic positioning systems will allow her to maintain precise station-keeping during scientific operations.<img src="https://photo-assets.superyachttimes.com/photo/365663/image/large-c61127683cf23a8c4c8a30a5e12daadd.png" data-gid="gid://syiq/Photo/365663">Following hull construction, <a data-gid="gid://syiq/Yacht/15856" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="RV6000100.0m (328'1&quot;)Vard Group AS2028">RV6000</a> will proceed to <a data-gid="gid://syiq/Company/4590" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vard Group AS (Company)">Vard</a> Søviknes for final outfitting, commissioning and delivery. Together with <a data-gid="gid://syiq/Yacht/17142" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="RV11000162.0m (531'6&quot;)Vard Group AS2030">RV11000</a>, she forms part of Gabe Newell’s expanding research fleet.Read more about RV11000: <a data-gid="gid://syiq/Article/66207" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vard signs €700M contract with Gabe Newell’s Inkfish for 162m research vessel (2026-05-29 14:00:00 +0200)">Vard signs €700M contract with Gabe Newell’s Inkfish for 162m research vessel</a>Newell is the co-founder, president and majority owner of the video game company Valve Corporation. He is also the owner of Inkfish and a shareholder in Dutch yacht builder <a data-gid="gid://syiq/Company/64" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oceanco (Company)">Oceanco</a>.<img src="https://photo-assets.superyachttimes.com/photo/372661/image/large-efbaa1c91bfa6988f938d8e2732895dd.jpg" data-gid="gid://syiq/Photo/372661">Read more: <a data-gid="gid://syiq/Article/63947" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Gabe Newell buys Oceanco (2025-08-01 10:15:00 +0200)">Gabe Newell buys Oceanco</a>In September 2025, Newell revealed in an <a data-gid="gid://syiq/Article/64326" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="From gaming to yachting: Gabe Newell on life at sea and building the future with Oceanco (2025-09-25 13:30:00 +0200)">exclusive interview with SuperYacht Times</a> that he owns the 78.5-metre <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a> superyacht <a data-gid="gid://syiq/Yacht/10" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rocinante78.4m (257'3&quot;)Lürssen Yachts2008">Rocinante</a>, the 72.15-metre <a data-gid="gid://syiq/Company/1821" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Damen Yachting (Company)">Damen Yachting</a> yacht <a data-gid="gid://syiq/Yacht/5955" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Game Changer72.15m (236'9&quot;)Damen Yachting2017">Game Changer</a>, the 92.8-metre <a data-gid="gid://syiq/Company/64" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oceanco (Company)">Oceanco</a> yacht <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>, and the 111-metre <a data-gid="gid://syiq/Company/64" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oceanco (Company)">Oceanco</a> yacht <a data-gid="gid://syiq/Yacht/10354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Leviathan111.0m (364'2&quot;)Oceanco2025">Leviathan</a>.As previously noted, his research platforms include <a data-gid="gid://syiq/Yacht/10637" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Dagon68.28m (224'0&quot;)Tacoma Boat Building Co1985">Dagon</a>, operating as a full-ocean-depth surface support vessel, and <a data-gid="gid://syiq/Yacht/2832" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hydra55.75m (182'11&quot;)Auroux1974">Hydra</a>, designed for coastal research and scientific studies.

Vard research vessel RV6000 keel laid

Vard has marked a major construction milestone for Inkfish's new 100-metre research vessel, RV6000.

Construction begins on Gabe Newell's 100m Inkfish research vessel RV6000

<img src="https://photo-assets.superyachttimes.com/photo/397057/image/large-4de87309467dff8f61f6d021318d49d1.jpg" data-gid="gid://syiq/Photo/397057">The 43-metre <a data-gid="gid://syiq/Company/2405" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hike Metal Works (Company)">Hike Metal Works</a> explorer yacht <a data-gid="gid://syiq/Yacht/3859" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Friendly Confines43.0m (141'1&quot;)Hike Metal Works2006">Friendly Confines</a> was spotted docked in Dublin, Ireland, late last May. According to AIS data, she is currently in Bergen, Norway, having arrived from Belfast earlier this month.Delivered in 2006 by the Canadian shipyard, the yacht was formerly known as Marcato and Copasetic. More recently, <a data-gid="gid://syiq/Yacht/3859" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Friendly Confines43.0m (141'1&quot;)Hike Metal Works2006">Friendly Confines</a> underwent an extensive refit at <a data-gid="gid://syiq/Company/4473" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="STP Shipyard Palma (Company)">STP Shipyard Palma</a> between 2025 and 2026. Among her defining exterior features is a blue hull, which complements her rugged explorer profile.Her interiors were designed by <a data-gid="gid://syiq/Company/489" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Gold Coast Design Studio (Company)">Gold Coast Design Studio</a>, while naval architecture and exterior design were penned by <a data-gid="gid://syiq/Company/2432" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Guarino & Cox (Company)">Guarino &amp; Cox</a>. With an internal volume of 491 GT, she can accommodate up to 12 guests across five well-appointed staterooms, attended by a crew of seven.In terms of propulsion, <a data-gid="gid://syiq/Yacht/3859" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Friendly Confines43.0m (141'1&quot;)Hike Metal Works2006">Friendly Confines</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, enabling a cruising speed of 13 knots and a top speed of 14 knots.

43m explorer yacht Friendly Confines in Dublin

The 43-metre Hike Metal Works explorer yacht Friendly Confines was spotted docked in Dublin, Ireland.

The 49.8-metre <a data-gid="gid://syiq/Company/54" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Heesen Yachts (Company)">Heesen</a> superyacht <a data-gid="gid://syiq/Yacht/6105" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Daisy D49.8m (163'5&quot;)Heesen Yachts2018">Daisy D</a> sold in a deal with <a data-gid="gid://syiq/Company/1550" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Marine Marketing (Company)">Marine Marketing</a> introducing the buyer, alongside Nathan Farrelly of <a data-gid="gid://syiq/Company/124" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Edmiston (Company)">Edmiston</a> and <a data-gid="gid://syiq/Company/4795" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="One Brokerage Australia (Company)">One Brokerage Australia</a>. <img src="https://photo-assets.superyachttimes.com/photo/397051/image/large-5a5dce9decb30e6d016cb98d7fde34c4.jpg" data-gid="gid://syiq/Photo/397051">Delivered in 2018 as part of the <a data-gid="gid://syiq/Company/54" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Heesen Yachts (Company)">Heesen</a> 5000 Semi-Displacement series, <a data-gid="gid://syiq/Yacht/6105" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Daisy D49.8m (163'5&quot;)Heesen Yachts2018">Daisy D</a> features exterior design by <a data-gid="gid://syiq/Company/55" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Omega Architects (Company)">Omega Architects</a>, with interior design penned by <a data-gid="gid://syiq/Company/205" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cristiano Gatto Design (Company)">Cristiano Gatto Design</a> and naval architecture by her Dutch builder <a data-gid="gid://syiq/Company/54" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Heesen Yachts (Company)">Heesen Yachts</a>.<a data-gid="gid://syiq/Yacht/6105" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Daisy D49.8m (163'5&quot;)Heesen Yachts2018">Daisy D</a> can comfortably accommodate up to 12 guests across a six stateroom configuration, with her master suite situated on the main deck forward, while her VIP suite, two doubles and two twin staterooms can be found on the lower deck.In terms of performance, <a data-gid="gid://syiq/Yacht/6105" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Daisy D49.8m (163'5&quot;)Heesen Yachts2018">Daisy D</a> is equipped with twin <a data-gid="gid://syiq/Company/1409" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MTU (Company)">MTU</a> engines, which propel her to a top speed of 23 knots and a cruising speed of 12 knots. At the time of the sale, <a data-gid="gid://syiq/Yacht/6105" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Daisy D49.8m (163'5&quot;)Heesen Yachts2018">Daisy D</a> had a last known asking price of €28,500,000.&nbsp;

Daisy D: 50m Heesen yacht sold

The 49.8-metre Heesen superyacht Daisy D sold, with a last known asking price of €28,500,000.

50m Heesen superyacht Daisy D sold

The 30.48-metre <a data-gid="gid://syiq/Company/466" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hatteras Yachts (Company)">Hatteras</a> motor yacht <a data-gid="gid://syiq/Yacht/4478" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunday Money30.48m (100'0&quot;)Hatteras Yachts2001">Sunday Money</a> sold in a deal with Iain Lawrie of <a data-gid="gid://syiq/Company/322" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Merle Wood & Associates, Inc. (Company)">Merle Wood &amp; Associates</a> introducing the buyer and Michael Zaidan of <a data-gid="gid://syiq/Company/5149" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Borden and Associates Yacht Sales (Company)">Borden &amp; Associates Yacht Sales</a> representing the seller.<img src="https://photo-assets.superyachttimes.com/photo/397019/image/large-1adf3cf22ae9625acf3be275898f7595.jpg" data-gid="gid://syiq/Photo/397019">Delivered in 2001, <a data-gid="gid://syiq/Yacht/4478" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunday Money30.48m (100'0&quot;)Hatteras Yachts2001">Sunday Money</a> features exterior design and naval architecture by <a data-gid="gid://syiq/Company/326" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Jack Hargrave (Company)">Jack Hargrave</a>. Spanning 180 GT, <a data-gid="gid://syiq/Yacht/4478" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunday Money30.48m (100'0&quot;)Hatteras Yachts2001">Sunday Money</a> can comfortably accommodate up to 10 guests across a five stateroom configuration.&nbsp;In terms of performance, <a data-gid="gid://syiq/Yacht/4478" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunday Money30.48m (100'0&quot;)Hatteras Yachts2001">Sunday Money</a> can reach a top speed of 24 knots and a cruising speed of 18 knots, thanks to twin <a data-gid="gid://syiq/Company/1497" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Detroit Diesel (Company)">Detroit Diesel</a> engines. At the time of her sale, <a data-gid="gid://syiq/Yacht/4478" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunday Money30.48m (100'0&quot;)Hatteras Yachts2001">Sunday Money</a> had a last known asking price of $1,450,000.(Image courtesy of Merle Wood &amp; Associates.)

Sunday Money: 31m Hatteras yacht sold

The 30.48-metre Hatteras motor yacht Sunday Money sold with a last known asking price of $1,450,000.

31m Hatteras motor yacht Sunday Money sold

Travelling to Sydney, Leona Caanen speaks with Luke Geelan, family man and owner of the&nbsp;<a data-gid="gid://syiq/Yacht/3832" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Shore Thing35.05m (114'12&quot;)Lloyds Ships1986">Shore Thing</a>&nbsp;fleet.Growing up with a passion for boating, and especially fishing, is Luke Geelan, Sydney native and owner of the 35.05-metre motor yacht <a data-gid="gid://syiq/Yacht/3832" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Shore Thing35.05m (114'12&quot;)Lloyds Ships1986">Shore Thing</a>. Having spent most of his life around the water, it seems only natural for Luke to have moved into the world of boating. Overtime the yacht has come to resemble not only a connection to his past, but also to his future, getting to enjoy it with his family and friends, as well as sharing it with charter guests.<img src="https://photo-assets.superyachttimes.com/photo/388213/image/large-0b83e89d1054e69437b37ff303a35921.jpg" data-gid="gid://syiq/Photo/388213">A family passionGrowing up on a river in Sydney, Luke was introduced to the rhythms of tide and weather from an early age. “I’ve grown up with a passion for boating, my father taught me to water ski and sail as a young child” Luke shares. Over time, Luke exchanged sailing for wakeboarding and eventually game-fishing, depending his passion for being out at sea. This passion has remained a constant factor in Luke’s life, deepening even further once he could share it with his own kids.A few years ago, Luke sold his business and decided to step into boating in a more deliberate way by acquiring the 35-metre motor yacht <a data-gid="gid://syiq/Yacht/3832" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Shore Thing35.05m (114'12&quot;)Lloyds Ships1986">Shore Thing</a>, built by <a data-gid="gid://syiq/Company/554" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lloyds Ships (Company)">Lloyd Ships</a> in Australia in 1986. Purchasing her in 2024, the yacht allowed for Luke and his family to explore the Australian coast with more comfort, as well as for them to get to share their passion for the sea. “My two boys are especially big on game fishing, and my daughter is very passionate about snorkelling and marine life”, says Luke. By acquiring <a data-gid="gid://syiq/Yacht/3832" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Shore Thing35.05m (114'12&quot;)Lloyds Ships1986">Shore Thing</a>, it allows for the family to share their passions with one another.<img src="https://photo-assets.superyachttimes.com/photo/396937/image/large-131bb2f788c31defa0822382f533d318.jpg" data-gid="gid://syiq/Photo/396937">A three-part refitAs <a data-gid="gid://syiq/Yacht/3832" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Shore Thing35.05m (114'12&quot;)Lloyds Ships1986">Shore Thing</a> is from the 80s, she was in need of an upgrade when Luke purchased her. The refit has been phased and purposeful, with 2024 seeing the first of the three phases. The yacht spent September to November at the <a data-gid="gid://syiq/Company/3255" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Gold Coast City Marina & Shipyard (Company)">Gold Coast City Marina &amp; Shipyard</a> where the bridge was upgraded, soft furnishings replaced and extensive paintwork completed. <img src="https://photo-assets.superyachttimes.com/photo/388209/image/large-c74eb7958e3e321e611bea0e2d9fee9c.jpg" data-gid="gid://syiq/Photo/388209">The second phase was centred around remodelling the saloon, with new flooring, carpeting and ceilings, as well as mechanical enhancements. Other upgrades included a beach club installation, complete with an inflatable pool, protective netting and a shaded cabana, which has proved particularly popular with charter guests. Possibly the most meaningful addition during this refit have been the zero-speed stabilisers, “my wife suffers from really severe seasickness, the stabilisers are essential in making the yacht comfortable for my family,” Luke shares.<img src="https://photo-assets.superyachttimes.com/photo/388210/image/large-06ec6524534531dc1f3ac942dd743803.jpg" data-gid="gid://syiq/Photo/388210"><a data-gid="gid://syiq/Yacht/3832" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Shore Thing35.05m (114'12&quot;)Lloyds Ships1986">Shore Thing</a>’s third and final refit will take place in 2027 and will see an upgrade of the crew quarters. Originally, Luke had hoped to finalise the refit this year, but the yacht’s agenda, both in charter and personal use, is almost fully booked for the calendar year, and Luke wants to ensure there is enough time for the refit: “Our crew is so amazing, I'm super lucky to have what I believe is the best crew.<img src="https://photo-assets.superyachttimes.com/photo/388187/image/large-fde4622fb25e3e416358ace496ed0104.jpg" data-gid="gid://syiq/Photo/388187"><a data-gid="gid://syiq/Yacht/3832" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Shore Thing35.05m (114'12&quot;)Lloyds Ships1986">Shore Thing</a>&nbsp;juniorYet the 35-metre motor yacht is only half the story. Six months after acquiring the mothership, Luke secured what he describes as Australia’s leading game fishing platform: a custom-built 17.7-metre (58’0”) Assegai sportfisher. Designed specifically for marlin fishing along the country’s east coast, the yacht is equipped with a gyro stabiliser and, more recently, a Furuno Omni Sonar System capable of scanning 360 degrees around the vessel to significant depths, providing a technological edge in a pursuit that still relies on instinct and patience.<img src="https://photo-assets.superyachttimes.com/photo/396954/image/large-96857bf8151cfcd655d86dc3d061d704.png" data-gid="gid://syiq/Photo/396954">The reason for acquiring the fishing vessel to cruise alongside the mothership are his sons. Luke shares that “my sons and I have been game fishing together for the last five years or so,” and have even partaken in various competitions in- and around Sydney. “We’ve won a couple of state titles and other competitions,” a hint of pride sits in Luke’s voice. “My children in particular, have a passion for fishing, and I've just shared that passion, and supported it”, he adds.Lukes really enjoys fishing with his family and friends, on a recent trip to the Great Barrier Reef, the Shore Thing 58' landed a 1,223 pound Black Marlin. Yet Luke is quick to note that they’re conscious about the way they fish. “We only catch what we eat; everything else goes right back in the ocean. We’re not hunters, we just fish for the joy of it.”<img src="https://photo-assets.superyachttimes.com/photo/388186/image/large-a98a34adf0095495d9e5f32f36eb458e.jpg" data-gid="gid://syiq/Photo/388186">The joy of cruisingSome of Luke’s most cherished moments onboard are those with friends and family. “We hosted my 50th birthday onboard,” Luke shares, having chartered the yacht to Whitehaven Beach, located in the Whitsundays, “there were about 40 guests, all friends and family.”&nbsp;Possibly Luke’s favourite memory is the recent Christmas holiday onboard. “Spending time with our family and another family, sitting around and just having deep belly laughs over some beautifully cooked meals by our chef onboard.” Luke describes this as delightful and quite possibly one of the most memorable times onboard. “Your kids grow up so quick, getting to share such a beautiful time together and feeling like, as your kids become young adults, that you can really share laughs and stories. It was just special.”<img src="https://photo-assets.superyachttimes.com/photo/396938/image/large-04bc34860fd9bc9b421321a8d9f42e09.jpg" data-gid="gid://syiq/Photo/396938">The beauty of being on a boat is that it ties everyone together, whether that is his own family and friends, or guests who charter the yacht, for Luke, the joy of owning <a data-gid="gid://syiq/Yacht/3832" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Shore Thing35.05m (114'12&quot;)Lloyds Ships1986">Shore Thing</a> lies in “getting to share the joy with other people.”The yacht and her fishing counterpart offer not just a sense of luxury, but a space for guests to create memories and experience the beauty of the Australian coastline as they cruise <a data-gid="gid://syiq/Yacht/3832" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Shore Thing35.05m (114'12&quot;)Lloyds Ships1986">Shore Thing</a> between the Great Barrier Reef, the Whitsundays and the Sydney Harbour.<img src="https://photo-assets.superyachttimes.com/photo/388177/image/large-2991a957e2fdb4ef0038789921600aa2.jpg" data-gid="gid://syiq/Photo/388177">

Owning the shore thing fleet 

A look inside Luke Geelan's charter fleet: his 35m Shore Thing and the 58' sport fisher chartering around Sydney.

"The joy of owning Shore Thing is getting to share it with others"

<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.

The fourth 53.25-metre <a data-gid="gid://syiq/Company/1821" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Damen Yachting (Company)">Damen Yachting</a> YS53 yacht support <a data-gid="gid://syiq/Yacht/13202" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rafter53.25m (174'8&quot;)Damen Yachting2026">Rafter</a> has been delivered to her owner, following her launch in March 2026 from the <a data-gid="gid://syiq/Company/1821" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Damen Yachting (Company)">Damen Yachting</a> facility in Antalya, Turkey. <img src="https://photo-assets.superyachttimes.com/photo/397013/image/large-c33b6dbec1e5da99757b484375d47d5b.jpg" data-gid="gid://syiq/Photo/397013">Designed to operate either alongside a mothership or independently, <a data-gid="gid://syiq/Yacht/13202" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rafter53.25m (174'8&quot;)Damen Yachting2026">Rafter</a> has been crafted in-house by her builder <a data-gid="gid://syiq/Company/1821" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Damen Yachting (Company)">Damen Yachting</a>, which were responsible for her interior, exterior and naval architecture.&nbsp;Created around family experiences, shared moments on the water and operational purpose <a data-gid="gid://syiq/Yacht/13202" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rafter53.25m (174'8&quot;)Damen Yachting2026">Rafter</a> will now serve as a purposeful extension of her owner's fleet, where she has been developed to provide additional space, support and flexibility.<img src="https://photo-assets.superyachttimes.com/photo/397012/image/large-e7a8adfa9276e3affbe8d0454cf3c3d4.jpg" data-gid="gid://syiq/Photo/397012">"From the outset, &nbsp;there was a clear vision for how the owner wanted to use YS53 <a data-gid="gid://syiq/Yacht/13202" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rafter53.25m (174'8&quot;)Damen Yachting2026">Rafter</a> and the role she would play within the fleet," explained Rob Dolling, Owner’s Representative. "Together with Damen Yachting, we were able to translate those wishes into a vessel that is highly functional, personal and closely aligned with the owner’s programme."<a data-gid="gid://syiq/Yacht/13202" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rafter53.25m (174'8&quot;)Damen Yachting2026">Rafter</a> can comfortably accommodate up to eight guests, as well as 10 crew plus her captain. Her interior reflects the owner’s personal style, combining timeless elegance with Old English influences throughout. <img src="https://photo-assets.superyachttimes.com/photo/397011/image/large-c5c4c4fd9fd1617d2fa194c1f00b061d.jpg" data-gid="gid://syiq/Photo/397011"><a data-gid="gid://syiq/Yacht/13202" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rafter53.25m (174'8&quot;)Damen Yachting2026">Rafter</a> boasts the brand’s signature axe bow, while her reinforced deck supports touch-and-go helicopter operations. With a generous open main deck of more than 200 square-metres, this versatile space can be used for large tenders, toys and specialised equipment.This is complemented by a 15-tonne crane, enabling the handling of substantial tenders and heavy loads. With a volume just shy of 500 GT, she can accommodate up to eight guests, along with a crew of eight.<img src="https://photo-assets.superyachttimes.com/photo/397010/image/large-d904abeb9d80368dab56f223768c6958.jpg" data-gid="gid://syiq/Photo/397010">"As the fourth Yacht Support 53 delivered by <a data-gid="gid://syiq/Company/1821" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Damen Yachting (Company)">Damen Yachting</a>, she reflects the versatility of the Yacht Support range within modern superyacht ownership and has been created with a very clear purpose," concluded Jan van Hogerwou, Commercial Executive USA.Crafted with a steel hull and aluminium superstructure, <a data-gid="gid://syiq/Yacht/13202" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rafter53.25m (174'8&quot;)Damen Yachting2026">Rafter</a> is powered by twin <a data-gid="gid://syiq/Company/1409" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="MTU (Company)">MTU</a> engines, which provide her with a cruising speed of 12 knots and a top speed of 19 knots. Once her sea trials are complete, <a data-gid="gid://syiq/Yacht/13202" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rafter53.25m (174'8&quot;)Damen Yachting2026">Rafter</a> will prepare for delivery to her owner. &nbsp;

Rafter: Fourth Damen Yachting YS53 yacht on sea trials

The fourth 53.25-metre Damen Yachting YS53 yacht support Rafter has been delivered following her launch in Antalya, Turkey in March 2026.

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