When <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> in Kinsale, Ireland, received a call from the largest sloop in the world saying the yacht had lost the tip of its keel off the coast of Peru, the team had to set in motion a repair job from the other side of the world. Mark Small, Technical Director at <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>, recounts how it was done.<img src="https://photo-assets.superyachttimes.com/photo/307048/image/large-47eadedaf4730f915d8c4533e7f5f68b.jpg" data-gid="gid://syiq/Photo/307048">On 12 May 2022, we received a call from the captain of 77.6-metre <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> saying they had collided with a submerged object while sailing off the coast of Peru. The yacht had slowed significantly, but the impact was nothing like hitting a container. The crew concluded it was probably a freak encounter with a whale.&nbsp;They undertook a full internal inspection around the keel box, hydraulic locking rams and locking shims. There was no apparent damage to any part of the structure or fittings, so <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> continued sailing into Lima and arrived the following day. On arrival the captain decided to inspect the outside of the hull with a diver to make sure they hadn’t lost any anodes in the collision. It was only at this stage that it became apparent that the lower third of the keel was missing. No other damage was visible.<img src="https://photo-assets.superyachttimes.com/photo/307050/image/large-03f99018ea483b7e8c4ebeac0f5232cc.jpg" data-gid="gid://syiq/Photo/307050">The keel of <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> was originally designed at 150 tonnes with a vertical lifting fin and large bulb. During a later refit it was decided to install carbon rigging and change the keel configuration from a fin and bulb to a straight fin, removing 50 tonnes of ballast in the process. To comply with grounding loads the sacrificial lower third of the fin, which weighs 33 tonnes, is connected to the main fin with a series of bolts that shear off if the designed grounding load is exceeded. In the collision <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a>’s keel performed as designed with the sacrificial tip parting from the keel, which is why the yacht had no structural damage. Interestingly, she continued to sail after the accident with no perceptible change in her sailing characteristics. We will return to this later. <img src="https://photo-assets.superyachttimes.com/photo/183202/image/large-0d3bf142bf8897795d3e4bf4da6e4b0f.jpg" data-gid="gid://syiq/Photo/183202">Now what?When the full extent of the damage became clear the first priority was to move the vessel to a place where the repairs could be carried out. At <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> we undertook an extensive review of the damage and produced a stability assessment with the keel tip missing. The vessel is DNV/Red Ensign classed and following the assessment we found that she still fully complied with the Motor Yacht Stability requirements. Unsurprisingly, however, the yacht failed the Sailing Yacht requirements. Specifically, the Range of Positive Stability was now 73 degrees (90 degrees required) and the Angle of Equilibrium was 8 degrees &nbsp;(15 degrees required). On submission of our stability assessment, it was agreed with Class that the vessel could be moved, but could not set sail.<img src="https://photo-assets.superyachttimes.com/photo/307047/image/large-1df393a4c0a1129e3e28ca46c77f5430.jpg" data-gid="gid://syiq/Photo/307047">The next items on the list were to find someone to build a replacement 33-tonne keel tip, and a yard where the repair work could be carried out. Initially, we didn’t think this would be too much of an issue as we had the whole west coast of the USA to work with. We were wrong.We scoured the entire USA and Canada and contacted multiple manufactures but failed to find a single company that could supply a new keel tip to the specifications required. In the end, we had to return to Irons Brothers, the original manufacturers in the UK. Now all we had to do was transport 35 tonnes of keel and cradle across the Atlantic and the USA – in itself not a straightforward task as it was an off-gauge load.<img src="https://photo-assets.superyachttimes.com/photo/307046/image/large-f13afcf6c30dfa6f33a67d51d50edfa9.png" data-gid="gid://syiq/Photo/307046">While looking for a keel manufacturer, we were also searching for a shipyard capable of taking in <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> and removing the keel so the new tip could be attached. This process had been done twice before in 2016 and 2018 and we have a precise and approved process to safely undertake the task in a dry dock, on the hard, or in an enclosed basin. To cut a long story short, after months of work we resigned ourselves to the fact that the work to replace the keel couldn’t be done in the USA. Now what?Saving the seasonIt quickly transpired that replacing the keel was going to take a long time. The keel tip would not be ready until September or October, we were struggling to find a shipyard, and now the owner’s summer cruising season was in jeopardy. The owner rightly pointed out that when they lost the keel nobody really noticed any difference in the sailing characteristics, so could we not ask Class to allow the yacht to sail for the summer with some restrictions? As Technical Director for <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design</a> and knowing we were dealing with the biggest sloop in the world that had lost a portion of its keel and ballast, I was very sceptical that this would be allowed. However, the owner requested that we explore all options with Class so he could rescue the cruising season.&nbsp;<img src="https://photo-assets.superyachttimes.com/photo/307045/image/large-f020bc101fd64addc998c98a73c66437.jpg" data-gid="gid://syiq/Photo/307045"> Following a detailed conversation with Class and the captain of <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a>, we agreed that we would undertake a VPP analysis of the yacht both with and without the keel. Comparing this to the known data already on file, we were able to establish the real-world effect of different sailing scenarios and how the missing keel tip affected the stability of the vessel. We decided to limit the assessment to sailing with a maximum sail area of one reef in the mainsail and the J2 set with maximum heel angle of 15 degrees.<img src="https://photo-assets.superyachttimes.com/photo/307052/image/large-c60c860df383b0eec5fb95b951f8d687.jpg" data-gid="gid://syiq/Photo/307052">What really surprised us all was that losing the keel tip really made only about a 1.2-degree difference in sailing heel angle with the reefed main and J2, which correlates with the yacht’s behaviour under sail after the collision. We submitted a 150-page Sailing Stability Report to Class and it was approved very quickly and in time to rescue the sailing season.Do it with diversFast forward to March 2023. Still unable to find a suitable yard to undertake the repair work in the USA, by now we were looking to return to Europe as the only option. Then we got a call from co-captain Ryan Bergman: “How about putting the keel tip back on using divers?”, he asked.The idea had come from Roger Woolsley, a good friend of the owner’s who works in the aviation business. They were on <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> together but couldn’t sail without the keel tip, so Roger discussed the problem with his military contacts and other knowledgeable friends. They suggested using divers to replace the keel tip. <img src="https://photo-assets.superyachttimes.com/photo/307051/image/large-e171e2511fb9bc4d4bfe342aecb8b59a.jpg" data-gid="gid://syiq/Photo/307051">My first reaction was: “Nothing like that has ever been done on a superyacht of this size, let alone the biggest sloop in the world!” However, we agreed to have a video meeting with the proposed dive team. It is very rare that you meet with a group of people with limited experience of superyachts that immediately inspire trust, but that is was what happened in our first meeting with Subsea Global. We spent a few hours talking through potential snags and solutions and by the end of the meeting we were all convinced that the operation was feasible, and why hadn’t we thought of it earlier?The plan of action was as follows. The keel tip and cradle, now fitted with a base plate to stop it sinking into the mud, would be craned onto the sea bed; <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> would be positioned immediately above and the keel and cradle lifted into position using air hoists; the slots and bolt galleries would then be aligned, the plates adjusted where needed, and the bolts fitted at the correct torque; finally, the cradle would be dropped back onto the seabed and <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> could sail away. Every stage of the process would be carried out underwater with a Class surveyor on board the yacht to oversee the operation from start to finish. What could possibly go wrong?<img src="https://photo-assets.superyachttimes.com/photo/307053/image/large-ebbd859ea382f715b5e2699073f9193d.jpg" data-gid="gid://syiq/Photo/307053">As it turned out and bar the usual hiccups, nothing of any major significance went awry. In close cooperation with Class, the dive team and SD De Kock, the other co-captain of <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a>, we developed a procedural document for the works, which were carried out at a commercial dock in San Diego. The keel arrived at the dock early on Tuesday 9 May 2023, almost a year after the initial collision. The divers entered the water the same afternoon, working largely by touch in conditions of very poor visibility. After 48 hours of working continuously with three dive teams in eight-hour shifts, they exited the water in the afternoon on the Thursday with the job completed. <img src="https://photo-assets.superyachttimes.com/photo/307049/image/large-0eeb0f3d103d0ea1971b18544633ffe1.jpg" data-gid="gid://syiq/Photo/307049">Fitting the bolts to the correct torque had been complicated by the presence of the cradle, but with the agreement of the Class surveyor this was completed a week later in Seattle. The whole project was a master class in what is possible when you have a good team working together for a common cause.This article is featured in&nbsp;<a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-4" rel="noopener noreferrer" target="_blank" title="">Issue 4</a>&nbsp;of the new SuperYacht Times&nbsp;technical magazine How to Build It.&nbsp;Subscribe now&nbsp;to receive your copy straight to your door and never miss another issue.&nbsp;

Refitting the 78m superyacht M5

M5 yacht sailing

original

small

medium

large

extra_large

M5 yacht refit at Rob Doyle Design

Rob Doyle Design talks us through the refit and repair process of the 77.6-metre superyacht M5, following damage to her keel in 2022.

htbi-features-large-articles#1

Repairing the world's largest sloop M5 with Rob Doyle Design

<a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom Yacht Equipment</a>&nbsp;has earned a prominent position in the superyacht supply chain for its bespoke boarding equipment, platforms, cranes, watertight doors and integrated control systems. Yet the engineering philosophy behind its custom-designed solutions is based on a resolutely modular approach.When Mervyn van der Ploeg was appointed managing director of <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom Yacht Equipment</a> in 2015, the company was going through a bad patch. It routinely redesigned everything from scratch for each new yacht project, leading to prototype-level inefficiencies and financial strain. A small but telling example is that it used to produce 32 different types of locking pins. Today, through a process of standardisation and modularisation, that number has been reduced to just two sizes.<img src="https://photo-assets.superyachttimes.com/photo/396743/image/large-c20dda6c39f046eea94eaa71057b9e2c.jpg" data-gid="gid://syiq/Photo/396743">“Previously, when designing a platform for a yacht, four different locking pins might have been specified, requiring multiple suppliers,” explains van der Ploeg. “Now, we buy 200 locking pins per year in two sizes from a single supplier at half the cost.”The process began by redesigning a prototype passerelle from scratch using a fully modular approach, which then became a template for other equipment. While remaining a supplier of custom equipment, modular components are now reused across <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a>’s product range, reducing design complexity and streamlining production.“A key technical insight came from looking outside the yachting industry,” continues van der Ploeg. “For example, swivel joints originally designed for excavators have been incorporated into our gangways. These components are proven, industrial-grade and standardised, which means we can build highly reliable systems without reinventing core mechanisms.”In the ten years since van der Ploeg joined the company, turnover has more than doubled from €12 million to €25 million, driven by increased efficiency along with larger yachts and a rising demand for integrated equipment.<img src="https://photo-assets.superyachttimes.com/photo/396739/image/large-d48d0f06ceeb5a00cfda9bafe1c96878.jpg" data-gid="gid://syiq/Photo/396739">Make it modularThe spin-off from <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a>’s modular way of thinking are innovations designed to maximise open space while eliminating visual clutter. Many of these solutions revolve around relocating drive systems into hinge lines and the platform structures themselves. In one recent project, a large side platform was initially conceived as two separate elements with a manually installed infill piece. While technically feasible, it was operationally awkward. Instead, by introducing an internal hinge drive already proven elsewhere, the entire system was re-engineered as a single monolithic platform. The infill was eliminated, deployment became faster, crew workload was reduced, and the geometry became cleaner.<img src="https://photo-assets.superyachttimes.com/photo/396744/image/large-4feaec6057dc57f70fe27a2f2a88296b.jpg" data-gid="gid://syiq/Photo/396744">The Sliding Stairs Access Hatch is another example. Developed in response to a request to optimise the passage from the main deck to the beach platform on <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship’s</a> 79.5-metre <a data-gid="gid://syiq/Yacht/11677" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Valor79.5m (260'10&quot;)Feadship2025">Valor</a>, <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a>’s engineers merged door, hatch and boarding equipment components to create a completely new solution. Essentially, the staircases on each side of the pool form the hatch itself, with half of each staircase retracting into the deckhead like a gangway to provide access to the beach club.<img src="https://photo-assets.superyachttimes.com/photo/396742/image/large-bd76338bca2c0e5436acede35e416f93.jpg" data-gid="gid://syiq/Photo/396742">“This marked a next step in modular engineering for <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a>,” says van der Ploeg. “Our approach not only accelerated the development process, but also showed how modularity enables flexible, cross-disciplinary solutions without compromising quality.”As both staircases form part of the watertight boundary of the vessel certified by Class, one of the main challenges was ensuring watertight integrity, given the angle at which the stair hatches are installed, as well as aligning the treads between the hatches and the fixed structures. In fact, sealing has become a central issue as stern structures grow more complex – folding, rotating and closing at compound angles. While inflatable seals are often the go-to solution and offer excellent theoretical performance, they also represent a single point of failure. <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> typically prefers D-profile rubber seals, which wear gradually, remain locally manageable, and allow temporary mitigation.<img src="https://photo-assets.superyachttimes.com/photo/396741/image/large-cf52ffb86158af5f4ac7a5922058d9b5.jpg" data-gid="gid://syiq/Photo/396741">“This approach is especially critical for Lloyd’s-certified watertight items such as split transom doors closing at different angles, where corners and junctions between curved surfaces become critical failure points,” van der Ploeg points out.Such solutions highlight how <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> has evolved beyond developing hardware to innovating the onboard experience, a strategy that has resulted in multiple patented solutions, from pop-up gangways embedded in the stern platform to protective cabrio covers engineered to fold, stack or nest completely out of sight when not in use. At the last edition of <a data-gid="gid://syiq/Company/4374" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Metstrade (Company)">Metstrade</a>, the company presented five interactive aft deck models through immersive 3D visualisations showcasing how engineering, design and user experience increasingly converge in the early phases of yacht development.<img src="https://photo-assets.superyachttimes.com/photo/396745/image/large-b406b1bef2a73b0811b05344a273be7e.jpg" data-gid="gid://syiq/Photo/396745">Under controlAnother defining feature of <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a>’s approach is that its control systems and programming are all developed in-house. Precise timing between electronic commands, hydraulic oil flow and mechanical motion is critical, as are programmed delays that account for inertia and mass. Most systems employ frequency-driven power packs rather than simple on/off hydraulics, resulting in smoother movement, lower noise levels and the elimination of hydraulic ‘hammer’ effects. Automated operating cycles manage sequencing, speed and end-of-stroke deceleration automatically, reducing the risk of impact damage and operator error. Before delivery, full functional testing is carried out in-house, often with owner representatives present.Enclosed helicopter lifts represent some of the most complex control systems <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> has delivered. On yachts such as the 85.95-metre <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a> superyacht <a data-gid="gid://syiq/Yacht/234" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ecstasea85.95m (281'12&quot;)Feadship2004">Ecstasea</a>, the 96.6-metre <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a> superyacht <a data-gid="gid://syiq/Yacht/5936" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sophia96.6m (316'11&quot;)Feadship2017">Sophia</a> (ex-Faith), 99-metre <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a> superyacht <a data-gid="gid://syiq/Yacht/2074" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Madame Gu99.0m (324'10&quot;)Feadship2013">Madame Gu</a> and the 102.6-metre <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a> superyacht <a data-gid="gid://syiq/Yacht/10678" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ulysses102.6m (336'7&quot;)Feadship2024">Ulysses</a>, these lift assemblies rely on synchronised spindles and highly precise control algorithms to ensure uniform vertical motion. Ironically, real-world usage of helicopter lifts has revealed an interesting pattern:&nbsp;<img src="https://photo-assets.superyachttimes.com/photo/396746/image/large-793a08021cda2fc7bab19c3cd8f1a821.jpeg" data-gid="gid://syiq/Photo/396746">“On some yachts, the heli hangars are no longer actively used and instead function as static storage platforms,” reveals van der Ploeg. “In such cases, owners may even suspend servicing altogether – an illustration of how operational reality can diverge from original design intent.”Developments in control systems are being matched by advances in data intelligence. During the COVID period, <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> expanded its remote-support capabilities and identified a recurring issue: when faults occur, crews often cannot describe what happened beyond “pressing the button”. To address this, its latest systems incorporate data logging that records each operating cycle, sequence order, timing, load condition and fault event with precise timestamps.“When an issue arises, engineers can trace it back to the exact operating condition that caused it,” explains van der Ploeg. “While still being rolled out primarily on new-build projects, data logging represents a shift towards evidence-based rather than purely scheduled maintenance.”Across <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a>’s predominantly hydraulic product range, failures rarely originate in the actuators themselves. Instead, the most vulnerable areas are where forces converge – locations where multiple loads are transferred into a single structural interface. Passerelles are a prime example:“Forces are transmitted through long, slender structures back to a limited number of mounting points,” explains van der Ploeg. “When additional functionality is introduced, such as lateral slewing rather than straight-line deployment, those forces increase substantially.”<img src="https://photo-assets.superyachttimes.com/photo/396750/image/large-74a75f9786460908e4bf98d749448420.png" data-gid="gid://syiq/Photo/396750">Bonding and bolt-inSome <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> passerelles now extend up to 16-metres in length, pushing the limits of lightweight structural engineering while maintaining stiffness, safety margins and regulatory compliance. Designing these interfaces requires careful attention to geometry, material thickness and fatigue behaviour.Marine-grade aluminium remains the primary structural material, selected for its high strength-to-weight ratio and corrosion resistance. Steel is used selectively in high-load interfaces where stiffness and wear resistance are critical. Carbon fibre has also been deployed strategically, particularly in the outermost sections of passerelles. Reducing mass at the extremity lowers bending moments throughout the structure, enabling greater reach without adding reinforcements.&nbsp;A more recent addition to <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a>’s fabrication methodology is the introduction of structural adhesive bonding. In lightweight aluminium constructions, particularly passerelles, welding thin sections sometimes caused unacceptable deformation due to heat input. To address this, <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> now uses a hybrid method: components are positioned with bolts to prevent movement, while the structural adhesive provides the primary load-bearing bond. In this configuration, the bolts act purely as locators and the adhesive carries the load.Another key evolution is the move towards bolt-in housings for boarding equipment such as passerelles and swim ladders. Historically, these housings were built directly into the hull, placing installation and testing squarely on the shipyard’s critical path. This new approach uses self-contained housings that are assembled and factory-tested in-house, accepted by owners or representatives, and installed later as plug-and-play units.“Once delivered, the housing is bolted into place, hydraulics and electrics are connected, and functionality is assured – eliminating the risk of delays, rework and repainting,” says van der Ploeg.<img src="https://photo-assets.superyachttimes.com/photo/396752/image/large-1ea3884318d73cd6441f8d9cf8801f9c.jpg" data-gid="gid://syiq/Photo/396752">Breaking outSolely owned by <a data-gid="gid://syiq/Company/4951" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Koninklijke De Vries Scheepsbouw (Company)">Koninklijke De Vries,</a> until recently <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> worked exclusively within <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a>. It is now pursuing a more open strategy, with roughly 60% of turnover derived from <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a> new-build projects, 25% from service and refit work on existing <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadships</a>, and the rest from other shipyards – a share that continues to grow as the company expands its marketing network.An early major non-<a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a> contract was with <a data-gid="gid://syiq/Company/4644" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="AKYACHT (Company)">AKYACHT</a> in Turkey for its 120-metre-plus project (NB012) due for delivery in 2030. Another is the new <a data-gid="gid://syiq/Company/201" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="ISA Yachts (Company)">ISA</a> Custom 80 currently under construction at <a data-gid="gid://syiq/Company/201" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="ISA Yachts (Company)">ISA Yachts</a> in Ancona. The <a data-gid="gid://syiq/Company/201" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="ISA Yachts (Company)">ISA</a> client, an experienced <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a> charterer, specified <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> to supply the boarding systems with which he directly interacts – in total, five independent mechanical systems with fully integrated control logic.<img src="https://photo-assets.superyachttimes.com/photo/396754/image/large-0eae94a6e941a08764d18f82632bee1f.jpg" data-gid="gid://syiq/Photo/396754">Across all these developments, a clear evolution emerges. <a data-gid="gid://syiq/Company/5438" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Akerboom Yacht Equipment (Company)">Akerboom</a> has progressed from boatbuilder to specialist supplier, system integrator and, ultimately, lifestyle collaborator. Each project begins by asking what experience the owner, designer or shipyard wants to achieve. From there, complexity is carefully analysed and engineered so that systems are notable precisely for their absence – seeming to disappear once installed, leaving spaces that feel more open, intuitive and fully resolved.<img src="https://photo-assets.superyachttimes.com/photo/396753/image/large-24074ca4b4f597fe6f6d7ba61d16b96a.jpg" data-gid="gid://syiq/Photo/396753">

Standardising the bespoke: The engineering behind custom superyacht equipment

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

Project YB256 is a 45-metre steel and aluminium motor yacht under construction at <a data-gid="gid://syiq/Company/40" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Hakvoort Shipyard (Company)">Royal Hakvoort Shipyard</a> in the Netherlands. The first collaboration between the family-run yard and <a data-gid="gid://syiq/Company/33" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hoek Design Naval Architects B.V. (Company)">Hoek Design Naval Architects</a>, the yacht’s retro styling masks a modern and highly capable cruiser engineered for long-distance voyaging.<img src="https://photo-assets.superyachttimes.com/photo/396216/image/large-6096248c4df8137326bee068ed36838f.jpg" data-gid="gid://syiq/Photo/396216">The impossibly picturesque village of Monnickendam on the western shore of the Markermeer, a vast freshwater reservoir not far from Amsterdam, has been home to the <a data-gid="gid://syiq/Company/40" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Hakvoort Shipyard (Company)">Royal Hakvoort Shipyard</a> for more than a century. Wedged into a narrow strip of dockland between the old town centre and the water’s edge, space is as precious as the custom yachts it builds, but over the years the management has perfected a choreography of space and timing to ensure multiple projects can progress without tripping over one another.“<a data-gid="gid://syiq/Company/33" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hoek Design Naval Architects B.V. (Company)">Hoek Design</a> is just a few kilometres down the road and we’ve often wanted to work with them, but the stars never aligned,” affirms Klaas Hakvoort, fourth generation director of the shipyard with his brother Albert Jr. “In this case, the client wanted Dutch pedigree, was happy with our pricing, and the complexity of the project was a perfect match for a custom builder like us.”<img src="https://photo-assets.superyachttimes.com/photo/396206/image/large-71da8891dd01ddb5eed6ecc0455c82e1.jpg" data-gid="gid://syiq/Photo/396206">Project YB256 was inspired by <a data-gid="gid://syiq/Yacht/6037" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Blue II55.99m (183'8&quot;)Turquoise Yachts2020">Blue II</a>, the 56-metre expedition vessel with classic lines by <a data-gid="gid://syiq/Company/33" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hoek Design Naval Architects B.V. (Company)">Hoek Design</a> launched by <a data-gid="gid://syiq/Company/224" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Turquoise Yachts (Company)">Turquoise Yachts</a> in 2020. <a data-gid="gid://syiq/Company/33" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hoek Design Naval Architects B.V. (Company)">Hoek Design</a> partners Andre Hoek and Ruurt Meulemans translated the client’s admiration for the retro-influenced yacht into a more compact platform that would echo the same timeless elegance free of nostalgic mimicry, while embracing modern technology and efficiency. The owner’s exacting brief included full wheelchair accessibility, an elevator connecting all deck levels, and transatlantic capability.“The hull and superstructure were conceived to balance classic proportions with today’s efficient hydrodynamics,” says Ruurt Meulemans. “Computational fluid dynamics [CFD] analysis informed every curve, refining the bow shape and optimising volume distribution to reduce resistance as much as possible and improve wake flow to the twin propellers. The objective was a smooth, efficient ride across a transatlantic cruising envelope of close to 4,000 nautical miles – no small achievement for a vessel under 400 gross tons.“<img src="https://photo-assets.superyachttimes.com/photo/396218/image/large-f219694742e3fedf1f00ff2c0b5c4003.jpg" data-gid="gid://syiq/Photo/396218">Meeting these requirements called for some clever engineering based on robust, proven solutions. Finite element analysis (FEA) guided the placement of bulkheads, stringers, and the keel to ensure structural integrity under long passages without compromising interior volume. The challenge was compounded by hybrid-assisted propulsion comprising twin 1,000-hp MAN diesel engines paired with electric motors and supported by a lithium-ion battery bank.The system integrated by <a data-gid="gid://syiq/Company/3869" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Eekels Technology BV (Company)">Eekels Technology</a> allows for flexible operational modes. Electric mode provides a few hours of silent propulsion at low speed, ideal for manoeuvring in harbours or environmentally sensitive zones. In diesel mode the electric motors can function as shaft generators to reduce fuel burn on extended passages. The electric motors also add redundancy for additional peace of mind far from home. <a data-gid="gid://syiq/Company/40" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Hakvoort Shipyard (Company)">Royal Hakvoort</a> had direct experience of the latter: during sea trials of 61-metre <a data-gid="gid://syiq/Yacht/8621" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Asia61.0m (200'2&quot;)Royal Hakvoort Shipyard2024">Asia</a>, an electrical fault caused an engine shutdown, but the gearbox-mounted e-motors allowed the crew to manoeuvre safely away from an offshore wind farm.<img src="https://photo-assets.superyachttimes.com/photo/396210/image/large-bfbd4613c1cb6d84c9fb37fa9b5d37a0.jpg" data-gid="gid://syiq/Photo/396210">The battle for spaceA signature feature of the yacht is the continuous ribbon of wraparound glazing on the main and bridge decks – 17 tonnes of it. The bulwarks are also glass and the hull windows incorporate a dot-fade pattern that blends with the white hull from a distance. Combined with the classic sheer line and bronze-metallic funnel, the green-tinted glass adds a touch of understated elegance that hints at an era that never quite existed – but should have. The wheelhouse windows are not full-height, but the aluminium surfaces beneath will be clad with glass and the same green reflective finish to create the visual effect of uninterrupted glass.&nbsp;Extensive glazing has a downside, however: heat. Solar load becomes a critical issue, especially for a yacht destined for hot climates. One option is to increase HVAC capacity, but a smarter one is to engineer better insulation. <a data-gid="gid://syiq/Company/40" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Hakvoort Shipyard (Company)">Hakvoort</a> chose the latter. A two-year development programme with glass specialist Royal-Maritiem sought the ideal balance of solar control, privacy, clarity, structural strength, and colour uniformity. Each double-glazed laminated pane is filled with argon gas and coated with a low-emissivity metal film tuned to deliver the desired green tint. The result is a 50 precent reduction in heat transfer compared to conventional marine glass.<img src="https://photo-assets.superyachttimes.com/photo/396219/image/large-043a6cfbb4c2ee18f77e9eca62c4d295.jpg" data-gid="gid://syiq/Photo/396219">But heat is not the only issue. Full-height windows also eliminate the storage units and hidden cavities normally used to route ducting, wiring, and AC trunking, pushing the technical infrastructure inward. As a result, space became the defining constraint and the build team had to fight for every cubic centimetre. <a data-gid="gid://syiq/Company/33" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hoek Design Naval Architects B.V. (Company)">Hoek Design</a> has deep experience of designing sailboats where space is always at a premium, but it was up to the shipyard to find ways to integrate complex systems into tight envelopes.“Nothing fitted, so we had to make it fit,” says Klaas, which could be the unofficial motto of the project. “By the time everything is installed, the engine room will be very full, but accessible and maintainable. Not cluttered – engineered.”The electrical switchboards span the full height of the engine from port to starboard across, an unavoidable result of the hybrid system. The engine room itself relies on seawater-fed heat exchangers because there wasn’t room for conventional air-cooling systems. The pool doubles as a tender bay with a dump tank and its own dedicated crane compartment that closes flush with the teak deck. Under the sunbed on the foredeck is a two-storey garage for the crew tender and a pair of PWCs. Add the elevator, wider side decks and interior passages sized for wheelchair access, and every available every void had to serve a purpose.<img src="https://photo-assets.superyachttimes.com/photo/396209/image/large-486995c89e482f3860ee5f1204771fb6.jpg" data-gid="gid://syiq/Photo/396209">Hidden in plain sightThe metallic bronze faux funnel is more than a charming styling cue; it also highlights the kind of engineering concealment that defines the whole project. Since the yacht has underwater exhausts, there was no need for a traditional dry stack – nor was there space to route ducting up to one. Instead, the funnel became the home of the fresh-air unit that draws in and purifies outside air for the HVAC system. Fitting it inside that tight volume meant some early design assumptions had to be reworked.&nbsp;Routing the air quietly around the yacht from high up in the vessel posed further challenges. The onboard noise targets are uncompromising and the owner’s suite is engineered for a harbour maximum of 44 decibels, although <a data-gid="gid://syiq/Company/40" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Hakvoort Shipyard (Company)">Hakvoort</a> typically achieves lower. Underway, the expected levels sit in the low 50s – quiet enough that the only audible sound should be the soft splash of water along the hull. Modern superyachts achieve such low mechanical noise levels that airflow has become the primary acoustic concern, not the engines or generators.<img src="https://photo-assets.superyachttimes.com/photo/396212/image/large-a2aeb88e2ca030f7dc36a4bed74abb21.jpg" data-gid="gid://syiq/Photo/396212">“You won’t hear machinery these days – you’ll hear air moving through the ducting,” confirms Klaas. “That’s why we focus obsessively on silencing ducts, bends and terminations.”Consider the HVAC ducting for the crew quarters. To reach the lower deck forward, it has to pass under the bed in the owner’s stateroom, negotiating several dog-leg bends in the process. Air accelerates noisily through tight turns due to mass conservation and pressure shifts, so the yard routinely uses flexible elbow sections with larger diameters and internal damping to reduce turbulence and suppress sound. <img src="https://photo-assets.superyachttimes.com/photo/396214/image/large-892daf254a9606fb0d0d5fed5e58dda4.jpg" data-gid="gid://syiq/Photo/396214">Elegance with an edgeThe aluminium superstructure was built at <a data-gid="gid://syiq/Company/5231" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alu-bouw Fryslân BV (Company)">Alubouw Fryslan</a> in Franeker and joined to the steel hull at Buijs Shipyard – the hull builder – before being towed to Monnickendam, but <a data-gid="gid://syiq/Company/40" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Hakvoort Shipyard (Company)">Royal Hakvoort</a> has its own joinery division and stainless-steel department that produce most of the fixed furniture and deck hardware in-house. Klaas points out the custom-engineered hinges used for the exterior doors as an example of the shipyard’s hands-on approach. During development, these hinges were tested in the most practical way imaginable: by suspending 40 kg weights to a toilet door heavily used by shop-floor workers. Any weaknesses that surfaced were corrected before installation.&nbsp;Another example is the aluminium hull platform that folds out from the topsides amidships and connects to the main deck by way of a boarding ladder for tender access. The platform being assembled in the metalworking department uses a hydraulic rotary or slew drive – more compact than conventional rams and able to generate high torque in tight spaces, it is a solution that has been refined by <a data-gid="gid://syiq/Company/40" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Hakvoort Shipyard (Company)">Royal Hakvoort</a> over years of building canoe-stern vessels.<img src="https://photo-assets.superyachttimes.com/photo/396211/image/large-9d9af2d4a7ba3a495473f7ac81ad923c.jpg" data-gid="gid://syiq/Photo/396211">Although capable of crossing the Atlantic, YB256 will primarily be used for short, comfortable runs with the frequent returns to port and high hospitality demands typical of most operational profiles. Every aspect of the interior has been conceived with wheelchair accessibility in mind, including a transformer-style platform in the stern. Guest and crew flows remain fully separated, which is not always the case on yachts of this size. The lower deck houses two full-beam VIP suites arranged around the main lobby and elevator; a third space will be used as an office/gym with a built-in recess for a running machine. The bridge deck is reserved for the owner’s sky lounge, while the captain’s cabin has been relocated to the lower deck. Crew areas have been configured to maximise discretion and operational efficiency with service and storage areas scaled to support day-use cruising.After touring the shipyard and the yacht, the lasting impression is that YB256 is not just a modern yacht in retro clothing. It is a study in constraint-driven design and smart engineering by a shipyard for whom “custom” is a vocation, not a marketing term. Its timeless elegance is more than skin deep, the result of many difficult decisions made in the belief that contemporary and classic can comfortably coexist – both in appearance and in engineering.<img src="https://photo-assets.superyachttimes.com/photo/396220/image/large-95656d748cc09cc4e461acdaecb835d0.jpg" data-gid="gid://syiq/Photo/396220">

Inside the build of a 45m Royal Hakvoort superyacht

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

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

The landlocked yard building limousine tenders

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

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

Heikki Bergman Propulsion House CEO Interview

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

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

If home is where the hearth is, then the galley is certainly a fundamental element of any superyacht. Whether enjoying a 10-course taster menu or a teppanyaki treat on deck, food is central to the onboard experience. We take a look at how to avoid second-rate cooking spaces and equipment.When people talk about superyachts, the highlights always seem to revolve around the same things: the beach club, the sundeck, the pool, the master stateroom. The galley barely gets a second thought, until you spend time on board –&nbsp;then the food and its service take centre stage and any issues to do with layout, design or installation become belatedly obvious.Naturally, safety is paramount. Galleys present a host of hazards from deep fryers and steamers to rotating equipment and sharp blades. Fire suppression, hygiene, ventilation, materials, and so on, are governed by classification society rules, but small details like having rounded internal radii instead of sharp corners in stainless steel cabinets help prevent dirt accumulation and make cleaning much easier for galley staff. Ergonomics and design are equally important.<img src="https://photo-assets.superyachttimes.com/photo/394386/image/large-95000aca9788e63f3727ba677f1045e1.jpg" data-gid="gid://syiq/Photo/394386">“The galley layout is defined according to the capacity of the yacht, considering both guests and crew,” says Costanza Pazzi, project architect at <a data-gid="gid://syiq/Company/12" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="CRN (Company)">CRN</a>. “It is usually designed with three clearly distinct areas: washing, cooking, and preparation.”Separate traffic flows for clean and dirty dishes help prevent cross-contamination and accidents. Adequate lighting is a sometimes overlooked consideration, especially for galleys on the lower deck with smaller windows where the artificial lighting should emulate daylight temperatures (4000K-5000K) to show the true colour of the food being prepared.“Each custom superyacht galley is different,” Pazzi continues. “The spaces dedicated to galley and pantries should be discussed as part of the technical specifications at contract completion, with guidelines coming directly from the owner’s team. A fundamental requirement is that ducting and systems need to be defined in the general plans from the outset.”<img src="https://photo-assets.superyachttimes.com/photo/394417/image/large-7799ab22eb4f8b77c27d0e82de2c9dc0.jpg" data-gid="gid://syiq/Photo/394417">Experience counts“The galley is not just one room – it’s an entity,” says Brennan Dates, a chef with more than 25 years’ work experience on superyachts. Currently head chef aboard 87.6-metre <a data-gid="gid://syiq/Yacht/2354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Project X87.6m (287'5&quot;)Golden Yachts Ltd.2022">Project X</a>, he also consults on galley design through his company <a data-gid="gid://syiq/Company/7686" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Superyacht Galley Designs (Company)">Superyacht Galley Designs</a>. His refit and new-build galley projects includes <a data-gid="gid://syiq/Yacht/234" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ecstasea85.95m (281'12&quot;)Feadship2004">Ecstasea</a>, <a data-gid="gid://syiq/Yacht/1713" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Mogambo73.51m (241'2&quot;)Nobiskrug2012">Mogambo</a>, <a data-gid="gid://syiq/Yacht/9442" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Dragonfly142.0m (465'11&quot;)Lürssen Yachts2024">Dragonfly</a>, <a data-gid="gid://syiq/Yacht/10316" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Obsidian84.2m (276'3&quot;)Feadship2023">Obsidian</a>, the first <a data-gid="gid://syiq/Yacht/6409" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Moonrise99.9m (327'9&quot;)Feadship2020">Moonrise</a> and second <a data-gid="gid://syiq/Yacht/11108" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Moonrise100.7m (330'5&quot;)Feadship2025">Moonrise</a> yachts, and a 100-metre-plus vessel currently under construction.&nbsp;“Where does the food come into the boat, especially on larger yachts when you’re &nbsp;talking about shell doors and pallets of produce?” he asks. “How does the food get stored, and where is the cold storage located? Which deck is the galley on? Where are the pantries and which decks are the guests eating on? Some food is stored in the galley, then it gets prepped, possibly stored again, then gets heated or reheated, plated and served, and now you’re talking about pantry flow.” <img src="https://photo-assets.superyachttimes.com/photo/394418/image/large-c4c49eab3aaeeb1639265cfacfe9f9ee.jpg" data-gid="gid://syiq/Photo/394418">It’s also important to consider the operational profile of the yacht, because there’s a difference between a purely private yacht and one that’s going to be busy chartering. Is it going to be doing extended cruising to remote locations, which may require bigger dry stores and cold rooms?“I can walk into a galley and within five minutes know if there was a yacht chef involved in the build,” says Dates. “But no one’s really listening to chefs at this point, and I think that negatively impacts on the whole guest experience, but also the crew.”<img src="https://photo-assets.superyachttimes.com/photo/394416/image/large-f89be51556d3eb7510c568074aeb1395.jpg" data-gid="gid://syiq/Photo/394416">One thing for sure is that dumb waiters are mostly a thing of the past, with crews preferring to use the space for additional storage or fridges. Dates further warns against the use of domestic kitchen appliances on board in what are essentially commercial kitchens, where stuff tends to break down much faster. “Rational is the number one in the world for ovens, and MKN is up there,” he advises. “There’s a precipitous drop after those two.”On-deck delightsThese days, the galley is only one centre of chef action on board. There will likely be outdoor cooking stations in the build plan, particularly on charter yachts. <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a>’s <a data-gid="gid://syiq/Yacht/6424" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hadar136.0m (446'2&quot;)Lürssen Yachts2019">Hadar</a>, for example, features an extensive outdoor kitchen on the bridge deck aft, where guests can watch the chef working a wok station, a coal-powered Spanish Josper grill, a rotisserie, and pizza/teppanyaki/tandoori ovens.&nbsp;“At a bare minimum there needs to be a sink and refrigeration, just for basic sanitation,” Dates says. “If you can have a little trash compartment that’s sealed away that’s useful, and then it comes down to equipment – there’s a really good oven by MKN that fits under the counter and which takes care of its own exhaust and accepts standard 535x325 millimetre gastronomic trays.”“There is an ever-increasing demand for the inclusion of pizza ovens, particularly for yachts over 60 metres,” adds Pazzi, “There is also a trend for a table in the main galley where guests have the chance to see the chef working and enjoy a food tasting, aimed at creating a sensory experience.”&nbsp;Open-plan, country kitchen-style layouts are increasingly popular on smaller yachts, and on “galley-up” catamarans where the cooking area become an integral part of family life on board. The <a data-gid="gid://syiq/Company/374" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sanlorenzo (Company)">Sanlorenzo</a> 64Steel <a data-gid="gid://syiq/Yacht/6178" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Attila64.0m (209'12&quot;)Sanlorenzo2019">Attila</a> even has a custom-made barbecue pit inside the main deck dining area for preparing Argentinian-style steaks. <img src="https://photo-assets.superyachttimes.com/photo/394422/image/large-e484db9dd7caca3e714a505d18be3385.jpg" data-gid="gid://syiq/Photo/394422">Breathing easyAlongside cooking comes the risk of odours, which can quickly infiltrate indoor guest areas if ventilation and extraction aren’t properly designed. During the design of the second <a data-gid="gid://syiq/Yacht/11108" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Moonrise100.7m (330'5&quot;)Feadship2025">Moonrise</a>, for example, the owner requested a taller mast so galley fumes are not blown back onto the sundeck after being vented.&nbsp;&nbsp;The air extraction system in the pro-spec galley aboard the 76.6-metre explorer yacht <a data-gid="gid://syiq/Yacht/4734" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Albatross76.6m (251'4&quot;)Piriou2015">Albatross</a> highlights how smart design can maximise energy efficiency. Extractor fans typically suck the air out of a room, which has to be replaced anew with fresh, treated air. But when the outside temperature is -20°C that could mean firing up another generator just to reheat the air because the galley is in use. On <a data-gid="gid://syiq/Yacht/4734" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Albatross76.6m (251'4&quot;)Piriou2015">Albatross</a>, the cowling above the cooking hobs also creates a curtain of treated air that effectively isolates the cooking area, saving HVAC energy while containing cooking odours and maintaining a constant temperature in the galley. A similar system has been installed on the all-electric sailing yacht Project Zero.<img src="https://photo-assets.superyachttimes.com/photo/394426/image/large-b6d6a20d4c21394ec767a94b34324a08.jpg" data-gid="gid://syiq/Photo/394426">Galley design extends to the handling of waste produce, which includes both garbage and wastewater treatment. The latter is particularly pertinent, because food contaminants and grease can wreak havoc with onboard water treatment systems (this topic is specifically addressed in <a href="https://issuu.com/superyachttimes/docs/how_to_build_it_-_issue_9" rel="noopener noreferrer" target="_blank" title="">Issue 9&nbsp;</a>of How to Build It).&nbsp;“Fat, oil and grease (FOG) need to be separated – this is very important not only for the wastewater treatment process, where they can affect the biological process or clog filters, but also to prevent clogging of pipes,” confirms Georgios Kariofilis, Sales Manager at <a data-gid="gid://syiq/Company/8602" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Hamann AG (Company)">Hamann</a>. “Having a grease trap and a pre-filter system is the first step to avoiding such problems.”Organic trash handling, typically resolved by storing garbage in a refrigerated room or in a deck locker, is also making advances. Dehydration plants, such as those offered by Evac and Eco-Smart, remove water content from food waste by heating it to around 80ºC and evaporating it off as steam. The sterile and odourless residual food waste is roughly 15 to 20 percent of its former volume and can be stored more easily on board for later disposal or composting. Essentially, it means you don’t need as big a trash storage room.<img src="https://photo-assets.superyachttimes.com/photo/394420/image/large-a3eda501d5fdaf6da7497de827b67522.jpg" data-gid="gid://syiq/Photo/394420">Ask an expert&nbsp;The advice from designers and chefs is basically to bring in an expert at the layout stage of design, and to argue for more space rather than less, no matter the size of yacht. Speciality companies like UK-based <a data-gid="gid://syiq/Company/2137" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="GN Espace Galley Solutions Ltd (Company)">GN Espace</a> offer expert advice for superyacht galley layouts and equipment spec, including full commercial galleys and upgrades such as adding a robust powder coated finish to stainless steel doors to match the rest of the yacht.Large or small, yacht designer Guido de Groot argues that the galley is generally in full-time use – especially on charter vessels. He compares the 10 guests plus eight crew aboard the 35-metre <a data-gid="gid://syiq/Company/2948" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Van der Valk Shipyard (Company)">Van der Valk</a> yacht <a data-gid="gid://syiq/Yacht/13018" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lalabe35.31m (115'10&quot;)Van der Valk Shipyard2025">Lalabe</a> with a 50- or 60-metre vessel that might have 12 guests and 14 crew.“It’s a similar number of guest and crew, so you can’t just halve the size of the galley on the smaller yacht,” he points out. “It requires a lot of smart thinking to get everything into a more compact space.”“Give the galley and associated areas the space they deserve,” insists Dates. “Is luxury jamming the galley in the bottom of the boat and having food travel up four decks, or is it spending resources to have the galley on the main deck nearer to where guests will eat? Because that’s what I would want.”<img src="https://photo-assets.superyachttimes.com/photo/394419/image/large-c9630b9438c0f3772c24b74a369972a1.jpg" data-gid="gid://syiq/Photo/394419">Shipyards looking to streamline the planning process with standardised solutions sometimes argue against bringing in a consultant chef at the design stage. All chefs have their own routines, preferred equipment, likes and dislikes, but individual chefs do not stay with a yacht indefinitely. The galley, on the other hand, will remain for many years, or at least until a major refit. &nbsp;“Not including a superyacht chef in the build is like building a race car and not talking to the driver because they’ll want different buttons in different places,” counters Dates. “It doesn’t make any sense to have someone who’s never done the job be the one to put it all together.”

Why superyacht galley design matters to the onboard experience

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

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

Inside Baltic Yachts’ first carbon catamaran build

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

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

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

Royal Huisman AERA catamaran

Royal Huisman's 50m hydrodynamic luxury yacht 

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

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

Simon Finlayson on successful yacht building

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

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

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

Rientz Willem Bol Bolidt CEO

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

CEO in Conversation: Rientz Willem Bol of Bolidt

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

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

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

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

<a data-gid="gid://syiq/Company/8076" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Marina Port Valencia (Company)">Marina Port Valencia</a> has announced that the inner marina, Marina City, is now complete as part of their phased transformation. <img src="https://photo-assets.superyachttimes.com/photo/397349/image/large-033282147cabe8f5a2ddb1d15d41bc62.png" data-gid="gid://syiq/Photo/397349">Led by the IPM-IMG Group and Ocibar, the project aims to revitalise the three marinas that previously hosted the 2007 America's Cup, while introducing a cutting-edge refit yard, a state-of-the-art dry dock and modern commercial spaces.Read more: <a data-gid="gid://syiq/Article/62614" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="First renderings of new Marina Port Valencia development unveiled (2025-02-14 12:45:00 +0100)">First renderings of new Marina Port Valencia development unveiled</a><img src="https://photo-assets.superyachttimes.com/photo/397347/image/large-02f98e636005af30408a0493b3b9cb49.png" data-gid="gid://syiq/Photo/397347">The Marina City is now ready to welcome its first customers for the summer season with a full range of premium services. Positioned in the most sheltered area of the port, it has been designed to welcome yachts between 12 and 130 metres and boasts an exclusive central pontoon with berths from 15 metres available for sale or rent for ten, fifteen or twenty years.Construction will soon begin at Marina Norte on a collection of new office buildings designed to attract leading companies and create a hub for networking, innovation and talent. Local residents will also be able to benefit from a restaurant that will open in the former Panorama building.<img src="https://photo-assets.superyachttimes.com/photo/397346/image/large-ad9d771b5b626cd1085ee90660cd52f1.png" data-gid="gid://syiq/Photo/397346">The redevelopment of the marina will be completed in planned phases over the coming years, with local residents able to experience the marina’s new public spaces as each stage is completed.With landscaping designed by GM Paisajistas, in coordination with the architects at ERRE Arquitectura, the plan links Marina Norte, Marina City and Marina Sur through a landscaped ‘green corridor’, creating a continuous route for pedestrians and cyclists lined by Mediterranean vegetation.<img src="https://photo-assets.superyachttimes.com/photo/397348/image/large-4ff447ed4895040fef35c2236798337f.png" data-gid="gid://syiq/Photo/397348">With this project, Marina Port Valencia will reconnect the city with the waterfront,” explained <a data-gid="gid://syiq/Company/8076" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Marina Port Valencia (Company)">Marina Port Valencia</a>. "In doing so, it responds to local leisure needs while providing businesses with an unrivalled waterfront environment, establishing Marina Port Valencia as a leading national and international destination built on the principles of sustainability."<img src="https://photo-assets.superyachttimes.com/photo/348287/image/large-0f4e8368c10bd6b34945367d123348e5.jpg" data-gid="gid://syiq/Photo/348287">

Marina Port Valencia completes Marina City development

Marina Port Valencia has announced that the inner marina, Marina City, is now complete as part of their phased transformation.

Marina Port Valencia completes inner marina for yachts up to 130m

The United States District Court for the Southern District of Florida has dismissed the entire complaint brought by Export Yacht Sales (Brill Maritime), which alleged that Boats Group illegally monopolised the US online boat-listing market through YachtWorld, Boat Trader and boats.com.<img src="https://photo-assets.superyachttimes.com/photo/355047/image/large-0bd8f332392990f5a08cac6ea37b81d1.jpg" data-gid="gid://syiq/Photo/355047">The lawsuit was filed on 14 August 2025, with Brill Maritime alleging that Boats Group controlled approximately 75 percent of the market for listing and marketing recreational boats and used subscription agreements that either bar or discourage brokers and dealers from listing vessels on rival platforms.Read more: <a data-gid="gid://syiq/Article/64073" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="US boat dealers bring antitrust class action against Boats Group (2025-08-21 13:00:00 +0200)">US boat dealers bring antitrust class action against Boats Group</a><img src="https://photo-assets.superyachttimes.com/photo/355053/image/large-d4b378b0bbe9bf56a1926a2d570b4fd5.jpg" data-gid="gid://syiq/Photo/355053">According to Brill Maritime, competing platforms had been unable to achieve the scale or inventory to grow their services effectively, leaving brokers and dealers with limited options.The court found that Brill Maritime had plausibly alleged that the relevant market could be defined as an online boat listing and marketing service in the United States and that Boat Group may possess monopoly power in that market.&nbsp;Brill Maritime also alleged that Boat’s Group claimed 75 percent of the global share, reasonably supporting an inference that it has a dominant position in the US market. As a result of this, the judge did not dismiss the case because Boats Group lacks market power.However, the judge said that Brill Maritime had failed to show that Boats Group engaged in illegal anticompetitive conduct and under US antitrust law, being a monopoly is not illegal by itself.The court repeatedly emphasised that monopoly power is legal, but using that power through anticompetitive behaviour to exclude rivals is illegal.&nbsp;The judge found that Brill Maritime’s three main allegations were insufficient including that Boats Group became dominant by acquiring competitors such as YachtWorld.com, boats.com and YachtCloser.com.The judge said that acquiring competitors is not necessarily illegal and that Brill Maritime had not explained how these acquisitions had harmed competition. The complaint had described the acquisitions as “strategic” suggesting it was more of a successful business move than illegal conduct. The judge explained that Brill Maritime had shown that Boats Group bought competitors, but not that these acquisitions were unlawful. <img src="https://photo-assets.superyachttimes.com/photo/355039/image/large-513a0ee840e10e5371f647093bba58d9.jpg" data-gid="gid://syiq/Photo/355039">Brill Maritime also claimed that Boats Group's subscription agreements stoped brokers from listing boats elsewhere. The judge examined the contract language and concluded that the provision merely prevented brokers from implying that a YachtWorld or Boats Group listing originated somewhere else. He therefore concluded that you can advertise on YachtWorld and on other sites and the contract simply prevented you from pretending a Boats Group listing came from another platform, meaning the clause is not an exclusive dealing arrangement.Finally, Brill Maritime argued that Boats Group had dramatically increased its prices. The judge responded that high prices alone are not an antitrust violation. The court cited multiple precedents saying a legal monopolist is generally allowed to charge whatever prices it wants. To prove monopolisation, Brill Maritime needed to show that the higher prices resulted from illegal exclusionary conduct.In conclusion, the judge accepted that Boats Group may hold monopoly power in the US online boat-listing market, but ruled that the plaintiffs failed to show that Boats Group acquired or maintained that position through illegal anticompetitive conduct.United States District Judge, Roy K. Altman dismissed the complaint without prejudice, meaning the plaintiff is able to resubmit an amended complaint, with a deadline of 30 June 2026.&nbsp;The lawsuit also contained claims under Florida law, with the federal court declining to hear the state claims as the federal antitrust claims were dismissed. These were also dismissed without prejudice, allowing for them to also be refiled.&nbsp;SuperYacht Times will continue to follow this story and will provide updates where necessary.

US court dismisses antitrust lawsuit against Boats Group

The US District Court for the Southern District of Florida has dismissed the antitrust lawsuit brought by Export Yacht Sales against Boats Group.

The 24.6-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/16575" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="N2H224.6m (80'9&quot;)Princess Yachts2022">N2H2</a> has been sold, with Joe Hill of <a data-gid="gid://syiq/Company/5046" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Princess Brokerage International (Company)">Princess Brokerage International</a> representing the seller.<img src="https://photo-assets.superyachttimes.com/photo/377303/image/large-e9f5ee62744476943f9773dd48e429fb.jpg" data-gid="gid://syiq/Photo/377303">Delivered in 2022, the yacht features interiors penned in-house by her British builder. Meanwhile, <a data-gid="gid://syiq/Company/2740" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Olesinski Ltd. (Company)">Olesinski</a> took charge of her naval architecture and exterior design.At a volume of 78 GT, she can sleep up to eight guests across four well-appointed staterooms. Guests can enjoy communal areas such as the foredeck and aft deck fitted with sunpads and the flybridge with shade.Propulsion-wise, <a data-gid="gid://syiq/Yacht/16575" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="N2H224.6m (80'9&quot;)Princess Yachts2022">N2H2</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, giving her top speed of 39 knots.At the time of her sale, <a data-gid="gid://syiq/Yacht/16575" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="N2H224.6m (80'9&quot;)Princess Yachts2022">N2H2</a> had a last known asking price of £3,175,000.00.Courtesy of <a data-gid="gid://syiq/Company/5046" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Princess Brokerage International (Company)">Princess Brokerage International</a>.

Princess yacht N2H2 sold

Princess yacht, N2H2 sold, Princess yacht N2H2, Princess yacht sold, N2H2 sold.

25m Princess motor yacht N2H2 sold

The 35.4-metre <a data-gid="gid://syiq/Company/602" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cantiere Valdettaro S.r.l. (Company)">Cantiere Valdettaro</a> sailing yacht <a data-gid="gid://syiq/Yacht/2213" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Unplugged35.4m (116'2&quot;)Cantiere Valdettaro S.r.l.1992">Unplugged</a> has been sold with Yannis Stratis of <a data-gid="gid://syiq/Company/6235" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Yacht Broker House (Company)">Yacht Broker House</a>. The sale was concluded directly with a private buyer, with <a data-gid="gid://syiq/Company/6235" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Yacht Broker House (Company)">Yacht Broker House</a> acting as both owner and central agent in the transaction.<img src="https://photo-assets.superyachttimes.com/photo/98550/image/large-7470442e827fa639586e6fb0099778c8.jpg" data-gid="gid://syiq/Photo/98550">The sale was completed in spring 2026 at Yacht Broker House's home base in Corfu, Greece. Since changing hands, <a data-gid="gid://syiq/Yacht/2213" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Unplugged35.4m (116'2&quot;)Cantiere Valdettaro S.r.l.1992">Unplugged</a> has departed Greece and is now cruising European waters under her new ownership.&nbsp;Delivered in 1992 by Italian shipyard <a data-gid="gid://syiq/Company/602" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cantiere Valdettaro S.r.l. (Company)">Cantiere Valdettaro</a>, <a data-gid="gid://syiq/Yacht/2213" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Unplugged35.4m (116'2&quot;)Cantiere Valdettaro S.r.l.1992">Unplugged</a> most recently underwent a refit in France in 2024. She features exterior design and naval architecture by <a data-gid="gid://syiq/Company/357" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Laurent Giles Superyacht Architects (Company)">Laurent Giles Superyacht Architects</a>, while her interiors were penned by <a data-gid="gid://syiq/Company/618" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Studio Garroni (Company)">Studio Garroni</a>.Constructed with a steel hull and aluminium superstructure, <a data-gid="gid://syiq/Yacht/2213" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Unplugged35.4m (116'2&quot;)Cantiere Valdettaro S.r.l.1992">Unplugged</a> has a beam of 7.95-metres and an interior volume of 171 GT. Accommodation onboard is arranged for up to 10 guests across a five stateroom configuration, while dedicated quarters house up to a crew of six, including her captain.In terms of performance, <a data-gid="gid://syiq/Yacht/2213" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Unplugged35.4m (116'2&quot;)Cantiere Valdettaro S.r.l.1992">Unplugged</a> is powered by a single <a data-gid="gid://syiq/Company/1408" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Caterpillar Inc (Company)">Caterpillar</a> engine that delivers a cruising speed of 9.7 knots and a top speed of 12 knots.&nbsp;At the time of her sale, <a data-gid="gid://syiq/Yacht/2213" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Unplugged35.4m (116'2&quot;)Cantiere Valdettaro S.r.l.1992">Unplugged</a> had a last known asking price of €900,000.

35m Cantiere Valdettaro sailing yacht Unplugged sold

  The 35.4-metre Cantiere Valdettaro sailing yacht Unplugged has been sold with Yacht Broker House

<img src="https://photo-assets.superyachttimes.com/photo/392305/image/large-86c88e62c5d466ff1f840f9818dce38b.jpg" data-gid="gid://syiq/Photo/392305">The 29.7-metre <a data-gid="gid://syiq/Company/112" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Custom Line (Company)">Custom Line</a> motor yacht <a data-gid="gid://syiq/Yacht/7645" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lady Yaz29.7m (97'5&quot;)Custom Line2010">Lady Yaz</a> has been sold. Ferhat Kanbur of <a data-gid="gid://syiq/Company/7089" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Data Marin (Company)">Data Marin</a> introduced the buyer, while Ilker Bicaco of <a data-gid="gid://syiq/Company/5001" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Talia Marine (Company)">Talia Marine</a> represented the seller.Delivered in 2010, the yacht features naval architecture penned in-house by her builder. Meanwhile, her interior and exterior designs were crafted by <a data-gid="gid://syiq/Company/105" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Zuccon International Project (Company)">Zuccon International Design</a>.Inside, her design is distinguished by light coloured woods that give the yacht a contemporary feel. <a data-gid="gid://syiq/Yacht/7645" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lady Yaz29.7m (97'5&quot;)Custom Line2010">Lady Yaz</a> can accommodate up to ten guests across four well-appointed staterooms at a volume of 177 GT. Moreover, a highlight of the yacht is a relaxation area on her flybridge, where guests can enjoy panoramic views.&nbsp;In terms of propulsion system, <a data-gid="gid://syiq/Yacht/7645" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lady Yaz29.7m (97'5&quot;)Custom Line2010">Lady Yaz</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, giving her a cruising speed of 24 knots and a top speed of 27 knots.At the time of her sale, <a data-gid="gid://syiq/Yacht/7645" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lady Yaz29.7m (97'5&quot;)Custom Line2010">Lady Yaz</a> had a last known asking price of €2,990,000.Photo courtesy of <a data-gid="gid://syiq/Company/5001" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Talia Marine (Company)">Talia Marine</a>.

Custom Line yacht Lady Yaz sold

The 29.7-metre Custom Line motor yacht Lady Yaz has been sold.

30m Custom Line motor yacht Lady Yaz sold

The 57-metre <a data-gid="gid://syiq/Company/106" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Trinity Yachts (Company)">Trinity</a> motor yacht <a data-gid="gid://syiq/Yacht/364" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Elis Et Mar57.0m (187'0&quot;)Trinity Yachts2012">Elis Et Mar</a> is on the market, with Rob Newton of <a data-gid="gid://syiq/Company/244" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="IYC (Company)">IYC</a>. The <a href="https://www.superyachttimes.com/directories/yachts/for-sale" target="_blank">yacht for sale</a> benefitted from a 2025 refit that refreshed her interiors and modernised her systems.<img src="https://photo-assets.superyachttimes.com/photo/397161/image/large-157dd31b806639942ec6e7d2aeb4801c.jpg" data-gid="gid://syiq/Photo/397161">With a deck design built around guest flow, <a data-gid="gid://syiq/Yacht/364" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Elis Et Mar57.0m (187'0&quot;)Trinity Yachts2012">Elis Et Mar</a> features naval architecture and exterior design penned in-house by her American builder. Meanwhile, <a data-gid="gid://syiq/Company/111" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Evan K Marshall (Company)">Evan K Marshall</a> took charge of her interior design which is distinguished by Italian marbles, Lalique glass, silk carpets and rich wood in birch, vavona, and bur.<img src="https://photo-assets.superyachttimes.com/photo/397220/image/large-a05b27ee4abd4103f48fae88e6afdaf3.jpg" data-gid="gid://syiq/Photo/397220"><img src="https://photo-assets.superyachttimes.com/photo/397195/image/large-5eb0377176736d577315088431b690c5.jpg" data-gid="gid://syiq/Photo/397195">At a volume of 782 GT, the <a href="https://www.superyachttimes.com/yachts/elis-et-mar" target="_blank">yacht Elis Et Mar for sale</a> can accommodate up to 12 guests across six well-appointed staterooms. Her full-beam master suite is found on the main deck. This area can be accessed via a private office and is fitted with a king-size bed, walk-in wardrobe, and his-and-hers bathrooms with a soaking tub, separate rain shower, and mirror TVs. <img src="https://photo-assets.superyachttimes.com/photo/397199/image/large-86d7a9b383706d0176d50ebc3a5183fe.jpg" data-gid="gid://syiq/Photo/397199"><img src="https://photo-assets.superyachttimes.com/photo/397208/image/large-d05e1e5f38e5dc5c8b79aa56962db52a.jpg" data-gid="gid://syiq/Photo/397208">The <a href="https://www.superyachttimes.com/directories/yachts/for-sale/of-type=motor" target="_blank">motor yacht for sale’s</a> VIP suite located on the bridge deck also showcases a king-size bed, elevated views, and a spacious ensuite. Four guest suites on the lower deck, all with fixed king beds and ensuite bathrooms, complete the accommodation.<img src="https://photo-assets.superyachttimes.com/photo/397214/image/large-27ec017e7e73699f2a44df284651fc7c.jpg" data-gid="gid://syiq/Photo/397214">Moving outside, guests aboard <a data-gid="gid://syiq/Yacht/364" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Elis Et Mar57.0m (187'0&quot;)Trinity Yachts2012">Elis Et Mar</a> are spoilt for choice between adventure and relaxation. Her sundeck plays host to a large Jacuzzi, generous sunpads, a full bar, and an outdoor entertainment system. For those looking to keep active, a fully enclosed, air-conditioned gym is also on offer, equipped with a Pilates Reformer, treadmill, free weights, and audio-visual facilities. A portable ice bath is also available upon request.<img src="https://photo-assets.superyachttimes.com/photo/397235/image/large-cd87a31b555950b9bd569392e9918873.jpg" data-gid="gid://syiq/Photo/397235"><a data-gid="gid://syiq/Yacht/364" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Elis Et Mar57.0m (187'0&quot;)Trinity Yachts2012">Elis Et Mar’s</a> bridge deck sky lounge provides a relaxed indoor retreat, complete with plush seating, a full-service bar, and alfresco dining for up to 12 guests aft. Guests may choose between a formal indoor dining space or an aft dining area with optional climate control, offering flexibility to suit any occasion, on the main deck aft.<img src="https://photo-assets.superyachttimes.com/photo/397231/image/large-98b1ee45ae88293202adcd95833904d2.jpg" data-gid="gid://syiq/Photo/397231">Moreover, an impressive array of water toys ensures no shortage of thrills for the more adventurous. On the water, guests can make use of four <a data-gid="gid://syiq/Company/3030" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Cayago AG / Seabob (Company)">Seabobs</a>, two Lift E-Foils, an Awake Ravic electric surfboard, three Jet Skis, a <a data-gid="gid://syiq/Company/5777" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Yamaha (Company)">Yamaha</a> Superjet, inflatable towables, and full snorkelling and fishing gear, alongside two foldable e-bikes for exploration ashore. The entire guest experience is overseen by a professional crew of 13.<img src="https://photo-assets.superyachttimes.com/photo/397191/image/large-7c46a1b67dc6f3193229d237bca28a4f.jpg" data-gid="gid://syiq/Photo/397191">In terms of propulsion system, the <a href="https://www.superyachttimes.com/directories/yachts/for-sale/built-by=trinity-yachts" target="_blank">Trinity yacht for sale</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 14 knots and a top speed of 20 knots.<img src="https://photo-assets.superyachttimes.com/photo/397192/image/large-e9dc6c5d43d791366dd8c886a1767f06.jpg" data-gid="gid://syiq/Photo/397192">

Trinity yacht Elis Et Mar for sale

The 57-metre Trinity motor yacht Elis Et Mar is on the market, with Rob Newton of IYC.

57m Trinity superyacht Elis Et Mar for sale

The 23.27-metre <a data-gid="gid://syiq/Company/6072" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lagoon Yachts (Company)">Lagoon</a> sailing yacht <a data-gid="gid://syiq/Yacht/13810" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Spirit of Ponant23.27m (76'4&quot;)Lagoon Yachts2024">Spirit of Ponant</a> is on the market, listed with Pierre Vezilier of <a data-gid="gid://syiq/Company/244" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="IYC (Company)">IYC</a>.<img src="https://syt-store-production.s3.eu-west-1.amazonaws.com/photo/397239/image/large-f1bb937cf0476fd3bcdc5812056e6442.jpg?X-Amz-Algorithm=AWS4-HMAC-SHA256&amp;X-Amz-Credential=AKIA52TLVJASOPFTPHWY%2F20260617%2Feu-west-1%2Fs3%2Faws4_request&amp;X-Amz-Date=20260617T063333Z&amp;X-Amz-Expires=900&amp;X-Amz-SignedHeaders=host&amp;X-Amz-Signature=262c295532260cfc74c32458fc7618902efd698bf345fdbf0eacd0c8ba9d3ec2" data-gid="gid://syiq/Photo/397239">Delivered in 2024, the <a href="https://www.superyachttimes.com/directories/yachts/for-sale" target="_blank">yacht for sale</a> features exterior design by <a data-gid="gid://syiq/Company/6073" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Patrick Le Quément (Company)">Patrick Le Quément</a>, interior styling by <a data-gid="gid://syiq/Company/153" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Nauta Yachts S.r.l. (Company)">Nauta Design</a>, and naval architecture by <a data-gid="gid://syiq/Company/39" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="VPLP Design (Company)">VPLP Design</a>. She was conceived with a large sail plan and an optimised hull, delivering efficient open-water performance and stability at sea.<img src="https://photo-assets.superyachttimes.com/photo/397254/image/large-5dd6261e35858f970d81b928ddaa7e07.jpg" data-gid="gid://syiq/Photo/397254"><img src="https://photo-assets.superyachttimes.com/photo/397252/image/large-c8d1bd1bbc866600bfd48dd91c2cdf50.jpg" data-gid="gid://syiq/Photo/397252">The interiors onboard the <a href="https://www.superyachttimes.com/directories/yachts/for-sale/of-type=motor" target="_blank">motor yacht for sale</a> are laid out with a strong emphasis on privacy and generous communal areas. Warm shades of brown, blue and neutral tones run throughout both the private and shared spaces, creating a cohesive atmosphere.<img src="https://photo-assets.superyachttimes.com/photo/397249/image/large-dba320035103ae5c7f72055143b1b08b.jpg" data-gid="gid://syiq/Photo/397249"><img src="https://photo-assets.superyachttimes.com/photo/397242/image/large-6501bd710eba06086f0cd2e755663aab.jpg" data-gid="gid://syiq/Photo/397242">The <a href="https://www.superyachttimes.com/yachts/spirit-of-ponant" target="_blank">yacht Spirit of Ponant for sale</a> can accommodate up to 12 guests across six well-appointed staterooms, with a gross tonnage of 135 GT. On deck, guests may dine alfresco in the aft area, while a hydraulic swim platform provides easy access to the sea.<img src="https://photo-assets.superyachttimes.com/photo/397255/image/large-1b4072cb4b8f209c2ca62d359f3ddbeb.jpg" data-gid="gid://syiq/Photo/397255"><a data-gid="gid://syiq/Yacht/13810" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Spirit of Ponant23.27m (76'4&quot;)Lagoon Yachts2024">Spirit of Ponant</a> is powered by twin <a data-gid="gid://syiq/Company/6795" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Nanni industries (Company)">Nanni Industries</a> engines, giving the <a href="https://www.superyachttimes.com/directories/yachts/for-sale/built-by=lagoon-yachts" target="_blank">Lagoon yacht for sale</a> a cruising speed of 10 knots and a top speed of 18 knots.Photo courtesy of <a data-gid="gid://syiq/Company/244" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="IYC (Company)">IYC</a>.

catamaran yacht Spirit of Ponant for sale

The 23.27-metre Lagoon sailing yacht Spirit of Ponant is on the market.

23m catamaran Spirit of Ponant for sale

<img src="https://photo-assets.superyachttimes.com/photo/397150/image/large-843519c5d1eee2588222c47260858dee.jpg" data-gid="gid://syiq/Photo/397150">The 73.3-metre <a data-gid="gid://syiq/Company/51" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Perini Navi (Company)">Perini Navi</a> superyacht <a data-gid="gid://syiq/Yacht/3448" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Nautilus73.3m (240'6&quot;)Perini Navi2014">Nautilus</a> has been spotted making her second visit to Guernsey, having first called at the island on 2 May 2016. She was seen in St Peter Port yesterday and is now en route to Gibraltar, according to AIS data.Previously known as Grace E, she was delivered in 2014 by <a data-gid="gid://syiq/Company/51" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Perini Navi (Company)">Perini Navi</a> under its Picchiotti brand in Viareggio, as the largest motor yacht ever built by the shipyard. The 1,876 GT vessel features exterior design by <a data-gid="gid://syiq/Company/53" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Briand Yacht Design (Company)">Briand Yacht Design</a>, with interiors originally conceived by French designer <a data-gid="gid://syiq/Company/533" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rémi Tessier (Company)">Rémi Tessier</a>. She underwent a refit in 2023 with <a data-gid="gid://syiq/Company/681" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Monaco Marine (Company)">Monaco Marine</a> at <a data-gid="gid://syiq/Company/7074" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Safe Harbor (Company)">Safe Harbour</a> La Ciotat.<a data-gid="gid://syiq/Yacht/3448" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Nautilus73.3m (240'6&quot;)Perini Navi2014">Nautilus</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> diesel-electric engines, affording her a cruising speed of 12 knots, a top speed of 16.5 knots, and a range of 7,500 nautical miles.

73m Perini Navi superyacht Nautilus in Guernsey

The 73.3-metre Perini Navi superyacht Nautilus has been spotted making her second visit to Guernsey.

<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</a> and <a data-gid="gid://syiq/Company/4680" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Yacht International (Company)">Royal Yacht International</a> have announced the delivery of the 23.96-metre <a data-gid="gid://syiq/Company/350" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Picchiotti (Company)">Picchiotti</a> Gentleman 24M yacht. The yacht was officially christened <a data-gid="gid://syiq/Yacht/12325" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Gentleman23.96m (78'7&quot;)Picchiotti2025">Gentleman</a> at the shipyard in La Spezia and delivered to <a data-gid="gid://syiq/Company/4680" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Yacht International (Company)">Royal Yacht International</a> Chairman Tommaso Chiabra as she joins their charter fleet. <img src="https://photo-assets.superyachttimes.com/photo/397262/image/large-69463179651c336f45f621e2a3eab461.jpg" data-gid="gid://syiq/Photo/397262">Designed by <a data-gid="gid://syiq/Company/58" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Luca Dini Design & Architecture (Company)">Luca Dini Design &amp; Architecture</a> in collaboration with <a data-gid="gid://syiq/Company/350" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Picchiotti (Company)">Picchiotti</a> Centro Stile, the <a data-gid="gid://syiq/Company/350" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Picchiotti (Company)">Picchiotti</a> brand was relaunched in 2022, just six months after the acquisition of the company by <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</a>.&nbsp;Read more:&nbsp;<a data-gid="gid://syiq/Article/55685" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="The Italian Sea Group relaunches Picchiotti brand with a new Gentleman yacht line (2022-08-03 12:00:00 +0200)">The Italian Sea Group relaunches Picchiotti brand with a new Gentleman yacht line</a><img src="https://photo-assets.superyachttimes.com/photo/397263/image/large-9d2b1e1afb8a57386a11c5c8c4b07162.jpg" data-gid="gid://syiq/Photo/397263">“We are proud to acquire this exceptional asset and to contribute to the revival of one of the most historic names in Italian shipbuilding,” commented Tommaso Chiabra, Chairman of <a data-gid="gid://syiq/Company/4680" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Yacht International (Company)">Royal Yacht International</a>.Inspired by the silhouette of the American yachts of the sixties, <a data-gid="gid://syiq/Yacht/12325" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Gentleman23.96m (78'7&quot;)Picchiotti2025">Gentleman</a> boasts timeless classic lines and is produced entirely in aluminium. She showcases glossy mahogany details and polished plating on her bow and the sides of her stern.<img src="https://photo-assets.superyachttimes.com/photo/397261/image/large-601aad94946cbee604189de94508e6a8.jpeg" data-gid="gid://syiq/Photo/397261">Spanning 149 GT, <a data-gid="gid://syiq/Yacht/12325" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Gentleman23.96m (78'7&quot;)Picchiotti2025">Gentleman</a> can comfortably accommodate up to six guests across a three stateroom configuration on the lower deck, with her full-beam owner’s suite situated amidships.&nbsp;“The <a data-gid="gid://syiq/Company/350" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Picchiotti (Company)">Picchiotti</a> Gentleman 24M has a rare quality: she feels immediately familiar, elegant and beautifully Mediterranean,” added Chiabra. “She has substance, warmth and personality; she belongs to a lineage of yachts conceived for private life at sea, while speaking naturally to the expectations of contemporary charter clients.”Conceived for Mediterranean cruising, she features plenty of open-air spaces, with a large beach club for charter living. Perfect for clients seeking privacy and charm, <a data-gid="gid://syiq/Yacht/12325" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Gentleman23.96m (78'7&quot;)Picchiotti2025">Gentleman</a> gives the feeling of a private residence on the water. <img src="https://photo-assets.superyachttimes.com/photo/397264/image/large-c0669bf9240500ea4ff1be1400818b85.jpg" data-gid="gid://syiq/Photo/397264">“<a data-gid="gid://syiq/Company/350" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Picchiotti (Company)">Picchiotti</a> carries the spirit of Janus: one gaze turned towards centuries of seafaring knowledge, the other towards those who will define the next codes of yachting,” added Gianmaria Costantino, Chief Commercial Officer of <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</a>.“She offers a measured threshold into the <a data-gid="gid://syiq/Company/350" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Picchiotti (Company)">Picchiotti</a> world: time onboard becomes a first form of belonging, and that first encounter may quietly mature into something deeper and more personal.”<img src="https://photo-assets.superyachttimes.com/photo/397265/image/large-817d20ffb7d4c6c57e79117b435352b2.png" data-gid="gid://syiq/Photo/397265">(Images courtesy of The Italian Sea Group and Royal Yacht International.)

Gentleman: Picchiotti Gentleman 24M yacht delivered

TISG and RYI have announced the delivery of the first Picchiotti Gentleman 24M yacht, which has been christened Gentleman. 

First Picchiotti Gentleman 24M yacht delivered and christened Gentleman

The 25.13-metre <a data-gid="gid://syiq/Company/745" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="JFA Yachts (Company)">JFA</a> sailing yacht <a data-gid="gid://syiq/Yacht/4057" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ikigai25.13m (82'5&quot;)JFA Yachts2001">Ikigai</a> is listed for auction in partnership with YachtBid and <a data-gid="gid://syiq/Company/8166" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bright Auctions (Company)">Bright Auctions</a>, with bidding scheduled to take place from 24 August to 31 August 2026. The auction will commence 17:00 CEST on 24 August and conclude at 19:00 CEST on 31 August, with a starting bid of €250,000.<img src="https://photo-assets.superyachttimes.com/photo/397102/image/large-24821bba9e1a05c9dc0c4a4bf8b68c0a.jpg" data-gid="gid://syiq/Photo/397102">Delivered in 2001 by the French shipyard <a data-gid="gid://syiq/Company/745" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="JFA Yachts (Company)">JFA Yachts</a>, <a data-gid="gid://syiq/Yacht/4057" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ikigai25.13m (82'5&quot;)JFA Yachts2001">Ikigai</a> features exterior design and naval architecture by <a data-gid="gid://syiq/Company/328" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Judel / Vrolijk & co (Company)">Judel / Vrolijk &amp; Co</a>, while her interiors were penned by <a data-gid="gid://syiq/Company/132" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="GCA Arquitectes Associats (Company)">GCA Arquitectes Associats</a>.<img src="https://photo-assets.superyachttimes.com/photo/397099/image/large-d3134277ff497a941f78eeef0793127b.jpg" data-gid="gid://syiq/Photo/397099">Built with an aluminium hull and superstructure, the sloop-rigged yacht up for auction has a beam of 6.1-metres and a draft of 3.5-metres.The sailing yacht has benefitted from an extensive refit programme, with a €5 million rebuild completed by <a data-gid="gid://syiq/Company/34" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vitters Shipyard (Company)">Vitters Shipyard</a> in The Netherlands in 2018 under the project name "Take Fife,” due to the extent of the project. Further upgrades have since included re-headed rod rigging in 2022 and the installation of an identical main engine and generator in 2024.<img src="https://photo-assets.superyachttimes.com/photo/397101/image/large-ebcc23d62219cd7ce60d0a462ebb1932.jpg" data-gid="gid://syiq/Photo/397101">Designed as a performance cruiser, <a data-gid="gid://syiq/Yacht/4057" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ikigai25.13m (82'5&quot;)JFA Yachts2001">Ikigai</a> sports a sleek flush-deck look with wide teak decks and a spacious cockpit that encourages guests to socialise while underway. Her generous sail plan is complemented by a practical deck layout, supporting an exhilarating performance and comfortable short-handed cruising.<img src="https://photo-assets.superyachttimes.com/photo/397100/image/large-8bdc9d3d6e38c085fc40e976a246dea4.jpg" data-gid="gid://syiq/Photo/397100">Inside, <a data-gid="gid://syiq/Yacht/4057" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ikigai25.13m (82'5&quot;)JFA Yachts2001">Ikigai</a> blends modern comfort with classic sailing yacht elegance. Her open-plan saloon is bright and welcoming, thanks to skylights, warm wood panelling, neutral furnishings. The open-plan living area features plenty of seating and a stylish space for dining, all enhanced by the sophisticated touch of carefully curated artwork.<img src="https://photo-assets.superyachttimes.com/photo/397107/image/large-2c0b8ccd3c43cb086f91959851441863.jpg" data-gid="gid://syiq/Photo/397107">Spanning 61 GT, accommodation onboard is arranged for up to eight guests, including a spacious owner's stateroom and comfortable guest quarters. Separate accommodation is also provided for a crew of three, including her captain.In terms of performance, <a data-gid="gid://syiq/Yacht/4057" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ikigai25.13m (82'5&quot;)JFA Yachts2001">Ikigai</a> is powered by a single <a data-gid="gid://syiq/Company/1741" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Yanmar Co., Ltd. (Company)">Yanmar</a> engine that delivers a cruising speed of 12 knots.<img src="https://photo-assets.superyachttimes.com/photo/397103/image/large-3f6afa8a9eaa8750001ff18bd06b11cd.jpg" data-gid="gid://syiq/Photo/397103">Prospective buyers will have the opportunity to inspect the yacht during scheduled viewing days in Palma de Mallorca, Spain, taking place on 8 August and 29 August 2026 between 11:00 and 14:00 local time.

25m JFA sailing yacht Ikigai up for auction

 The 25m JFA sailing yacht Ikigai is up for auction with YachtBid and Bright Auctions, with bidding set to take place from 24 to 31 August 2026.