In supply-chain terms it doesn’t really matter whether a yard is building series, semi-custom or full-custom yachts. Handled properly, the procurement process is the same. It is about ensuring the right materials and equipment get to the right point of assembly at the right time, and at the best possible price. <img src="https://photo-assets.superyachttimes.com/photo/267376/image/large-63e2c2776e5aa47b277d1918cd3596bf.jpg" data-gid="gid://syiq/Photo/267376">Up until recently efficiency meant carrying minimal stocks of raw materials and components. The idea was to get what you needed delivered by suppliers at the last-minute – the essence of just-in-time and lean manufacturing practices – ideally on ‘terms’, meaning deferred payment. These are lean times, however. Certain materials and equipment are hard to source, prices are rising, and delivery dates are far from certain.Like all boatbuilders, <a data-gid="gid://syiq/Company/354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunseeker (Company)">Sunseeker</a> has had to adapt to these unusual times and the man charged with keeping things moving is supply-chain director Matthew Francis, who has spent all but two of the past 32 years of his career at <a data-gid="gid://syiq/Company/354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunseeker (Company)">Sunseeker</a>. Prior to taking his current job, he was mostly in operational management roles. The two years out were spent as head of group operations at British sailing yacht builder <a data-gid="gid://syiq/Company/1097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oyster Yachts (Company)">Oyster</a>.When he started at <a data-gid="gid://syiq/Company/354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunseeker (Company)">Sunseeker</a> it employed around 250 people, had a portfolio between 27-47 feet, and was building a little over 400 boats a year with an average ex-works value of little more than £70,000. The boats were much smaller and simpler then. Today, <a data-gid="gid://syiq/Company/354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunseeker (Company)">Sunseeker</a> employs 1,800 people, the model range spans 34-131 feet, and the business is presently building nearly 150 boats a year with the average ex-works values more like £2.5m. Some 140 <a data-gid="gid://syiq/Company/354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunseeker (Company)">Sunseeker</a>'s over 24 metres have been delivered since the first Predator 80 was handed over in 1997.<img src="https://photo-assets.superyachttimes.com/photo/267377/image/large-db56151b147ed94838491ba5d4520280.jpg" data-gid="gid://syiq/Photo/267377">Team players“The supply-chain function does not happen remotely,” says Francis. “The supply chain function is casting, wardrobe, make-up and scenery. Production is choreography. Operations director Steve Timms and I talk constantly. When I’m discussing issues with Steve, we both get it. It means there’s more focus on the solution rather than being distracted by misunderstandings. For instance, we both know the generators need to go in before the soft hatches, and then the cockpit furniture can’t go in until after the patio doors have been installed.”Happily the order book is very healthy, which helps procurement visibility. <a data-gid="gid://syiq/Company/354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunseeker (Company)">Sunseeker</a> is largely sold out now through until the end of 2023, so its supply-chain team knows what boats need what parts a long way in advance.When Francis rejoined <a data-gid="gid://syiq/Company/354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunseeker (Company)">Sunseeker</a> from <a data-gid="gid://syiq/Company/1097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oyster Yachts (Company)">Oyster</a> two years ago, he had a team of 10. He has 16 working with him now and needs to push that up to around 20 in the medium term. More staff are needed because the company is in the middle of an aggressive new development programme that will see the product range extended to 22 models over the next couple of years, one of several strategic moves instigated by CEO Andrea Frabetti. The <a data-gid="gid://syiq/Company/354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunseeker (Company)">Sunseeker</a> model range included just a dozen models three years ago when Frabetti arrived.Detailed financial foresight has enabled a much closer management of supplier payments, providing smooth financial controls. Currency issues are always something to watch. <a data-gid="gid://syiq/Company/354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunseeker (Company)">Sunseeker</a> does what most businesses do to mitigate against unfavourable currency shifts. “Plus we have currency fluctuation agreements with some suppliers, which shares the risks when exchange rates stray beyond certain limits,” says Francis.<img src="https://photo-assets.superyachttimes.com/photo/267385/image/large-aed9e0ca37741e005583c75c03b7f3d7.jpg" data-gid="gid://syiq/Photo/267385">People business<a data-gid="gid://syiq/Company/354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunseeker (Company)">Sunseeker</a> has thousands of vendors on its purchasing system. However, despite more models and big ‘bills of materials’ for every single one of them, just 800 or so are deemed ‘active’, meaning they have supplied products or services over the past two years.Suppliers are ranked in tiers and appropriately scored. The best a supplier can do is get a high OTIF, which means ‘on time, in full’. The ‘Tier Ones’ are the preferred suppliers, the companies with the closest relationships. There are fewer of those than you might think, probably under 100 across the whole business. Virtually all are well-known industry names: the big-name engine builders, the main electronics majors, the key thruster and stabiliser manufacturers, the largest deck hardware makers, the obvious composite materials providers, and so on.&nbsp;The names in the tiers are changing all the time and the ranking system reflects the suppliers’ track record in terms of meeting delivery schedules and warranty claims, and so on, although current market conditions are presenting some very different challenges.&nbsp;“The best suppliers are often the ones that can best manage the bumps in the road and limit their impact on their customers the least,” says Francis. “The Tier Ones are the heroes, but it’s not all about ticking boxes on a form. Normally we would work hard to decrease our costs. Right now we are more often managing increases.”Personalities can make a big difference and communication is more important today than ever. Solutions are often compromises, so it is best for everyone that those compromises are fully understood: “Products don’t solve problems, people do,” says Francis.<img src="https://photo-assets.superyachttimes.com/photo/267378/image/large-9d8b54a282a348a66db86ce30a0ea797.jpg" data-gid="gid://syiq/Photo/267378">Robust negotiations“Every supplier is in business at the end of the day,” says Francis, “so we have to be robust in our negotiations, which sometimes ends in ‘no’ from one side or the other. Occasionally personalities do collide and then some can become your ‘Tier Zeros’. However, a change of attitude by a supplier can make all the difference and relationships can be reset.”Sometimes with all the best wills in the world, supply lines do fail: “Very occasionally we will order what we need twice from two different suppliers knowing full well one is likely to let us down,” continues Francis. “That way we stand a much better chance of getting what we want. And, if we do end up getting both orders fulfilled, that will help us next time.”Generators are a good example of the issues out there. Boom times in the construction industry have led to unprecedented demand: “There are just two or three real brand options out there to service our whole model line-up,” says Francis. “And quoted lead times can be 12 months out.”Engine builders also have had their own delivery problems, usually caused by knock-on effects of sub-component supply. Electrical harnesses recently have been an issue, because they previously came from Ukraine.<img src="https://photo-assets.superyachttimes.com/photo/267379/image/large-231f0d0faa4a53fa188b021a90ca0419.jpg" data-gid="gid://syiq/Photo/267379">Push and pull“Instead of suppliers pushing what we need to us, we are now pulling in what we need from them,” says Francis. “We have now taken responsibility for order collection across virtually the whole business. It’s a more flexible approach and puts us far more in control, leaving our suppliers to concentrate on what they do best. It means less cost, less complexity for both parties. DHL is our logistics partner and when we hear an order is ready to be fulfilled, we essentially instruct them to go get it for us.”There are several advantages to this approach of controlling what comes in. Prices are negotiated with suppliers that exclude delivery costs, which leaves <a data-gid="gid://syiq/Company/354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunseeker (Company)">Sunseeker</a> able to drive a much more attractive deal with DHL, because it is essentially getting a bulk buyer discount rather than paying for one move at a time. A global logistics specialist like DHL is ultra-efficient at moving freight from one place to another and provides a full track-and-trace service. <img src="https://photo-assets.superyachttimes.com/photo/197597/image/large-382a97efdb73142a9dfa837f3edf0d1c.jpg" data-gid="gid://syiq/Photo/197597">Commodity uncertaintyFrancis’s team also keeps an eye on markers that pre-warn of problems to come, such as commodity prices. For instance, hikes in oil prices will always eventually impact the cost of derivatives such as resins. Electronics pricing has gone crazy over the past five months, because microchip costs have soared: “At one point and virtually overnight they went from 70 cents a chip to 70 dollars a chip,” recalls Francis.&nbsp;Similarly, nickel prices in March of this year were peaking so high that the London Metal Exchange ended up suspending trading. For Francis and his team that run on nickel was an early heads-up that stainless steel prices would soon be rising too and subsequently stainless steel components have virtually doubled in price. A lot of that price volatility was a direct result of the war in Ukraine and Russian sanctions as Russia is the world’s third largest nickel producer. Beyond the iron ore base, 316/316L marine grade stainless steel includes 10-14 per cent nickel.Aluminium and stainless steel prices have a direct impact on yacht specifications. If the price of, say, metal floor girders gets too high, a spec switch to composites needs to be considered, or vice versa, which in turn can impact overall weight and have knock-on implications as regards the performance of various systems. All these issues get flagged at weekly Executive Team meetings that include the heads of all departments across the business.<img src="https://photo-assets.superyachttimes.com/photo/267387/image/large-11cd0460625cf0eb6777c2ec056f1be2.jpg" data-gid="gid://syiq/Photo/267387">Market expectationsEvolving market expectations can present their own challenges. For example, yacht windows are getting larger. As those sizes increase, the number of potential suppliers decrease. Less choice of supply ultimately pushes up the risk of being let down. The windscreen of the new Predator 65/65 Sport Yacht is a case in point. It is the biggest single pane of glass ever installed aboard any Sunseeker and there are few glassmakers that can supply to such specifications.&nbsp;Decking also has its issues. <a data-gid="gid://syiq/Company/354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunseeker (Company)">Sunseeker</a> is presently transitioning to sustainable alternatives. Over 50 per cent of all <a data-gid="gid://syiq/Company/354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunseeker (Company)">Sunseeker</a>'s presently leave with synthetic decks and the remainder with sustainable Forest Stewardship Council-approved teak alternatives. But Francis says that synthetics will be 90 per cent by the end of 2023 and probably 100 per cent &nbsp;by the end of 2025, although he stresses ultimately the decision comes from the customer. <a data-gid="gid://syiq/Company/354" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sunseeker (Company)">Sunseeker</a> presently has three or four synthetic deck suppliers.“We’re not wedded to existing marine industry names,” concludes Francis. “We are always looking for new companies beyond the usual suspects. We now have a dedicated member of staff on my team whose job is to look for new potential partners, new materials and new methods. But quality has to underpin everything we do. Ultimately, our job is to source luxury efficiently.” <img src="https://photo-assets.superyachttimes.com/photo/267386/image/large-dae3ce1b169da0cfd82cfc05981c6e7a.jpg" data-gid="gid://syiq/Photo/267386">This article was originally published in September 2022 of Issue 1 of the How to Build It magazine. <a href="https://superyachttimes.com/api/download/how-to-build-it-issue-1" target="_blank">You can download the entire magazine for free here</a>.

Lean Times: exploring Sunseeker's supply chain

Sunseeker 90 Ocean yacht exterior

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Matthew Francis, Sunseeker supply chain director

Sunseeker Yachts production

Sunseeker Yachts shipyard

Phil Draper talks to Matthew Francis, supply-chain director at Sunseeker, about a tough job made even more challenging by recent global events.

Lean times: exploring Sunseeker's supply chain

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

Heikki Bergman Propulsion House CEO Interview

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

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

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

Why superyacht galley design matters to the onboard experience

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

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

Inside Baltic Yachts’ first carbon catamaran build

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

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

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

Royal Huisman AERA catamaran

Royal Huisman's 50m hydrodynamic luxury yacht 

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

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

Simon Finlayson on successful yacht building

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

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

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

Rientz Willem Bol Bolidt CEO

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

CEO in Conversation: Rientz Willem Bol of Bolidt

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

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

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

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

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

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

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

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

Twenty-odd years ago, the super-sailing sector began setting benchmarks using advanced composites to build sophisticated skyscraper rigs. With several significant sailing projects now in build, we look into what has changed in mast design and construction, and what the future may hold for super-sized spars.As the super sailing yacht fleet has grown, both in number and in size, so the engineering demands have increased – particularly when it comes to the mast. Extreme LOAs have led to extreme spars, spurred by developments in materials science both for the mast tubes themselves as carbon has evolved to serve as an alternative to aluminium, and in the rigging that supports them.Owners’ desires to push boundaries has delivered compelling sailing projects through the years, perhaps best embodied by yachts like <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> (ex-<a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">Mirabella 5</a>) with her towering 88-metre sloop rig; the “sail-assisted” Sailing Yacht A, whose freestanding carbon masts are the biggest built to date; and, of course, <a data-gid="gid://syiq/Yacht/385" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Maltese Falcon88.0m (288'9&quot;)Perini Navi2006">Maltese Falcon</a> with her revolutionary DynaRig. That they still stand as remarkable and record-breaking speaks volumes, and it’s only with recent projects such as <a data-gid="gid://syiq/Yacht/4795" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Black Pearl106.7m (350'1&quot;)Oceanco2018">Black Pearl</a> or the under-construction 85m Sloop&nbsp;<a data-gid="gid://syiq/Yacht/12001" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Huisman 85m Sloop84.9m (278'7&quot;)Royal Huisman2026">Project 410</a> at <a data-gid="gid://syiq/Company/122" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Royal Huisman (Company)">Royal Huisman</a>, for example, that they are being challenged in size and scope.<img src="https://photo-assets.superyachttimes.com/photo/382854/image/large-dc488e35687534ee098a60a520afbc83.jpg" data-gid="gid://syiq/Photo/382854">“When we designed <a data-gid="gid://syiq/Yacht/301" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="M577.6m (254'7&quot;)Vosper Thornycroft2004">M5</a> nearly 25 years ago we didn’t realise how close to the bone we were,” begins Rob Doyle, Principal of the <a data-gid="gid://syiq/Company/3009" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rob Doyle Design (Company)">Rob Doyle Design studio</a> who previously worked under sailing yacht supremo <a data-gid="gid://syiq/Company/52" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Ron Holland Design (Company)">Ron Holland</a>. “It was designed according to the maximum length of Nitronic 50 rod rigging available at the time, which I think was 76mm in diameter. It all came down to the suaging at the top and the length of the bar. We went for a five-spreader rig that came out at 88 metres, and said that’s how big it should be – let’s see how much keel we need to put underneath it.”Doyle recalls the mast was essentially sketched in an afternoon with the team using the known limitations of the materials as the starting point.&nbsp;“There was no book you could open, no expert you could call on – it was a real moonshot project,” he says. “It has taken 20 years for anyone to take on something similar with the new 80-metre yachts in build. And even then they will only beat her by a couple of metres.”<img src="https://photo-assets.superyachttimes.com/photo/382860/image/large-a888ed29dd9fc3ec24b2caa900aef519.jpg" data-gid="gid://syiq/Photo/382860">Why Would You?&nbsp;For Doyle, times have changed in big rig design, with an emphasis on practicality rather than pushing materials to the limits: “The relevant question now is not how you would tackle such a project, it’s why? You can’t get under Panama, you can’t fly a spinnaker, you need an army of people just to get a sail up and down, and there’s a lot of heavy engineering required to handle half a football pitch of sail with a couple of sheets.”It is here that innovations such as the DynaRig stepped in. Developed by <a data-gid="gid://syiq/Company/230" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Dykstra Naval Architects (Company)">Dykstra Naval Architects</a> based on an original 1960s concept, the freestanding, square-rigger-inspired spars and sail plan showed how super-sized sailing yachts could fly large areas of sail without requiring enormous crews. The concept arguably became a victim of its own fame as few owners wanted to be seen copying an iconic design. But the rig did eventually find its way onto a new project in <a data-gid="gid://syiq/Yacht/4795" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Black Pearl106.7m (350'1&quot;)Oceanco2018">Black Pearl</a>, and will subsequently feature on the 58-metre Adventure Sailing Cat multihull project, <a data-gid="gid://syiq/Yacht/13716" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Charley 358.63m (192'4&quot;)Echo Yachts2028">Charley 3</a>, in build at <a data-gid="gid://syiq/Company/4342" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Echo Yachts (Company)">Echo Yachts</a>.<img src="https://photo-assets.superyachttimes.com/photo/382853/image/large-d0ecfa8b48f4825631d42583df4a26f6.jpg" data-gid="gid://syiq/Photo/382853">While mast construction technology is largely settled, that doesn’t mean that pioneers aren’t still pushing boundaries – just not in ways you might expect. Spanish engineer Juan Sarmiento, for example, has proposed and patented a system that uses the oscillation of a mast to generate power.For the sailing yacht Zero project, meanwhile, the team have opted for a mast design that will use the principles of stack ventilation to deliver energy-neutral air circulation for the yacht’s interior. For a project that will operate without carrying a drop of fossil fuel, such solutions are an integral part of the goal to minimise energy use on board, but they also speak to the potential of spars to serve a dual purpose for no cost in performance of the vessel.Zero’s main and mizzen are being built by Carbo-Link, a company with extensive experience in the civil engineering and aerospace sectors, and which has been developing and supplying rigging solutions to race boats and superyachts since it was brought in to develop the rigging for the first Alinghi America’s Cup challenge back in 2001. The Zero project, however, marks its first foray into mast-building, serving effectively to launch a new business division for the Swiss company.“The marine industry moves fast, and people are happy to try new technologies – more so than in our other sectors, which tend to be more risk-averse,” says James Wilkinson, Sales &amp; Strategy Director at Carbo-Link. “We started on the Zero project a couple of years ago having got to know the people behind it through supplying rigging to another yacht, and that led to the birth of our mast business that we formally launched in June 2025.”<img src="https://photo-assets.superyachttimes.com/photo/382859/image/large-9d70f02c5df0d7c7a5dccff5897a9173.png" data-gid="gid://syiq/Photo/382859">Out of the Ordinary&nbsp;For a first-time mast build, Zero’s spars are far from straightforward. While the Panamax ketch rig is not groundbreaking in itself, the idea of using the mast to ventilate the interior added levels of complexity to the design of the mast section.&nbsp;“From the start it was clear it was not going to be run-of-the-mill,” Wilkinson says. “There were a lot of ideas discussed between the Zero team, our heads of department and our founder, Dr Andy Winistoerfer, who is the lead materials scientist here.”Through 3D modelling and FEA, the team explored several options that included not only adiabatic cooling (a process where air temperature decreases due to expansion, without any heat exchange with the surroundings), but also flexible solar panels on the masts, as well as different lightning protection methods.&nbsp;The adiabatic cooling works on the basis of stack ventilation – hot air rises, and in the mast column itself is further heated by the sun on the mast to encourage faster vertical airflow, with the hot air exiting at the top of the mast. This creates the opportunity via a system at the base of the mast for free air circulation for the yacht’s interior, reducing energy demand for the air circulation and air-con systems. The outside shape of the masts is fairly traditional, save for some optimisation of the shape based on Carbo-Link’s production processes. <img src="https://photo-assets.superyachttimes.com/photo/382852/image/large-f7b9ad9ad5beb7f6983426ad1b1180ab.jpg" data-gid="gid://syiq/Photo/382852">“We’ve gone slightly larger in section to ensure stiffness with a thinner mast wall and we actually ended up with a lighter solution overall,” Wilkinson explains. “That larger section also means more internal space, and by using longitudinal stringers we don’t have a lot of bulkheads in the mast, meaning the only things going across the mast section are the tangs.”The cabling, wiring and other conduits in the mast have been integrated into the stringers to create a very clean internal structure with lots of space for air flow, with just the halyards running internally separate to the stringer-conduits. Also the top of the mast is actually open, with what are effectively two lungs.&nbsp;The masts will be built and cured in one piece, which also ensures a very clean construction, which further maximises internal space. Interestingly, although the team decided not to apply solar panels to the masts, Carbo-Link has included space in the internal conduits to allow for the required cabling, plus future-proofing by designing in areas for mast cut-outs and for mounting of tech such as LiDAR, CCTV or Starlink antennas on the spreaders.<img src="https://photo-assets.superyachttimes.com/photo/382849/image/large-08f4100a512d226a0866e2ef8c62f544.jpg" data-gid="gid://syiq/Photo/382849">Beyond ZeroZero’s masts threw up another first: “This is the first sailing yacht to have the full Lloyd’s notation as a certification requirement, because it’s the only yacht which is sail-driven and motor-assisted,” Wilkinson points out. “That means we’ve had to certify the source and quality of all materials, show the detailed engineering of the design, and prove all our processes.”Beyond Zero, Carbo-Link is looking at how it can help encourage the super-sailing sector by reducing the cost of build, and that means reducing the cost of spars and sailing systems.&nbsp;“We are looking to invest quite heavily in automating a lot of our processes to reduce costs,” says Wilkinson. “With our one-piece production processes, for example, there’s a lot more optimised use of the materials and fibres in the way we’re building the mast, using less for the same stiffness and strength. Our ambition is to is to be able to supply highly complex, highly reliable, highly optimised solutions, but at a reasonable price point – and that's purely to help drive the sailing industry.”This article was first published in <a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-9-download" target="_blank">issue 9 of How To Build It</a>. You can read all the articles from this edition <a href="https://www.superyachttimes.com/magazine/how-to-build-it-issue-9-download" target="_blank">here</a>, and stay up-to-date with all previous editions <a href="https://www.superyachttimes.com/magazine" target="_blank">here</a>.

The evolution of mast design and construction

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

Spars and appendages: The evolution of mast design and construction

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

Antonini Navi: Carving a compact superyacht niche

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

<a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a> has launched the 89-metre Project 828 <a data-gid="gid://syiq/Yacht/12427" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Milky Way89.0m (291'12&quot;)Feadship2026">Milky Way</a> from its Royal Van Lent shipyard in Amsterdam, the Netherlands.<img src="https://photo-assets.superyachttimes.com/photo/396324/image/large-d7c701ac79a9f785ee73706e82a68384.jpeg" data-gid="gid://syiq/Photo/396324">The custom superyacht features exterior design by <a data-gid="gid://syiq/Company/30" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="De Voogt Naval Architects (Company)">Studio De Voogt</a>, with interiors by British design studio <a data-gid="gid://syiq/Company/61" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="RWD (Company)">RWD</a>. Technical support for the project was provided by OCCAM. <a data-gid="gid://syiq/Yacht/12427" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Milky Way89.0m (291'12&quot;)Feadship2026">Project 828</a> was sold in 2023 and has since remained under construction in the Netherlands.The launch follows an earlier construction milestone in May 2025, when the yacht was seen out of the shed for the first time as her hull was launched from the NMC hull fabrication facility in Nieuw-Lekkerland.<img src="https://photo-assets.superyachttimes.com/photo/396325/image/large-258dd0e051c8879b02bf26f5a2e5d236.jpeg" data-gid="gid://syiq/Photo/396325">According to <a data-gid="gid://syiq/Company/29" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Feadship (Company)">Feadship</a>, <a data-gid="gid://syiq/Yacht/12427" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Milky Way89.0m (291'12&quot;)Feadship2026">Project 828</a>’s purposely long bow was developed to optimise exterior deck spaces, pushing the yacht’s volume aft and creating a profile defined by strong horizontal lines, a striking vertical bow and long structural deck lines.<img src="https://photo-assets.superyachttimes.com/photo/396323/image/large-f71c6523299ec8b45784e401bab8b1b4.jpeg" data-gid="gid://syiq/Photo/396323"><a data-gid="gid://syiq/Yacht/12427" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Milky Way89.0m (291'12&quot;)Feadship2026">Milky Way</a>'s interior, designed by <a data-gid="gid://syiq/Company/61" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="RWD (Company)">RWD</a>, has been developed to complement the exterior, with soft, flowing lines intended to create a cohesive spatial experience throughout the guest and owner areas.

89m Feadship project 828 Milky Way launched in Amsterdam

The 89m Feadship superyacht Feadship 828, Project Milky Way,  has been launched. 

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<a data-gid="gid://syiq/Company/4385" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bering Yachts (Company)">Bering Yachts</a> has unveiled the interior concept for its 33-metre explorer yacht <a data-gid="gid://syiq/Company/4385" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bering Yachts (Company)">Bering</a> 110, developed in collaboration with <a data-gid="gid://syiq/Company/4720" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Red Yacht Design (Company)">Red Yacht Design</a>. The reveal offers a first look inside the model, with the first hull currently under construction.<img src="https://photo-assets.superyachttimes.com/photo/372249/image/large-9ffc2bdc420009249ec1e58cf2df10ec.jpg" data-gid="gid://syiq/Photo/372249">Conceived as a crossover yacht, the <a data-gid="gid://syiq/Yacht/16391" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bering 110/0133.3m (109'3&quot;)Bering Yachts2027">Bering 110</a> aims to combine explorer yacht capabilities with the volume and comfort more commonly associated with larger vessels. While her steel hull and projected range of more than 5,000 nautical miles highlight her exploration credentials, her interior design takes a more restrained direction.<img src="https://photo-assets.superyachttimes.com/photo/396259/image/large-f625f19ab89d937510477f384352590f.jpg" data-gid="gid://syiq/Photo/396259"><img src="https://photo-assets.superyachttimes.com/photo/396260/image/large-a2b92ec224adb00b9d7dd82abc89d6e7.jpg" data-gid="gid://syiq/Photo/396260">According to <a data-gid="gid://syiq/Company/4720" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Red Yacht Design (Company)">Red Yacht Design</a>, the model’s interiors draw inspiration from Far Eastern principles of simplicity, balance and precision. The main saloon has been conceived as a continuous living space where the lounge, dining area and window seating flow naturally into one another. <img src="https://photo-assets.superyachttimes.com/photo/396261/image/large-cc4e5a6cd3ef0e8648071aa84ed8aa4c.jpg" data-gid="gid://syiq/Photo/396261">Warm wood panelling, soft neutral tones, raw marble surfaces and placed burgundy accents are meticulously layered, while a curved sofa serves as the focal point of the lounge. <img src="https://photo-assets.superyachttimes.com/photo/396263/image/large-0399d48b166deffd4f40f4913f613896.jpg" data-gid="gid://syiq/Photo/396263">Moreover, textured stone and bronze-toned detailing are combined with carefully layered lighting, while a sculptural staircase frames her darker finishes.<img src="https://photo-assets.superyachttimes.com/photo/396262/image/large-ce40fe1687e59360a3005f217a6e43f4.jpg" data-gid="gid://syiq/Photo/396262" style="box-sizing: inherit; border: 0px; font-family: &quot;Open Sans&quot;, sans-serif; position: relative; max-width: 100%; margin: 1rem 0px; color: rgb(0, 0, 0); font-size: 13.6px; font-style: normal; font-variant-ligatures: normal; font-variant-caps: normal; font-weight: 400; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; white-space: normal; text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial; background-color: rgb(255, 255, 255);"><img src="https://photo-assets.superyachttimes.com/photo/396270/image/large-ad0ab9b178534091e4385f873d3d1d9c.jpg" data-gid="gid://syiq/Photo/396270">Full-height wooden windows let in abundant natural light and the surrounding sea views. Cana Gokhan of <a data-gid="gid://syiq/Company/4720" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Red Yacht Design (Company)">Red Yacht Design</a> further remarks,“The details are clean and deliberate, with subtle nods to the discipline of calligraphy.” <img src="https://photo-assets.superyachttimes.com/photo/396266/image/large-e4501624263e2141f062a608fa7b3791.jpg" data-gid="gid://syiq/Photo/396266">Her interiors are imagined as a space where guests can genuinely unwind. Rather than displaying traditional superyacht opulence, the yacht’s design prioritises stillness, comfort and liveability.<img src="https://photo-assets.superyachttimes.com/photo/396267/image/large-b4c50c8988ec45e5ee044bbec49a62ac.jpg" data-gid="gid://syiq/Photo/396267" style="box-sizing: inherit; border: 0px; font-family: &quot;Open Sans&quot;, sans-serif; position: relative; max-width: 100%; margin: 1rem 0px; color: rgb(0, 0, 0); font-size: 13.6px; font-style: normal; font-variant-ligatures: normal; font-variant-caps: normal; font-weight: 400; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; white-space: normal; background-color: rgb(255, 255, 255); text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"><img src="https://photo-assets.superyachttimes.com/photo/396264/image/large-8b953afd3227d4243379a0203dd395a2.jpg" data-gid="gid://syiq/Photo/396264">The layout remains closely aligned with <a data-gid="gid://syiq/Company/4385" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bering Yachts (Company)">Bering</a>'s explorer identity. Her asymmetrical main saloon benefits from generous width and circulation. The owner's suite, additional guest accommodations and crew areas have been configured for extended stays onboard.<img src="https://photo-assets.superyachttimes.com/photo/396269/image/large-0acb9673d1b760945dfd2d9b0b56ca8f.jpg" data-gid="gid://syiq/Photo/396269" style="box-sizing: inherit; border: 0px; font-family: &quot;Open Sans&quot;, sans-serif; position: relative; max-width: 100%; margin: 1rem 0px; color: rgb(0, 0, 0); font-size: 13.6px; font-style: normal; font-variant-ligatures: normal; font-variant-caps: normal; font-weight: 400; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; white-space: normal; background-color: rgb(255, 255, 255); text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;">&nbsp;Dedicated storage with ample space for necessary supplies and equipment have also been incorporated to support long-range cruising and self-sufficiency at sea.<img src="https://photo-assets.superyachttimes.com/photo/396268/image/large-ab189de88814a2399080943d53faafd3.jpg" data-gid="gid://syiq/Photo/396268" style="box-sizing: inherit; border: 0px; font-family: &quot;Open Sans&quot;, sans-serif; position: relative; max-width: 100%; margin: 1rem 0px; color: rgb(0, 0, 0); font-size: 13.6px; font-style: normal; font-variant-ligatures: normal; font-variant-caps: normal; font-weight: 400; letter-spacing: normal; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; widows: 2; word-spacing: 0px; -webkit-text-stroke-width: 0px; white-space: normal; background-color: rgb(255, 255, 255); text-decoration-thickness: initial; text-decoration-style: initial; text-decoration-color: initial;"><img src="https://photo-assets.superyachttimes.com/photo/396265/image/large-9161f81cc4dbee429d677289fd44aba4.jpg" data-gid="gid://syiq/Photo/396265">The <a data-gid="gid://syiq/Yacht/16391" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bering 110/0133.3m (109'3&quot;)Bering Yachts2027">Bering 110</a> forms part of the shipyard's growing Superyacht Division, with additional interior details expected to be revealed as the project progresses. According to <a href="https://sytiq.superyachttimes.com/" rel="noopener noreferrer" target="_blank" title="">SuperYacht iQ</a>,<a data-gid="gid://syiq/Company/4385" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bering Yachts (Company)">&nbsp;Bering</a> has several yachts in-build including the 49.68-metre Bering 165 yacht, and the first hull of <a data-gid="gid://syiq/Yacht/16391" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Bering 110/0133.3m (109'3&quot;)Bering Yachts2027">Bering 110</a>.&nbsp;

 Bering unveils interior concept for in-build 33m explorer yacht Bering 110

Bering has unveiled the interior concept for its in-build 33-metre explorer yacht Bering 110, developed in collaboration with Red Yacht Design. 


<a data-gid="gid://syiq/Company/201" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="ISA Yachts (Company)">ISA Yachts</a> has announced that the keel of the third 43.7-metre <a data-gid="gid://syiq/Yacht/17023" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="ISA Unica 45M/0343.7m (143'4&quot;)ISA Yachts2029">ISA Unica 45M</a> yacht has been laid from the shipyard in Ancona, Italy, marking the start of her construction. <img src="https://photo-assets.superyachttimes.com/photo/396273/image/large-966918cdfe1cdf289affc294bd4fded0.jpg" data-gid="gid://syiq/Photo/396273">The sale of the third displacement yacht was announced in April 2026 to a client from the United States, with delivery scheduled for 2029. Developed by <a data-gid="gid://syiq/Company/1197" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Team for Design - Enrico Gobbi (Company)">Enrico Gobbi of TEAM for Design</a> in collaboration with the shipyard’s technical department, the <a data-gid="gid://syiq/Yacht/17023" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="ISA Unica 45M/0343.7m (143'4&quot;)ISA Yachts2029">ISA Unica 45M</a> yacht features a steel hull and aluminium superstructure.&nbsp;Distinguished by fluid, perfectly balanced lines that create a sleek silhouette, the ISA Unica 45M yacht combines generous interior volume with extended outdoor spaces and large glazed sections.Read:&nbsp;<a data-gid="gid://syiq/Article/65857" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Third ISA UNICA 45M Steel superyacht sold with 2029 delivery date (2026-04-14 20:30:00 +0200)">Third ISA UNICA 45M Steel superyacht sold with 2029 delivery date</a><img src="https://photo-assets.superyachttimes.com/photo/396272/image/large-8336c72513a1f53dfad504c1679588b9.jpg" data-gid="gid://syiq/Photo/396272">Spanning 430 GT, the <a data-gid="gid://syiq/Yacht/17023" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="ISA Unica 45M/0343.7m (143'4&quot;)ISA Yachts2029">ISA Unica 45M</a> yacht can accommodate up to 12 guests across a six stateroom configuration, with her owner’s suite positioned aft on the upper deck. The suite includes a private lounge, desk area, walk-in wardrobe and ensuite bathroom.Further guest accommodation includes a VIP suite on the main deck with large side windows, a walk-in wardrobe and an ensuite with a separate shower, while the remaining guest accommodation can be found on the lower deck, comprising two further VIP suites and two twin suites.&nbsp;Moving outside, the <a data-gid="gid://syiq/Yacht/17023" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="ISA Unica 45M/0343.7m (143'4&quot;)ISA Yachts2029">ISA Unica 45M</a> yacht boasts a stern layout spanning three levels. Descending towards the water, the space includes sunpads, a pool and an infinity cockpit, all of which are enclosed by a glass balustrade.<img src="https://photo-assets.superyachttimes.com/photo/396271/image/large-796abe1179971e5145e9e562c63fbc12.jpg" data-gid="gid://syiq/Photo/396271">Her main deck includes a gym, while dining spaces will be arranged both indoors on the main deck and outside on the upper deck, each accommodating up to 12 guests for formal dinners.Other key features include her upper deck which features a forward lounge and sunpad area, while her 16-metre fly deck incorporates additional lounging and dining spaces, a bar and a circular Jacuzzi.In terms of performance, the <a data-gid="gid://syiq/Yacht/17023" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="ISA Unica 45M/0343.7m (143'4&quot;)ISA Yachts2029">ISA Unica 45M</a> yacht 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 top speed of 15 knots and a cruising speed of 14 knots.

Keel of third ISA Unica 45m yacht laid

ISA Yachts has announced that the keel of the third 43.7-metre ISA Unica 45M yacht has been laid from the shipyard in Ancona, Italy.

Third ISA Unica 45M motor yacht keel laid

Dutch design studio <a data-gid="gid://syiq/Company/15" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vripack (Company)">Vripack</a> has revealed new renderings of in-build 69-metre sailing yacht <a data-gid="gid://syiq/Yacht/12410" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Project Zero68.85m (225'11&quot;)Vitters Shipyard2026">Project Zero</a> ahead of her launch this summer, offering a closer look at her design philosophy, custom interiors, and renewable energy systems.<img src="https://photo-assets.superyachttimes.com/photo/396254/image/large-94d02d1ae28bc065a048800a6e2d96e3.png" data-gid="gid://syiq/Photo/396254">Developed in collaboration with <a data-gid="gid://syiq/Company/230" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Dykstra Naval Architects (Company)">Dykstra Naval Architects</a>, <a data-gid="gid://syiq/Yacht/12410" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Project Zero68.85m (225'11&quot;)Vitters Shipyard2026">Project Zero</a> has spent six years in development. Rather than purely focusing on reducing energy consumption, the yacht is reported to be the first of her class to be designed around energy generation. This radical approach allows the yacht to run for up to two weeks on purely renewable sources, without relying on fossil fuels.<img src="https://photo-assets.superyachttimes.com/photo/396253/image/large-7447c42b77f8a8f7bc690af39433370f.jpg" data-gid="gid://syiq/Photo/396253"><a data-gid="gid://syiq/Yacht/12410" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Project Zero68.85m (225'11&quot;)Vitters Shipyard2026">Project Zero</a> has been designed to honour the owners' appreciation for traditional sailing yachts while introducing a host of bespoke design solutions. Outside, custom elements can be found throughout, from the spoon bow and matte-finished deck hardware to the sculpted stern cap and hand-painted transom finished in a wood-effect treatment. Her notable metallic blue hull is further distinguished by a feather-inspired boot stripe, a reference to the black-browed albatross that served as a major inspiration for her design.<img src="https://photo-assets.superyachttimes.com/photo/396256/image/large-a8857968400b95119871dc187c9832f9.png" data-gid="gid://syiq/Photo/396256">Looking inside, <a data-gid="gid://syiq/Yacht/12410" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Project Zero68.85m (225'11&quot;)Vitters Shipyard2026">Project Zero</a> embraces a holistic interior concept centred on natural materials, craftsmanship and owner-focused living. <a data-gid="gid://syiq/Company/15" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vripack (Company)">Vripack</a>’s interior rejects highly polished finishes in favour of tactile textures and organic materials to embody nature. Smoked European oak, reclaimed bark-based materials, leathered stone and hand-selected veneers are featured prominently throughout. Natural knots, cracks and grain variations have been deliberately preserved rather than concealed.<img src="https://photo-assets.superyachttimes.com/photo/396255/image/large-213cb67058fc8448969608065d402377.png" data-gid="gid://syiq/Photo/396255">A unifying design language runs throughout the entire yacht. The designers have employed curved architectural forms, shaping joinery, furniture, structural glazing, and lighting. They further remark that all elements either begin or end in a full radius, creating a sense of continuity between the spaces.The owners' choices can be seen throughout <a data-gid="gid://syiq/Yacht/12410" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Project Zero68.85m (225'11&quot;)Vitters Shipyard2026">Project Zero</a>’s design. Her main saloon features a flexible dining table designed to double as a puzzle and craft table, reflecting the owners' hobbies during extended periods onboard. Elsewhere, modular cockpit furniture can be swiftly reconfigured into either lounge or dining arrangements. Meanwhile, electrically operated cockpit windows enable guests to enclose exterior spaces at the touch of a button.<img src="https://photo-assets.superyachttimes.com/photo/396257/image/large-90f1c0052c3eb53d6f1ebf5adf3d6cce.png" data-gid="gid://syiq/Photo/396257">Accommodation onboard includes four staterooms. Each stateroom is personalised around places of significance to the owners, all taking inspiration from destinations from Italy to French Polynesia. The owner’s suite is arranged around the mizzen mast, which has been wrapped in a bespoke artwork by American sculptor Sienna Martz. Moreover, this area benefits from a dedicated study to support long periods of working remotely while cruising.Further customisation extends behind the scenes, where the traditional full-beam engine room has been eliminated to make room for a concealed service corridor, enabling the crew to move discreetly throughout the yacht while maintaining guest privacy.According to <a data-gid="gid://syiq/Company/15" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vripack (Company)">Vripack</a>, the yacht combines hydro-generation through regenerative turbine propellers with more than 100-square-metres of photovoltaic thermal panels integrated into her biminis. These panels generate electrical and thermal energy to power onboard systems, heating and cooling.<img src="https://photo-assets.superyachttimes.com/photo/396258/image/large-478db106ff098d1896050a1003af3d87.jpg" data-gid="gid://syiq/Photo/396258">The yacht's sailing performance has also been refined thanks to a collaboration with Emirates Team New Zealand. Through advanced computational fluid dynamics testing, they developed a distinctive topside curvature that reportedly improves sailing speed by 2.5 percent while simultaneously increasing the vessel's electric power generation by approximately eight percent.Currently under construction at <a data-gid="gid://syiq/Company/34" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vitters Shipyard (Company)">Vitters Shipyard</a>, <a data-gid="gid://syiq/Yacht/12410" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Project Zero68.85m (225'11&quot;)Vitters Shipyard2026">Project Zero</a> is scheduled for launch in summer 2026.

First look: Vripack unveils interior concept of 69m ‘fossil-free’ sailing yacht Project Zero 

Interior concept of 69m sailing yacht Zero, an all-electric project by Vripack and Dykstra Naval Architects currently under construction at Vitters.

Recently spotted anchored off St Tropez by the SuperYacht Times team the 96-metre superyacht <a data-gid="gid://syiq/Yacht/1711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vava II96.0m (314'12&quot;)Devonport2012">Vava II</a> remains the largest modern private superyacht ever built in the United Kingdom. Constructed by <a data-gid="gid://syiq/Company/96" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Devonport (Company)">Devonport Yachts</a> in Plymouth and delivered in 2012, SuperYacht Times takes a look at 10 things you didn’t know about the <a data-gid="gid://syiq/Company/96" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Devonport (Company)">Devonport</a> flagship.<img src="https://photo-assets.superyachttimes.com/photo/395647/image/large-c8c0480475b32d2822ac3b4050fd16cb.jpg" data-gid="gid://syiq/Photo/395647">1. She has been under the same ownership since deliveryCommissioned in 2007 by a Swiss-Italian family and delivered in 2012, <a data-gid="gid://syiq/Yacht/1711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vava II96.0m (314'12&quot;)Devonport2012">Vava II</a> has remained within the family’s ownership for over a decade. Known as the former Project-55, she was launched on 10 September 2011 and christened <a data-gid="gid://syiq/Yacht/1711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vava II96.0m (314'12&quot;)Devonport2012">Vava II</a>, with her sea trials commencing in October 2011.<img src="https://photo-assets.superyachttimes.com/photo/395636/image/large-784dda4f94be2bf21fab944a36c68946.jpg" data-gid="gid://syiq/Photo/395636">2. She was built at a former naval shipyardFounded in 1989, by the Babcock International Group, <a data-gid="gid://syiq/Company/96" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Devonport (Company)">Devonport Yachts</a> was based in Plymouth, Devon and was part of a tradition of boat building at the Devonport Royal Docks, which have been building and supporting The British Royal Navy for over three hundred years. Blending military-grade engineering with superyacht luxury, <a data-gid="gid://syiq/Company/96" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Devonport (Company)">Devonport Yachts</a> put the UK on the map for large motor yacht designs. On 23 February 2010, <a data-gid="gid://syiq/Company/96" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Devonport (Company)">Devonport Yachts</a> was acquired by <a data-gid="gid://syiq/Company/209" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pendennis Shipyard Ltd (Company)">Pendennis</a>, with the two companies joining forces to expand the offering at <a data-gid="gid://syiq/Company/209" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pendennis Shipyard Ltd (Company)">Pendennis</a>’ base in Falmouth.<img src="https://photo-assets.superyachttimes.com/photo/395648/image/large-5c060da19ac4dc275b02e1e9083a83ba.jpg" data-gid="gid://syiq/Photo/395648">3. The owner gifted his last superyacht to his motherThe name Vava has been used by the family on previous yachts, with <a data-gid="gid://syiq/Yacht/1711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vava II96.0m (314'12&quot;)Devonport2012">Vava II</a> succeeding an earlier vessel bearing the same name. The previous 47.3-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/1064" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vava47.3m (155'2&quot;)Feadship1996">Vava</a> was delivered in 1996, with the brief that her owner should enjoy the most peaceful long-distance cruising possible. The yacht was allegedly gifted to his mother when <a data-gid="gid://syiq/Yacht/1711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vava II96.0m (314'12&quot;)Devonport2012">Vava II</a>I was delivered. <img src="https://photo-assets.superyachttimes.com/photo/395638/image/large-690e352299b20df7f4a808579a964981.jpg" data-gid="gid://syiq/Photo/395638">4. Her owner won sailing's most famous trophyHer Swiss-Italian owner who as well as being listed as one of the top 100 wealthiest people in the world by Forbes magazine in 2013, is also a keen yachtsman and sailor. After founding the yachting syndicate Team Alinghi in 2000, her owner entered and won the renowned America’s Cup in 2003, bringing the Cup to Europe for the first time.<img src="https://photo-assets.superyachttimes.com/photo/395644/image/large-8e6e948f928e48edf31db24a2923fcf6.jpg" data-gid="gid://syiq/Photo/395644">5. Her designers fought off competition to be chosen&nbsp;<a data-gid="gid://syiq/Yacht/1711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vava II96.0m (314'12&quot;)Devonport2012">Vava II</a> features exterior design by <a data-gid="gid://syiq/Company/61" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="RWD (Company)">RWD</a>, while her interior was penned by <a data-gid="gid://syiq/Company/533" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Rémi Tessier (Company)">Rémi Tessier</a>, with naval architecture by her builder Devonport. In an interview with SuperYacht Times in 2016, <a data-gid="gid://syiq/Company/61" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="RWD (Company)">RWD</a> Founder Justin Redman explained that it was an incredible opportunity to win the commission over other designers. “We felt we won it because we developed not only a very unique looking profile for her owner, but one which incorporated key influences which he had brought to the table from sailboat racing,” he explained.&nbsp;You can read the full interview <a data-gid="gid://syiq/Article/46674" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Insight: A behind-the-scenes look at Redman Whitely Dixon (2016-03-08 12:00:00 +0100)">here</a>. <img src="https://photo-assets.superyachttimes.com/photo/395643/image/large-c90cf5553c0191d6762a7293bea6cb81.jpg" data-gid="gid://syiq/Photo/395643">6. She can accommodate a high number of guestsBuilt to SOLAS-36 passenger ship standards, <a data-gid="gid://syiq/Yacht/1711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vava II96.0m (314'12&quot;)Devonport2012">Vava II</a> set a new standard in the charter market for 2012 following her delivery. <a data-gid="gid://syiq/Yacht/1711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vava II96.0m (314'12&quot;)Devonport2012">Vava II</a> can comfortably accommodate up to 36 guests across an impressive 18 staterooms. Her master suite boasts an open-plan layout, while her full-beam VIP suite rivals other luxury yachts. She can also sleep a crew of 34. &nbsp;<img src="https://photo-assets.superyachttimes.com/photo/395633/image/large-d1c97626edc7f61f7ed6e51652d62cfb.jpg" data-gid="gid://syiq/Photo/395633">7. She features one of the largest beach clubs of her generationWhen <a data-gid="gid://syiq/Yacht/1711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vava II96.0m (314'12&quot;)Devonport2012">Vava II</a> was launched, expansive beach clubs were still relatively uncommon on large yachts. <a data-gid="gid://syiq/Yacht/1711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vava II96.0m (314'12&quot;)Devonport2012">Vava II</a> boasted a substantial waterside leisure area that helped set the standard for the indoor-outdoor lifestyle spaces that have since become commonplace across the superyacht sector. Other key features include an aft deck swimming pool, a main deck saloon with a sliding glass wall and a helideck, which was recently spotted with an Airbus H125 landing onboard. <img src="https://photo-assets.superyachttimes.com/photo/395637/image/large-45075d272b12450df93265d130e80084.jpg" data-gid="gid://syiq/Photo/395637">8. She has participated in scientific missions Although often spotted in the Mediterranean, <a data-gid="gid://syiq/Yacht/1711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vava II96.0m (314'12&quot;)Devonport2012">Vava II</a> was designed with global exploration in mind. She has been deployed for three research expeditions by scientists from the Zoological Society of London (ZSL) and other research universities from around the world. Her substantial fuel capacity, advanced engineering systems and robust construction allow her to undertake extended voyages far beyond the traditional summer cruising grounds frequented by many large yachts. Over the years she has travelled as far as Antarctica and Polynesia and has participated in scientific missions in the Indian Ocean.<img src="https://photo-assets.superyachttimes.com/photo/395645/image/large-9a7d3fd9d75bd6b12e895fb6df0b9175.jpg" data-gid="gid://syiq/Photo/395645">9. She helped put British superyacht construction back in the spotlightThe delivery of <a data-gid="gid://syiq/Yacht/1711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vava II96.0m (314'12&quot;)Devonport2012">Vava II</a> attracted significant international attention and demonstrated that Britain could still compete in the upper size segments of superyacht construction. More than a decade later, she remains a lasting symbol of British engineering, design and craftsmanship.<img src="https://photo-assets.superyachttimes.com/photo/395639/image/large-ce7d1bb5e1194e11f710c58e1226e024.jpg" data-gid="gid://syiq/Photo/395639">10. She remains the largest modern superyacht built in the UK<a data-gid="gid://syiq/Yacht/1711" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Vava II96.0m (314'12&quot;)Devonport2012">Vava II</a> still remains the largest modern superyacht ever constructed in the UK. The second largest modern superyacht is the 82-metre <a data-gid="gid://syiq/Company/96" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Devonport (Company)">Devonport</a> yacht <a data-gid="gid://syiq/Yacht/307" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Pure82.0m (269'0&quot;)Devonport2008">Pure</a>, which was launched in 2008 and recently underwent an extensive refit at the <a data-gid="gid://syiq/Company/86" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amico & Co. s.r.l. (Company)">Amico &amp; Co</a> facility in Genova Italy.

UK’s largest modern superyacht Vava II

SuperYacht Times takes a look at 10 things you didn’t know about the Devonport flagship, Vava II. 

Vava II: 10 things you didn't know about the UK's largest superyacht

<a data-gid="gid://syiq/Company/1821" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Damen Yachting (Company)">Damen Yachting&nbsp;</a>has announced that the 60.2-metre Xplorer 60 yacht <a data-gid="gid://syiq/Yacht/11078" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="After You60.2m (197'6&quot;)Damen Yachting2025">After You</a> and her 53.25-metre support vessel <a data-gid="gid://syiq/Yacht/12677" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Emotional53.25m (174'8&quot;)Damen Yachting2025">Emotional</a> have departed the builder's main shipyard in Vlissingen, the Netherlands. This departure follows a period of refit, service and optimisation works. According to AIS data, both vessels are currently en route to Reykjavik, Iceland.<img src="https://photo-assets.superyachttimes.com/photo/396232/image/large-abd42b77a1b431f487ab944294f2e03e.jpeg" data-gid="gid://syiq/Photo/396232">The yard commented the works were customised to the owner's specific operational needs while preparing the fleet for extensive cruising and exploration in remote regions.Delivered in 2025, both vessels were conceived for long-range autonomy and expedition-style cruising. The pair were acquired by the same owner through <a data-gid="gid://syiq/Company/4547" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="TWW Yachts (Company)">TWW Yachts</a>, who oversaw their integration into a single exploration-focused fleet.<img src="https://photo-assets.superyachttimes.com/photo/396229/image/large-f729916d9bf110968c318dc15a60c062.jpeg" data-gid="gid://syiq/Photo/396229"><a data-gid="gid://syiq/Yacht/11078" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="After You60.2m (197'6&quot;)Damen Yachting2025">After You</a> features naval architecture developed in-house by <a data-gid="gid://syiq/Company/1821" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Damen Yachting (Company)">Damen Yachting</a>, with exterior design by <a data-gid="gid://syiq/Company/37" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Azure Yacht Design & Naval Architecture (Company)">Azure Yacht Design &amp; Naval Architecture</a> and interiors by <a data-gid="gid://syiq/Company/161" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="H2 Yacht Design (Company)">H2 Yacht Design</a>. Her onboard amenities include a wellness deck equipped with a Jacuzzi, bar and sauna, a convertible tender hangar that transforms into a lounge and karaoke bar, and a forward observation lounge designed for wildlife and weather watching.<img src="https://photo-assets.superyachttimes.com/photo/396230/image/large-5aa256db87522afed8b9fe78dbef7a37.jpeg" data-gid="gid://syiq/Photo/396230">Meanwhile, <a data-gid="gid://syiq/Yacht/12677" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Emotional53.25m (174'8&quot;)Damen Yachting2025">Emotional</a> was designed inside and out by <a data-gid="gid://syiq/Company/1821" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Damen Yachting (Company)">Damen Yachting</a>. The support vessel carries a range of expedition equipment, including tenders, a submarine and watersports gear. This allows the mothership to remain dedicated to guest accommodation and entertainment.In terms of performance, both yachts are 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. <a data-gid="gid://syiq/Yacht/11078" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="After You60.2m (197'6&quot;)Damen Yachting2025">After You</a> has a cruising speed of 11.5 knots and a top speed of 14.5 knots, while <a data-gid="gid://syiq/Yacht/12677" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Emotional53.25m (174'8&quot;)Damen Yachting2025">Emotional</a> cruises at 12 knots and can reach a maximum speed of 19 knots. Together, the two vessels provide the capabilities of a much larger expedition yacht while retaining the flexibility and operational advantages of a dual-vessel setup.<img src="https://photo-assets.superyachttimes.com/photo/396231/image/large-b80cda5f786823cbca02643d696ec9a9.jpeg" data-gid="gid://syiq/Photo/396231">“It is always rewarding to welcome our yachts back to Vlissingen,” said Head of Refit &amp; Services at <a data-gid="gid://syiq/Company/1821" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Damen Yachting (Company)">Damen Yachting</a> Michel Coens. “Their return reflects the trust placed in our team, our facilities and the way we work together with the Owner’s team, the Crew and our own specialists. Seeing After You and Emotional depart again ready for their next journey is something we can be proud of.”&nbsp;Photos provided courtesy of <a data-gid="gid://syiq/Company/1821" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Damen Yachting (Company)">Damen Yachting</a>.

After You and Emotional depart Damen Yachting following refit

The 60.2-metre Xplorer 60 yacht After You and her 53.25-metre support vessel Emotional have departed the builder's main shipyard in Vlissingen.


Xplorer 60 yacht After You and support vessel Emotional depart Damen Yachting after refit

For owner Paul Andrews, the search for the right yacht was a journey that spanned more than a decade. However, when he first came across the 25.6-metre <a data-gid="gid://syiq/Company/121" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Palmer Johnson Yachts (Company)">Palmer Johnson</a> sailing yacht <a data-gid="gid://syiq/Yacht/12413" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Firebird25.6m (83'12&quot;)Palmer Johnson Yachts1967">Firebird</a> online, something about her caught his attention. <img src="https://photo-assets.superyachttimes.com/photo/394762/image/large-d54e9461baa90d5794ad964df495e456.jpg" data-gid="gid://syiq/Photo/394762">“I first saw her in a video while I was searching for yachts,” he explained. “She was located in Thailand at the time, which was quite literally on the other side of the world from me, but her presence immediately stood out.”<img src="https://photo-assets.superyachttimes.com/photo/394534/image/large-bfddc47ecaf6a83efc8300953b5b19d9.jpg" data-gid="gid://syiq/Photo/394534">Originally launched in 1967, <a data-gid="gid://syiq/Yacht/12413" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Firebird25.6m (83'12&quot;)Palmer Johnson Yachts1967">Firebird</a> was the largest aluminium hulled sailing yacht in the world when she first hit the water. Built as a classic world cruising yacht, <a data-gid="gid://syiq/Yacht/12413" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Firebird25.6m (83'12&quot;)Palmer Johnson Yachts1967">Firebird</a> had circumnavigated the world three times, with voyages to the Antarctic and Arctic regions when she entered the market in 2022. <img src="https://photo-assets.superyachttimes.com/photo/394541/image/large-c96b4ebc0ab5a9453459421e627799d7.jpg" data-gid="gid://syiq/Photo/394541">“The beam, the proportions and the sheer character of the yacht caught my attention straight away,” recalled Andrews. “I wasn’t specifically searching for a <a data-gid="gid://syiq/Company/121" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Palmer Johnson Yachts (Company)">Palmer Johnson</a>, but when she was built, she was engineered to a commercial, almost military-grade standard and built to navy specs, which gave her a genuine pedigree, strength and a fascinating story behind her.” <img src="https://photo-assets.superyachttimes.com/photo/394543/image/large-0b87ef55ef9559c3dc95e76eca2db6c7.jpg" data-gid="gid://syiq/Photo/394543">However, when Andrews finally travelled to Thailand to inspect the yacht in person, the initial impression was far from ideal. “It was raining heavily and she looked tired and neglected.” But returning the following day to see the yacht in clear conditions revealed a completely different vessel. “Her lines were beautiful and the potential became obvious. She simply needed vision and attention.”<img src="https://photo-assets.superyachttimes.com/photo/394544/image/large-f191bd60c4deb3732c009830efb76fc3.jpg" data-gid="gid://syiq/Photo/394544">In 2015 under the ownership of her previous owners, <a data-gid="gid://syiq/Yacht/12413" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Firebird25.6m (83'12&quot;)Palmer Johnson Yachts1967">Firebird</a> had started a refit programme spanning more than $1 million, which lasted five years and saw her receive a full teak interior refit. “It was clear that previous owners had already invested heavily in the yacht,” added Andrews. “The teak interior joinery was exceptional and the hull structure was sound. However, the layout did not fully make use of the yacht’s size.”<img src="https://photo-assets.superyachttimes.com/photo/394540/image/large-3bd64f4dfb231598384875f28fc57a05.jpg" data-gid="gid://syiq/Photo/394540">With the help of Martin Holmes and his team at <a data-gid="gid://syiq/Company/2262" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lee Marine International Brokerage (Company)">Lee Marine</a>, Andrews took a boat from Langkawi, Malaysia where he purchased <a data-gid="gid://syiq/Yacht/12413" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Firebird25.6m (83'12&quot;)Palmer Johnson Yachts1967">Firebird</a> and started the process of refitting her in Phuket. “My vision was always to maximise the yacht without taking away the character that makes Firebird special,” he explained. <img src="https://photo-assets.superyachttimes.com/photo/394689/image/large-066bcffa01ddea4816fadbefefba6fb6.jpg" data-gid="gid://syiq/Photo/394689">“Rather than remove that character, the refit focused on respecting the craftsmanship already onboard, while improving the functionality and layout for modern cruising. So the very first thing I wanted to do was lay a completely new teak deck.”<img src="https://photo-assets.superyachttimes.com/photo/394684/image/large-59c92dfa1c2c4dfaf499558c82520e13.jpg" data-gid="gid://syiq/Photo/394684">The refit saw beautifully laid teak installed throughout, which instantly transformed her appearance and the feeling underfoot. From here, Andrews had a large swim platform and gangway at the stern installed for easy access, as well as an alfresco dining area for 12, with a large three-metre teak L-shaped sofa added and a circular seating area for eight at her stern.<img src="https://photo-assets.superyachttimes.com/photo/394683/image/large-ccd9dbe381bbc98da19e89f67500eafb.jpg" data-gid="gid://syiq/Photo/394683">Additional work saw her saloon and guest staterooms reworked to create a larger and more comfortable interior, while technical works included the installation of a new <a data-gid="gid://syiq/Company/4062" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Raymarine UK Ltd (Company)">Raymarine</a> navigation suite, electric furling systems and the recommissioning of her <a data-gid="gid://syiq/Company/1497" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Detroit Diesel (Company)">Detroit Diesel</a> engine and generators.<img src="https://photo-assets.superyachttimes.com/photo/394537/image/large-a9744df0db0cb9126710320c8ad8f685.jpg" data-gid="gid://syiq/Photo/394537">&nbsp;“I was involved in every stage of the project!” beamed Andrews. “Working alongside skilled craftsmen in Thailand allowed the ideas I had for the yacht to be executed properly.”<img src="https://photo-assets.superyachttimes.com/photo/394682/image/large-6c7c43f1ab3dc6151b36ef4b9e0c6d90.jpg" data-gid="gid://syiq/Photo/394682">“The region has an impressive concentration of marine specialists including riggers, carpenters, sailmakers and marine engineers. The quality of teak craftsmanship in Thailand is also exceptional and the cost of skilled labour is significantly lower than in many other parts of the world. By chance I also discovered a local boat carpenter whose family had been building boats in the region for generations. His team worked tirelessly and played a crucial role in transforming the yacht.”<img src="https://photo-assets.superyachttimes.com/photo/394536/image/large-a684c5dbb17405c08f59b474c49fe63e.jpg" data-gid="gid://syiq/Photo/394536">A large portion of the refit work was carried out at Premier Superyacht Shipyard near <a data-gid="gid://syiq/Company/3209" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Yacht Haven Marina (Company)">Yacht Haven Marina</a> in Phuket. The yard operates an 890-tonne travel lift and regularly handles vessels significantly larger than <a data-gid="gid://syiq/Yacht/12413" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Firebird25.6m (83'12&quot;)Palmer Johnson Yachts1967">Firebird</a>, so during her haul-out, hull works, repainting, mechanical servicing and installation of the bow thruster were completed at the yard. <img src="https://photo-assets.superyachttimes.com/photo/394535/image/large-fe228dc87c3eb4c006007450d0644190.jpg" data-gid="gid://syiq/Photo/394535">The refit started almost immediately after Andrews had stepped onboard and he remained involved throughout the process. “After studying the layout of an <a data-gid="gid://syiq/Company/1097" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Oyster Yachts (Company)">Oyster</a> 85, I realised it might be possible to alter the companionway arrangement and open access to unused space within the yacht. By cutting through the bulkhead at the end of the galley we created a new passageway that allowed an entirely new guest stateroom to be built.”<img src="https://photo-assets.superyachttimes.com/photo/394687/image/large-2e193db0a4b19958ca9e5ecb0fbbb3b1.jpg" data-gid="gid://syiq/Photo/394687">The result allowed for unused areas to be converted into additional guest accommodation, while maintaining the logical flow through her companionway and saloon areas. Thanks to this, <a data-gid="gid://syiq/Yacht/12413" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Firebird25.6m (83'12&quot;)Palmer Johnson Yachts1967">Firebird</a> is now able to comfortably accommodate up to 13 guests, while still feeling spacious. <img src="https://photo-assets.superyachttimes.com/photo/394691/image/large-d359643ead180961dcf469e992df6a3a.jpg" data-gid="gid://syiq/Photo/394691">“The onboard experience is exceptional now! <a data-gid="gid://syiq/Yacht/12413" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Firebird25.6m (83'12&quot;)Palmer Johnson Yachts1967">Firebird</a> is incredibly comfortable and she has become a wonderful place to spend time. I have several comfortable homes on land, but I genuinely did not expect living aboard a yacht to feel this enjoyable.”<img src="https://photo-assets.superyachttimes.com/photo/394775/image/large-19d12ff20ebf8798893858104887e523.jpg" data-gid="gid://syiq/Photo/394775">From a technical standpoint the most important upgrade was the installation of a Max Power bow thruster. At 71 tonnes, <a data-gid="gid://syiq/Yacht/12413" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Firebird25.6m (83'12&quot;)Palmer Johnson Yachts1967">Firebird</a> is not a small yacht and the thruster significantly improved manoeuvrability for docking. Paired with electric furling systems, her sails can now be easily controlled from the cockpit, &nbsp;which means the yacht can be sailed comfortably by a small crew. “Together with the bow thruster and upgraded navigation systems, the yacht is now far easier and safer to operate,” added Andrews.<img src="https://photo-assets.superyachttimes.com/photo/394782/image/large-7d015b051a954c975849eb73b943caa0.jpg" data-gid="gid://syiq/Photo/394782">Currently available for charter, Andrews noted that there had already been interest from charter clients in the Seychelles and the Maldives. “It would feel rather selfish to keep such a yacht entirely to myself! Our goal is to have her operating in the Greek islands by 2027.”<img src="https://photo-assets.superyachttimes.com/photo/394781/image/large-71d773016ba60ca5be3610663cfc2a04.jpg" data-gid="gid://syiq/Photo/394781">The refit took approximately 18 months to complete, with the project bringing the yacht a new lease of life. “I have restored historic buildings and classic cars before, but <a data-gid="gid://syiq/Yacht/12413" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Firebird25.6m (83'12&quot;)Palmer Johnson Yachts1967">Firebird</a> has been the most rewarding project of them all! Working on her felt almost like giving a living vessel a new chapter in her life. I feel incredibly privileged to have been part of that transformation.”<img src="https://photo-assets.superyachttimes.com/photo/394773/image/large-89483fb30e91ef0842117ed871bea925.jpg" data-gid="gid://syiq/Photo/394773">“<a data-gid="gid://syiq/Yacht/12413" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Firebird25.6m (83'12&quot;)Palmer Johnson Yachts1967">Firebird</a> has had an extraordinary life with many different owners over the decades, with each leaving their own mark on the vessel,” concluded Andrews. “If I had to describe her in just a few words, I would say she is an iconic, unique superyacht and I hope she continues to bring joy to many future owners and guests.”<img src="https://photo-assets.superyachttimes.com/photo/394763/image/large-26cc3acdb14ea54697eb754a850e1393.jpg" data-gid="gid://syiq/Photo/394763">

Firebird: 26m Palmer Johnson yacht refit

Inside the 18-month Thai refit that transformed the 26m Palmer Johnson sailing yacht Firebird into a modern cruising yacht.

Firebird reborn: Behind the Thai refit of a classic 26m yacht

Superyachts have become a floating home for many of its new-age owners, and it is precisely this that has motivated <a data-gid="gid://syiq/Company/5252" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Custom Yachts (Company)">Alpha Custom Yachts</a>’ design for the Squalo 100. The brief for both the exterior and interior design was to create a yacht that feels right to live on, emotionally, physically and sensorially. From the layout to the engineering behind the walls was approached through the lens of human experience, rather than mere aesthetics. <img src="https://photo-assets.superyachttimes.com/photo/395777/image/large-3128f701f247e9a823704b469af76762.jpg" data-gid="gid://syiq/Photo/395777">Intimacy, comfort &amp; balanceFor <a data-gid="gid://syiq/Company/5252" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Custom Yachts (Company)">Alpha Custom Yachts</a>, luxury is deeply connected to proportion, intimacy and comfort: “a yacht can feature the finest materials and highest quality finishes, but if the spaces feel too tight, disconnected or uncomfortable, the emotional experience aboard is lost” says Roberto Aboumrad, the founder and CEO of <a data-gid="gid://syiq/Company/5252" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Custom Yachts (Company)">Alpha Yachts</a>.Hence, true onboard luxury is not measured by excess or scale alone, but by understanding the emotional relationship between people and space. If seating arrangements are too close together or too far apart, it can obstruct the way onboard guests interact with one another. “True comfort comes from finding that human balance of space.”<img src="https://photo-assets.superyachttimes.com/photo/395771/image/large-de41a280b3ab03c380c47ca7096655df.jpg" data-gid="gid://syiq/Photo/395771">For Roberto, that comfort starts with the shape of the hull. Rather than pursuing narrow planning hulls, which are optimised for going fast, <a data-gid="gid://syiq/Company/5252" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Custom Yachts (Company)">Alpha</a> decided on a semi-displacement hull. “These hulls are designed for liveability, efficiency and comfort. There is more interior volume, while simultaneously cruising at speeds it was designed to (i.e. 10-14 knots).”Cruising at the speed that the yacht was designed to do, also ensures high fuel efficiency and long range cruising, which sits in line with <a data-gid="gid://syiq/YachtModel/12554" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Squalo 10030.02m (98'6&quot;)">Alpha</a>’s approach towards sustainability. “There’s a misconception in today’s market that, by adding more electronics and gadgets, you automatically create a better boat,” yet often the opposite is true. “The more complicated you make a vessel, the more things you create that require maintenance.” <a data-gid="gid://syiq/Company/5252" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Custom Yachts (Company)">Alpha Custom Yachts</a> instead focuses on “creating systems that are durable, intuitive and reliable for long-term ownership.”<img src="https://photo-assets.superyachttimes.com/photo/395758/image/large-1424f9925cdca3c1115877f949e5d9c4.jpg" data-gid="gid://syiq/Photo/395758">While keeping the number of gadgets to a minimum, technology does play a crucial role in any <a data-gid="gid://syiq/Company/5252" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Custom Yachts (Company)">Alpha Custom Yacht</a>s vessel. “Technology is extremely important for us,” shares Roberto, “but for us technology means simplification.” Making elements more simple and functional makes for happy yacht owners. “It’s a mentality that extends directly into the crew’s workflow and maintainability. A happy crew creates a happy yacht.” With that same thought, the yard has placed enormous importance on crew accommodations and facilities: “the crew lives onboard year-round - it is important they are comfortable and happy.”&nbsp;Especially the galley is a space of pride for Roberto, “we have an incredibly large galley,” he continues, “the space has a centre island, industrial refrigerators, freezers and extraction hoods, a Hoshizaki ice maker capable of producing 90 kilos of crystal clear ice per day.” For <a data-gid="gid://syiq/Company/5252" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Custom Yachts (Company)">Alpha Custom Yachts</a>, Roberto emphasises, “the galley is one of the most important areas onboard; it directly impacts everyday life.”<img src="https://photo-assets.superyachttimes.com/photo/395781/image/large-eca123327394f5b4dce944d6d68412a7.jpg" data-gid="gid://syiq/Photo/395781">Living the experienceA crucial element to designing a yacht for <a data-gid="gid://syiq/Company/5252" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Custom Yachts (Company)">Alpha Custom Yachts</a> is onboard experience: “when you’ve lived aboard boats for enough years, travelled enough and truly experienced living at sea, you begin to understand the human needs of onboard living” shares Roberto, “you can study design at a desk, but living it opens up a whole new understanding.”<img src="https://photo-assets.superyachttimes.com/photo/395757/image/large-c3608611ab7f6dd82cd72bba6d9c9e54.jpg" data-gid="gid://syiq/Photo/395757">This philosophy is not just extended to the yacht’s interiors, but also to the engineering of the Squalo 100. One such place is the engine room, which, onboard all <a data-gid="gid://syiq/Company/5252" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Custom Yachts (Company)">Alpha Custom Yachts</a>, are designed with accessibility and functionality as priorities - the goal is to make the engine room and its equipment accessible and simple.Roberto explains how “comfort is an overall sensory experience - space, silence, vibration, colours, atmosphere - to truly feel comfortable and happy, you need to feel all five senses.”<img src="https://photo-assets.superyachttimes.com/photo/395753/image/large-8a75feae7d000d25adda68409da4ead2.jpg" data-gid="gid://syiq/Photo/395753">One way in which the <a data-gid="gid://syiq/Company/5252" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Custom Yachts (Company)">Alpha</a> team has done this is by structurally separating the hull and superstructure, which dramatically reduces vibrations and sound transfer throughout the vessel. “You don’t hear generators, vibrations, nor conversation in any of the other staterooms. There is total silence onboard.”Another one of the senses <a data-gid="gid://syiq/Company/5252" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Custom Yachts (Company)">Alpha Custom Yachts</a> is especially considerate of is smell. “You can walk into a beautiful boat but if it’s humid or there are unpleasant odours, it ruins the experience.” The yard has noticed that many of the odour-related issues don’t actually originate from black or grey water tanks themselves, but from low-quality piping systems that begin to sweat over time. <img src="https://photo-assets.superyachttimes.com/photo/395761/image/large-f1870b9a00c455b1e44bcca22a5b9127.jpg" data-gid="gid://syiq/Photo/395761">To prevent this, the Squalo 100 has incorporated high quality piping systems alongside a positive-pressure make-up air system designed to continuously renew and purify the air onboard. “Approximately six times per hour, the entire interior air volume is renewed with fresh air.” The result is a refreshing onboard environment.The air-flow design onboard the yacht has also been thoroughly considered: “we maintain more pressure inside the salon than outside, so when the doors open, fresh air escapes outward and blocks hot air from entering” Roberto explains. For the galley, the same construction is used, but flipped, “the galley maintains a lower pressure than the guest areas so that not all the cooking smells will spill into the staterooms and saloon.”<img src="https://photo-assets.superyachttimes.com/photo/395762/image/large-48885ca43e88052e18731411f2ea3610.jpg" data-gid="gid://syiq/Photo/395762">Living in spaceA central element in the design of the Squalo 100 and all other <a data-gid="gid://syiq/Company/5252" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Custom Yachts (Company)">Alpha Custom Yachts</a> is the ceiling height. “For me ceiling height is a must,” Roberto shares how this decision was rooted in a very human observation: “When tall people walk onto yachts, they have to check how much space sits between the top of their head and the ceiling - which often isn’t very much.” Combined with the Squalo 100’s full-beam saloon and master cabin, the increased ceiling height dramatically transforms the perception of the interior volume. “It creates a totally different feeling onboard.”Besides a spacious layout, a refreshing airflow and minimal yet high-end technologies, <a data-gid="gid://syiq/Company/5252" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Custom Yachts (Company)">Alpha Custom Yachts</a> offers additional personalisation for their yachts through elements like hull colours. “I had a client with a huge fascination for Porsche and he told me he wanted his hull the same colour of his Porsche Calipers brakes."<img src="https://photo-assets.superyachttimes.com/photo/395763/image/large-5a734ebfefcf55bc0e5400e54e0d53fc.jpg" data-gid="gid://syiq/Photo/395763">“We have always been extremely flexible with customisation because we understand that every owner lives differently and expresses luxury differently.” This type of pursuit of individuality is the main reason that <a data-gid="gid://syiq/Company/5252" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Custom Yachts (Company)">Alpha</a> has intentionally stayed a boutique shipyard. “We’ve done crazy things,” shares Roberto, “but if it doesn’t hurt the value or integrity of the yacht, we’re happy to make our client’s vision become a reality.”There’s a few elements that the <a data-gid="gid://syiq/Company/5252" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Custom Yachts (Company)">Alpha</a> team won’t compromise on, like the crew accommodations and facilities. Roberto shares how “the crew lives onboard year-round. If the crew isn’t comfortable or happy, the boat won’t be a happy boat.” While owners or guests spend maybe just over a week onboard, crew lives onboard and ensuring they feel at home is of utmost importance.<img src="https://photo-assets.superyachttimes.com/photo/395746/image/large-e1304f071c6fd249b2bf1a2b910fbc15.jpg" data-gid="gid://syiq/Photo/395746">A symbol of powerThe Squalo 100 carries an air of power. Its name stems from the Italian word squalo, meaning ‘Shark’. “A shark is the most efficient creature in the ocean. It’s powerful, intelligent, efficient, and naturally dominant.” For the shipyard, the name perfectly reflects its in-house philosophy. “<a data-gid="gid://syiq/Company/5252" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Alpha Custom Yachts (Company)">Alpha</a> represents leadership, and the Squalo yacht represents efficiency, strength, personality and power.”<img src="https://photo-assets.superyachttimes.com/photo/395767/image/large-999c901798381e697b3243b4b14b578f.jpg" data-gid="gid://syiq/Photo/395767">

Inside the design of Alpha squalo 100

Alpha Custom Yachts' Squalo 100, designed for spacious living on the water.

Alpha Yachts’ Squalo 100: Redefining human-centred yacht design

The United States Court of Appeals for the Second Circuit has upheld a lower court ruling that Eduard Khudainatov, the former owner of the 106.1-metre <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a> superyacht <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a>, cannot claim ownership following her seizure in 2022, marking the last chance he had to appeal the decision.SuperYacht Times takes a look back at the full legal battle over the yacht’s ownership and the proceedings that led to the US Government’s forfeiture of the yacht.<img src="https://photo-assets.superyachttimes.com/photo/393887/image/large-ad933bf5db70a1d40d13082c78016610.jpg" data-gid="gid://syiq/Photo/393887">The seizure of AmadeaIn April 2022, U.S. authorities under the Biden administration, seized <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a> in Fiji as part of their Task Force KleptoCapture, which aimed at intensifying sanction enforcements against Russian oligarchs linked to President Vladimir Putin.&nbsp;Prosecutors allege that sanctioned Russian billionaire Suleiman Kerimov is the owner of <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a>, while Eduard Khudainatov, the former chief of Russian state oil and gas company Rosneft, and his company Millemarin Investment claim that the yacht is under their ownership.&nbsp;Suleiman Kerimov was sanctioned by the U.S. Treasury Department, in consultation with the Department of State in 2018 for his role as an official of the Russian Federation and a member of the Russian Federation Council. He was alleged to have moved hundreds of millions of euros into France, in addition to conducting standard fund transfers without disclosing the money to French tax authorities.The arrest of <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a> was announced on 14 April 2022, but the Task Force KleptoCapture did not get the official green light for her arrest until 4 May. During this period a plea had been made by Millemarin Investment on the registration of the US warrant to seize <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a>.&nbsp;The Fijian Court of Appeals dismissed the plea on 27 May, opening an avenue for the U.S. Department of Justice to actualise the arrest and transport her to U.S. territory. From there, the yacht was locked in a legal battle for several years regarding her true ownership. <img src="https://photo-assets.superyachttimes.com/photo/393882/image/large-85002cf90fcbd0f9d3c4545d29a092c9.jpg" data-gid="gid://syiq/Photo/393882">The ownership structure behind AmadeaAccording to court documents, a Memorandum of Agreement (MOA) in September 2021 showed that Millemarin Investments Ltd were committed to sell <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a> for €225 million to a Cayman Islands entity that was created less than one week before the deal. Under the agreement, the buyer acquired the right to use the yacht and assumed responsibility for her operating costs following the initial €45 million payment.Lawyers representing Millemarin claim the Cayman Islands-based company is owned by Khudainatov and because he is not currently sanctioned by the U.S, his legal team therefore challenged the seizure and forfeiture of the yacht.However, U.S prosecutors argue that the sanctioned Russian billionaire Kerimov was behind the Cayman Islands entity and that he allegedly used a web of shell companies to hide his assets, including <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a>, and evade international sanctions.&nbsp;It was alleged that Khudainatov was serving as the "straw” or nominal owner to obscure Kerimov's involvement.<img src="https://photo-assets.superyachttimes.com/photo/393883/image/large-99488250fa35ea39ce37fa28d4ff2747.jpg" data-gid="gid://syiq/Photo/393883">The court battle In October 2023, U.S. Justice Department filed a civil forfeiture complaint for ownership of <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a> following her seizure and relocation to San Diego in 2022. The complaint was filed at the Manhattan federal court and marked the start of a lengthy judicial process for the US to seek ownership.The U.S. Department of Justice alleged in its complaint that Suleiman Kerimov bought <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a> in 2021, and then violated U.S. sanctions by making more than $1 million in maintenance payments through U.S. financial institutions.Just four months later, the U.S. government filed a petition to auction <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a> before the dispute over her ownership was resolved, stating that the yacht was currently costing the U.S government more than $7 million a year to maintain.A court filing by federal prosecutors in Manhattan told U.S. District Judge Dale Ho that <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a> currently had an “excessive” $600,000 monthly average maintenance bill, and urged the judge to consider an auction. They also alleged that talks to have Khudainatov pay for <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a>'s upkeep had broken down.&nbsp;In January 2025, the evidentiary hearing began to determine the ownership of <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a>. Rachael Doud, Assistant US Attorney for the Southern District of New York stated that Kerimov’s niece allegedly paid €225 million to complete the sale of <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a> in 2021 on his behalf and to bypass sanctions which had been imposed on him since 2018.According to Doud, Kerimov and his family used the vessel and had plans to use it further, with Khudainatov acting as a straw owner. Khudainatov’s lawyer Adam Ford argued that there is no evidence of a completed sale and characterised the agreement with Kerimov as a loan rather than a purchase.<img src="https://photo-assets.superyachttimes.com/photo/393875/image/large-a816cc99184d93f85c79dca79e3e1630.jpg" data-gid="gid://syiq/Photo/393875">Ownership claims rejected and yacht sold at auctionOn 10 March 2025, U.S. District Judge Dale Ho issued an 80-page ruling that stated that while Khudainatov retained the "bare title" to <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a> after September 2021, the true beneficial owner was sanctioned Russian billionaire Suleiman Kerimov.The decision marked a significant victory for the U.S. Department of Justice, prompting them to announce in August 2025 that <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a> would be offered for sale via a sealed-bid auction on 10 September 2025.The auction was administered by the National Maritime Services of Fort Lauderdale, Florida, in accordance with a forfeiture order issued by the U.S. District Court for the Southern District of New York (Case 1:23-cv-09304), with <a data-gid="gid://syiq/Company/158" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Fraser (Company)">Fraser Yachts</a> appointed as promotional agent for the auction.In October 2025, a spokesperson for the United States Marshals Service confirmed that <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a> had been sold at auction, with her new owner and price not disclosed. However, Khudainatov and Millemarin Investments submitted an appeal to the United States Court of Appeals for the Second Circuit, maintaining they were the beneficial owners of <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a>. <img src="https://photo-assets.superyachttimes.com/photo/393872/image/large-9aac7473aea0108815459490aee8c9cf.jpg" data-gid="gid://syiq/Photo/393872">Final ownership appeal rejectedIn a decision issued on 1 June 2026, the court and circuit Judges Parker, Lohier and Merriam affirmed Ho’s previous ruling, confirming that Eduard Khudainatov and Millemarin Investments Ltd were unable to demonstrate a sufficient beneficial interest in <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a>.&nbsp;The court agreed with the District Court in the Southern District of New York, stating that Khudainatov acted as a "straw owner" and despite a sale agreement in 2021 that transferred control and economic responsibility for the yacht, he only appeared as the legal owner on paper, with the real economic ownership allegedly under the control of Kerimov.&nbsp;The United States Court of Appeals for the Second Circuit confirmed that Khudainatov failed to demonstrate the type of beneficial interest required under US law to contest civil forfeiture proceedings.“With the standard of proof established, we review the District Court’s legal conclusions relating to standing de novo and its factual findings for clear error,” explained the court. “The District Court correctly concluded that the claimants’ legal title to the <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a> did not itself establish standing to contest the <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a>’s forfeiture. For the foregoing reasons, we affirm the judgments of the District Court.”As a result of this, the legal challenge over ownership has been brought to a close, with the Government’s forfeiture of <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a> remaining in place, and no other avenues available for the claimants to pursue ownership arguments in the United States courts.Delivered in 2017, <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a> features exterior design by <a data-gid="gid://syiq/Company/82" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Espen Øino International (Company)">Espen Øino International</a>, while her interior was penned by <a data-gid="gid://syiq/Company/67" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Zuretti Interior Design (Company)">Zuretti Interior Design</a>, with naval architecture by her builder <a data-gid="gid://syiq/Company/23" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Lürssen Yachts (Company)">Lürssen</a>. With a gross tonnage of 4,402, <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a> can comfortably accommodate up to 16 guests across an eight stateroom configuration, alongside an impressive crew of 36.&nbsp;Amenities onboard include an infinity pool, a certified helipad, a private owner’s spa, a separate guest spa and two elevators. 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, the yacht has a top speed of 20 knots, a cruising speed of 13 knots and a range of 8,000 nautical miles.&nbsp;According to AIS, <a data-gid="gid://syiq/Yacht/6167" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Amadea 106.1m (348'1&quot;)Lürssen Yachts2017">Amadea</a> is currently located in Monaco.

Amadea yacht ownership appeal rejected

The US Court of Appeals has upheld the court ruling that Eduard Khudainatov cannot claim ownership of the 106m Lürssen yacht Amadea.

US Court rejects final appeal from ex.owner of 106m yacht Amadea

As Venice Climate Week runs from 3 to 8 June, <a data-gid="gid://syiq/Company/374" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sanlorenzo (Company)">Sanlorenzo</a> is calling for urgent investment in alternative fuel infrastructure across Europe. The company noted that the transition to next-generation sustainable yachts will depend on availability of energy infrastructure, rather than the speed of technological progress.<img src="https://photo-assets.superyachttimes.com/photo/396223/image/large-103ef131c568767e63b19cb8b8a430ac.jpg" data-gid="gid://syiq/Photo/396223">Executive Chairman Massimo Perotti presented the ‘Venice Call for Maritime Action’ at the event, an initiative formalised through an open letter addressed to Jessika Roswall, European Commissioner for Environment, Water Resilience and a Competitive Circular Economy, and copied to Ursula von der Leyen, President of the European Commission.“Across our industries, the technologies required to enable more sustainable mobility, employment and enjoyment at sea are no longer theoretical,” he stated in the letter. “They are real, advancing rapidly, and increasingly ready to move beyond experimentation and into everyday use.” The initiative calls for coordinated investment in green methanol supply chains and electrification infrastructure across key maritime hubs.<a data-gid="gid://syiq/Company/374" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sanlorenzo (Company)">Sanlorenzo</a> noted that while it has already invested in bi-fuel methanol propulsion as part of its 'Road to 2030' strategy, adoption remains constrained by limited infrastructure. This case is &nbsp;particularly apparent in the Mediterranean, where availability across marinas is still minimal.<img src="https://photo-assets.superyachttimes.com/photo/396224/image/large-fa3744cfa8c57f5776899c890d02e793.jpg" data-gid="gid://syiq/Photo/396224">Currently, less than one percent of global methanol production is renewable, with supply concentrated in industrial ports such as Rotterdam and Antwerp-Bruges, leaving major yachting regions underserved.The ‘Venice Call for Maritime Action’ urges coordinated action among European institutions and policymakers, port authorities and coastal cities, energy producers and fuel suppliers, and industrial and technology partners to accelerate the transition. This includes including a six-month progress review to assess infrastructure development.The letter also pushes forward <a data-gid="gid://syiq/Company/374" href="#managed-by-system" rel="noopener noreferrer" target="_blank" title="Sanlorenzo (Company)">Sanlorenzo</a>'s commitment to the following initiatives:&nbsp;<ul><li>Championing a future vision for more sustainable yachting</li><li>Continuing investment in innovation and technological progress</li><li>Supporting the development of viable and accessible energy ecosystems</li><li>Engaging in cross-sector collaboration to accelerate progress<img src="https://photo-assets.superyachttimes.com/photo/396226/image/large-dd7b8005406727dc9430ff3c953dbf09.png" data-gid="gid://syiq/Photo/396226"></li></ul>The effort has already drawn support from across the maritime sector, including SYBAss, Professor Flavio Manenti of Politecnico di Milano, alongside representatives from marine technology, energy, and sustainability organisations.As one of the founding partners of Venice Climate Week, the company is using its Casa Sanlorenzo hub to convene industry dialogue under the ‘Planet Aqua, Planet Peace’ programme. The initiative brings together city leaders, scientists and industry stakeholders to address coastal resilience and maritime transition.Moreover, the group continues to advance its Road to '2030 strategy'. This includes the 50Steel Almax, the first superyacht to feature a methanol fuel cell system, and Bluegame’s hydrogen-powered BGH-HSV support vessel, developed for zero-emission operations during the America’s Cup."By aligning investment, infrastructure and policy, it is possible to unlock the next phase of sustainable &nbsp;maritime mobility and support the wider integration of alternative propulsion technologies across &nbsp;Europe,” Perotti concluded.

Sanlorenzo Venice Climate Week

Sanlorenzo is calling for urgent investment in alternative fuel infrastructure across Europe at the Venice Climate Week 2026.