YACHTING SPRING/SUMMER 2007
12
INCLUDING THE YACHTSMANS DIRECTORY
MAN AT THE TOP CPT. A.J. ANDERSON LIVING WITH FURNITURE DAVID LINLEY WEATHER MATTERS FLORIDA AND THE CARIBBEAN MARINE PHOTOGRAPHER IMPROVE YOUR IMAGE
A Colin Squire Publication
Featuring ‘The Yacht Owner’ Supplement
colourful solutions
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CONTENTS 8
LULWORTH
8
Two Men and A Boat
LIVING WITH FURNITURE
WEDDING EXCLUSIVE
20
Roger Madigan & Martha Godinez Ramirez
THE INDUSTRY MOVERS 34
22
The Recognition Guide
34
Les Voiles de St Tropez 2006
42
Reports and Expectations
148
A History
The Fit and Trim
57
The New S600 Guard
64
CHARTERERS’ WINES
158
At Easter!
OFF THE BEATEN TACK
72
FLIP THOMSEN
81
165
WEATHER MATTERS
171
Florida and the Caribbean
The Paint Man
LOVE MY TENDER
84
ETOs, IT, AV, LAN AND PLCs
178
Will Faimatea
Don’t Lose It!
HOW SWEET IT IS
THE ARCHIPELAGO OF LA MADDALENA
88
A Visitor’s Guide
93
A. J. Anderson
186
What Is Diabetes?
LAW OF THE SEA
MAN AT THE TOP
192
The Legal Report
THE YACHTSMANS DIRECTORY 195 123
The Best In Yacht Building and Design
COLIN SQUIRE PUBLISHING PO Box 7, Bungay, Suffolk NR35 2QD UK +44 (0)1986 894333 PUBLISHER & EDITOR Colin Squire E-mail: colinsquire@yachtingmatters.com PUBLISHING CO-ORDINATOR Veronica Gwynn
DECK QUALIFICATIONS Unravelled!
Of Elephants and Temples
THE MARINE GALLERY
162
In Unchartered Waters?
Improve Your Image
COVER PHOTOGRAPHY: Colin Squire
146
Reflecting On Interiors
‘EN GARDE’
CRUISING GREECE MARINE PHOTOGRAPHER
178
A TOUCH OF GLASS
THE LIVING IS EASY ABOARD 156
EVENTS ROUND UP
138
138
David Linley
THE MOONEN SHIPYARD
THE OLD AND THE NEW
88
THE YACHT OWNER SUPPLEMENT
LIST OF ADVERTISERS
196
ADVERTISING OPPORTUNITIES: Colin Squire – colinsquire@yachtingmatters.com Veronica Gwynn – veronica@yachtfile.com This magazine is a YachtFile publication. Whilst the publishers have taken every care to ensure the contents are correct they cannot take responsibility for any losses incurred as a result of any editorial or advertisement. The opinions do not necessarily reflect those of the publisher, who therefore cannot accept any legal responsibilities for
DESIGN AND ARTWORK Andy Larkin
opinions expressed herein. We acknowledge the right of reply.
PRINT Fuller Davies, Ipswich
All rights are reserved and no part may be reproduced or stored without prior permission.
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A NOTE FROM THE EDITOR
I
HAD THOUGHT OF GIVING A LECTURE ON GLOBAL
need over-qualified people. Paper qualifications are something
warming and yachts but then realised that if the ice caps
that have become a necessity to get a job, but even having gained
melt a yacht would possibly be the perfect place for all of us
the qualification, has the candidate got the practical knowledge,
to be spending the rest of our days on, and we have just
or the persona required to fulfil his task on board effectively. Over
experienced the world’s warmest winter on record!
my years on yachts I met and lived with some wonderfully
I am now preparing for another of my four week journeys
entertaining individuals. I also had to live and work with people
around the Mediterranean to deliver this magazine and it has
that should never have been let out of the loony bin. Only
again stirred the travel bug that seems to permanently reside
recently a captain was telling me of a crossing during which his
somewhere in my body. Combined with the satisfaction of getting
new engineer attacked members of the crew and caused them
a new edition of Yachting Matters off to the printers is the feeling
considerable personal injury. He was employed through a crew
that I have a journey ahead of me that will certainly turn into
agency and, one would think, must have had a history of
another personal adventure. Travelling is a trait to be found in
intolerance onboard. This should have been known well before he
most of the people that I have interviewed, or met over the years
sailed. Maybe honesty when giving a reference is a good thing!
through my business, all people with that urge to move around. In
I have also given you the information you may require to
many cases their schooling as youngsters had been of secondary
visit the America’s Cup. It should be quite a spectacle, thousands
importance to them; the impulse that took them into a sailing
of visitors and hundreds of yachts are expected, I may even get
career meant that most of them left their education early and still
there myself. I just hope that after all of the hype that the event
succeeded. Some of the seemingly irrelevant subjects were just
lives up to expectations and the Cup naturally remains in Europe.
not exciting enough to keep them at their desks!
I would like to thank all of those that have written for this
That bug is something that can really take hold and the sea
edition of Yachting Matters, or allowed their story to be told. What
is still one of the last true frontiers. It is being made easier and
you are holding is really a tribute to those people. My job is simply
safer all the time to explore of course, but every now and again
to bring material together to create a magazine that I know will
nature throws a spanner into the works just to make life that little
be of interest to all who are lucky enough to receive a copy. If you
bit more interesting. There is also a great deal of it out there,
are reading this, which I guess you are, and you have a story to
beautiful, uninhabited and some of it rarely visited, enough to
tell or knowledge that you would like to pass on please contact
keep the true adventurer searching for a lifetime.
me, you never know, you could feature in a future edition!
In these pages you can read the story of A. J. Anderson. He
I would just like to mention the story on Flip Thomsen. Flip
left school at a young age because he found it a great challenge
is sadly a very ill man, but he is one of the finest people I have
to go out to sea in a boat, to push his skills to the limit and it
ever had the pleasure to know. He has always wanted to be
brought adventure into his life, something that sitting behind a
featured in Yachting Matters and so Flip this is for you.
desk didn’t. I wonder if 35 years ago he could have, even in his wildest dreams, imagined what his life would be like today. He gained his sailing experience at a very young age, his parents allowing him to take his own road in life, one you can read about in these pages. As he mentions, the yachting industry does not necessarily
004
YACHTING MATTERS ISSUE 12
Colin Squire
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PHOTOGRAPHY: COLIN SQUIRE
LULWORTH
TWO MEN AND A BOAT
Designed and built in just eight months by the White Brothers yard in Southampton, Lulworth was launched in April 1920. Over the next ten years she took the starting line in some 258 regattas around the coastline of Great Britain, winning an astonishing 139 prizes, taking the flag on 59 occasions, coming second 52 times and finishing third
BY ANDREW ROGERS
in a further 26 events. In 1925, Lulworth was placed in all but six of the 35 races in which she competed — and 1926 saw her give a record-breaking encore.
THE RE-LAUNCH OF THE GIANT GAFF CUTTER
Dutchman Johan J. M. van den Bruele left home at 18
LULWORTH ON VALENTINE’S DAY 2006 WAS
seeking – and quickly finding – his fortune. His
These achievements make Lulworth an
THE SUBJECT OF GLOBAL MEDIA ATTENTION.
business acumen and willingness to graft worked well
important historical and technological
SUPERBLY RESTORED IN THE MOST AUTHENTIC
in the property development market, where Johan
artefact in her own right. Another reason
WAY POSSIBLE TO HER 1920 ORIGINAL STATE,
was also able to indulge his love for history. Some fine
why the yacht is so special is that she is the
LULWORTH EPITOMISES THE CLASSIC CHARM
buildings have been brought back to life under his
sole survivor of the famous ‘Big Five’
AND AWESOME POWER OF THE GREAT SAILING
tutelage, including an 11th century monastery that is
immortalised by the Beken photograph.
YACHTS OF YESTERYEAR. THE PROJECT WAS
today the famous Hotel Karel V in Utrecht.
And although the introduction of the
ALSO A SPECTACULAR CULMINATION OF
Until 1999, however, this love of the past had
THE PARTNERSHIP BETWEEN LULWORTH’S
not extended to his yachting life. ‘My father never
regulations spelt an end to the
OWNER, JOHAN J. M. VAN DEN BRUELE, AND
knew what he was starting when he built his young
dominance of the Gaff cutters, the fact
THE
THE
son an eight-foot wooden boat in the dining room,’
that Lulworth was not converted to the
RESTORATION, GIUSEPPE AND ELISABETTA
Johan remembers. ‘I bought my first sailing yacht at
new rules is also unique.
LONGO.
THIS
the age of 20 and have since owned boats of all
COOPERATION AT FIRST HAND OVER THE PAST
shapes and sizes, from Boston Whalers to Princesses.
Lulworth faded from the public eye during
FOUR YEARS WHILE WRITING A BOOK ON THE
During the 90s I enjoyed many bare boat winter
the 1930s, and was saved from the
PROJECT, ANDREW ROGERS REPORTS ON A
adventures in the Caribbean, and it was then that I
scrapheap in 1947 by Richard and Rene
VERY SPECIAL RELATIONSHIP.
started to consider buying a classic yacht.
Lucas (who also rescued Endeavour).
I
intrigued when my friend Derk Jan Rolf from De Valk
COUPLE
WHO
HAVING
ORGANISED WITNESSED
‘Finding the right boat proved difficult, so I was T ALL STARTED WITH A PITCH AND A challenge in September 1999. ‘This could be a stunning boat if you restored her in the right
PHOTOGRAPHY: COLIN SQUIRE
Bermudan rig and the new J Class
For the next four decades she was mud berthed and used as a houseboat; Mrs Lucas is still alive today and has been a great help in tracing back Lulworth’s
way,’ Giuseppe insisted, standing on the deck of the
history. Towed to the Beconcini Shipyard in
1939 De Vries motor sailer Iduna. ‘I’ll buy her under
La Spezia to be restored in 1990, the project
one condition,’ replied Johan. ‘That you take charge of
never materialised due to a dispute between
the restoration….’ And so began the first of two
Lulworth’s new owners and the architects.
amazing projects that have consumed seven years of the Longo’s life, and no small percentage of Van den
She was found by Johan and Giuseppe in 2001.
Bruele’s bank balance. Look at Iduna and Lulworth docked next to each other on a Mediterranean quayside, however, and you will likely agree that their efforts were more than worthwhile. OPPOSITE:
FROM POWER TO SAIL
JOHAN J. M. VAN DEN BRUELE
Before we look in more depth at these projects, let’s introduce the main characters and trace the
LEFT:
origins of this auspicious meeting in Antibes.
GIUSEPPE LONGO
YACHTING MATTERS ISSUE 12
009
LULWORTH
BELOW:
International told me he had found the answer. On a fine Antibes
power running. Up to 17 people stayed on the boat at a time and
GIUSEPPE & ELISABETTA LONGO
morning in September 1999, I was introduced to Giuseppe and
she became the main recruiting point for crew agencies in Antibes.
Elisabetta Longo. They explained how Iduna was the largest
Iduna was so good looking that people often came onboard to take
Feadship built up to 1960 and a piece of Dutch yachtbuilding
photos and even during these crazy times I had a feeling that
heritage. In truth it was the wonderful classic lines of the boat that
something special was in store for this boat.’
sold me, but I was hugely impressed by the commitment of the
His hunch proved correct when Johan bought Iduna. ‘I've
Longos to finding the right home for Iduna. And that is why I
always loved a challenge but Johan’s request came as a bolt out of
contracted them on the spot!’
the blue. This would be the first of many times that he would surprise me in the years ahead.’ This decision highlights a key factor
MAD WORLD
about Johan’s modus operandi – his ability to spot talent and entrust
Only in this crazy industry of ours could a half Italian/half English
people with tasks that, on paper at least, seem beyond their remit.
man and an Italian woman end up running a 33.50-metre Dutch
Giuseppe embraced this visionary concept himself when putting
boat in France! Giuseppe Longo moved to Italy in 1992 at the age
together the team that would restore Iduna and, later, Lulworth.
of 30 after selling his Bristol catering business. He ended up working
010
at various yards in Viareggio, including Benetti, while courting his
CLASSIC YACHT DARSENA
future wife Elisabetta. The two met on a sports field in Pisa back in
From the outset, the new partnership took an unconventional route
1993 and have been inseparable ever since. Although I have let
by setting up their own private yard to restore Iduna. They chose
Giuseppe do the talking in this article, he is always the first to say
the port of Viareggio, home to yards such as Codecasa, Benetti and
that Elisabetta has played an equally crucial role in the Iduna and
Perini, plus an amazing network of maritime equipment supply
Lulworth projects.
concerns. This is probably the only town in the world where you can
The intrepid Longos had moved to Antibes from Viareggio in
buy a steel bolt in one shop, a piece of leather next door and a
the summer of 1996, entrusted with preparing for sale a 30-metre
wood panel across the road. Most if not all the traditional products
South African sailing yacht called Tam. This boat was moored next
and skills needed for the rebuild of Iduna were on hand in Viareggio.
to Iduna (then called Highland Prince). As the broker in charge of her
On 24 September 1999, a mere three days after the sale,
sale, Derk Jan Rolf was delighted when Giuseppe agreed to clean,
Giuseppe took the initiative and sailed Iduna from Antibes to
varnish and paint the yacht.
Viareggio. When Johan called from a business trip to Japan to ask
‘As we worked, it became increasingly difficult to get
how the weather was in France, Giuseppe could say with all
payment from the owner,’ recalls Giuseppe. ‘When the cash dried
honesty that he didn't know…‘We’re already in Italy’. Smiles were
up altogether, we turned Iduna into a youth hostel to keep the
swiftly wiped off faces the next day, however, after the boat was
YACHTING MATTERS ISSUE 12
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LULWORTH
RIGHT:
taken out of the water. Pressure washing the
SY IDUNA
hull, a gap instantly opened up at a place under the porthole. Little more than a paint film’s worth of hull plating had been left. If Iduna had hit an object or bad weather during the trip from Antibes, the consequences would have been disastrous. The Classic Yacht Darsena yard was built from scratch in just eight weeks on an overgrown piece of land, a process that involved 16 truck loads of gravel, the construction of a tent, the laying of power cables and a whole lot more besides. A twostory Portakabin office became the hub of Giuseppe and Elisabetta’s operations. From here they oversaw a dedicated multinational team of craftsmen and lovers of historic vessels, many of whom would continue right through to the Lulworth project, and even end up sailing her. In fact, the current skipper of Lulworth, American Gerald Read, was the engineer on the rebuild of Iduna. In addition to the dedication of the inhouse team, another key factor in the success of the Iduna and Lulworth restorations was the support from outside experts of the highest calibre. The list of renowned names and companies involved in both projects include architect Stefano Faggioni, Ratsey & Lapthorn sailmakers, Spencer Rigging and marine surveyor John Winterbotham. Fairlie Restorations would later join the team for Lulworth.
technical equipment and entirely rewired. Despite the 21st century comforts, great attention was paid to retaining Iduna’s classic looks. The results were sufficiently breathtaking for the Committee International de la Mediterranea to
REBUILDING IDUNA
rate her as a yacht d’époque, which meant that Iduna could join the
The rebuild of Iduna took three years and went far beyond the
classic regattas.
original ‘refit’ briefing. An incredible amount of research went into traditional techniques to ensure that the yacht would be authentic.
‘The way we worked on this project was very different to the norm,’ Giuseppe explains.
Everything that could be saved was preserved and restored for reuse,
‘It soon became apparent that Johan and I were both
including the main mast, deck saloon, compass and anchor winch.
incredible sticklers for detail. On several occasions we thought we
Meanwhile, all the components that needed to be re-constructed
had agreed that Iduna was finished, only for one or other to come
were based upon original plans and materials. Her new teak deck,
up with a list of small details that might still be addressed. That is
made as a perfect copy of the old, was laid on stainless steel, while
perhaps why the level of perfection on Iduna is so high. At the time
all deck fittings were cast in bronze.
of her launch in September 2002, we could look back on a very
The rebuilding process was meticulous through every part of
ambitious undertaking, and realise that it would have cost millions
the yacht. Although going below deck is like stepping back in
more to have rebuilt Iduna to such an extent in a full-time
time to the golden age of yachting, Iduna’s brand-new interior
professional yard.’
subtly incorporated contemporary conveniences such as air-
012
conditioning and freezers. The use of modern equipment freed up
ENTER LULWORTH
plenty of interior space in addition to the deckhouse, lounge and
Iduna received considerable praise in the yachting media, although
three cabins. And the reborn Iduna was also given top-of-the-line
Johan, Giuseppe and their team had precious little time to rest on
YACHTING MATTERS ISSUE 12
LULWORTH
RIGHT:
PHOTOGRAPHY: COLIN SQUIRE
CPT. GERALD READ
their laurels. A year before the launch, a new yacht – or the remains of one to be more accurate – had taken up residence in the
BELOW:
Classic Yacht Darsena yard. Now that Iduna
LULWORTH IN THE FRAME
was completed, all attention turned to the massive task of restoring the world's largest gaff cutter. The pair had found Lulworth at the Beconcini yard in Italy in the summer of 2001, where a legal stalemate had left the yacht’s primary structure exposed to the elements for 11 years (see sidebar). Johan takes up the story. ‘Before me stood the remains of the last existing gaff cutter from the Big Class of the 1920s, an era that has always fascinated me. Having always found it difficult to resist the call of history, my instinct was to purchase the wreck and restore her to health. But it was also clear that returning this classic icon to her original state would entail huge amounts of time and money. ‘Despite her condition, Lulworth looked awesome as Giuseppe and I climbed up on to a rib cage of perfectly symmetrical steel, clad with Honduran mahogany. And there turned out to be much more of the yacht left than frames, planking and floors. In a prescient move, Lulworth had been stripped in 1990, and there were containers full of parts from lanterns to helm controls, sinks to skylight grills. A furniture storage area contained her table, writing desk, wine and glass cabinets, the interior panelling, every single door and door frame, the original stairs and banister,
014
YACHTING MATTERS ISSUE 12
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LULWORTH
even the entire saloon and owner’s cabin. And the amount of
to full racing order. And many other old boats have been turned into
original deck equipment available was unprecedented, including the
modern classics in the last decade or so. From the outset, Lulworth
deckhouse.
presented us with a different goal. She is the only large-class yacht
‘This was a wonderful day and although we still did not quite
from the 1920s to have not been radically altered in an attempt to
grasp what we had found and how much could be put back together,
compete to J Class. She is the sole survivor of the legendary Big Five.
we agreed to nurse Lulworth back to health. Being close to the
And, in my humble opinion, she is the most magnificent gaff-rigged
completion of a project of Iduna’s size, friends suggested that I was
cutter ever built.
mad to take on an even bigger yacht. But it was precisely the lessons
‘We therefore considered it a moral duty to restore her to
learned with Iduna that convinced Giuseppe and me that we could
original condition, using every traditional material and method
also restore Lulworth. It was to be harder than we thought…’
possible. The foundations were certainly in place: We were blessed with a wealth of material, with 50 percent of Lulworth’s steel
A DIFFERENT TASK
frames in restorable condition, plus over half the floor plates and
To a large degree, the duo brought this added complexity upon
three quarters of the interior. Everything was in desperate need of
themselves. While Iduna had been authentically rebuilt and then
restoration, however, and our challenge was to find the knowledge
upgraded to the needs of today, the benchmark for Lulworth was
to do so and to source the same materials used in Lulworth's
set even higher. A complete restoration to her original state, using
original build.’
exclusively traditional methods. Building off the boat in this way
Giuseppe consulted historians, naval architects, rigging
meant preserving every possible piece of metal, wood and
experts and joinery specialists. Everything that could be restored
furniture, or replacing like with like. Giuseppe explains the thinking
was reused and where parts were unsalvageable or missing,
behind the largest and most extensive restoration ever attempted
authentic replacements were found. This philosophy is apparent
in a private yard.
from the largest elements to the smallest details. Lulworth is
‘Recent years have seen the three remaining classic J Class
planked with rare, air-dried Honduras mahogany, attached by 9800
yachts – Endeavour, Velsheda and Ranger – comprehensively rebuilt
bronze bolts, each with its own wooden plug on top. And every missing door hinge was recast to exactly the same specifications. Four years later, the original materials and recreated period pieces blended seamlessly into one. The nicks and bumps in the metalwork, the knots and dings in the
panelling
add
to
the
authenticity because they are real. Much of the furniture is original, and replacements were made using traditional joinery methods. There
are
few
modern
accoutrements on Lulworth and no air-conditioning. In engineering terms she is as faithful to the original as today’s waste disposal and fire-fighting rules allow. The rigging and sails are based upon the plans of 1926, the year when Lulworth
reached
peak
performance. Her natural coloured Dacron sails were made by Ratsey & Lapthorn, using the same methods PHOTOGRAPHY: COLIN SQUIRE
as on the original build. ‘There were times when I really
016
YACHTING MATTERS ISSUE 12
PHOTOGRAPHY: COLIN SQUIRE
LULWORTH
WIN A COPY OF THE LULWORTH BOOK
felt the boat coming back to life,’ Giuseppe says. ‘To watching something so helpless and abandoned become transformed into something so sublime has been the greatest privilege.’ MAKING HISTORY After Lulworth’s spectacular launch in the La Spezia military base in February 2006, she was quickly
The Restoration of the Century
dubbed ‘The Restoration of the Century’. Many of you will have seen Lulworth during the summer of 2006, perhaps at first hand during the major regattas, maybe on CNN (which broadcast its August edition of MainSail from the yacht), certainly in the yachting press which devoted huge amounts of print to the project’s successful completion. But how do the men responsible look back on this first season?
Size: Cover: Finish: Print: Contents: Weight:
245 x 345 cm Hardcover Stitched bound Full colour c. 350 pages c. 2.5 kg
Both Johan and Giuseppe independently state that the absolute highlight was the Argentario Sailing Week regatta, an event which saw Lulworth finally race again in earnest for the first time in 76 years. Your author was also on board for the debut race at this regatta on Friday 16 June 2006, and it was an amazingly exciting day. The ‘Big Boats’ jostling for position on the starting line included the schooner Mariette and Cambria, the 1928 cutter that Lulworth last raced against in the autumn of 1930. It was a tense moment as the countdown to the race came ever closer. Exactly on time, with 285
284
Johan at the helm, Lulworth crossed the line to cheers from guests and crew alike. Over the next three days of racing, Lulworth and her crew performed consistently well,
HISTORY IN THE MAKING
taking second place overall in the regatta. ‘Everybody advised us beforehand not to take part in
A lavish 400+ page book is about to be published on
regattas at such an early stage as we had a green crew and the yacht was such an unknown quantity,’
Lulworth’s remarkable story. It details her history,
remembers Giuseppe.
with eyewitness accounts and a wealth of previously
‘The most exciting moments came when we beat Cambria coming back in and repeated the
unpublished photos. Next, the entire restoration is
performance against Mariette the next day. It is no small achievement to overtake such celebrated
covered, from the first steel frame to the silver-
boats, both with a highly trained crew accustomed to getting the most out of their yacht. To cross
plated toothbrush holders. And a final section looks
the finishing line and hear Cambria’s crew ringing out the “three cheers” as their predecessors would
at Lulworth’s first summer of sailing in 76 years,
have done in the late 1920s was wonderful.
with an amazing selection of images.
‘After Argentario the weather was never quite so good and the 2006 season suffered as a result. It is good to remember that whatever man might build we are all dependent on the elements.
The book can be ordered directly from the yacht’s
But we learned some very valuable lessons at regattas such as Cannes and St Tropez. Lulworth’s crew
website, www.sylulworth.com.
will be even more professional in the summer of 2007, and we will have two new sails that will be especially useful in light winds. Johan has chosen to follow the spirit of the owners of the 1920s, who
To win a free copy – worth €125 – and receive
were not afraid to make the alterations they believed would improve performance. There is much
the free Lulworth newsletter, just send an email to
more to come with Lulworth…
ym@sylulworth.com, including your name and address in the body of the mail.
CREATIVITY AND COMMITMENT And how does the owner himself feel, having now brought back to life not one but two gorgeous sailing yachts? ‘I see myself merely as the current caretaker of Lulworth. She is part of our nautical inheritance and her ownership is shared with everyone who loves classic boats. This was why I have so much enjoyed allowing thousands of people access to Lulworth over the past year. ‘The project has cost far more than anticipated but I believe that the result justifies the means. It all comes down to trust in the end, and I have been blessed to have people like Giuseppe and Elisabetta running the show. We wanted Lulworth to last another hundred years. At the time she was originally built, people often destroyed history as fast as they built it – look at Sir Thomas Lipton and the four Shamrocks! But we see things differently today and the standard of our restoration is such that Lulworth will long outlive me. ‘I hope people will one day look back and understand why we felt so compelled to take this challenge on – in the same way that we look back at the craftsmen who built her in 1920 and respect their creativity and commitment. It has been an honour to be involved in something so historically important.’
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YACHTING MATTERS ISSUE 12
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WEDDING OF THE YEAR
YACHTING MATTERS WEDDING EXCLUSIVE ROGER MADIGAN & MARTHA GODINEZ RAMIREZ
PUTTING ON THE STYLE!
O
N NOVEMBER 30TH OF LAST YEAR IN PUERTO Vallarta, Mexico, Roger Madigan was married to Martha Godinez Ramirez in the Superyacht Society
Wedding of 2006, with many international guests from various parts of the world in attendance Roger and Martha commissioned a pair of luxury Villas by the water for Martha’s family and several of the wedding guests. One of these superb buildings had been chosen as the wedding venue, Casa Gilbert. Pinmar’s Peter Allan and Remy Millott were
– and it truly was. The romantic wedding ceremony took place just
installed in the fully staffed Casa Gilbert, 5 days prior to the
before sunset, in the cool of the late afternoon.
ceremony – to get suitably acclimatised, and the sight of the two
Now the Villa, gardens and pool were completely awash
of them taking the rays around the infinity pool attracted a lot of
with the most beautiful displays of white lilies and orchids, and
attention, apparently from the circling Buzzards.
the lawn that formed the approach to the wedding dais, lined
Guests had been arriving in town since the previous
with white satin covered palm trees, lilies, orchids, and carpeted
Saturday and were seen to be painting the town red and having a
with a thick layer of white rose petals for the bride to navigate over
great social occasion. A private chauffeur service was provided for
on her arrival.
the ‘foreigners’, during their stay. This service alleviated many of the obvious potential problems and of course it made the partying easier! Some guests realised their ambitions of swimming with dolphins whilst others also managed to have their ambitions realised during the festivities. On the day of the wedding the organisers started to weave their magic around the villa. Palm trees sprouted satin cloaks, plants and huge bunches of flowers arrived to adorn the house, garden and the infinity pool; golden chairs replaced the garden furniture. As the meticulous preparations unfolded before disbelieving eyes, it became apparent that this was to be something special
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YACHTING MATTERS ISSUE 12
WEDDING OF THE YEAR
especially when he recited Rudyard Kipling’s ‘If’ to his son Christian, and they ended up in a big cuddle. The best man’s speech was also brief as Peter, completely out of character, chose to be ‘politically correct’ and censor the more interesting stories at the last moment. As darkness fell the guests were treated to a fabulous firework display and thanks to ENLACE, the live band, and the hilarious antics of a group of Martha’s Mexican friends, the night started off on what was to be a memorable evening, one that in true yachting and Mexican fashion ended at around 4 am. The next day the wedding party enjoyed a ‘post wedding’ barbeque pool party. A wonderful aspect of the wedding had been the diversity of the guests and the pool party gave everyone the opportunity to relax and enjoy the multi cultural atmosphere in a perfect environment. The Mexican zest for life and the combination of the many different senses of humour ensured another long and memorable day. The Honeymoon started for the happy couple in Panama from where they flew to Rome and Venice, arriving in Palma to spend Christmas with close friends, then, cancelling their planned trip to London, decided to return to Mexico to spend the New Year with Martha’s family.
>||
The bride arrived for the ceremony at the villa’s private dock, via the inland waterway, in a beautifully decorated local boat along with her mother Cecilia, the bridesmaids and her brother Alfredo, who gave her away. Roger and his best man Peter had stood for quite some time on the dais waiting for Martha’s arrival. When she appeared Roger took one brief look at his future wife walking over the petals, to the sound of Canon by Pachelbel, being played by a violin and piano duet from the balcony above, and his eyes filled with tears, she looked so beautiful. Following the ceremony 60 plus guests enjoyed a champagne cocktail hour entertained by a nine piece Mariachi band before sitting down in the grounds of the villa for the Wedding Dinner. Fortunately the sun was now down and the temperature was perfect. There was a considerable mixture of different cultures and the ages ranged from little kids, bridesmaids, through to the more mature folk. The more mature folk were of course mostly from Roger’s side of the guest list. The speeches were kept to a minimum, Remy played MC and Roger’s speech was brief but very emotional,
YACHTING MATTERS ISSUE 12
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INDUSTRY RECOGNITION GUIDE
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BRIAN MUSTON
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WALTER VAN DEN BOS & LUCIO NODARI
CPT. MARIO EISENHUT
YACHTING MATTERS ISSUE 12
INDUSTRY RECOGNITION GUIDE
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YACHTING MATTERS ISSUE 12
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INDUSTRY RECOGNITION GUIDE
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KATHY MCLAREN
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MARK BODDINGTON & KEVIN GLANCY
MARK BOXSHALL
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YACHTING MATTERS ISSUE 12
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REMCO IMMINK
YACHTING MATTERS ISSUE 12
Under the High Patronage of H.S.H Prince Albert II of Monaco
INDUSTRY RECOGNITION GUIDE
028
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RENATO POLO
RICHARD WEBB
ROLAND BOURGEAUD
ROSS TAYLOR
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YACHTING MATTERS ISSUE 12
YACHTING MATTERS WHO’S WHO?
It is always a mystery when you contact somebody you have never met, you no doubt wonder who you are talking to. This listing will help resolve this problem. If you have kept the past issues you will be able to see if your contact is listed, if so you can now put a face to that name. We cannot put everybody in the magazine in one go, but over time this reference section, I am sure, will prove invaluable. NAME EDITION AAFTINK Evelyn 7 ABERNATHY Gary 12 ACKER Sandy 8 AGLIARDI Carlo 11 AGLIARDI Alberta 11 AHRENS Michael 12 AINSWORTH Maxx 4 ALABASTER Jim 11 ALARIO Steve 9 ALDEN Timothy 10 ALEXANDER Simon 11 ALEXANDERSSON Peter 11 ALIX Chris 11 ALLAN Jeanie 7 ALLAN Peter 12 ALLEN Drew 8 ALLEN Tony 8 ALTHAUS Antoine 11 ALTHOFF Tandy 9 AMBROGI Catherine 11 AMICO Alberto 4 AMOROS Veronica 10 ANCHISIS George 11 ANDERSON Julian 6 ANDERSSON Carl 'Michael' 8 ANDREOU Costas 11 ANTHONY Scott 10 ARRAR Andre 5 ASHLEY Judy 5 ATFIELD Phil 6 ATKINS Mike 10 AUDABRAN John 11 AUF DEM GRABEN Sylke 6 AUSSET Pierre 5 AX Britta 11 AZARA Renato 9 AZARA Giovanni 11 AZCARRAGA Emilio 6 BABAJKO Cvetko 11 BACILE Liliana 9 BAILEY M.B.E. Hugh 4 BAKER Charlie 6 BALLARD Simon 7 BANNENBERG Jon 6 BAPTIST Polly 10 BARDON John 7 BATANI Alberto 11 BATSTONE David 5 BATT Neil 11 BATTAGLIA Gino 9 BEADON John 7 BEAN Jim 5 BEAN Brad 10 BECKMAN Paul 10 BEDIN Leonardo 5 BEIDERBECK Joerg 6 BELL Graham 9 BENNETT Adam 'Nobby' 9 BERGSTRAND Lars 5 BERNARD Annie 9 BERNARDINI Cristina 8 BERTOLA John 10 BEYER-OLSEN Jan 10 BIANCHI Andrea 5 BICKLEY Paul 11 BILLINGSLEY Mark 6 BIRKET Charlie 8
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BISCHOFF Bianca BJERRE-PETERSON Mads BJORKLUND Lars BLAKE Peter BOATMAN Peter BOBROW Jill BODDINGTON Mark BOERS Annet BOLTON Rodger BONNAMY Franck BONNAMY Xavier BOONE Bill BOTT Martin BOURGEAUD Roland BOUTKAN Marten BOW Peter BOWEN Mike BOXSHALL Mark BOYD Jeff BOYLE Colin BRADEN Alex BRANDLIGT Philippe BRANDT Christian BREMAN Michael BREWER Mike BRIAND Philippe BROCKLEHURST Michael BROSILOW Alan BROWN Peter BRUYNOOGHE Ineke BRYANT Peter BUCKLEY Tork BUCKNELL Els BUFFINGTON Jane BUNGAY Liz BUNNING Andrew BURKE Patrick BURKET Björn BURLEIGH Nick CAMINADA Victor CAMPINI Giorgio CANNON Dave CARBONE Francesca CARSON-LAINE Anne CASTLE Morgan CAZE Lionel CHARPENTIER Jean-Paul CHICK Brian CHILES Jenny CLABBURN Jimmy CLACKERS Keith CLARK Leigh CLARK John CLARKE George CLARKE Aaron COIRON Bernard COLIN Pierre COLLETT (Sir) Ian COLLINS Tom COLON Diego COMBET Frank CONNERY Angela CONYERS Mark COOMBS Kenny COONEY Eddie COOPER Bobby CORNS Mike COSTAGUTA Dr. Matteo
10 76 7 26 9 52 7 70 6 39 12 n/a 12 n/a 10 80 7 24 6 31 12 n/a 3 20 12 n/a 12 n/a 10 82 10 76 11 64 12 n/a 8 44 10 77 5 86 8 42 8 38 11 62 10 82 12 n/a 9 86 8 36 7 58 9 20 7 26 9 179 10 77 8 73 6 13 11 64 9 53 12 n/a 11 62 12 n/a 10 78 11 174 11 64 6 96 9 47 5 79 6 32 9 47 11 60 4 144 10 80 5 6 10 80 5 94 9 47 11 58 5 82 6 32 11 64 7 67 6 31 5 76 4 43 11 78 11 59 4 43 7 4 8 39
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R Y an A S pr d ho e M r in p o CA eba Ju Go ffe or se an lfe red al d
THE YACHTING MATTERS ‘PUT A FACE TO A NAME’ LISTINGS
YACHTING MATTERS WHO’S WHO?
COSTELLO Jane CROSTHWAITE Steve CROSTHWAITE Lee CUBBIN Alan CUCKSON Richard CUSHION Lance DAM Timo DARMANIN-KISSAUN Mark DARNBOROUGH Simon DAVID Frances DAVIDA Grisha DAVIS Craig DE JONG Willem DE JONG Dirk DE LEEUW Jeanny DE PALMA Riot DE SAVARY Peter DE SIEPE Jan DE VERTEUIL Rupert DE VRIES Henk DE VRIES Hilke DEBURE Tom DEBUSE Tom DEETH Paul DEGABRIELE Joseph DEL BECARO Valerio DEL TEVERE Luigi DEMAJO Tony DENNISON Don DERMAUW Philippe DESTEFANO Brenda DEVEREUX Andy DIODATI Fabrizio DISDALE Terry DIXON Bill DIXON Tony DOGULU Begum DONALD Jackie DOVASTON Fred DOYLE Owen DRAPER Phil DREUX Dermot DRIVAS Aris DU PLESSIS Jessica DU TOIT Dean DU TOIT Mary DUMESNY Veronique DUNCAN Mark DUNCOMBE Guy DUNN Jeff DUPPERON Carlos EASTMAN Laurel EDWARDS Brian EDWARDS Philip EDWARDS Paul EISENHUT Mario EKMAN Elenor ELARIO Steve ELLENBROEK Joop ELLIOT Mark ELMER Marc ENDERS Stefan ESTEBE Patrick EVANS Ivor EVERTON JONES Mike FALCONE Carlo FALCONER Mark FARMERY David FARR Peter FARRELL Peter FARRELL Sean FEATHERBY Bridget FERNANDES Gordon FERRARI Roberto FIDDES Mike FIELD Ray FINLEY Lane FINLEY Kay FINNERTY Suki FIORINI LOWELL Peter FISCH Raymond FISHER Adrian FITTERY Gene FLASHMAN Nick FLECKENSTEIN John FLOYD Jimmy
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YACHTING MATTERS ISSUE 12
7 6 6 3 3 10 12 6 9 8 9 4 8 9 6 7 8 7 8 6 10 5 11 10 10 12 5 4 12 12 7 8 5 6 8 10 9 9 6 7 9 10 5 7 10 10 11 4 6 5 2 8 8 10 12 12 8 6 7 8 9 4 7 8 9 8 2 9 7 7 12 11 10 5 11 10 8 8 10 12 10 8 3 2 6 8
102 34 34 122 101 80 n/a 34 50 39 50 40 44 54 32 28 22 152 42 32 80 86 64 77 80 n/a 82 41 n/a n/a 22 36 80 60 36 84 46 52 31 23 53 77 84 26 82 82 60 42 36 79 6 15 39 84 n/a n/a 42 39 26 44 178 43 187 42 50 38 19 178 26 23 n/a 60 76 84 59 84 39 39 76 n/a 76 36 24 2 30 40
FORBES Kip FORNION Franck FRANCIS Martin FRANCOLINI Andrea FRANIK Carsten FRANKLIN Afsaneh FRASER Guy FRASER Diane FRECH Jerry FREEMAN Bob FREIVOKH Ken FROST Graham FROST Adam FULLER Alan GALANAKIS Hermina GALANAKIS Spyros GARCIA AUBERT Pepe GARDINER Richard GAVAGNIN Pierfranco GEDLEK Bugsy GERARDIN Dominique GESSNER Georgia GIACOMUZZI Mario GIBBS Geff GILLARD Ben GIRAUD Phillipe GLANCY Kevin GLENN David GOLDSMITH Vivien GONZALEZ FERRER Gemma GOWER-CLIFF Sebastian GRAEPEL Dirk GRAHAM James GRAULS Eva GREGORY Peter GRIEBEL Klas GRIFFITH Patrick GRIFFITHS Nigel GROENEWOLD Gary GUEST Chuck GUILLARD Alexandra GUNTER Becky GWYNN Veronica HABERLI Eric HADDY Paul HAGMANN Christoph HAGMANN Kiki HALL Malcolm HAMILTON Claude HAMMING Heidi HANDYSIDE Bruce HANSEN Morten HARDY Jane HARRIS Arthur 'Flash' HARRIS Tony HARRIS Ira HARVEY Missy HAUETER Ferdinand HEETEBRIJ Marten HEISIG Philipp HELLE Nils HELTBERG Henning HEMMINGWAY Paul HENDRY Lynette HENRY Jan HERREBRUGH Mike HESELTON Niel HEYES Nicholas HEYWOOD Tim HICKLING Ken HIEMSTRA Reinhard HILL Vaughan HILL Adele HO Peter HOEK Andre HOLE Chris HOLLAND Ron HOLLAND Julia HOLSTEIN Nick HOLTOM Jason HOPPENSTEIN Reuben HOPPENSTEIN Charles HORNADAY Ginger HORNER Roger HORNSBY Ian HORSLEY Mike
3 5 6 11 11 6 6 11 5 9 11 6 10 7 5 5 7 9 5 10 5 7 11 12 7 6 12 6 6 6 7 5 11 10 9 3 7 6 10 10 9 12 10 12 8 8 9 8 7 8 9 9 10 3 8 8 5 4 5 5 6 5 2 11 9 12 7 7 6 4 8 10 10 10 7 12 7 11 12 7 8 8 10 7 12 9
27 80 60 140 58 57 30 59 81 46 92 31 76 97 92 92 67 54 75 76 80 24 59 n/a 23 39 n/a 31 39 36 28 84 62 77 47 101 67 36 77 77 178 n/a 78 n/a 36 40 52 42 189 39 47 20 78 94 42 190 75 41 99 82 31 81 50 62 52 n/a 24 26 60 38 44 77 77 80 22 n/a 28 60 n/a 22 42 42 77 26 n/a 53
HOSKIN Mark HOULGRAVE Jeff HOW Tony HOWITH Michael HOWORTH Frances HOWSON John HOYER Patrick HUBBNER Max HUISMAN Alice HUNT John HUTTON Mike IEDEMA Bianca IGLESIAS Maria IMMINK Remco INSULL Mike INSULL Ian INSULL Peter ISRAELOFF Sam JACHNEY Lynn JACKSON Dan JACKSON Robbie JACKSON Simon JACKSON Paul JARVIS Shaun JEFFERY Nick JELLEN Peter JINKINS Dana JOHN Michael JOHNSON Simon JOHNSON Missy JOHNSON-HALLIDAY Kass JOHNSTON Johnno JONES Thomas JONES Chris JONES Barry JOPSON Andrew JOURNING Alan JOY Kasia JOYEAU-BOURGEOIS Gaye JUST Anthony KARAMAN Metin KARELSE-APPELMAN Marjolein KEATING Christine KEENE Shaun KELLIE Penelope KELLIHER Malcolm KELLY Karen KELLY Dan KENNAUGH Paul KENNISTON Don KERN Jeremy KIDD Susan KING John KIRCAALI Fuat KITCHING David KNIGHT Gill KNIGHT Reina KOOLHOF Kees KOPPSDEIN Michael KRODEL Heinz KUPFER Daniel KURTZ Michael LAIDLAW Irvine LAING Mike LAMBRECHTSEN Marlise LANDRY Anne LAROUSSE David LAST Gina LAST Jeff LA-VEY Dean LA-VEY Jacqui LAWSON James LE FEUVRE Jackie LE QUESNE Richard LEAN-VERCOE Roger LEGRAND Raphael LEMBRIN Sofia LENNIE John LEPICIER Bruno LESSELS Don LEUPE Nico LIGHT Alan LINDQUIST Borje LINE Nick LINNE Garry LINNE Bill
9 8 4 7 7 8 6 7 12 6 8 8 9 12 7 9 11 9 5 2 5 8 9 11 4 10 6 6 8 9 8 6 7 8 8 7 6 11 5 12 5 7 8 5 2 6 6 12 9 6 6 5 9 9 7 10 11 6 12 5 11 4 6 6 4 9 6 2 10 8 10 8 7 12 4 9 11 5 7 9 10 7 7 5 12 12
48 44 43 24 24 96 36 24 n/a 25 38 39 52 n/a 60 47 48 54 76 10 54 42 48 59 42 82 13 30 39 53 40 14 24 38 38 23 30 60 86 n/a 80 26 38 84 10 147 57 n/a 48 31 29 92 48 50 82 78 62 34 n/a 81 59 36 34 36 36 53 110 19 78 176 78 191 24 n/a 9 50 62 81 23 66 84 23 23 82 n/a n/a
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YACHTING MATTERS WHO’S WHO?
LINZEL Otto LIPE Robert LISTER Mike LIVERAS Andreas LOFTUS Paul LONGO Guiseppe LOUGHLIN Kim LOURANDAKIS Costa LOUVET Jaques LUIJENDIJK Rob LUISE Francesco LUISE Massimo LUNT Russell LUTEIJN Heleen LYNNE Jacqueline MABBETT Paul MACCHIAROLI Gisella MACDONALD Neil MACDONALD Ian MACDONALD Caspar MACKAY Neil MACLEAN Malcolm MACPHAILE Duane MADIGAN Roger MAES Charles MAGER Alexandra MAGER Beatrice MAGGI Marcello MAHAFFY Bill MAHLBERG Henrik MANCINI Francesca MANN III John MANSELL Cyd MANSFIELD Beau MANTO Richard MARESCA Giovanni MARINA Scott MARSH Jeff MAULE Karin MAURESO Fiona MCDONALD Andy MCDONALD Neil MCGUIRE Lee McKAY Colin MCKAY Colin McKEAGE Bob McKENZIE SHAW Moira MCLAREN Kathy MCMULLAN Peter McNAMARA Barry MEYER Claus-Ehlert MICHAEL Healy MILLER Scott MILLER Tom MILLOTT Remy MILLS Roger MINORS Natalie MITCHELL Damien MONTAGNE June MONTEDORI Roberto MORAN Robert MORAN Brian MORGAN David MORRIS Richard MORRISON Doug MORTON Andrew MOULLIN Alison MUELLER George MULLER Barbara MUNFORD John MUSCAT Isabel MUSETTI Annalisa MUSTON Brian NAHON Jean Daniel NARKOWICZ Steve NARRAWAY Darcy NATUSCH David NEISWENDER Mark NEWCOMB Justin NICHOLSON Libby NICHOLSON Fernando NICHOLSON Rodney NICHOLSON George NICHOLSON Desmond NICHOLSON Inigo NIDEROEST Joe
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YACHTING MATTERS ISSUE 12
7 5 10 11 10 5 6 5 7 9 9 11 7 8 10 6 8 5 7 12 6 4 12 7 10 12 12 4 11 7 2 12 9 8 11 5 6 8 3 11 9 11 10 8 10 10 11 12 11 7 12 4 2 4 10 2 10 11 12 6 4 8 6 10 8 5 10 11 11 6 6 11 12 11 10 12 8 11 5 4 6 6 6 6 6 9
24 82 82 48 77 30 34 92 23 54 50 60 67 40 78 36 39 171 67 n/a 31 42 n/a 67 76 n/a n/a 42 155 23 10 n/a 50 36 64 81 30 38 113 60 46 184 82 40 84 77 64 n/a 64 66 n/a 72 13 43 84 13 78 58 n/a 144 43 38 31 84 39 79 76 59 62 34 32 58 n/a 60 82 n/a 38 174 81 5 57 57 48 57 57 48
NIELSEN Morton NIEUWENHUIZEN Bert NOIZET LOPEZ Estelle NORTH Andy NOTTEN Ingrid NUEVO Marco OFFER Bob OLDCRAFT Tim OLDENBOOM Egbert OLIVA Pamela OOSTERMAN Madelon O'SULLIVAN Declan PAGLIARI Manuela PAINTER Jamie PALFREY Sonia PALMER Wayne PAMMENT Alex PANIZZA Daniele PARRY Tom PASCAL Jacqui PASTOR Jaime PASTORINO Ugo PAUL Laurent PAVLATOS Makis PAVLATOU Rosemary PEARLMAN Jeff PEARSON Kaye PEEL Robert PEEL Angus PEGAN Edward PEIN Mathias PERCIVAL John PERCY Gordon PESTO Lisa PESTO Max PESTO Fabio PETTAVINO Luc PETTAVINO Monique PHILLIPS Harold PHILPOT Declan PIANTINI Andrea PICKERING Alan PIGDEN PaddY PINCH Graham PINCH Zoe PIROVANO John 'Kiwi' PITMAN James PIZZARDINI Johan PLENT Raoul POERIO Vicenzo POETCH Tomas POLEMIS Andreas POLO Renato PORTER Bill POUX Ann POUZET DES ILES Fabrice POWELL Bruce POWELL Peter PRADO Mike PRANIC Gerhard PREVOST Emma PRIOR Geoff PROSPERI Lucio PUIG Carlos Martinez Falero QUAIRE Pierre QUARANTA Stefano QUINN Fergal RADERSMA Gert RAINEY Joseph RAKUS Martina RAMONA Sylvie REDMAYNE Martin REECE Paul REID Russell RENAULT Thierry REYMANN Laurence RICOURT Christophe RINGSING Kirsten RISSO Paola ROBERTS Roy ROBERTS Paul ROBINSON Jan ROBINSON Andrew ROBINSON Niall ROBSON Judith ROCH Fabion
10 9 1 7 4 6 7 7 12 12 4 6 6 9 5 9 5 9 6 10 6 10 10 9 11 5 8 6 11 12 9 11 7 9 10 11 11 11 9 8 9 8 6 8 8 10 9 11 7 9 12 9 12 8 9 6 7 7 10 10 9 8 6 9 5 9 11 6 9 8 5 7 4 9 9 10 5 9 6 8 9 6 6 11 11 7
82 178 3 22 36 34 22 24 n/a n/a 36 92 36 48 86 50 79 47 39 78 32 84 80 54 62 81 40 30 64 n/a 53 127 3 53 84 64 62 62 52 39 178 40 36 38 38 80 48 60 24 178 n/a 54 n/a 38 46 36 22 28 82 82 50 39 30 50 79 46 192 32 46 44 92 26 42 50 54 80 82 52 36 42 48 86 30 62 64 23
ROCKALL Mike RODGER Bryan ROGERS Andrew ROMEOS Efstathios ROMERO Johnny RORDAN Sean ROSALES Manolo ROSCOE Katie ROSE Paul ROSSALL Gary ROSSI Silvo ROUTLEDGE Glynn RUMEAU Jean Marc RUMEAU Caroline RUSSELL Joe SABATES Felix SAKALIDIS Kosmas SALA Enrico SALISBURY Justin SANCHEZ Pierre SAVAGE Nigel SAVINO Dario SAVINO Luca SCALABRINO Paola SCALES Michael SCHIAFFINO Giovanni SCHNOOR Peter SCHONENBURG Dirk SCOTT Peter SEBASTION Sarah SELTER Leo SHARP Doug SHAWCROFT Charles SHEFFIELD Hannah SHILTON Caroline SICHES Oscar SIEZLAND Mike SIMI Riccardo SIMPSON Mike SKALTVEET Clara SKIPWITH Barney SLIKKER Floris SLOAN Patta SLOCOMBE Marc SMALLWOOD Jimmy SMALLWOOD Helen SMITH Derek SMITH Robert SMITH Billy SMITH Marius SMITH Steve SMITH Joanne SMITH Dean SMITH Malius SMITTEN Kelley SOLEZZI Giorgio SOUTER Ian SPILLER Mike ST GEORGE Graham STARKIE Cheryl STEIN Howard STERRINGA Anne STEVENS Phil STEVENS Mark STOCKWELL John STOKES Gill STOKES Curtis STONE Sean STORY Michael STREET Don STRUICK Marco STRUIK Anneke STRUIK Marco STUART Andrew STURGE Nick SWEET Duncan SYRETT Jonathan TABONE Anna TACCHI Giorgio TADEMA Hester TANSELL Misirici TAYLOR John TAYLOR Steve TAYLOR Ross TEELE Scott TERAZAWA Joanne
10 9 8 11 4 12 7 10 7 9 11 5 4 4 9 8 8 11 8 11 6 5 7 4 6 5 5 7 5 11 10 12 9 10 8 6 8 9 8 4 12 10 8 4 12 12 2 4 8 9 10 10 10 11 11 5 9 10 4 7 5 10 5 11 10 12 12 11 2 12 4 8 12 4 12 6 8 9 11 6 5 4 7 12 5 7
82 46 36 59 43 n/a 58 82 26 53 62 81 36 36 59 39 42 60 40 62 36 80 28 6 36 81 82 67 81 58 82 n/a 53 78 39 36 38 50 40 40 n/a 80 39 42 n/a n/a 52 42 39 46 78 78 77 60 60 81 52 76 41 22 103 76 82 59 80 n/a n/a 62 21 n/a 42 42 n/a 9 n/a 31 40 46 59 34 79 41 45 n/a 79 22
YACHTING MATTERS WHO’S WHO?
THEED Jilly THEED John THOMSEN Flip THOMSON David THOMSON Susie THWAITE Jasper TIBBS Peter TILSE Hans Joachim TILSE Gizela TODD David TOMEI Giuliano TOMEI Renza TORRES FONSECA Lourdes TOSI Eva TOSITTI Stefano TOUGH Chris TOWNSEND Penny TREASE Norma TUCKER Julie TULLOCH Lucy TWOHIG Dan TYSON Mick ULUPINAR Gozde USSI Christian VALLANCE Paul VAN BERGAN Phil VAN BREEMEN Nico VAN BREEMEN Marjan VANDEMORTEL-MOONENJolanda VAN DEN BOS Walter VAN DEN BRUELE Johan VAN DER KAADEN John VAN DER WERF Clemens
10 12 7 8 11 7 9 8 8 5 10 10 10 10 9 9 6 9 12 6 8 8 9 5 9 6 12 12 10 10 5 9 12
78 n/a 67 39 64 23 48 39 39 80 78 78 82 77 54 46 39 53 n/a 30 136 114 52 80 48 31 n/a n/a 80 84 30 52 n/a
VAN DIJCK Michel VAN DISHOECK Evert VAN LENT Dick VAN WESTERING Vynand VANGEEST Jos VELEMA Hein VENABLES John VERKERK Jan VERLEIGH Kim VEUJAR Ronald VINALE Laura VIRGO John VITTORIA Joseph VOISIN Thierry VOLSTER Pat VOS Nancy VROLIJK Rolf WADDILOVE Guy WALKER Martyn WALLIS-WHITE Ann WARREN Alan WARWICK Anita WATSON John WEBB Richard WEBBER Adrian WEBLEY John WEBLEY Chris WELDON Rags WELSH Joao WELTON Roy WESTWOOD David WHITE Michael WHITELEY Michael
8 9 12 7 11 6 9 7 10 7 11 8 7 11 5 12 4 7 11 5 6 2 8 12 9 5 8 10 6 9 11 10 9
42 50 n/a 67 64 32 179 23 80 28 60 42 26 64 86 n/a 37 32 113 92 30 12 38 n/a 46 92 38 78 34 54 20 82 48
WHITING Jason WICKEL Fred WIEKENS Henk WILLCOCKS Nigel WILLIAMS Richard WILLIAMS Nick WILLIAMS Embert WILLIAMS Bianca WILSON Neil WILSON Allan WILSON Piers WILSON Andrew WILSON Andrew WINCH Andrew WINN Angelika WINN Robin WISDEN John WISSMAN Thomas WOOD POWER Simon WRIGHT Gary WUBBERLING Richard WUESTER Claudia WYBORN John WYNNE David WYNNE Bear ZANASI Mario ZEEVAARDER Remco ZEVALLOS Carlos ZUIN Giovanna
5 10 11 10 4 5 9 10 4 5 10 10 11 7 12 12 10 6 7 8 7 11 8 7 8 9 12 8 11
86 80 93 77 43 82 47 76 132 86 84 80 58 22 n/a n/a 37 132 26 35 24 60 40 44 11 48 n/a 38 60
>||
YACHTING MATTERS ISSUE 12
033
THE OLD AND THE NEW
LES VOILES DE ST TROPEZ 2006 (OCT. 2-7 2007) WORDS AND PHOTOGRAPHS BY COLIN SQUIRE
034
YACHTING MATTERS ISSUE 12
LES VOILES DE ST TROPEZ 2006
O
CTOBER 2005 SAW ME AT THE LES VOILES DE
A famous classic yacht, I would like to add, that had to
St Tropez classic yacht regatta for the first time, I had
resort with many others, to anchoring off the port during the
to go back. The experience on board Altair that year
festival as the main St Tropez dock was being crowded by a
with Don Lessels established this event as one of my personal
display of eight Wally Yachts, admittedly taking a place in the
Seven Wonders of the Yachting World and this year, 2006 saw it
overall proceedings, but do these modern wonders really have the
firmly placed near to the top of that extraordinary list. I have to
moral right to take space on a dock in what is considered by many
admit that my past career in professional yachting was one of
worldwide to be the premier classic yacht regatta, I think not, as
power yachts, the bigger the better, and only at the closing of my
did many of those I spoke to at the event. Wally, as a sponsor,
seagoing career did I experience my first and only professional
should respect the sprit of tradition and anchor off the port and
yacht job that required wind, and a lot of it, and not simply diesel,
allow those that the event was created for to claim their rightful
and a lot of it! I was lucky, it was aboard one of the world’s great
place. Maybe these modern yachts should have their own race
Fifes, Sumurun. I learnt a great deal during that six month sail, I also
week in St Tropez or install and use a floating dock outside.
observed first hand during that time the affection that a man can
I have over the years taken a part in many sports and each
have for an object, I again watched it played out in style in 2006
has its own pinnacle, something to be remembered, you know, the
from the harbour wall of St Tropez, at the finish of an unforgettable
hole in one, the hat trick, I can go on. During the 2006 regatta I
day of racing on the Saturday. That same owner crossed the line
had an experience that could stand up to that, three days of
again, at the helm of that same yacht as she was carried by the
racing on such a mix of craft that I can only look back in disbelief.
strong winds, a proud man, standing tall on a proud yacht.
LEFT: THE DOCK AT ST. TROPEZ
BELOW: THE VIEW FROM LULWORTH
FOLLOWING PAGE: ALTAIR
On the Thursday, I had arrived the night before, it was a day
YACHTING MATTERS ISSUE 12
035
LES VOILES DE ST TROPEZ 2006
RIGHT AND BELOW: MARI CHA IV
spent on board Altair with her new captain, Stephane Benfield. The winds were light after the previous day’s mistral, and the unbelievable array of yachts on display and under full sail could only create an amazing panorama that had to be soaked up. Stephane was obviously enjoying his new found roll and our tour around most of the course was something to be enjoyed as we toiled in light winds, these old girls take some shifting, until we ended up going nowhere at which point Stephane wisely started the engine and returned to harbour, followed in short order by the rest of the fleet. Altair went on to win the day on the following Saturday, achieving an astonishing speed of 151/2 kn at one point, and finished a deserving overall 2nd on the week. On the Friday I had the honour of being invited to spend the day on board the recently restored Lulworth with her owner, Johan J. M. van den Bruele and Giuseppe Longo who had played, along with his wife, a pivotal role in her restoration. The story of the working relationship between these two men is told elsewhere in this magazine, it is a fascinating story. I listened as
038
YACHTING MATTERS ISSUE 12
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LES VOILES DE ST TROPEZ 2006
BELOW:
they each told me their story behind the saving of Lulworth, but
configuration she had proved well capable of giving this record
SY SUMURUN
at the same time to live the Lulworth experience as this fabulous
breaking, state of the art racing machine a good run for her money.
restoration was put through her paces, that was priceless.
race started in 25-27 knots of wind, something that Mari Cha IV
racing onboard Mari Cha IV as a guest of the captain Jeff
was built to enjoy. Mike Sanderson, Brad Jackson and the crew
d’Etiveaud. I had been given my simple instructions, be outside
fresh from winning the around the world Volvo Ocean Race did a
the Capitainerie at 09.30 for pick up by the tender. I found myself
nice job of bringing MCIV first across the finish line. On the way
standing amongst a collection of very large and fit looking
to this we had flown through the Wally fleet, had an extraordinary
gentlemen. The rib duly arrived, it was not a small rib! and the
few minutes overhauling Valsheda as you only see her in those
dock emptied onto it. I began to realise what I had let myself in
rare photographs, and always snapping at us was Morning Glory,
for. These men had been flown in to propel this yacht to victory!
deceptively fast for her size and going for afternoon glory, but just
The best sailors in the world were to be working this yacht, no
not making it. At one stage MCIV I heard, hit a magic 28 knots, she
messing about, this was serious stuff. And the weather, it was
has touched 38 in almost perfect conditions and is designed to
blowing at a fair rate of knots. The previous Wednesday had seen
max out at 40. I was hanging on for dear life, cameras hanging
the day’s sailing cancelled, amongst great consternation from
around my neck, at times looking almost vertically down across
participants, due to a mistral, today struck me as being a
311/2ft of grey carbon deck. My backside, being the new boy,
pretty serious blow, again this could cause problems in the
soaked by water flowing out of her water ballasting tanks in the
harbour but the racing was on, and what a great day it turned out
good looking spaces along the rail, ominously clear early on. The
to be for all concerned.
art of crossing that deck as the yacht went about was by
We arrived at Mari Cha IV, thoughtfully anchored out in the
necessity a fast learning experience, if I had got it wrong I would
bay. The first thing that struck me was the sound as I placed my
hate to think of the consequences, but the bruises I sported next
camera bag onto the deck when climbing on board from the
day on my arms were testament to how seriously I took the
tender, it sounded as if I had struck the hull with a hammer, she
experience.
was hollow, highly tuned and at around 55 tons and 140 ft by no
A wonderful day and something I will never forget, and to
means small. Inside her belly is empty, to keep weight to a
make it back in time to watch the old classics pass over that finish
minimum only essential equipment has ever been installed, every
line, in that wind, magic.
ounce counts. Her main competitor for the week had been the smaller yacht Morning Glory with her new underwater
040
We left our mooring buoy and made for open water. The
On the Saturday I had been invited along to spend the day
YACHTING MATTERS ISSUE 12
Certainly three great days made possible by some extraordinary people, my thanks to you all.
>||
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PHOTOGRAPHY: COLIN SQUIRE
EVENTS ROUND UP BY COLIN SQUIRE
EVENTS ROUND UP
THE MONACO YACHT SHOW 2006
their best products. The key words are prestige, exceptional
LEFT:
BY COLIN SQUIRE
quality and new models.
REFLECTIONS OF MONACO
When its doors closed on Saturday, September 23rd 2006 the
By providing a whole range of services, the Show’s hosts
16th Monaco Yacht Show had undoubtedly again confirmed its
ensure that each visitor or exhibitor can make the most of his
BELOW:
position as the world’s leading luxury yacht show. It has year
time spent in Monaco. Services include valet parking, an onsite
on year increased its selection of the most beautiful yachts
restaurant, a champagne bar, a contemporary lounge designed by
MONACO HARBOUR DURING THE SHOW
that our industry can produce. 91 boats were on show in 2006,
Baccarat, a sushi bar, and a press lounge. Participators are free to
ranging from 25 to 90 m with an estimated total worth of
make use of such places to take a bite to eat, relax and organise
2.5 billion euros. The layout of the harbour, with its floating
their business appointments. This year the Business Centre will be
pontoons and walkways has added enormously to the in water
offering participators computer and internet access.
capabilities of the show and with the new tented areas all full in
Because the Show’s organisers are aware of the
2006 one has to wonder just how large this show can eventually
environment and the need to protect our planet, they have been
grow to.
working towards sustainable development since 2005 by paying
An interesting sight in 2006 had to be the yachts laying off
an annual ecology tax, the proceeds of which are invested in
the harbour itself. Many of these were bringing their owners to
worldwide projects and in recognition of this undertaking the
visit the show. No parking problems, your own restaurant
Show has been awarded the Carbon Neutral sign.
standing by, plenty of room in the port to dock with the tender, I just wonder if you would need a Show ticket!
Lastly, the MYS is renewing its ongoing support for the Monaco Association Against Muscular Dystrophy. Each year the
The 17th 2007 Monaco Yacht Show (September 19th –
Show hands over half of the profits made from entry tickets to
22nd) is shaping up to be another great event with a flavour all of
this association. On the 20th of September, the Show will host an
its own. Still six months from opening, the event has no space
exceptional auction, Only Watch 2007, to offer to the highest
available and a waiting list of companies hoping for a cancellation
bidders 34 watches which are either unique or the first in a select
that would enable them to exhibit. The Monaco Yacht Show, by
line, and all of which have been donated by prestigious
tradition, admits only the finest companies, ones that can provide
watchmakers. It’s proceeds will be donated in full to fund research
reliable references that express high expertise and knowledge of
on Duchenne Muscular Dystrophy. For further information
their chosen sectors.
concerning the auction, visit: www.antiquorum.com.
The Show is just as exacting when it comes to the quality
Contact:
of its in-water exhibition. From the 130 applications made to date
www.monacoyachtshow.com
only 100 yachts have been selected for 2007. Shipbuilders and
info@monacoyachtshow.mc
brokers choose the Monaco Yacht Show as the place to unveil
DATES FOR 2007 – SEPTEMBER 19 – 22ND PHOTOGRAPHY: COLIN SQUIRE
YACHTING MATTERS ISSUE 12
043
EVENTS ROUND UP
RIGHT: CPT. JEREMY ‘BEAR’ WYNN
PHOTOGRAPHY: COLIN SQUIRE
THE SUPERYACHT CUP – PALMA 2006
The final day was sponsored by Pantaenius and with
BY COLIN SQUIRE
brilliant sunshine and a good breeze of 15-16 knots, Yanakee
Sometimes its difficult to say no! I learnt that when Bear Wynn
Too seized the opportunity to pull away and having left their
invited me once again to enjoy the Palma Superyacht Cup
best performance to the end, they were in 17th place at the end
onboard his new command, the fabulous 47 m sail yacht
of day two, they headed up the bay in to the new breeze to
Scheherazade, built by Hodgdon Yachts and launched in 2003.
cross the line first.
The first day of the racing saw some exciting sailing with
With three days competitive sailing and achieving the
varied conditions and plenty of action for the crews. Over the
highest accumulated points, Hyperion took the overall prize for
distance of the course the positions changed several times as the
The Superyacht Cup 2006, and the 'Bent Cleat' award presented
slower smaller yachts that were away first under the pursuit rules
at the spectacular gala dinner at the Cases de Sa font Seca in
were gradually overhauled by the larger faster ones.With the breeze
Bunyola. With 17 superyachts taking part, three days of
decreasing and good tactics paying off, the well sailed Virago owned
excellent sailing and some memorable parties, the Superyacht
and helmed by Stuart Townsend crossed the finish line first,
Cup 2006 was again a huge success.
followed by Metolius and Scheherezade just 4 seconds apart. The second day of sailing, 'New Zealand Day’ saw the
044
THE SUPERYACHT CUP PALMA 16-19TH JUNE 2007
fleet leave the dock and assemble in the bay where the lack of
This promises to be the Superyacht Event of the Summer. With
breeze called for some quick thinking. A competition was soon
possibly 50 or more of the world’s best and largest sail yachts
put into play whereby the crews on each yacht had to put on
scheduled to attend this should be an extravaganza to rival anything
an appropriate display to amuse the judges on board the
that could be happening nearby! Palma and its Bay is a superb venue
committee boat. Scheherezade's deck hand displayed his wake
for this event, as has been proven in previous years when it has been
boarding skills at 14 knots behind the yacht. As the wind picked
held in mid October. The Superyacht Cup organisers certainly know
up the fleet eventually got off to a great start and headed out
their stuff and if I am not mistaken anybody that misses this ‘Special
in breeze of 8-10 knots. Tricky sailing conditions ensued with
Edition’, timed to coincide with the Valencia Americas Cup, will be
variable winds that eventually almost died away allowing Anny
missing a Mediterranean spectacle that will possibly not be seen
a Baltic 26.5 m, to cross the line first. On arrival back at the dock
again for many years to come.
the traditional Kiwi BBQ kicked off with a display of the Haka
SCHEDULE:
by Maori performers. The spectacular selection of food, wines
SATURDAY 16TH JUNE 2007
and beers, flown in from New Zealand especially for the event
10.00-16.00 Registration at The Superyacht Cup Event Office
was greatly appreciated by the international participants.
18.00-21.00 Welcome Reception
YACHTING MATTERS ISSUE 12
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PHOTOGRAPHY: COLIN SQUIRE
EVENTS ROUND UP
PRECEDING PAGE:
SUNDAY JUNE 17TH
soaking up the glory and the glamour of the yachts lined up one
SCHEHERAZADE, HYPERION AND YII – PALMA SUPERYACHT CUP
09.00 Captains briefing
after another providing a veritable feast for the eye. The show
12.00 Boats leave dock
now in its 47th year featured over 1.6 billion dollars worth of
13.00 1st Start – Rally 1
boats, yachts and superyachts. There was also a grand assortment
18.00-20.00 Social Function tbc
of electronics, engines and accessories as well as fast cars, bikes
BELOW: THE FORT LAUDERDALE INTERNATIONAL BOAT SHOW
and other playthings to satisfy the needs of the world’s most MONDAY JUNE 18TH
elite. All of this was to be found encompassed within
09.00 Captains briefing – Dock Bar
approximately three million square feet of space, on land and
12.00 Boats leave dock
water, and spread over six sites all connected by a free transport
13.00 1st Start – Rally 2
service laid on by the show hosts. The main area of the show
19.00-21.00 Social Function tbc
consisted of seven accessory tents displaying every marine related product imaginable. An air-conditioned electronics tent,
TUESDAY JUNE 19TH 'NEW ZEALAND MILLENNIUM CUP DAY'
the engine tent and of course the enormous Superyacht Builders
09.00 Captains briefing – Dock Bar
and Designers tent where desire meets design, displaying models
12.00 Boats leave dock
and plans of residential yachts and exotic destinations that the
13.00 1st Start – THE NEW ZEALAND MILLENNIUM CUP
average person can only dream of.
20.00 (tbc) 'The Superyacht Cup Prizegiving & Millennium Cup Ball'
This superyacht area was absolutely packed with
Dress: Black Tie
companies from all over the world displaying every aspect of their
Contact: www.thesuperyachtcup.com
businesses. The outside areas were filled with tenders and ribs to capacity – as was the water. Powerboats, sports fishing boats, sail
048
THE 47TH FORT LAUDERDALE INTERNATIONAL BOATSHOW 2006
yachts and high performance boats to name just a few.
BY HANNAH SHEFFIELD
– the Barchetta – Christensen, Lady in Blue – Amels, Trinity’s Lady
The Fort Lauderdale Boat Show is not staged exclusively for the
Linda and Imagine, the 197 ft Feadship Blue Moon and the
superyacht industry, neither is it as private an affair as say
Lurssen 192 ft Linda Lou – each vessel coming with a price tag of
compared to the Monaco Yacht Show. People were there to do
many millions of dollars. The yachts certainly were very
serious business, while others were simply being inquisitive,
impressive and added to the glory of this incredible show.
YACHTING MATTERS ISSUE 12
Amongst the Super Yachts were some of the world’s finest
Voyages from the East Coast USA East Coast USA to Mediterranean Newport Newport Port Everglades Port Everglades Port Everglades Port Everglades Port Everglades
06/07 06/07 05/07 04/07 06/07 08/07 09/07
Marmaris Toulon Genoa Palma de Mallorca Toulon Toulon Toulon
07/07 07/07 06/07 05/07 07/07 09/07 10/07
06/07
-
Cherbourg
Voyages from the Caribbean Caribbean to Mediterranean
Summer/Fall 2007 For exact dates check with our Booking Agencies Mediterranean to Pacific West Coast Toulon
08/07
La Paz
Voyages from the Mediterranean Mediterranean to East Coast USA 09/07 09/07 09/07 04/07 09/07 05/07 06/07 09/07 08/07
Port Everglades Port Everglades Port Everglades Newport Newport Port Everglades Port Everglades Port Everglades Port Everglades
09/07 10/07 10/07 05/07 11/07 05/07 06/07 10/07 08/07
Mediterranean to Caribbean Genoa Marmaris Palma de Mallorca Palma de Mallorca
04/07 09/07 04/07 09/07
Martinique St. Thomas St. Thomas St. Thomas
04/07 05/07 06/07 05/07
Genoa Palma de Mallorca Toulon Toulon
04/07 05/07 06/07 07/07
St. Thomas
05/07
Cherbourg
06/07
Voyages from Southeast Asia
06/07
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Genoa Genoa Marmaris Palma de Mallorca Palma de Mallorca Palma de Mallorca Palma de Mallorca Palma de Mallorca Toulon
Martinique Martinique Martinique St. Thomas
Caribbean to Northern Europe 09/07
Voyages within Europe
East Coast USA to Northern Europe Newport
S ai l i n g S ch ed u l e
05/07 10/07 05/07 10/07
Dockwise Yacht Transport USA 1535 S.E. 17th St, Suite 200, Ft. Lauderdale, Florida 33316 Tel.: + 1 954 525 8707, Fax: + 1 954 525 8711 E-mail: dyt.usa@dockwise-yt.com
Cherbourg Cherbourg Stockholm Stockholm
06/07 06/07 08/07 08/07
Marmaris Toulon Marmaris Palma de Mallorca
Southeast Asia to Mediterranean 07/07 07/07 09/07 09/07
Stockholm Stockholm
07/07 06/07
Toulon Toulon
09/07 09/07
Voyages from the South Pacific South Pacific to Mediterranean
Mediterranean to Northern Europe Marmaris 07/07 Palma de Mallorca 07/07
Koahsiung Shanghai
08/07 08/07
Auckland Brisbane
07/07 07/07
Toulon Toulon
09/07 09/07
Voyages from Pacific West Coast Mediterranean Marmaris Marmaris Monaco Palma de Mallorca Toulon Toulon Toulon
07/07 09/07 09/07 09/07 09/07 07/07 09/07
Palma de Mallorca Palma de Mallorca Genoa Marmaris Genoa Marmaris Monaco
07/07 09/07 09/07 09/07 09/07 07/07 09/07
W o r l d C l a s s Ya c h t L o g i s t i c s
All dates are approximate, without guarantee. For complete information on sailing schedules visit:
Pacific West Coast to Mediterranean Ensenada Golfito La Paz Vancouver
08/07 05/07 05/07 05/07
Toulon Toulon Toulon Toulon
09/07 06/07 06/07 06/07
Dockwise Yacht Transport France Port Azur 3, 79 Avenue des Frères Roustan, 06220 Golfe Juan Tel.: + 33 [0]493 931 856, Fax: + 33 [0]493 491 539 E-mail: dyt.france@dockwise-yt.com
www.yacht-transport.com
PHOTOGRAPHY: COLIN SQUIRE
For all five days the event was buzzing and there was a
LEFT: MALTESE FALCON
resounding feeling that the luxury yacht market is going to carry on growing for some time yet. Monaco established this back in September last year and Fort Lauderdale certainly did no more than reiterate this beautifully. Contact: www.showmanagement.com
THE ST MAARTEN CHARTER YACHT EXHIBITION & THE ANTIGUA CHARTER YACHT MEETING BY COLIN SQUIRE 2006, it was an interesting time to visit these two shows, one after the other during the same trip, experiencing the different atmospheres and surroundings. The two shows are ‘Caribbean’ in their own way, and the two islands less than an hour apart by plane (that’s once you get airborne) but their pace of life is incomparable. Before flying on to St Maarten I had first to arrive in and negotiate the Antigua airport immigration queue. I have in the past been guided through by members of the ACYM staff. This year I did not think to call and as luck had it three planes must have landed at the same time. The hall was packed and I queued for over an hour and a half before I made it to the front of my three person
YACHTING MATTERS ISSUE 12
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EVENTS ROUND UP
PRECEDING PAGE: HYPERION – PALMA 2006
BELOW RIGHT: MY SHERAKHAN PASSING THROUGH THE SIMPSON BAY BRIDGE
wide line! I eventually made it through and into a taxi.
well managed and the many well staged networking events were
It felt great to be back, the problem now was that I had to
excellent. Both shows had yachts on show that proved to be of a
be up and away at six the next morning for my onward flight to
very high standard and the brokers certainly had their hands full
St Maarten. I made my very inexpensive Liat flight ok the next
as they visited the yachts that took their interest. As you will note
morning which arrived in St Maarten on time. The sublime to the
from the dates below next year will again see the shows on
ridiculous, St Maarten has a brand spanking new, rather large,
separate dates, it is possible to visit both shows, how many days
airport terminal which I passed through seamlessly and into a
you spend at each is a personal choice but the two things I know
waiting taxi, a service provided by SCYE to all its visitors. I was
for sure, don’t trust LIAT with your baggage and have ACYM meet
staying in the Princess Port de Plaisance Resort and after
you at the airport!
negotiating the appalling traffic we arrived, the problem being I
THE ST MAARTEN CHARTER YACHT EXHIBITION 2007
was two hours early for my room. It was a long wait in the foyer.
DECEMBER 1-4TH
I eventually made the show in mid afternoon and it was
www.scye.com
great to see many familiar faces. Mostly American, and that was
THE ANTIGUA CHARTER YACHT SHOW 2007
how it would stay. Last year most European brokers said they
DECEMBER 5 – 10TH
would not return. Most of them didn’t. I would estimate that
www.antiguayachtshow.com
there were 34 yachts in the show, all well respected charter seen had this show not taken place. Would they have made it to
PHUKET INVITATIONAL SUPERYACHT RENDEZVOUS 2006
Antigua? I stayed for three days, the events that were put on for
BY ADAM FROST
visitors were second to none, the hospitality all around perfect. I
The annual Phuket Invitational, now in its seventh year, brings
could have seen the show in two days had I only known how
together not only the biggest power and sail yachts but also their
many yachts were to be at the dock beforehand. I will be back
owners, crews and guests in an extravagant event where the focus
yachts, mostly power, 34 yachts that I would probably not have
again next year. Heading back to Antigua, LIAT certainly did not do me, or themselves, any favours. The trip back did not take long, but again that Antigua airport queue, then of course being LIAT, no luggage, not just mine, but the luggage belonging to half the passengers on the flight. Left In Another Terminal, you may have heard that one. That’s exactly what had happened. I was told that to carry urgent freight meant our bags were left behind. I could smile, but I then had to hang around for another three hours before my bag arrived on another flight. The docks in Falmouth looked packed, and an impressive sight in the dark, as I came over the hill towards Cobbs Cross. The next morning revealed spaces along the docks in Falmouth and English Harbour, the numbers certainly looked down on last year. Both shows were apparently affected by bad weather that had delayed the arrival of a great many yachts. Around 90 vessels eventually made the ACYM show from 18 m sail yachts to the impressive 88 m Maltese Falcon. It was a good event and well attended even though I noticed a lack of familiar faces. A number of European brokers were attending the SYBass show in Moscow, to meet what proved to be elusive Russian millionaires! The Antigua show was again
052
YACHTING MATTERS ISSUE 12
PHOTOGRAPHY: COLIN SQUIRE
TECHMAR SARL 12 Boulevard d’Aguillon 06600 Antibes - France Te l + 3 3 ( 0 ) 4 9 3 3 4 0 3 0 8 Fax +33 (0)4 93 34 20 34 w w w. d o l p h i n w e a r. c o m i n f o @ d o l p h i n w e a r. c o m
is very much on fun and socialising. The Invitational is a two day
close at hand fabulous blue water yachts like Silalona, Argo and
event held on December 19th and 20th annually, an extravaganza
Blue Gold under their mighty clouds of sail.
for superyachts from around the world that are spending their winter season in Asia.
After the day’s racing Patti Seeri the owner of the 165 ft Silolona welcomed all the participants aboard for sunset cocktails,
In 2006, once again, the fashionable Amanpuri Resort and
then the 130 or so guests were ferried ashore as Thai musicians
Spa on Phuket’s northwest Pansea Beach became centre stage for
and dancers welcomed them as they arrived onto the Amanpuri’s
the event. Next Year the Resort will hold its 20th anniversary
gorgeous private beach. Dinner was a white linen sit down buffet
celebrations at the Phuket Invitational Superyacht Rendezvous.
at the water’s edge, created by the resort’s master chef Dan Lentz.
The first day of the 2006 event saw the owners and
In all thirteen super yachts graced the Invitational, many
captains’ briefing and cocktail party held at Amanpuri’s
returning from previous years, plus three Feadships, MY Northern
sensational Villa Seven. The cocktail party also featured the
Light, MY Lionwind and MY Montigne, all available for charter,
eccentric ‘Feadship Challenge’ in which each of the teams was
making up the numbers.
given a kit from which they had twenty minutes to assemble a
Phuket is emerging as the ultimate yachting and lifestyle
small boat. Once assembled a prize was given for the best design,
destination in Asia, the Thai people offer superlative hospitality
and then they were used in a series of head-to- head blowing
and combined with the breathtaking scenery and superb facilities
races in two parallel water troughs. It’s a devilishly tricky event for
that are available there's simply no better place.
even the most practiced crew and it was the crew from
Contact: info@phuket-invitational.com
SY Cordelia who took out the racing honours this year.
www.phuket-invitational.com
The second day dawned with clear blue skies and a 17 to 20 knot north-easterly wind blowing two miles off the Amanpuri
DUBAI INTERNATIONAL BOAT SHOW
where the racing yachts, starting at a highly civilised 10 am, began
BY OSCAR SICHES
and headed down south to Kamala Beach. This course is set close
My first trip to Dubai was in the January of 2004. Palm Jumeirah
offshore to afford land-based spectators the chance of seeing
was still in its early construction stages and traffic jams did not
YACHTING MATTERS ISSUE 12
053
EVENTS ROUND UP
RIGHT: THE DUBAI BOAT SHOW
PHOTOGRAPHY: OSCAR SICHES
really exist, if you did find yourself held up it would not be for
began around 15 years ago and to me there are certainly no signs
long. The boat show then had some 40 boats over 16 m in water
of it slowing in the foreseeable future.
and an exhibition tent of about 3000 sq m.
Marinas are now being built as interest in moorings soar by
Today the show has 258 stands on display which cater to
the minute and soon I can imagine the waterfront resembling
472 companies from around the world. The increase on 2006
that of Palma de Mallorca, my home city. The affluence of this
alone is a massive 32% in exhibitors. The number of vessels on
place is something that strikes you as soon as your plane lands at
show in the water in 2007 is 126, an increase on last year of 59%.
the airport, walking the show simply reiterates the wealth that
The area covered by the show is now a massive 15,000 sq m.
this desert oasis has attracted, only the wealthy attend this show,
It will take you about 90 minutes to get to the boat show
over 22,000 individuals this year. It really has turned into
these days. 60 of those will be as you wait to pass through
something just a bit special!
the last 200 m before the entrance. The show now attracts the
Contact: www.boatshowdubai.com
best companies in the Superyacht industry, it is as if nobody can day that I attended just a few people from the industry that I
THE 32ND AMERICA’S CUP – VALENCIA 2007
noticed walking the aisles were from Azimut, CRN, Sunseeker,
BY TONY HOLLAND
Feadship and Amels. Many of the top brokers were also on their
Back to Europe now and the build up to this event has been
stands. The days when the yachting market doubted if it was
awesome. With costs running into hundreds of millions of Euros’
worth coming to Dubai are over, everybody it appears want to be
this extravagance just has to prove a success. Who will eventually
seen here.
walk away with the cup is anybody’s guess, meanwhile if you
be seen to be missing the experience, or the clients. On the first
054
I see this unusual place as a mix of the EPCOT centre and
enjoy watching small, state of the art sailing yachts competing
a desert theme park. I have learnt over the past few years that
this has to be the place for you. It may still be possible to rent
everything here works if you take the time and trouble to follow
space on one of the many spectator boats that are being made
the local ways and customs. I have heard many times that the
available, that is of course if you do not have your own yacht to
uncontrolled growth taking place in Dubai has to have an end, it
take along.
YACHTING MATTERS ISSUE 12
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EVENTS ROUND UP
RIGHT: Photography: © www.martin-raget.com
AMERICA’S CUP ACTION
VALENCIA – LOUIS VUITTON CUP: APRIL 16 – JUNE 12
be available to follow on-line. You will need a broadband
Round Robin 1: April 16 – April 23
connection either via a Seatel satellite system or Vodafone 3G
Round Robin 2: April 25 – May 7 Semi-Finals: May 14 – May 25 Finals: June 1 – June 12
HSDPA service. 3. Via Mobile Phone: The America’s Cup Interactive Live Sailing Service and colour News Reports will be available online and via your mobile phone.
VALENCIA – AMERICA’S CUP MATCH: JUNE 23 – JULY 7 Match 1: June 23
For all your America’s Cup communications and entertainment
Match 2: June 24
needs, contact E3 direct:
Match 3: June 26
Telephone: +34 971 404 208
Match 4: June 27
Email: tony@e3s.com
Match 5: June 29
www.e3s.com
Match 6 (if needed): June 30 Match 7 (if needed): July 1
www.americascup.com
Match 8 (if needed): July 3
www.americascupanywhere.com
Match 9 (if needed): July 4
www.valenciasuperyachtmarina.com
Reserve Days: July 5 – July 7
056
You will be able to follow the event using the following media:
For further information on the Valencia Superyacht Marina:
1. On TV: Comprehensive event coverage is being offered on Sky Sports.
Alice Widdows +34 607 573 863
2. On-line: The America’s Cup Interactive Live Sailing Service will
alicewiddows@valenciasuperyachtmarina.com
YACHTING MATTERS ISSUE 12
>||
CRUISING GREECE AT EASTER
HAVE YOU EVER THOUGHT OF TAKING AN EARLY MEDITERRANEAN CRUISE? HAVE YOU EVER THOUGHT OF THE GREEK ISLANDS AT EASTER?
THEY ARE EXCEPTIONALLY BEAUTIFUL AT THIS TIME OF YEAR, THE WEATHER CAN BE PLEASANT, THE SURROUNDINGS RELAXED, THE MARINAS HAVE SPACE AND
BY ROSEMARY PAVLATOU
THE PEOPLE ARE ENJOYING THEMSELVES, TO UNDERSTAND MORE READ ON.
YACHTING MATTERS ISSUE 12
057
CRUISING GREECE AT EASTER
E
ASTER FOR THE GREEK PEOPLE IS A RATHER SPECIAL time, something akin to Christmas elsewhere in the world, and is one of the most celebrated periods of the
year throughout Greece when most of the country shuts down for a few days before, and a few days after, the designated Easter weekend. Easter is, as most of us have noted, a movable feast, changing date each year. Strangely a different calendar is used by the Orthodox and the other Christian churches meaning their Easters are celebrated at different times during most years. In 325, at the Council of Nicæa, the date of Easter was fixed by declaring that Easter should be the first Sunday after the first full moon occurring on or after the vernal equinox. However, the calculation of this date is far more complicated, entailing a slide-rule and algebraic equations, so I will not go into that more specifically here, mainly as I get a little dizzy thinking about it. You will be relieved to hear that most of the world has used the Gregorian Calendar since the1700’s when a decree was passed that made it’s use mandatory. The Orthodox churches however retained the Julian calendar. Although they both use the vernal equinox as the starting point for the calculation there are obviously differing methods for doing so hence the frequent difference in resulting date. However, they do on some occasions
starts 40 days before Easter. Prior to Lent though is the three
coincide, like this year, which makes things more convenient for
week carnival period – the last chance for fun before the serious
everyone concerned.
stuff begins. And, as in most places, carnival in Greece can get
The Easter period can be considered to include Lent which
058
YACHTING MATTERS ISSUE 12
quite intense. There are carnival parades in a number of places but
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CRUISING GREECE AT EASTER
notably in Patra and Mouschaton (a suburb of Piraeus). These are
diet becomes stricter as the 40 day period progresses, culminating
quite dramatic affairs with Rio-like costumes and an atmosphere
in a very strict, very basic diet.
of frenetic fun with ticker tape, loud music and dancing in the streets. Apart from the formal carnival parades the three weeks are
that which had been preserved might have been of dubious
filled with private parties, as well as impromptu parties at clubs
quality, so these privations were common sense. It would also be
and bars and even in the streets, when people dress up and have
prudent not to eat young animals, however long it had been since
fun. There is a tradition of dressing as Kamouzellas, usually a
fresh meat had last been tasted. Therefore, waiting until the spring
strange mixture of clothing and a mask of some kind and then
lambs were large enough for the table seems to have some sense
knocking on neighbouring doors, partly to scare but with no evil
and it has always been easier to ensure that sensible strategy was
intent, something akin to Halloween trick-or-treating. Everyone
employed in many places, by dressing it with religious
loves carnival, which escalates to a frenzy on the Sunday before
recommendation. I had often wondered about the prohibition of
Clean Monday.
oil and was enlightened by Sylvia my colleague in Athens.
Clean Monday is similar to Shrove Tuesday in that they
Apparently olive oil was stored in containers made from animal
both mark the beginning of Lent, each notably celebrated with
skins. By springtime, the oil was beginning to sour, having been in
specific foods. On Shrove Tuesday it was originally dictated that
the animal skin for so long and would have been of dubious
all foods forbidden during Lent were used up by mixing them
quality. The use of oil was therefore prohibited but the
together in one final grand fry-up, but this has now been refined
consumption of whole olives was allowed.
into a pancake day.
060
When one considers earlier generations, it is quite clear that at this time in the winter, meat would have been scarce and
During the last week of Lent a sweet bread, Tsoureki is
Clean Monday marks the beginning of Lent with
made. This is usually served on Easter Day with a red egg, the
unleavened bread and halva, a delicious sweet block made of
symbol of Christ’s blood, in the centre. Cheese pies are also made,
ground sesame. During the day meat, milk products and oil are
sometimes with a sweet, soft cheese and others with a savoury
prohibited. The prohibition of oil is the most difficult in my
bite to them. Women can be seen gathering at bakers shops as of
experience; as everything else is fine alone but salad without
old. Despite having their own electric ovens many still retain the
dressing is unappetising. This simple repast of sea food, salad, flat
tradition of taking their Easter biscuits to the local baker to cook.
bread and halva is usually taken as a picnic to the country, as the
Trays upon trays of these biscuits are carried carefully to the local
other requirement of the day is kite flying.
baker who traditionally takes a proportion of them as payment. In
During Lent, a fast is maintained by the dedicated. This
recent years most of the varieties of these biscuits have become
entails denying the eating of meat for the entire period, and the
available for sale at bakeries. If you want to try a lovely yeasty
YACHTING MATTERS ISSUE 12
CRUISING GREECE AT EASTER
one, ask for Anevata.
tongue and cheeks and eyes without a thought. At our end the
The final part of the preparation to mark the end Lent is of
head remained in tact. The cheese pies were however, pounced
course the lamb/goat for the spit on Easter Sunday. This is
upon in delight and vanished in a trice. We were so hungry they
prepared in advance being ordered in good time and collected on
tasted like manna. As so often happens, I have never since had any
Thursday or Friday in order to clean the animal and to harvest the
that were quite as nice.
internal organs for a soup which will break the fast on Saturday
On Easter Thursday women of the village collect flowers to
night. The soup, Magiritsa, is made of cleaned intestines, and
make an epitaph – a replica of the tomb in which Jesus’ body was
internal soft organs, chopped and cooked with parsley and other
laid after his crucifixion on the Friday. They stay most of the night
herbs. Regional variations abound so there are a number of
in the church creating this beautiful tomb from flowers which on
differing flavours which range from delicious to down-right
Friday evening, after the church service, is somberly taken around
inedible.
the village streets, carried by a number of parishioners. They are
One of my first Easters in Greece, some 30 years ago now,
accompanied by a marching band and followed by a procession of
was spent on the island of Syros and was hosted by our late
villagers, many in black as a sign of mourning for the passing of
partner and his family. We had gone through the fasting, we had
Jesus. This procession is lead by the church priests dressed in their
gone to church, we had done everything and returned starving to
purple, often quite ornate, garb. As the procession passes,
the promised feast. Teta, our partner’s mother, ushered us into an
householders greet the procession and sprinkle the villagers with
anti-room whilst preparations were finalised. Hungry beyond
scented water. Despite the somber nature of the event, this is
belief we sat and waited patiently. Finally the doors to the rather
often one of the most social days in the year with people meeting
grand dining room were flung open for us to enter. There was a
and greeting each other. Greek churches are rarely the solemn
snowy white table cloth on a long elegant table set with the best
places that so many other places of worship tend to be. For good
china and three sheep’s heads. The non-Greek amongst us,
or bad there is always a lot of conversation as well as prayer going
including my mother, a few friends and our host’s current girl-
on in a church. My first Easter was a great surprise to me as I was
friend, turned to me for explanation. I had none. We sat and were
introduced around the church. I am not a great church goer
served, what I have to admit was probably the least appetising
anywhere but I was not expecting to find people so relaxed as to
magiritsa I have ever tasted. Having established its provenance,
seemingly ignore the proceedings and concentrate on their
they gamely tried to eat it but it was not the most pleasant thing
private conversation. However this is a common occurrence and
despite our hunger. The sheep’s heads were apparently not just
can perhaps be interpreted as a relaxed relationship with the
decorative and our host’s brother and father carved out the
Almighty amongst the believers. Whatever the reason, Easter
YACHTING MATTERS ISSUE 12
061
CRUISING GREECE AT EASTER
Friday although solemn is not sombre and is my favourite time of the Easter period. In Corfu however, things are a little different to elsewhere in the country and on Friday, after the morning service, there is a tradition of dropping clay vessels filled with water from the windows of one’s home. These vessels are thought to bring good luck. There is a dazzling display with streets full of pottery and glistening with water as householders enthusiastically partake in the proceedings. Years of privation under the Venetians, who restricted the celebrations allowed for Easter, seem to have made the Corfiots all the more determined to maintain their traditions. They were prohibited from celebrating Easter Friday so church services are held on Saturday morning, after which a reception is held for the townsfolk by the local army. After the solemnity of the Epitaph, there is a day of complete fasting on Easter Saturday with attendant pangs of hunger all helping to concentrate the mind on Saturday night. Those of a more spiritual bent concentrate their hunger on the agony of Christ although I suspect there are any number, like me, who concentrate on the feast to come. The Saturday night service is a more joyful one, culminating in the Light of Christ emerging
062
at midnight from the church to a large crowd outside the church
the extreme and have even been treated to a fireworks display
all eagerly awaiting it. Most of them will have arrived prepared
inside a church. So be warned, keep a distance from fireworks and
with candles and sometimes lanterns as it is considered lucky to
all should be well but some caution can be necessary.
take the light home and make the sign of the cross on the portal
After midnight there is a general exodus home and then on
– you will see many black crosses in Greek doorways at this time
to eat migiritsa with friends, either in a home or at a restaurant
of year. Children are given, usually by their godparents, an
where many serve the traditional soup.
ornately decorated candle which they take with them to the
Easter Sunday is usually spent outside as the main event is
church, proudly displaying and comparing them with their friends.
the goat on the spit. A pit is dug the night before as it takes some
At midnight as the priests emerge with the light, the
time, charcoal is tipped in and lit early in the day, if lunch is to be
church bells toll and the cry of Christos Anesti (Christ is risen) is
at any decent time. The prepared goat/lamb should be on the
heard and the light is used to light the candles of the waiting
barbeque by around 9 am to ensure that lunch will be ready by
crowd, each sharing with those around him, lighting the candles
2 pm. Usually there is a party atmosphere as people arrive and
of his neighbour. People greet each other with Christos Anesti, the
help to turn the spit slowly over the hot coals.
reply to which is Alithos Anesti (He is indeed risen). There is much
It is traditional to have an ouzo or two whilst awaiting
kissing and jollity as the bells toll and fireworks are let off. Years
lunch. For those who have not indulged, ouzo is similar to the
ago it was just a few bangers or a few rockets that usually the
French pastis, an anise flavoured hooch to be treated with respect.
young men of the village enjoyed letting off but in recent years
Usually people drink it with a little water or ice or both. Lots of
there have been increasingly ornate firework displays arranged by
rather loud music usually accompanies the lunch of meat and
councils and town halls some of which are quite breathtaking.
salads fueled by the ouzo and some good Greek wine.
Standing with your family, all with their lighted candles, in the
If you have the opportunity to be in Greece on your yacht
town square watching fireworks at midnight can make one reflect
for this period, it can be an unforgettable experience. All of the
that there is still a lot right with the world.
islands have their own variations on the theme of Easter and
Sometimes, the fireworks do get a little out of hand, as is
people are usually very welcoming of outsiders at this time. If you
their wont when young men anywhere get competitive. Some
have the opportunity, this is a wonderful time to spend in Greece
islands are well known for the excesses and some have even been
and to witness something quite special.
known to use dynamite in lieu of fireworks – a bigger bang? I have
To contact Rosemary
seen someone emptying bullets to make-your-own fireworks,
Email: rosemary@a1yachting.com
seen tyres filled with pitch and lighted in celebration – smelly in
Web site: www.a1yachting.com
YACHTING MATTERS ISSUE 12
>||
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064
YACHTING MATTERS ISSUE 12
YACHTING MATTERS ISSUE 12
065
W
066
HEN IT COMES TO CAMERAS I OFTEN GET
part of the camera. It could be argued that it still is but today the
asked which brand, lens or type should one buy.
sensor also plays a vital part in our choice.
My answer will be different to every person
I am one of those photographers who does not own a
depending on the usage. A studio still life
pocket camera, even though at times I wish I did. When at parties
photographer does not need the fastest auto-focus camera on the
with friends or even while away for a weekend it would be nice to
market. A mother or father who wishes to take happy snaps at
take some pictures for the family album without having to carry
home does not need an SLR with a 7 kg telephoto lens.
a back breaking camera. Just recently I was in a situation where I
So in this day and age when technology really does
needed a camera when it was not expected. When my partner
produce miracles when is it appropriate to have an SLR or a
passed me her cigarette box size camera I almost laughed and
pocket size camera?
said no thanks. It was either use it or miss the shot. I used it.
The common mistake I have found is that many people
Everyone had a good laugh at me as they know the
think the more megapixels one has the better the camera is. This
cameras that I normally use, but when downloading the image it
is true to a certain extent. Nevertheless there are cameras that
turned out pretty good. Maybe I have found a solution to reduce
have a sensor so good that it can compensate for the lack of
my chiropractor bills during social events by redefining the eternal
megapixels. When we used film the lens was the most important
question of does size really matter? There is a famous VIP
YACHTING MATTERS ISSUE 12
DIGITAL PHOTOGRAPHY
almost assure you get a good image. In some particular light conditions the automatic route can fail you but on the whole the image that you take will be acceptable. When using a camera in manual the photographer has far more control over everything that the lens captures but he also may need far more than just a little knowledge. Going back to sensors and lenses. In the olden days professional photographers could use different film for varying situations. The quality, speed and colour capturing qualities of this film were paramount to the final image. Today that task has been taken over by the sensor. In the end it is the sensor in today’s modern camera that is important, along with the lens, and note that with an SLR the choice of interchangeable high quality lenses that enable you to capture shots from close up to far in the distance is mind boggling, but at a cost! So for quick happy snaps for the family album or to post on the internet then a pocket camera is the perfect solution. If you are a keen photographer then an SLR is very cool but has downsides like its weight and bulkiness. At times one really does not want to carry around a big bag with the body and various lenses that you might just need. If you are shooting for work and with the knowledge that your images could be reproduced in a printed format there is certainly no question in my mind as to what camera to use. The
photographer who works for magazines such as Vogue. He always shows up with two pocket size cameras. Now if magazines of that calibre can accept the quality of these small cameras for their social pages why can't everyone else. I then decided to compare the small with the large and borrowed a quality 190 g pocket camera which I took on an assignment with me. I used my 6 kg, 16 megapixel Canon SLR camera and also the small digital! These pocket size cameras are quite a toy. Fully automatic they give quality results and if you wish, and know how to use the manual option, then nothing can stop you. In the end I gave all of the images to my client without telling him which images were taken with the small camera and which the large. To this day I am sure he did not realise what I had done. As with computers, cameras are made to be as user friendly as possible. Automatic programs are a very simple way to
Continued on Page 70
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YACHTING MATTERS! IT’S OUR BUSINESS!
THE PICTURE BUSINESS
TASTY CONTENT
GEMMA
DIGITAL PHOTOGRAPHY
Continued from Page 67
bigger SLRs are the way to go even though it would not surprise
When it comes to composition, which is the most
they will compete seriously with the low entry SLRs (if that is not
important thing in photography, the SLR camera is the most
already happening!)
precise as what you are seeing through the lens, no matter which
The pocket cameras have it all in one little box. The zooms
lens you are using, is what you will capture. The all in one pocket
are acceptable and the flash works pretty well. Nevertheless SLRs
camera has a viewfinder which is virtually useless when it comes
do have faster auto-focus, the sensor is bigger (not the amount of
to total accuracy as you do not look thought the lens. The area
pixels) and you can change lenses depending on your needs. Some
covered by the finder is often 95% of the actual ‘film plane’.
pocket cameras have excellent zooms that, with an SLR, to buy
Composing an image by looking at the screen behind the camera,
something comparable would cost a considerable amount of
no matter how big it is, can be difficult and certainly not as precise.
money. These magic all-in one boxes can also capture little movies which are always a good laugh when replayed with friends.
When it comes to the digital files which store your images, more SLRs than pocket cameras are capable of producing RAW
When it comes to the quality of the sensor pocket cameras
files, which professionals use to give themselves greater post-
are often limited in their ISO settings, which often ranges from
capture control of their images. RAW is essentially a collection of
only 100-400. Remember in the old days this was the rating
the raw data that a camera collects from its sensor. Normally, the
placed on different film that enabled you to use the film in low or
camera takes this raw data and quickly processes it for colour,
good light etc. The now commonly known concept of ‘noise’ on
sharpness, and contrast, and saves it on the memory card in a
an image (think back to grain on film) is due to the size of the
computer-readable format, like JPEG or TIFF. Consumer cameras
pixel. While the bigger and professional SLRs have a greater noise
are generally tuned to excessively sharpen images, and
reduction, even when shooting at 800-1600 ISO the smaller
automatically correct the colours, and once these changes are
cameras already show signs of noise at low ISO ratings. When
made, they're impossible to reverse. Professionals and many
shooting a blue sky we can often see a red pixel scattered around.
advanced amateur photographers want more control. The reason
This means that the pixel does not get enough light to impress
professionals shoot in RAW is to have more control in the output
what the lens can see. To a certain extent this can be reduced in
of the image.
post production, using say Photoshop, but the quality will never
070
be as good.
me if one day pocket cameras will improve to the extent that
YACHTING MATTERS ISSUE 12
In the end there is no mystery to why professionals choose
DIGITAL PHOTOGRAPHY
SLR cameras. No matter how good the quality of a pocket
No matter what your budget may be it is how you use
camera they cannot fulfil the requirements of a professional
your choice of camera that counts, and remember, when it comes
photographer all of the time. The advanced amateur will always
to size, weight and convenience when you are travelling those
want an SLR to have more control over his subject and be able to
little compact cameras have a great
change lenses as required. Canon and Nikon are without doubt
deal going for them.
the leaders in SLR technology with each having a range of more than 45 lenses to choose from, plus a great selection of bodies. I
Keep shooting and enjoying it!
>||
would recommend the choice of either of these to anyone considering getting into the world of the SLR. Expensive they may
To contact Andrea:
be but the quality is superb. Also changing ones mind, as the quest
Tel: +61 (0)415 873 034
for better quality images becomes compelling, and choice of
Email: afrancolini@bigpond.com
manufacturer at a later date can create an unnecessary expense.
www.afrancolini.com
YACHTING MATTERS ISSUE 12
071
CREW TIME IN THAILAND
OFF THE BEATEN TACK – OF ELEPHANTS AND TEMPLES BY DAVID KITCHING
IF YOU ARE A FOLLOWER OF YACHTING MATTERS YOU WILL
We arrived at lunchtime on the banks of a mountain river
BE AWARE OF THE TRAVELS OF DAVID KITCHING – THIS
where we ate a sandwich lunch before starting the trek proper.
TIME HE STEPS ASHORE IN THAILAND.
Our guide, who spoke excellent English, was quite upset with two of the girls who had arrived with nothing more than flip flops despite instructions to wear good walking boots. The girls were
C
REW ARRIVING IN PHUKET OR BANGKOK MIGHT
adamant that they would be able to cope, but this lack of
like to escape to a cooler climate and a less raucous
planning became a real irritant later in the trek.
environment. Thailand’s Chiang Mai, 700 kilometres
We walked up through a narrow valley planted with teak
north of Bangkok, is a thousand feet above sea level and can boast
trees and came on the elephant trails that criss-cross the hillsides.
an actual winter. Long a centre of religious activity in northern
Although the pace was slow we were soon sweating profusely.
Thailand, the old walled city seems to have a temple on every
Carrying backpacks up a steep incline in the breathless heat of the
street, and 85% of the Chiang Mai province’s 1.5 million people
dry bush was exhausting and everyone was relieved to see our
are Buddhist.
guide stop in a clearing for a rest. He explained that the ‘tribes’ are
I arrived there with no real plans but signed up for a foot
not really tribal in nature but the groups all have their own
safari into the mountains to visit the hill tribes that still cling to a
distinct religion, language and dress. In the area that we were
precarious living in the back blocks of the province. These tribes
climbing we would be meeting the Hmong, a group known for its
are the result of thousands of years of slow encroachment into
colourful clothing and geometric designs.
Thailand from southern China. Their traditional lifestyle revolved
We climbed on, eventually breaking free of the trees to
on constant movement. As soon as the soil was depleted in one
find ourselves on a broad ridge that ran between two mountains.
location the tribes would move on to a new location, but this
This area had been cleared and was being farmed in a rather
lifestyle is dying. The lure of modern Thailand is very seductive to
haphazard way. Small groups of banana stood here and there
the young tribes people and it is predicted that in a few short
while scrawny cattle and diminutive black pigs poked through the
years the villages that cling to the mountaintops will be gone.
dry vegetation looking for something to eat. A belligerent bull
The group I joined in the back of a beat up Toyota was a
blocked our progress and it took some time and several well-
mixed bag of young backpackers from Ireland, the UK, South
aimed rocks to persuade the obstinate animal to yield the track
Africa and America. A police auxiliary carefully counted us aboard
to us. After another mile we arrived at the guide’s village, a
and checked our passports. This was a little ominous! Did they
haphazard collection of timber and bamboo houses built on stilts,
lose the odd group to mountain guerillas? No one answered that
where more pigs, scrawny dogs, diminutive chickens and semi-
question and with a cloud of diesel smoke wafting from the back
naked children vied for our attention.
of the truck we left Chiang Mai for the hinterland.
We were to be housed in a large extension to the guide’s
The drive is somewhat monotonous and a few of my
house, a sort of dormitory with a thatched roof and a slatted
travelling companions had obviously been drinking the night
bamboo floor. Thin mattresses and blankets were provided, while
before. Soon, several were asleep, as we bounced over rough
from the ceiling hung some rather threadbare mosquito nets. We
roads, climbing slowly into the distant hills.
gratefully accepted these simple luxuries and gathered on the
YACHTING MATTERS ISSUE 12
073
CREW TIME IN THAILAND
deck at the front of the house to gaze down the valley as the sun
turned there always seemed to be some knotty piece that made
set in a pale pink sky. Between the guide’s living quarters and the
sleep impossible, and to add insult to injury, the dogs continued
dormitory was an open living area with a central hearth and as
to bark, the pigs to squeal, and the cockerels to crow, only a few
soon as the sun went down a fire was lit, for at this altitude there
feet below our bamboo floor. Add to this the continued banging
is a definite chill in the night air. While we swapped stories of our
of drums and the intermittent gunshots and one can understand
various travels the guide and his wife prepared a simple but tasty
that few of us got a wink of sleep!
meal, which was served with tin mugs of sweet coffee. Underneath the house a constant cacophony of grunting
and cool with a clinging mist hanging around the mountain tops,
pigs, barking dogs and crowing cockerels reminded us that we
so after a breakfast that closely resembled the evening meal we
were now in a very different world, and at about eight the banging
shouldered our packs once more and climbed even higher into the
of drums and the firing of shotguns only emphasised the
hinterland. We were joined by an assistant guide, a youth of
strangeness of our surroundings. The guide explained that we had
about twenty who was both deaf and dumb. But I don’t think I
arrived on the night of festivities for a small group of Chinese
have ever met a happier person. Constantly smiling and joking, he
immigrants. What he failed to add was that this noise would
became the life and soul of the party.
continue throughout most of the night!
074
Morning found us grumpy and tired. But the day was fresh
After a couple of miles we started to descend a steep track
After the rigours of the climb most of us retired early to
down a sharp razor back ridge and it was here that the girls’
bed but soon found that the thin mattresses were of little
foolish decision to wear flip-flops became a very real problem. The
comfort on the rock hard bamboo floor. Whichever way one
tracks are mostly covered with a very fine sandy gravel from the
YACHTING MATTERS ISSUE 12
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CREW TIME IN THAILAND
countless feet that have walked these bush highways for
About lunchtime we came to a major intersection of tracks
centuries, and it was this fine gravel that now acted as nothing
and streams. A waterfall threw itself into a series of pools where
more than a sheen of ball bearings on the hard earth below. The
we cooled off after the morning’s efforts. Lunch was made for us
girls slipped and slid every few yards, their language degenerating
under a thatched lean-to where we ate at rough hewn tables
the lower we went, as they banged their legs on knotty roots or
while the local chickens, ducks, pigs and dogs fossicked around our
fell headlong onto the abrasive path. If I heard it once, I must have
feet looking for fallen scraps. Refreshed and cooled we hit the
heard it a thousand times on that walk. ‘This is f***ing
track again heading for the elephant camp on the main river a few
dangerous!’ they would say as they once again damaged
miles distant.
themselves. I had little pity. They had been warned!
076
Descending the last few yards to the elephant camp was
At the bottom of the ridge the guide showed us small
like leaving the dark ages and re-entering the modern world. A
patches of cultivated poppies that would be used for opium
graded earth road, a concrete building with a corrugated iron roof,
production and a short while later we entered an impoverished
an ablution block stood beside a wide and swiftly flowing river. It
village of utter desolation. Scrawny cows stood in the enervating
was hardly the Ritz, but to us it looked a damn site better than
heat while two gay pigs entertained a few emaciated children. The
what we had experienced the night before. Also notable was the
scene was one of abject poverty and I was glad to be on the road
absence of pigs, ducks, chickens or screaming children. Only the
again as we wended our way along a hillside track through a
sighing of a strong breeze rushing down the valley could be heard.
forest of giant bamboo, their feathery heads gently bending to a
Within minutes we were in the river and were soon joined
cooling breeze. We crossed streams and re-crossed streams,
by a female elephant and her adolescent calf. They seemed to
slowly dropping to the river, picking our way along narrow one
enjoy our company and were quite happy to have us clamber
man tracks that meandered for miles along the contour. We came
onto them. Sometimes the female would lie down on the river
to a clearing with wild bananas and the guide cut down a stem
bottom with only her trunk above the water to breath. The
and offered the fruit to us. They were small and slightly bitter with
mahout who had come with them showed us how to mount the
a string of pips down the centre… hardly the bananas that we are
animals by clinging onto their ears, an operation that one of the
used to, but interesting all the same.
girls thought might be painful for the elephant, but they seemed
YACHTING MATTERS ISSUE 12
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CREW TIME IN THAILAND
078
quite happy with the procedure so I guess their ears are a lot
be hurried, and as we sauntered along they constantly foraged the
stronger than we think.
immediate foliage for tid-bits to eat, their trunks sometimes
As soon as the sun sank below the skyline the temperature
curling back to see if we riders had anything to offer. Because of
dropped quickly. Fires were lit on the sandy shoreline and we
their great bulk they are particularly careful when it comes to
huddled round the flames wrapped in jumpers to keep warm as
negotiating sharp turns or steep slopes, taking time to place their
the wind increased to a near gale, the trees thrashing above us on
huge feet to gain maximum grip before committing themselves
the steep ridges that rose from the river on either side. That night
to the next step. The ride finished all too soon and we were
we slept well!
whisked into rubber rafts for a short trip down the river to a point
The following morning I was up before the sun had entered
where we climbed aboard the local bamboo pole rafts for a wet,
the steep sided valley. Taking the camera to the edge of the river
but fun ride, to our lunch time stop. Our sojourn in the back
I got a good shot of two of the elephants coming to work, their
blocks was over. A dusty truck drive to Chiang Mai saw us back in
mahouts shivering in the early morning chill. By ten we were all
civilisation.
mounted on these ponderous pachyderms and sauntering at a
Although there is a temple on nearly every street in Chiang
very sedate pace over a well used track through the immediate
Mai I was encouraged to visit Wat Phrathat that stands on a peak
bush. There is no hurrying an elephant when it does not want to
overlooking the city. This temple is much revered by the locals and
YACHTING MATTERS ISSUE 12
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CREW TIME IN THAILAND
080
is visited by thousands of tourists. Consequently the upkeep of
gold plate. The cloisters that surround the pagoda are painted
this temple is excellent and gives one a good idea of what a
with murals from the life of the Buddha. Here you will find the
thriving temple should look like. The ride alone is a small
faithful praying, burning joss sticks and walking round the base of
adventure as the road switches back and forth up the long climb
the pagoda. In the shade of the cloisters elderly monks dispense
to the mountain top. From the parking area 306 steps rise
blessings.
between Naga balustrades to the temple proper. According to
At Wat Phrathat one can talk to the monks and I took the
legend, holy relics discovered during the reign of King Kuena in the
opportunity to do just that. The monk I met spoke perfect English
fourteenth century were put into the howdah on a white
and was absolutely charming. At the age of seven his family had
elephant that was set loose to wander at will. Eventually, after a
fled Laos for Thailand where he discovered that if he became a
long journey the elephant climbed to the present site of the
trainee monk he would get an education. He excelled at school
temple where it collapsed and died.
and went on to gain degrees in English and Buddhist history. Over
The present buildings date from the 16th century and have
the last ten years he has been assigned to numerous temples
been enlarged and restored several times over the years. To visit
throughout Thailand but hopes one day to travel to America or
the central area where the Stupa Pagoda stands in all its golden
Britain to take a Masters degree in English. We spoke for some
glory, one has to wear trousers. These can be rented if you arrived
time and he agreed to being photographed with me. We parted
wearing shorts for a few baht. The pagoda is 79 feet high and 39
good friends and this meeting was one of the highlights of my
feet across the base and is entirely covered in intricately engraved
Thai wanderings. I hope his dreams come true!
YACHTING MATTERS ISSUE 12
>||
FLIP THOMSEN
FLIP THOMSEN – THE PAINT MAN BY PETER ALLAN
W
ALKING INTO A RESIDENTIAL ASSISTED
printer. This was not the mass of cables and plugs one would have
Retirement Village in Oregon, to see a close friend
expected to see running to his bed. Flip phrased it like this ‘I’ve
who is only 62 years old feels very strange, until
accepted what is happening to me, and whilst it is not what I
you take into account that this friend has been told he has only a
would have chosen, I fully intend to go out on a positive note’.
short time to live due to a huge tumour around his liver, and is in the Hospice section of the complex.
He dislikes the necessity to be taking huge amounts of morphine to manage the pain and the way it slows his thinking
About 4 weeks earlier Philip (Flip) Thomsen was told he
down, frankly that is difficult to comprehend when talking with
had incurable liver cancer, and a life expectancy of no longer than
him, his renown encyclopaedic knowledge of yachts, their owners,
4 to 8 weeks. With news like that one would expect to find him in
captains and crew, builders, coating systems, current whereabouts
somewhat of a depressed state of mind, not to mention feeling
and plans for the coming season seem totally unaffected by the
just a bit sorry for himself.
drugs.
Not at all, he is amazingly lucid and was sat up in bed
He has always been a source of unlimited information on
surrounded by paperwork associated with his work for
the luxury yachting industry and remains one of the most well
Underwater Lights USA, with his mobile phone, laptop and
informed people in the business.
YACHTING MATTERS ISSUE 12
081
FLIP THOMSEN
Flip’s father was a Colonel in the USA military and was responsible for the control of USA
supplied
weapons
in
various countries around the world; hence Flip’s education was undertaken in Japan, then later in Yugoslavia, Italy, Spain, and France. This could well explain his love of Europe and the European way of life, had it not been for his need to have a hip replacement operation he would not have chosen to return to America to live, in fact his intention was to return to live in Europe. His father said that as a young child his Japanese was more fluent than his English. Flip
was
a
nuclear
electronics technician whilst doing his military service in the Army and this experience with electronics served to get him a job upon his return to civvies. He In the short time that Flip has been in the Hospice he has had many visitors, some from abroad such as Keith Hunter from
Hopkins University Laboratory.
Australia and myself from Spain, plus people such as Ian
During the early 70’s he started his career in Marine paints,
MacDonald from Florida etc, etc. His mobile phone was not silent
first with International Paint and then in 1975 with Awlgrip Yacht
either. Flip’s father, Frank, lives in the same retirement village, and
Coatings, selling in Florida and based out of Fort Lauderdale. After
has an apartment close to his son, so he spends a great deal of
making the Awlgrip brand the No. 1 polyurethane finishing paint
time with him. Flip’s mother passed away a couple of years ago.
for yachts in Florida he was appointed General Sales Manager for
Flip’s sister Shone and her family live only five miles down the
all the USA. He then rose to Marketing Director, with
road so are often with him and, being typical Flip, he has them
responsibilities for worldwide sales of Awlgrip
running his errands.
082
worked on a Government research vessel, contracted to John
YACHTING MATTERS ISSUE 12
In 1980 he was asked to move to Awlgrip’s European
FLIP THOMSEN
headquarters Belgium, sales of Awlgrip were spluttering in Europe and they, along with other marine paint manufacturers, were suffering technical problems, and so he inherited a difficult market wide situation. This he resolved in typical Flip fashion. He started by removing the deadwood and getting together a top class team, with Michel van Dijck as his right hand man. Within three years he and his team turned the situation around to re-establish Awlgrip as the preferred product for the luxury yacht market. In 1985 Flip Moved to Hamburg, Germany to continue the expansion of the European market. Upon the takeover of the Awlgrip brand by Akzo in 2002 Flip moved to the South of France and became a consultant to various marine companies. His quiet influence on marketing strategies is acute, be it selecting the theme for an advertising campaign or electing to Co-Sponsor events such as the annual Pinmar Yachtsman’s Golf Tournament in Palma, or the Captains Party at major Boat Shows such as Monaco. Always with a view to the event being for the benefit of the Captains and Crews, the people who have always been the most important to him. Although his commercial history would tend to deny it Flip was never a man who felt comfortable
within
the
environment of a multi national conglomerate, he was, and is, more at home dealing with people and working with them to get the very best out of the product, be it solving application problems or helping his distributors to gain market share, than poring over spreadsheets. He always describes himself as a Quay Rat, others are more flattering and Keith Hunter called him ‘Baron Awlgrip’, a far more fitting,
and
truly
deserved,
sobriquet. Flip’s penchant has always been to enjoy his work, and to relax with his colleagues and clients. After many a long day, or a tiring Boat show, he is never happier than sitting down with everybody over a good dinner and several glasses of wine. The Luxury Yachting Industry has much to thank Flip Thomsen for. >||
YACHTING MATTERS ISSUE 12
083
LOVE MY TENDER… BY DEAN LA-VEY
S
OME YEARS AGO, A TENDER TO A MAJOR YACHT was considered to be not much more than a ‘speedboat’. Sure, there were a few wooden Rivas about, but nothing
that really caught the eye. All that has since changed, with owners wanting their tenders to reflect the image, stature and opulence of the yacht they’re attached to. In this regard the ‘humble’ tender is fast becoming the Maybach or Bentley of the sea, with air conditioned limousine-like interiors, huge engines, and a price tag
as to who sold it. This one was recovered; however there are many
to match. It is no surprise then, that tenders are a major target for
more that are not. Desirable tenders are not unlike desirable cars
boat thieves.
to career thieves, in that there is a ‘steal to order’ market. So how do we prevent a high value tender or any tender for that matter
IT HAPPENS!
being stolen? It’s not like a car with wheel locks, and motion
A leading marine insurance broker recently told the author that a
alarms. Tenders are frequently towed away. The initial thing is to
superyacht tender costing $950,000 was stolen from its moorings
discover where it is.
next to the yacht it served, in a marina in Southern Spain. The three man crew on ‘watch’ had no idea that the tender had been
TRACKING
taken for four hours. The tender was recovered some 12 weeks
GPS Tracking is very much an exact science these days. It’s
later after being sighted on the Volga. The new ‘owner ‘had paid
possible to locate a GPS tagged object within a metre using
PHOTOGRAPH: BROOKE CUNNINGHAM
just $330,000 for it. Suffice it to say that there was no paper trail
084
YACHTING MATTERS ISSUE 12
sophisticated mapping software and an adequate signal relay
modest tender costing upwards of $50,000 or a Venetian masterpiece costing over a million; if it has a GPS tracking device installed, it will be easier to find. GPS tracking systems come in varying formats from the overt type with visible antenna to covert systems that disguise the antenna within the framework of the boat. Most incorporate a GSM module to relay the GPS information back to a PC where sophisticated mapping software shows the operator or owner where the item is located. Should the tender be out of GSM coverage, then the position information is still collected and stored within the module and is downloaded as soon as the item comes within GSM coverage again. GPS tracking can be ‘real time’ with ‘live’ tracking on screen, or the position can be relayed at intervals via SMS. i.e. the module medium, whether on land or on water. The equipment is relatively
reports it’s position at user determined time frames (every five
inexpensive with most suppliers offering a subscription service to
minutes etc.).
monitor the movements of the object itself. It’s a mandatory requirement on high value motor vehicles when it comes to
GEO-FENCING
insurance, and it has greatly reduced theft and more importantly
Geo-fencing is the term used to describe a function within GPS
greatly increased recovery. It doesn’t matter if the object is a
tracking that initiates an automatic alarm should the object being
YACHTING MATTERS ISSUE 12
085
TENDER SECURITY
tracked stray out of a designated area. In the case of a tender, the
can be disguised as anything on the vessel even the retaining
geo-fence area could be the harbour. Should the tender stray out of
screws. With all the hardware being small and solid state, the
the harbour, an alarm would sound wherever the tender was being
movement of the tender will not interfere with the electronics. A
monitored. This could of course be in the wheelhouse of the mother
remote arm/disarm circuit allows easy access. Some will say
vessel. This automatic facility can be programmed to operate at
‘what’s the point of that’? Well, you might just obtain a face of
various ports and even when the mother vessel is anchored off
someone who’s stealing your tender and has perhaps stolen
shore. Geo-fencing works extremely well as the alert is automatic
others as well. These guys have a ‘lot of bottle’. It takes a certain
as soon as the object leaves the designated ‘fenced off’ area.
type of bravado to steal a high value tender from the side of a superyacht! What matters to them is that there is a market for a
BIOMETRIC ACCESS
floating Lamborghini and sometimes it might just be the engine!
As any marine insurance man will tell you, it’s not difficult to get hold of keys to tenders. Many that are recovered have had no
TAGGING
damage to or removal of the key start mechanism. A key was
Some time ago a UK firm developed a product called ‘Smart
simply used to start the engine. In addition to this, it is a relatively
Water’ which is made up of individually identifiable particles
easy process to ‘hot wire’ the start mechanism. One way of making this more difficult is to fit a marine fingerprint reader to replace the key system. In this way only those persons authorised to operate the tender will be able to start the engine via their fingerprint. The system is already in operation on a number of large yachts on main engines and auxiliary systems. The cabling array on the fingerprint system also prevents hot wiring. CCTV There are many applications whereby CCTV can be utilised to protect tenders. Firstly, there should always be adequate CCTV coverage of the tender from the mother vessel itself. The footage should be recorded for retrospective inspection. In addition there are an abundance of covert cameras with flashcard memories that will capture the images on the tender. These types of camera
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YACHTING MATTERS ISSUE 12
TENDER SECURITY
which when sprayed on a surface, categorically identify that item
possible. Covert GPS antennas should be supplemented with a
to that time and place and owner etc. In real terms for example,
dummy one that can be seen. If someone thinks they’ve killed the
if a burglar steals something and is arrested, he can also be traced
GPS, you’re more likely to find them with the system they haven’t
to other thefts should a smart water sample prove positive. This
discovered. In truth if systems are well hidden, the more time a
theory has recently been expanded by a product called Data Dot,
thief needs to try and discover and overcome that system. A
which when applied by spray attached hundreds of thousands of
combination of systems outlined in this article can prevent theft
tagged microscopic particles onto objects. If sprayed on a tender
altogether. Another argument arises by those who feel that they
for example, the particles would comprise key identifying features
don’t need any security on their tender or on their yacht. Hey it’s
such as engine numbers and related serial numbers. The sheer
insured! It will be inevitable however, that as the cost of tenders
number of particles all with identifying features makes getting rid
goes up the more the insurance will also. If more tenders are
of them practically impossible. Even if a thief strips a tender
stolen, then just like the motor vehicle trade, mandatory security
down, changes the engine or other features, identifying Data Dots
systems may be commonplace in the tender market.
>||
would still be there. It also doesn’t matter where in the chain the thief is. Data Dots can stick to people too, and like smart water
Dean La-Vey is a security consultant specialising in security
implicate a thief in a specific crime.
systems and concepts for major yachts.
PROS AND CONS
Contact: dean@secureyacht.com
Like all systems, there are people out there who will go out of their way to try and beat a security system. The successful ones
Photography by Colin Squire
are in the main successful because they know exactly what they are up against. It’s much more difficult when they don’t. Any system employed to protect tenders should be as covert as
Whatever the circumstances, wherever the location, YPI Crew is the essential Partner to meet all your crew vacancies, however complex they may be.
Contact: Laurence Reymann, Helen, Fiona or Jacqui 7 rue Honoré Ferrare 06600 Antibes Tel +33 (0)4 92 90 46 10 Fax +33 (0)4 93 34 47 08 E-mail: info@ypicrew.com
www.ypicrew.com
THE ARCHIPELAGO OF LA MADDALENA BY RENATO AZARA
D
EAR FRIENDS, I WOULD LIKE TO SHARE WITH YOU AN experience that never ceases to amaze me, an island waiting to be discovered by all who are passionate about yachting, who love to
touch history as they walk through unique places, who adore finding new cultures and sensing unique natural paradises. I’m going to take you to one of the most beautiful islands off Sardinia, La Maddalena. It sits nestled amongst smaller islands at the top north east point of Sardinia, near to the Straits of Bonifacio. The name might not be completely new to you. You may have heard of this little Italian jewel from a friend that had the fortune of sailing around its coasts or tasted one of its many typical dishes, food flavoured by Sardinian culinary culture but mixed with Italian and French traditions and influences. It’s these traditions and influences that mark all aspects of the life of La Maddalena’s 11,000 inhabitants whose ancestors travelled many years ago from Genoa and Corsica to settle on the biggest island of this fish-rich harmonious archipelago. Garibaldi, Napoleon Bonaparte, Horatio Nelson and other well-known historic characters elected to have this island as their temporary home. Its geographical position, at the heart of the Mediterranean between Spain, France, Italy and Africa, has been considered to have great strategical importance since man first went to battle in boats on the Mediterranean sea. In fact, military intervention and life has always been a part of the history of La Maddalena. The development of one of the most well known bases of the Italian Navy brought about an
LA MADDALENA
RIGHT: CALA SPALMATORE - LA MADDALENA
BELOW RIGHT: CALA GAVETTA - LA MADDALENA
architectural style – the elegant facades of the Admiralty
interaction and balance of town and island, humans and nature,
headquarters and the functional geometry of the navy barracks
land and sea. A sense of bright harmony is a feeling that you get
which to this day stand out from the surrounding civil
when approaching this nice little town of coloured houses that
construction landscape. La Maddalena today is the home of many
from the port gradually ascends the hill to Guardia Vecchia (Old
Italian Navy training and formation centres with its yachting
Guard) from which you can enjoy a spectacular view over the
school being one of the most renowned throughout the
nearby islands.
Mediterranean. The US Navy Support Activity section, which has
The town’s port of Cala Gavetta welcomes all adventurers
been based on the Island since 1973, is due to close in 2008 and
with its granite wharf inviting visitors to the inner heart of the
is one of the few places offering logistic support to American
town. A high granite column (the Romans were the first to carve
Submarines in Europe.
the high quality granite from La Maddalena) greets all guests and
When you arrive on La Maddalena, you immediately
stands in lasting memory of Garibaldi, the Italian hero who was
understand why it has always been favoured by the navy. The
born here and played a major role in the war for the unification of
island is small enough to be easily protected by a small garrison
Italy. Strolling along the port you arrive at Piazza del Comando
of troops, is close enough to Sardinia for food supplies, offers a
where the Admiralty headquarters and the palm trees of the large
series of natural bays for ship mooring and is ideal for sailing due
square give birth to an exotic and interesting atmosphere.
to constant breezes in the surrounding area.
Walking through the small alleys around the town centre you
When leaving Sardinia and heading to La Maddalena, the feeling you get is that of having embarked on an adventure, sailing to a special place so close to the rest of the world and yet so far away from the time and space to that which you are leaving. La Maddalena is the biggest island of an archipelago formed by six smaller and also beautiful islands: Caprera, Santo Stefano, Spargi, Razzoli, Budelli and Santa Maria. The area was designated as a Natural Marine Park back in 1996, the first such park in Sardinia. La Maddalena is also the name given to the small town on the island, an equality of names as if to stress the harmonious
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YACHTING MATTERS ISSUE 12
forget that you are only a few miles from the main island of
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LA MADDALENA
RIGHT: CALA GAVETTA - LA MADDALENA
BELOW: TAHITI - LA MADDALENA
Sardinia and yet you could be in a small town on the Ligurian
reached by the sea. One of them is Cala Coticcio, on the North-
Riviera or in a fishermen’s village you’d maybe expect to find in
Eastern coast, so small as to be defined a jewel box and with such
Southern Italy. The place is characterised by many restaurants,
an amazing beach that it is referred to as Tahiti.
bars and little shops that enliven the town centre along the main
Continuing the tour by sea you cruise past Santo Stefano,
alley of XX Settembre up to the Municipal house and the town
the island positioned right opposite the port of Cala Gavetta,
market, the true pulsing centre of the island.
where you can look out at the buildings of the US Navy Support
The closest island to La Maddalena is Caprera. A bridge
base. You then reach the island of Spargi, to the North-West of La
takes you to this little island which hosts the Garibaldi
Maddalena, with its Pirate’s Bay and a series of smaller beaches
Compendium, the last house where the ‘hero of the two worlds’
opening up along its coastline of red rocks and dunes that
lived, and a Museum that will take you through his life and his
meander over the sides of the island.
impact on the foundation of modern Italy. In 2007 many
Not far to the East lies Budelli with its well-known Spiaggia
celebrations and initiatives will commemorate the bicentenary of
Rosa (Pink Beach) and the wonderful Porto della Madonna. Not
his birth.
far to the North is the island of Razzoli with its lighthouse
Caprera’s landscape is characterised by a large pine forest and a very small town called Stagnali, once a military barracks and
overlooking the always windy Bocche di Bonifacio, the sea channel separating these islands of Italy and France.
nowadays a research centre dedicated to the life of dolphins in
When travelling by boat through these natural wonders
the Mediterranean. The coastline is made up of granite formations
ones senses can be completely overwhelmed by the colours, the
of all shapes and sizes interrupted by small bays that can only be
perfumes and the views as the islands draw nearer and become a marvellous oasis in a sea of enchanting beauty. The thing that I love to do most after such an intense and emotional day sailing around this group of islands is to get back to the port of Cala Gavetta and to go for a short relaxing walk, along the way maybe taking an appetiser in a local bar and then to enjoy a dinner in one of the many superb restaurants serving typical local dishes. That’s the way I would advise my friends to top off the exquisite experience that only a visit to La Maddalena and its surrounding islands can give. Contact Renato: renato@sys.sardinia.it
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YACHTING MATTERS ISSUE 12
>||
MAN AT THE TOP
CPT. A.J. ANDERSON A MAN OF THE SEA INTERVIEW BY JORDAN MITCHNICK
MAN AT THE TOP – CPT. A. J. ANDERSON
BELOW: A. J. ANDERSON SNR. AND JNR.
A
.J. Its great to catch up with you here in Fort Lauderdale to
Well, like most people, I’m responsible for my schedule in that I say
chat about your life and career in yachting. I know that
‘yes’ to where I go or who I choose to see but obviously that is
you are a board member of the International Superyacht
generally in response to someone’s request. I could be representing
Society, work with the MCA and are also a highly respected and
a construction in Holland – my company handles projects in other
qualified professional yacht Captain – among additional identities,
countries but personally I’ve always been in Holland, I could be
and yet you choose to define yourself as simply a man of the sea.
working in the Florida office or I could be on board.
Boats and the sea have always been my life. The other areas that I get involved in are an honour for me, but really they are things
How did you begin your career at sea?
that I have been talked into.
My father got me started – he was an airline pilot and a frustrated sailor. I have noticed over the years that a lot of boat guys are
You said earlier that you carry the spirit of a New Yorker with you
also frustrated pilots, it’s odd how the two go together. My dad
always and that you are often travelling over 300 days a year.
started me on boats when I was five years old. I was racing when
Well, New York – if somebody asks me where I’m from I’m happy
I was eight and I did that until I was 15 – from 8 to 15 – that’s
to say New York, being born there. I feel like a New Yorker, it is a
a long time and when you’re only 15 that’s half your life! At 15
city I am proud to be associated with but I only visit there maybe
I left school and went boating full time and that’s all I’ve done
once every two years now. I have averaged maybe 30 – 60 days a
ever since.
year in America over the past 20 years, so I have been travelling in the sense of not being completely stationary.
I would have stayed in school – I enjoyed school, well when I say I enjoyed school I wasn’t a straight A student by any means or even a straight C but I liked the place and the people were OK.
What is your travelling schedule, does it change every year? Is it up
The only reason I quit was that someone offered me a job on a
to you?
boat and at 15 it certainly seemed a good move when compared to sitting at a desk all day learning about things I had no natural sense of. What was the boat? It was 1972, I was 15, out of school and mainly racing and also working on a boat with a buddy of mine making a little bit of money. In ’74, I was 17 when I got my first captain’s job – taking over the boat I was helping my friend out on – I was paid $115 a week, or about $6000 a year! Her name was Joy II, she was a 50 ft Hood Maas yawl and an ocean racer. So you didn’t need a yachtsman’s licence? Not then. You didn’t actually need anything to skipper small boats. You could pick someone up off the street to help you take the boat to New York or the Caribbean or wherever. I was probably a better sailor then than today. When I was 17 I did go to the coastguard to sit for the test, which I failed. I didn’t do any preparation, I just walked in and took the test. It was impossible. Then I went sailing for a few months, did a bit of study and passed the second time. I was 18 when I got my first licence but it really wasn’t necessary. Joy II was a nice boat, the fibreglass hull was built in England and she was fitted out in Holland. She was a Ted Hood design, and the Dutch joinery
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YACHTING MATTERS ISSUE 12
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MAN AT THE TOP – CPT. A. J. ANDERSON
RIGHT:
work was beautiful. A fast ocean sailor for
JANE BUFFINGTON
her day. She had a little coal burning fireplace with Dutch tiles around it. The one thing, or the one thing I knew about, that I wasn’t good at back then was reading the weather and I ended up getting into far too many storms. She was great for that and no doubt saved my neck a few times. I was a year and a half on that boat which again seemed a long time when you are only 17 years old. So in that year and a half where did you go? Nowhere that was exceptional by today’s standards but they were great trips then, New York to Florida and back and then again down to Florida and most of the Bahamas. That was it, but great
right. I went back on deck, this time without taking the same care
memories.
with the lanyard, we took a pretty good hit and the unsecured sextant went over the side.
What were charts like then as compared to now?
So probably the third shot I ever took with the sextant my
They were borrowed or stolen! – they were basically the same as
father gave me and I dropped it into the ocean. That was sad but
today’s paper charts. We didn’t update them like we do now, we
when I told him what had happened he went out and bought me
simply didn’t keep up with corrections as we should have, but the
another one and handed it over with the instructions to always
waters were so familiar, we were better informed than the
secure it otherwise jump in after it.
government. Navigation was interesting. Other than dead
096
reckoning and celestial, Joy had this thing called a Loran-A, which
How did you get into the big boat industry?
had a little oscilloscope screen on it showing two wave patterns.
It was a natural progression. From 1977 to 1979 I became the
It had seven knobs on the bottom for the time differential and it
captain on the 78 ft staysail schooner Cyrano. In 1978 I was
was like an old radio where it had small cut-out windows above
interviewed by the Ft. Lauderdale Sentinel about my life, I’m still
each knob where the painted numbers would display. The problem
not sure why, and made the mistake of calling the owner of
was most of the numbers were worn off, so you would find a
Cyrano a Texas meat mogul and one of his sales people happened
number you could read and then count the turn notches until the
to read it and sent it to his 'boss', who I loved. I certainly didn’t
left side of the wave patterns lined up. So above the small
enjoy getting an earful when he next came on board. He was a
challenge of matching wave patterns in a small bouncing boat,
great boss to have though and we would sail sometimes for two
you had missing numbers to make it just a bit more interesting.
or three days with my two girl crew, getting little or no sleep. We
You then transferred the set of numbers to a chart for a line of
would take the yacht into a beautiful anchorage, work for about
position and did this again with a second and third station. There
two hours getting all the awnings up, clearing Customs etc. and
was some interpolation necessary, which was fun to even know
then the owner would come up and say ‘this is a hell of a place,
what the word meant.
get some rest and let’s get out of here as soon as you can’... so the
Also at the time I was probably better at celestial
several hundred feet of canvas awning would come back down
navigation than I am today. I still take sights but then I really had
and we would be on our way again. It was an endurance test but
to. My Dad was a navigator and he gave me a sextant as a gift as
great sailing on a slow and somewhat plain looking boat – still I
soon as I had taken my first job as a captain. I went out on my
loved her too.
first trip with my new gift and it turned a bit stormy. The Loran
In 1980 I took over a 76 ft 1945 built Trumpy for another
began to play up and so it was my first real chance to put the
Texan who sent me to Germany to look at building an ocean
sextant to good use. I was tired as you do get in bad weather and
going boat for him...he divorced and boating immediately became
I went out on deck with the lanyard of the sextant around my
something outside of his realm. Another great guy and I enjoyed
neck. The horizon was bright, the shots came down OK, so all
sailing his yacht around the Exumas for several months of diving
seemed well but when I plotted my position it just did not look
and windsurfing.
YACHTING MATTERS ISSUE 12
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We start where the others give up!
MAN AT THE TOP – CPT. A. J. ANDERSON
FAR RIGHT:
At this point I would like to say that Jane Buffington, Mike
RACING IN THE ROLEX CUP
Anderson and Joe Bartram are the people who gave me early encouragement and a couple of key introductions that did more
RIGHT: J. BURR BARTRAM JNR. (JOE)
than anything to take me into professional yachting. I am deeply grateful to each of them.
BELOW: MY CASSIAR (FEADSHIP)
In 1982, Jane introduced me to captain Mike Anderson of the Feadship Sophie B. Mike was the 'man' of his generation. All his peers and us hopeful young captains looked at Mike as our role model. It did not hurt that Mike had an incredible way of
boats, one of which was a 65 ft Sparkman Stevens design Swan
communicating – sort of in riddles, and I happened to be one of
called Evrika. When the heir to the family's business died at 38 his
the few that actually knew what he was saying when he didn't
family decided to send the Swan to various racing events and
want you to know exactly. Also he was a girl magnet. An amazing
somehow I was chosen to skipper her. We sailed the 1984 Swan
thing to watch. He could go anywhere even into a Publix and
World Cup in Sardinia and ended up winning two trophies. For us
come out with phone numbers of the cute check out girls. Mike
it was funny to be on a 1973 designed hull shape competing
let me drive Sophie B and I enjoyed my first powered trans-
against the newest Frers 65’s and Holland 651’s – they looked as
Atlantic on her.
if they were doing 20 kts at anchor! I told my nervous navigator
Mike introduced me to his owner's family who had a few
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YACHTING MATTERS ISSUE 12
not to worry so much as we would just follow the fast boats
MAN AT THE TOP – CPT. A. J. ANDERSON
around and work on making sure we beat them on time. Sure
over the 142 ft Feadship Confidante in Palma.
MY CONFIDANTE
enough half way up the first leg of the first race we found ourselves in front of everyone so I had to call down to the
When did you marry?
navigator and ask him where we were and which way to go!
We married in 1990. I figured that if we got married it should be
Mainly we covered the boats behind us and if they went left we
an even year like ’90 so that I could easily remember how many
would simply tack in the same direction hoping that something
years I had been married! So now I know I have been married for
that looked like a race marker would eventually appear. We
seventeen years – well sixteen years – seventeen in May…2007!
returned in 1986 and again won two cups. In the 1988 Cup
Actually we first met in 1984 when after the Swan Worlds the
because of my work, which was running power boats for a living,
owner’s family dispatched me to fly around the world giving
I had to unfortunately move from helmsman to team
engraved Rolex’s to each of the crew – one of those crew lived in
management. The owner passed away during the last day of the
Savannah, where Ellen was working.
regatta, what an amazing family they were.
BELOW:
We were married in the States and we had a two day
Mike Anderson also introduced me to Joe Bartram, who
honeymoon in northern Florida. I flew over to Spain to pick up
introduced me to the owner of Cassiar. She was an 85 ft Palmer
Confidante, and my wife, who was working on corporate aircraft,
Johnson and I took her over in 1984 and almost immediately
joined me a week or so later. Ellen had this idea that working on
found myself the captain of the fantastic 120 ft Feadship Intent,
a yacht would be more or less the same as being a flight crew…
renamed Cassiar. While I had the opportunity to drive a few great
flying around on a beautiful jet, working for six or eight hours at
Feadship’s up and down the Ft. Lauderdale New River, this was my
35,000 ft, then sitting on a beach for several days while you
first full time Feadship command. I was captain on Cassiar for five
passengers did their business before calling catering and flying the
years until 1989 when I was approached by a guy who wanted to
people back. She discovered it was a little different! I did warn her,
sail around the world.
by the way. Ellen used to sail with me all of the time even though
I packed my seabag and headed out to Oregon to take over
she did not always do the long passages. Now she does less but
the boat. The owner married a very lovely lady a few weeks after
will still sail on a boat with me once in a while. When I am on
I put my gear on board and a few months after that the world
Rasselas, Ellen enjoys being on board because the owner and she
cruise idea went by the ways. On the way to take the boat
have a very close relationship.
through the Canal and to Florida, our country took over Panama and closed the Canal for non-essential traffic, so I left the boat in
Does she have an actual position on board?
Mexico and flew back to the States for Christmas of ’89, asked a
Ellen’s like a staff manager and she helps look after the owner’s
southern girl, Ellen Bohler, to marry me and six months later took
things. Otherwise she works with WMG, mainly for new
YACHTING MATTERS ISSUE 12
099
MAN AT THE TOP – CPT. A. J. ANDERSON
BELOW: MY CACIQUE
construction outfitting – she is very organised and of course
Feadship's Van Lent yard and oversaw the extension and six-month
shopping is natural to her.
refit for the new owner. She went in at 142 ft and came out at about 150 ft, plus a large amount of superstructure modification. I
And so then where does your wife spend most of her time now?
took her through sea trials and to Germany to hand over to the
Generally here in Florida.
new captain before jumping on a plane for Sardinia to take over the 180 ft Feadship Cacique, now called Calixe. She was really a
This is your base?
beautiful classic de Voogt Feadship. We sailed her for the summer
We are building a house now. We were lucky in 2000 and found a
season and delivered her to Feadship's Van Lent yard where I
nice place on the river. I knocked it down before she could hang
conducted another six month refit and extension. She came out of
curtains… you have to understand that once a girl has hung her
the yard at about 190 ft. I saw her through sea trials and handed
curtains in a building that’s it, you can’t do anything. Its over.
her over to the new captain.
Before I was married I bought and sold property as sort of
During the Confidante refit, a client who had earlier
a hobby, and did pretty well financially. Especially up in Maine, but
chartered Confidante had called me up and said he was going to
also in Rhode Island and Georgia. I was making decent money and
build a 170 ft Feadship at deVries and would I like to oversee it. It
it was something I really enjoyed. Then I got married the buying
was a terrific opportunity and I jumped at it. She would be named
part could continue, it was the selling part that caused debate. So
Rasselas.
that kind of changed my whole real estate investment strategy
So having just finished the two projects at van Lent my
from buying to sell, into buying and holding. Of course you can’t
wife and I moved our gear from one Feadship yard to the other
keep doing that and so when we bought this place I knocked the
and represented the owner on the first Rasselas project. She
house down. I actually had the wrecking crew there the day after
launched in October of ’94 and I was thinking that I would
closing. They were there with the big jaws of death just so that
probably go back and build another boat after a year or so but I
Ellen couldn’t get in there and hang curtains! (laughing). It was a
just loved her. And then the owner suggested he may want to go
great spot and I wanted something special on it for us.
to Tahiti and the South Pacific – well I wasn’t going to say no to that – Holland in December, or Tahiti – which would you choose?
100
What happened when you joined Confidante? And the period
I didn’t graduate from school but I didn’t need a degree to figure
following that?
that one out. Between ’97 and ’99 we sailed round the world,
Confidante was a very active charter boat in her day. I ran her for
which was fantastic. It took about two years and then I took the
a little over two years and when she sold I delivered her to
boat back to Holland in 2000.
YACHTING MATTERS ISSUE 12
MAN AT THE TOP – CPT. A. J. ANDERSON
RIGHT: THE FIRST RASSELAS BELOW: MY UTOPIA
I did the refit and took the boat back out of Holland and
102
ended up staying on board, so we called it ‘sort of resigned’!
then I resigned because my company was starting to get so busy
In 2001 the owner of Rasselas decided to build a new boat
that I just couldn’t see how doing both jobs would work. I told the
so we started to help in the contract negotiation, specification
owner that I would still like to take care of his interests if it
and design. In 2003 my wife and I moved to Holland more or less
worked for him. I was naturally thrilled when he offered that I
full time to oversee the construction, while running WMG with
could continue looking after his interests and with his blessing I
the Florida team. During this time the De Vries yard had a 235 ft
could pump more life into the company. At the time WMG
yacht that had been built for a gentleman who had passed away
specialised in specifications and related design work and did not
and they asked me to help prepare the boat for service and run it
cover all the services that we now provide. I resigned but still
until they sold it. So we did it. I was blessed to be the first captain
YACHTING MATTERS ISSUE 12
MAN AT THE TOP – CPT. A. J. ANDERSON
RIGHT:
on Utopia, which I took out of Holland on
A. J. AND TWO RASSELAS CREW
her maiden voyage. I had made one of my Chief Mates, Paul March, the captain on
BELOW: A. J., KAREN, SIG & P. K.
the first Rasselas and later I brought him onto the Utopia as co-captain, along with Jeff Ridgway and also Stan Wallis, who I then transferred over to the first Rasselas. So for a spell we had three captains rotating between the new Rasselas and the Utopia with Stan and his wife Jen running the First Rasselas, now named Halcyon Days, fulltime. I think I got that straight. Both Jeff and Paul have children and I have a company which is itself just like having a child. So we
What about you – do you have brothers and sisters?
all had reasons to spend time ashore. It worked quite well for the
I have three older mean sisters. I am the abused youngest. (smiles)
period that Feadship owned Utopia, which they managed to sell after three very successful charter seasons. Paul is still the captain
They can’t be much older?
on Utopia with the new owner, and Jeff still helps us with Rasselas
No – otherwise they would be dead! Karen-Tredje is about four
and on other ISM related work.
years older than I am – I’ll soon be 50 – Sigrid is above her by two years and PK, Patricia, I call her PK – is about one year older again.
Do you still work with any of the other original crew from the first
PK is fine, she’s actually kind of sane, but the other two are nuts.
Rasselas?
No, I shouldn’t joke like that, they are wonderful. They’re great –
Yes, they kind of go away for a while and then they come back,
really funny. Karen is a riot, her mind is so fast she doesn’t stop.
and so it’s a sort of unofficial rotation. They work for a year or
She’s a real joy – a Robin Williams type – fun for the time that
two, we’ve had one guy for eight years, they take a break and then
you can handle it! Sigrid is just a nice quiet person and PK is kind
they sometimes come back. Actually five of my First Mates are
of like the saint! She’s really nice and has also a great sense of
now captains on large well respected boats. Until I built the new
humour. But you know they were terrible to me as a kid (smiles).
Rasselas they were all on bigger boats than me! A lot of the guys
They told me I was found on the front porch, and I believed them,
that I worked with turned out pretty good – better than me in
so my feelings were hurt until about when I was six and by then
fact. It’s a nice thing to have happen to you as long as they don’t
I was kind of hoping it was true! (laughs) My dad was born in
go out there and screw it up. By screwing up I mean as they don’t steal money, are honest and treat people well. While I hope that they gain something in the way
of
seamanship,
boat handling, bridge procedures and crew management, if they take
anything
from
working with me, I pray that at least it will be professional integrity, and a dedication to doing
well
for
the
industry.
104
YACHTING MATTERS ISSUE 12
MAN AT THE TOP – CPT. A. J. ANDERSON
honour to have these guys march up to me and present me with
LEFT:
the spent shells and the flag that draped mom’s field alter.
‘MOM’ IN MARINE CORPS UNIFORM
I would love to hear about the trip around the world on Rasselas.
BELOW:
As I mentioned, it was between ’97 and ’99. I had wanted, even as
TUAMOTO AT SUNSET
a kid, to go into the South Pacific. I can remember this Walter Matthau movie when I was young and he talked about Tahiti ‘where the girls are beautiful and they don’t wear any tops’. We went to Panama in late February ’97 and cruised an area called the San Blas Islands. That’s on the Atlantic side and we cruised ten days there then took the folks through the canal and they got off on the other side. We then travelled to the Galapagos where we did a 10 day cruise before the folks flew back home and we set of for the Marquesas. We intended to stop only for a couple of days to take fuel. There was a cyclone hitting Tahiti at the time so we stayed there for four or five days. The islands are beautiful with immense and small water falls everywhere running right into the sea. Once in Tahiti we spent four months cruising French Polynesia. We spent a month in the Tuamotu atoll, Rangiroa – which was fantastic diving. Then we cruised the Society Islands, Sweden by Finnish parents as I understand it. I think he migrated
Bora Bora, Moorea and Raiatea, which were also beautiful to see
when he was about 16 years old. He was a great father and was
and be in the waters of. In my spare time I liked to windsurf and
a leader in his field of professional airline pilots. He also served in
dive, those are the things that if somebody said you can have a
the US Air Transport Command during WWII. My mom was born
day off, which nobody ever seems to say anymore, those are the
in the States, Ohio I think. Mom was statuesque, sweet but
things that I would go and do. So it was perfect for that. You know,
scrappy when you crossed her. When dad told me to turn my
nice protected inner reef areas, good breezes and the diving of
cheek, mom said slug ‘em hard. She actually served in the US
course is wonderful.
Marine Corps during WWII, which I don’t think there were too many women serving. When she passed away a few years ago, the
So were you taking on different guests during the time that you
Marine Corps gave her an honour guard, 21 gun salute and
were there?
interred her in a Marine Corps cemetery. It was an amazing
It was just the owner and his friends that would come down from the West Coast. It was about an eight and a half hour flight so it was quite easy for them. He would arrive, spend ten days or so with us, then go home for a few weeks before coming back again with another group. I spent 20 years just dying to get to Tahiti, wanting to be on Tahiti, wanting to do the whole
South
thing.
I
just
Pacific can’t
imagine anyone in this industry not wanting to
YACHTING MATTERS ISSUE 12
105
MAN AT THE TOP – CPT. A. J. ANDERSON
RIGHT: RANGIROA ATOLL BELOW: THE CHINA SHOP
running around! That must have been it! ‘It’s not what you said it would be!’ So he left and I basically had to act as my own engineer for a while – which I enjoyed and the assistant enjoyed the greater challenge of more responsibility. And being extra busy it kept me out of trouble of course. Trouble! Tell me about the trouble! I was kidding! There wasn’t really any trouble. So we were there for April, May, June and July then we sailed across to the Fijian islands and that’s something like 2500 miles, or seven days running. The land isn’t really that attractive compared to, in my view French Polynesia, but below the water it’s like a china shop. It’s incredible. The people weren’t as attractive as in French Polynesia… but then what people are? So one should just stay underwater with the Mermaids then!? Yes. That part was fantastic. I’m sure you know about this but in Fiji, in order to go some place you need to put your anchor down, then you go and meet the local chief of the tribe. They have a sort of board of directors around the chief. I guess the village elders, and you have do that. On the other hand my engineer, who was a really good
to ask their permission to stay in their waters. My first time at one
guy, just couldn’t stand it. He had to go home, he was American,
of these meetings I wore these long khaki pants and a white
I think Tahiti was too far away for him.
uniform shirt, I was trying to look like a formal captain to give them respect. The first thing you have to do with these guys is
106
An American who didn’t care about the topless ladies!??
cross your legs and sit in a circle, I have a hard time doing that in
Maybe that was the disappointment because there were none
gym shorts let alone in khaki pants. I ended up with one leg
YACHTING MATTERS ISSUE 12
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MAN AT THE TOP – CPT. A. J. ANDERSON
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sticking out one way and the other leg sticking out another as I tried to get comfortable. Then they take Ugando root, mash it up and make a Kava drink that you gulp as you are talking, you are usually talking to a younger person who is translating. They pass around this Kava using this old gasoline jug which really was not my vision of tropic splendour! So we drink out of this oily looking jug as it is passed around. You have to clap your hands once and they hand you the thing,
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bowl across and clap your hands twice more. This stuff really half a dozen times and it makes you wonder, do they like me basically stoned and you walk back to the boat with anywhere! That’s the ritual at each of the small island groups.
MAN AT THE TOP – CPT. A. J. ANDERSON
You do get better at it of course. The next time I was in shorts so I was a lot more flexible!
over the bottom. An impressive current for a two mile wide pass.
OPPOSITE:
Komodo Island was very interesting, you go ashore and the
BORA BORA
We went from there to Cairns, Australia where we stopped
guide who meets you tells your guests all about the island and
OPPOSITE BELOW:
on our way to Bali for fuel. I decided to stay there for a few days
the dragons – and then you say ‘well listen we are going over to
KAVA
as half of my crew were Australian, either from Sydney or Brisbane
the other island over there, is it safe to swim or jog?’ ‘No problem’
and many had their families fly up so that they could have a look
he said, ‘the Dragons cannot get over there, they cannot swim and
at the boat and spend time with the crew. We then sailed on again
they are only on this island’. We sail over there with the guests
– deadheading up to Bali.
and take them diving before putting them on the beach. Then I
BELOW: KOMODO DRAGON
went off for a jog and darned if I don’t see a Komodo Dragon. I What did you think of Cairns?
ran back to the beach, I don’t know how fast they are on land or
The place looks like a movie set. You would walk around the back
in the water, but they certainly can swim! I have to think that
of the buildings thinking there will be some sticks holding them up
seeing a Komodo Dragon during a dive would be like seeing a
because the whole place didn’t feel real. It was really strange. Nice,
shark walking across the back yard.
but it just seemed so different. In a village above Cairns there was a museum of butterflies and they are all flying around inside this
Have you ever been stranded out at sea?
large screened area – quite beautiful. Then we went from there to
When I was a kid, there had been a couple of times where I
Bali and that was from a navigation standpoint really interesting. I
thought I was going to die on board a boat, and I was scared. Or
can remember travelling through a great many seas. You know, this
should I say scared to death. The first time, I was in a race, it was
sea and that sea… Arafura Sea, into the Banda Sea, into the Flores
a big weekend regatta off Westport, Connecticut. You know we
Sea, into the Bali Sea. It was really neat. Wonderful.
were a bunch of little kids, 7 or 8 year olds, out in these little boats. I don’t know if they should have let us out there, but the
I flew to Bali when I was 13 and stayed on land, I always wondered what
wind just blew us helter-skelter and there were people trying to
it would have been like to travel through those seas by boat, there are
find us but they had no idea where we were, it was a white out,
certain places which are just meant to be seen from the water.
so windy and the kids were all over the place. I just remember in
For Bali you tie up on the south east side in Benoa Harbour which
my little world there was this little boat and I couldn’t get it to go
really is no more than a fishing port. The current was pretty strong
left or right. I couldn’t get it to go anywhere, I thought – this is it.
with dirty muddy water, it was not really a great harbour but an
But I kept trying, I kept working it and trying to move it and
interesting show with an amazing catch of tuna being unloaded by
eventually I got to a little sand spit and I was fine. That was a good
the thousands of tons. The diving in the area is also quite interesting
lesson – don’t give up.
but rather dangerous as there are a lot of vertical currents. Ellen and I ended up buying enough Indonesian doors, windows and furniture that we filled a 40 ft container… and have been paying for the storage in Florida for the past eight years! We picked up the owner and we went to an island to the east. Komodo Island where the dragons are, it was amazing. I went through this area early in the morning and it was maybe two miles across. The sun was coming up and I was a few miles from making an approach to the area we would anchor. We were moving along at about 14 knots when I was about to start easing back and I looked at the radar and saw the trails suddenly stretch, glanced at the GPS and we were doing 20 knots
YACHTING MATTERS ISSUE 12
109
MAN AT THE TOP – CPT. A. J. ANDERSON
BELOW:
Soon after that, my dad had one of those five day trips
Earlier in 1973, I was sailing as crew on Joy II during a NY
A GOOD WAY TO TRAVEL
airline pilots go on and so I got my sister to write a sick note for
to Florida delivery in December. Remember the famous ice storms
me and I took off in my 12 ft catamaran to see if I could get as
and power outages of 1973? We were off the New Jersey coast in
far as Nantucket. I barely made it to Block Island and in the
about 30 kts and it was snowing and icing the rigging – for my
process I ended up stranded in a small rock strewn watery
age and not being in charge it was actually kind of fun. It was so
indentation until the storm passed. I lost my food, which
cold our eye lashes were freezing to the triple layered knit face
consisted of white Wonder bread and Skippy peanut butter, so
masks. Then of course the jib halyard broke so five of us stumbled
found myself eating mussels off of the rocks. They were pretty
and crawled up to the foredeck. I clipped onto to the base of the
good, so I gorged myself and was sick for several hours afterwards
mast and the other fellows clipped on to the toe rail to gather up
– anyway I did eventually make it out to Block and make it back
the sail – there was a wave and when the water cleared I was
to Connecticut before my dad got home. I still can’t eat mussels.
alone on the foredeck… then another wave and a couple of the
Later, there was a time or two when dying seemed a real
guys were back on board and we helped drag the other two on.
possibility but I don’t know if I was scared. I was more saying well
On the trip around the world we didn’t really come up against
if there is a god, ‘if you are there, wake up and help us out of this
anything very exciting in that respect. I have taken a lot of boats
weather’. But he doesn’t and what seems like a lifetime later you
out of Holland in the middle of winter and you know you can
come out of the storm and you say ‘thanks for nothing!’
expect to get some interesting weather – but generally once I
A few years later, actually on Joy II, I remember the wind was blowing really hard, it must have been blowing 50 knots. She
figured out how to forecast the weather a bit more accurately my crews have enjoyed pretty easy going.
was only a little boat. We were out there trying to keep the masts
110
on the boat, just trying to get through it and it then went to 60
The world cruise was a pretty tame trip then?
knots – it is an amazing difference between 50 and 60! When the
Yes and its better that way, especially on a power boat. We then
wind has been blowing at 50 for several hours you expect the
went up from Bali to Singapore. Singapore was really just a
wind to eventually drop, not to jump higher. After it went to 60, I
maintenance stop so we were there for a couple of months. I liked
didn’t know what was going to happen next. So we just kept
Singapore. It’s really nice and neat and orderly you know. If only I
trying to do the right thing and eventually we made it through. It
could tame my crew like they do their kids! (laughing) They have a
reinforced in me that if you just try to keep doing the right thing
pretty good concept of discipline there. Then we went from
and stay with the programme, you should be OK.
Singapore up to Thailand and had a Christmas/New Year’s cruise
YACHTING MATTERS ISSUE 12
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MAN AT THE TOP – CPT. A. J. ANDERSON
RIGHT: ELLEN & A. J. IN ITALY
there with the owner and spent a couple of months based in Phuket
I think I have made 5 or 6 runs up to the Feadship yards and taken
before we went across to the Maldives on our way to Egypt.
7 runs out. I believe I have 19 or 21 trans-Atlantics now and have
From the Maldives we sailed for Djibouti for fuel and on up
to say those ocean runs are my favourite times.
the Red Sea for Hurghada, Egypt to meet the owner. By then it was April, 1999. We spent a week or so trying to varnish in strong,
How do you get along travelling when Ellen is not around?
cold winds before the owner arrived and it suddenly warmed for
Once I was on the boat all alone in Rome without Ellen. My crew
a pleasant week of diving before transiting the Suez Canal and
were going out in Rome and they talked me into taking a tour
heading to Turkey – which effectively rounded the world cruise…
myself. I wanted to do the Angels and Demons tour as I had read
followed by the return to Holland.
the book three times. I think that was the only time I have done
After Confidante and Calixe I became pretty familiar with the Dutch canals leading to the Feadship yards. So in 1995, when
formal sightseeing on my own… normally it is just ‘running shoe sightseeing’.
it was nearing the end of our first year warrantee period for
112
Rasselas, I called Johan de Vries and suggested we bring the boat
How does your job onboard compare to running the office?
back to the building yard. Johan told me that he didn’t have room
I own half a dozen companies now and yes, one of the things I
at the yard and I would have to berth in Amsterdam. So we sailed
have learnt is just how nice it is to work on a boat. I used to think
to Amsterdam, and after a day or so there it was obvious this was
that being a boat captain was work, but compared to a land job
not going to work out. So I called Arie Kraayeveld then the
you realise that on board its fun work – well the captain’s job is
Managing Director of the van Lent yard and asked him if they
anyway! Being at sea, mentoring those willing to be mentored,
would mind the de Vries guys working at van Lent and Arie said
solving technical problems without shore support – it is all fun.
they could just fit us in and would be delighted to have their
But nothing is more fun that manoeuvring a large boat in a small
brothers from de Vries over. So I slipped lines and drove Rasselas
area! That is absolutely the best part of being on board. When you
back up the canals to the point where you turn right to get to de
finish serving on a vessel, when you step back from the boat you
Vries or left for van Lent… it was about 0730h and I held position
realise, wow, thank you, that was amazing!
when I called Johan up and asked him if he wanted me to turn
Running a company has different challenges that I am still
right or turn left. He suggested a third direction, which I won’t
trying to find my way through. One is that for 30 years I have said
repeat here, but after his surprise he said come along. That was a
‘would you please do X’ and the crew would say ‘OK’ and do it.
great day returning the boat to her builders under her own power.
Land people are different creatures. So far the same request does
YACHTING MATTERS ISSUE 12
MAN AT THE TOP – CPT. A. J. ANDERSON
not always get the same response! But I am still working on that! The challenge for a captain is that you are trying to meet
effort to bring in people from vocational schools to show them
LEFT:
what is available. This is a critical issue for our industry’s future.
A. J. & MR RAININ
the expectations of two different groups – the owner and the crew – and the expectations are sometimes in conflict with each
Since you have been yachting what are the positive and negative
other! The older I get the easier it is for me to deal with the
differences you have seen?
relationships onboard. You have to stretch your limits and if you
The biggest difference, there were good people, considerate
are not smart you need to get smart. If you’re not sensitive you
people within the business thirty years ago, dedicated people. The
need to get sensitive. Corresponding with the intelligence of
business was only a fraction of what it is today but the ratio
another human being is not easy and you have to learn how to
between good and bad was much more positive. I think there was
do that. I am informed that I have had the reputation of being a
more actual competence and more real dedication back then
very strict captain. I’m told that people used to do what they were
than there is now. Now there are a lot of people that have a
asked to do because they were afraid of what I might do, now
license but are not competent to do the job. That’s worse than
they do it because they are afraid I’ll have a heart attack or
having a lot of people that aren’t licensed but are totally
something! They are nice to me.
competent in what they do.
You said that you own half a dozen companies and that’s really the
So does that mean that one thing you feel that needs to be taken
hard part of your job. Being a captain is the fun part?
care of more effectively is stricter guidelines for getting a captain’s
Look today I have just come back from a really awful trip. Seven
license?
gruelling days anchored in St. Barts. In the morning I go for a dive
The MCA created a ‘Yacht’ licence around 10 years ago. They did
or a swim and then in the afternoon I would go for a run up to
it with the best intentions and the guys at the MCA who wrote it
the top of the hill. Then I would chat with the owner over some
up were as good as any seamen on the planet but they made a
business thing that I have been working on, and then in the
mistake. The curriculum was great and the exams tough but the
evening my wife and I would have dinner with him and his friends.
big mistake is the small amount of sea time and hands on
I did that for seven gruelling days! Yes it is pretty good on board.
experience that was required. How many hours sea time should a new captain have under his belt? Jordan, what you have to realise is that when a person becomes a captain he is running a vessel that can have anything up to 30 or 40 or more people onboard in crew and passengers. It is possible to build a 300 ft yacht of less than 3000 gt that carry 12 passengers and 30 crew. Anyway, the captain is obviously responsible for those lives and of course has some responsibility for the lives on the other boat crossing his bow. At sea, say in a crossing situation there is no differentiating from a ‘Y’ restricted 300 ft yacht captain and the merchant 300 ft yacht captain. In any job the sum of your experiences controls how good you are when it comes to decision making outside of a written question or problem. Passing an exam and learning theory is one thing but
He sounds like a nice guy!?
being given a licence without adequate sea time places good, but
He is. He left and I thanked him! I’ve been thanking him for a long
inexperienced, people in a position where they are not well
time now!
enough prepared to make a critical decision in an unexpected situation. Only extensive and varied sea time can give you that,
We have got to be careful! We shall end up convincing everybody to
and coincidently when the sea time criteria is high it naturally
get into the industry. We are painting such a pretty picture!
takes a longer life period – which only enhances the individual’s
Well that’s a good point. The industry needs people that have a
maturity. Maturity being another important component in
more realistic view of their capabilities and on what they deserve
making the right choices. So how many hours? In my view, at
as far as remuneration. We need people to fill the increasing need
least 10,000 hrs at sea and about 1440 days with minimums of
and so we are looking at every idea to find new seafaring people,
about 4 hours each day before being given command of a vessel
including hiring people from Eastern Europe There is also a recent
of the type and size that we are discussing.
YACHTING MATTERS ISSUE 12
113
MAN AT THE TOP – CPT. A. J. ANDERSON
RIGHT: THE LAUNCH OF RASSELAS
How in the world do you have time to go gallivanting off to do the
controlling stake in the other companies that actually represent
fun part of your job while running half a dozen companies at the
each WMG division. We provide an equity stake to members of
same time?
the company that are responsible for each division. Such as safety
I don’t! That’s why I am working somewhere north of 70 hours a
management, one of the guys has a stake in that. We have a
week. Plus, and most importantly, I have great people at the
company that handles general shore-side administration. One of
company helping to maintain our quality while we continue to grow.
the guys has a stake in that. We have a company that does charter
Also my gallivanting about, as you put it is an integral part
brokerage and another guy has a stake in that, and so on. A few
of the success of our company. I know first hand what is
key people have a small stake in the parent company.
happening onboard, what the crews are having to deal with, regulatory wise, guest use wise, crew integration wise –
What else do you see that needs changing?
everything our boat captains deal with, I deal with. Personally as
Well things have to be changed. You know I walked into the office
a captain, I would rather be hitched with a shore support
today, Sunday, from off the aeroplane and the operations
company whose CEO still shipped out and ate the same chow.
manager, Michael, was in the office and he was two hours late in
Whatever downside there is in the fact that I am not in the office
picking his wife and little girl up. That should probably change…
every day we gain back from my relating field reality to the shore
but not the reason behind it!
staff. The benefit to loss ratio is in our favour and I believe in our
Seriously? I have some very fundamental beliefs that
captains’ favour. But it does keep me busy. The plan is that I ship-
professionally people must act with absolute clarity as to where
out roughly 10 weeks a year.
their ethical position is. I am not talking about religion or what people do on a personal level, I wouldn’t dare!… I am only
114
Are the six companies all under the umbrella of Wright Maritime?
speaking about their professional lives. Sometimes it is very
I hold controlling stake of Wright Maritime, which owns
difficult to do and people can make mistakes, but it doesn’t mean
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MAN AT THE TOP – CPT. A. J. ANDERSON
RIGHT: HENK DE VRIES, A. J. & ELLEN
we shouldn’t try to avoid those mistakes. Personally I think the industry is totally out of sync with
116
Do you think that this is happening in all sectors of the industry or is this something you see only happening onboard and has it always
the rest of the planet. The industry is irresponsible, I’m talking
been a problem.
about the biggest, the brightest, the wealthiest. All of those
I don’t have any recent information, but it is something that has
people need to be responsible to their professional integrity.
been going on for many years. It was happening before with some
Integrity is everything. People suggest it is too complicated with
people and now it is still happening, just with more people.
all the different industry sectors causing other sectors to enter
Younger people are impressionable and they make mistakes
into ethical conflicts of interests – but the rest of the world’s
easier, you know they follow the guidance of the captain or first
industries have well defined guidelines and consequences, so why
mate. That happens I’m sure. Take the shipyards, those poor guys,
not the large yacht industry? We are a multi billion euro/dollar
they need to sell the contract to keep their several hundred
industry and it is ridiculous that we do not get this simple and
employees and their families cared for. Let’s say there are three
fundamental aspect squared away.
shipyards in attendance and all three shipyards really need that
In 1996-97, I started an ethics group called PGSE and all
contract. A captain comes into their office and says, you give me
that I was saying was listen, we don’t have to hire any cops but
some action on this and I shall make sure the owner signs with
lets just see what’s right. Is it right that one person takes money
you. It puts good people in a very difficult position – a difficult
from two guys that are parties to the same contract? That a
choice for that shipyard: say no and watch a multimillion euro or
captain or crewman is paid by an owner and then takes money
dollar contract walk out of your office. The honest shipyard owner
from a vendor, shipyard or service provider that is selling to that
still has to say no. Frankly, they should create an association
yacht? Or from a broker that handled the sale of the yacht to his
where they agree that they are not going to pay any of these
owner? There several obvious examples of conflict of interest and
crooks. That’s what they are – crooks. But it’s also happens
what is simply ‘wrong’ to do, so why not list them for a start and
business to business, its broker to broker and shipyard to shipyard
see where it takes us?
and shipyard to broker, magazines also have those challenges. It is
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MAN AT THE TOP – CPT. A. J. ANDERSON
BELOW:
a complicated web but it’s hardly a complicated solution. Just
One thing about employing crew is this licensing problem
JUST CHECKING
start writing what is a conflict of interest and what is bad business
that we were talking about earlier and I think that’s easy enough
practice – use the standards tested by other industries – and use
to fix, but then that again links to other things. Potential crew
that list for finding solutions to each point.
come to me with paper qualifications and say ‘well I need’ to make 3,000, 10,000, 20,000 dollars a month. Maybe they should
What you are saying is you have to make sure you write down all the
make this kind of money and maybe not, but there are a lot of
wrongs and then match them up with what to do about it.
people coming into the industry who think that they should be
Yes, and also give some guidance, which is the best thing. The best
making amounts that defeat logic. I know lawyers who do not
is that you give education and you provide mentoring to help
make as much as stewardesses with a few years of experience.
people through these moments of confusion. To my simple mind,
Who is giving guidance to crew that this is sensible!? In which
that’s the most important thing that needs to change in our
crew publication did they read this? In which crew pub did they
industry. If that is done, the few truly bad guys will loose their
hear this? Who in their right mind would allow their reflexes to
place.
cause them to advance wrong thinking. All industry professionals, especially the senior professionals, must help keep everyone’s
118
I always have thought that as the captain hiring the crew must be one
expectations in perspective. On yachts, payroll has become the
of the most difficult parts of the job? How do you find your crew?
largest single number in the annual budget. A few questions…
Well let’s say it is a captain’s opportunity to either start everyone
Should a 28 year old Y2 engineer make the same salary as the 38
with a clear understanding or to take an early short cut that will
year old Y2 or Y1 or unlimited merchant engineer? Should a 30
cost him time and money later.
year old 3000 gt Y2 master make the same salary as a 38 year old
We use crew agencies but also if somebody has a good
3000 gt merchant master? Should a stewardess with three years
reference from a friend or colleague we will certainly give them
experience make the same as one with eight years – what should
an opportunity.
the top dollar be for any of those positions and then what would
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MAN AT THE TOP – CPT. A. J. ANDERSON
BELOW:
be the minimum amount to pay for each position? Or do you
orders, job descriptions, sample crew schedules, it has our
MY RASSELAS
take the pay of the most experienced crewman and make that the
termination letter, it has the crew agreement, or contract. It has
standard for the least experienced crewman? Wouldn’t that be
all the material that we think is good for the people to understand
the lowest experience denominator matched with the highest
before they even talk to us, before we even allow the agencies to
pay scale denominator? Does that make sense? I don’t believe so.
put them in contact with us. If a potential candidate has read our
Publications, crew training centres, crew agencies and
package and they agree with it then we are very interested to
maybe the bar owners need to help guide expectations. The truth
speak with them. It does happen that folks read our materials and
is that most, well at least many, people just want to make the
say ‘no thanks!’. Well that’s just saved us about six hours of
competitive dollar so if they are guided to believe x-dollar is fair
needless conversation. Occasionally we will place someone on
for their position and experience than they will want x-dollar,
board quickly. Like a deckhand or a stewardess but we never do
what ever that is. So my hope is that the crew magazines, the
that with officers. We try to cover everything carefully and get it
training centres and the crew placement agencies will work with
down in writing. Our expectations, the candidate’s expectations.
the management houses to provide the appropriate guidance to
We resolve most issues before anybody steps onboard. At least
new and existing crew.
there is absolute clarity on our expectations and our intentions.
There seems as though there should be a seriously comprehensive
industry and while there are definite benefits to be gained from
interview process and that there should not be a base standard of
their professional outlook and experience, there is the challenge
any kind for someone’s salary.
of their not knowing the operational profile of a yacht. It is true
You’re right, absolutely right. Our interview process is preceded by
with crew, with management companies and with ISM auditors.
an employee package. The package has our policies, standing
Commercial vessels have a different operational profile than
The yacht industry is taking a shift towards the commercial
120
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yachts and while blending can produce a better overall yacht
the way it is! All because the silent majority out there are silent.
industry, we have to be careful which aspects of commercial
Whether it’s regulatory, or anything else. We need more folks to
perspective should be left aside. The crew from the commercial
say ‘hold on! wait a minute, that’s just plain dumb’. We need more
side can bring real benefit to yachting, but the commercially
of those people. But I digressed from your MCA question – sorry.
oriented DPA finds difficulty in understanding what is happening on board a yacht.
What do you think it is that is keeping the silent majority silent? It’s the day and the time. People are busy keeping up with the day’s
You work with the MCA?
work. And maybe they just don’t want to get into the political fight.
Yes. I have been on the MCA’s working group for the Large Yacht Code’s Construction and Equipment aspect. I have a great respect
But it’s your opinion isn’t it?
and admiration for the MCA professionals I have had the
Yes it is. And we all have to live with how we deal with it.
opportunity to work with. They are obviously much wiser than I am, but still they need to be reminded of the differences between
But ethics are everything, where would we go if not? Everybody
a 2000 person passenger ship and a 300 ft yacht that carries 12
should know that a printed piece of paper is an opinion of matters.
passengers. We can’t be silent when it comes to regulations, to be
Where would we be with so many people not expressing an opinion.
silent is to agree. If you say to me right now ‘that ceiling is blue’
This is the bottom line, there is something called self interest and
and I don’t say, ‘well no your wrong that ceiling is yellow’, then
there is a level of selfishness in that whether you are a Catholic,
that means I am agreeing with you. If somebody says this is how
a Jew, a Buddhist or a Muslim or what ever, there is somewhere
you should build your boat and I don’t say something, I’m
an element of being selfish. This isn’t a bad thing because if you
agreeing with them. If somebody says this is what you should pay
look after yourself you are going to be strong enough to help your
your crew, and I don’t say anything, then I’m agreeing with them.
brother or your sister. If you don’t look after yourself you will not
All of these things that you may not agree with, if you do not
be strong enough to look after anybody. So there’s an element of
oppose it verbally, or write opposing views to magazines or speak
goodness in selfishness, take care of yourself so you can do
opposing views to discussion panels, then every one thinks that’s
something good.
YACHTING MATTERS ISSUE 12
121
MAN AT THE TOP – CPT. A. J. ANDERSON
BELOW: AFTER ALL, ITS NOT A BAD LIFE
Do you think there is a problem with the education system. Should
For me, I not done yet. WMG is already something special,
we be relying on the upbringing and the teaching?
but I hope to increase our capacity to serve more people and to
I don’t know. I think that mentoring is the most important
exceed their expectations. The WMG team also guided by Cynthia
thing that I have learned. And I think we can teach people
and Erik, along with Ellen have worked hard to see us through the
the philosophy of what is fundamentally right and what’s not
early years… so if we all live long enough anything is possible!
right. If the yacht brokers, the training facilities, the yard
Personally I am a boatman first and last so expect to be messing
owners and the captains underline these points to people, and
about in boats as long as I breathe.
focus on what’s best for the industry then everyone’s best interests will be taken care of. My involvement went from
Contact: www.wrightmaritime.com
focusing strictly on the owner’s interests to looking at the industry interests as a whole. I feel now that if we all look after the industry then everyone is going to win – owners, charterers, shipyards, crews, vendors, brokers, managers, service providers – everyone will win. My hope is that the young seafaring folks in our industry
122
Photographs:
evaluate their expectations of what is due to them. Of course my
A. J. and family
hope is that owners and all professionals of our industry keep an
Feadship
eye on what is fair and make decisions based on integrity. Wishful
Mark O’Connell
thinking perhaps – but that is my hope.
Colin Squire
YACHTING MATTERS ISSUE 12
>||
THE MARINE GALLERY FEATURING THE BEST IN YACHT BUILDING & DESIGN
the large jacuzzi as they enjoy a drink served from the granite topped bar. There are also various areas for sitting and sunbathing and a dining table comfortably big enough to seat 12 people.
yacht that are finished in oak, and the use of blue
and white tones is carried through from the lounge.
There are his and her walk-in closets finished in
masculinity – leather floors in ‘his’ and beautiful
contrasting materials to represent femininity and
further onto the sundeck where guests can relax in
for entertaining. The entertainment theme is carried
lit to depict an underwater scene of marine life.
The owners’ stateroom is finished in Cherry,
the teak deck this space is perfect as a special area
running from deck to deck with etching that is back
in contrast to other guest areas throughout the
surroundings and with it’s large sliding doors out to
the captain’s quarters.
to create a relaxing and complementary mix of
staircase with a deep azure blue, glass etched panel
in six twin cabins, an engineer’s cabin and of course
with a combination of oak and cherry wood inlays
gives a fantastic panoramic view of the yacht’s
April Fool also comfortably accommodates her crew
open, airy quality. Her interior is beautifully finished
the vessel, credit must be given to the magnificent
a marble to match each room’s colour and mood.
beige and pale blue the vessel has an incredibly
The sky lounge, found on the bridge deck,
complimented by each bathroom being finished in
full length windows and a colour scheme of white,
classic and contemporary design. Moving through
stateroom is finished with a different colour scheme
is how spacious the main lounge is, with virtually
been more cabins, however the owners chose to
forward to resemble the fluidity of a wave. have spacious suites with more comfort. Each
guests and four guest staterooms. There could have
the curved shape of the arch which runs from aft to
On entering the yacht the immediate feeling
oak and is divided into one large day room for
sauna and gold plated fixtures.
sophisticated ease creating an aesthetically pleasing
flawless. A very elegant focal point of the exterior is
and finished in Vert Arctic marble, complete with
superior. April Fool shows these qualities with The lower deck is finished in white washed
impressive, occupying the full beam of the yacht
expect the design and finish to be admirable and
vessel with exterior lines that are continuous and
thick pale carpets in ‘hers’. The bathroom is also very
Any yacht owner commissioning a new build would
APRIL FOOL STEEL AND ALUMINIUM 10 GUESTS IN 5 CABINS
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BUILDER:
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Telephone: +31 (0)23 5247000
JANET LEROY/LARVOR 2006
DELIVERY:
EXTERIOR DESIGN: INTERIOR DESIGN:
DE VOOGT DE VOOGT
NAVAL ARCHITECT:
LMC, UMS, MCA
2 X 1492 KW CATERPILLAR 3516B DITA
ENGINES:
CREW 15 + 2 STAFF IN 9 CABINS
10.90 M 3.30 M
BEAM:
60.96 M
LENGTH OVERALL:
TECHNICAL SPECIFICATIONS
APRIL FOOL
wall panels. The panelling is finished again in sycamore.
accents, black on white with mirrors and silver adding
classic deco charm and aristocracy. It is easy to see
the power and drama that lighting can create.
members, accommodated in three cabins.
The lower deck also has space for five crew
has a different colour scheme and has upholstered
that Architect Jean Pierre Gilardino is fully aware of
lower foyer at the base of the staircase. Each suite
elegant decoration. The deck embraces deco-inspired
colours and fabrics.
designers are proud to have included.
interior décor. G-Force takes design to a new high in
furniture, which is offset against pale, natural
pilothouse yacht is also an achievement that the The guest accommodation is very fairly and
gloss, ebony finish is used for mullions and
beam, main deck master suite on a raised
equally sized, with four suites spreading out from a
found upon furniture in the owner’s salon. High
Architects has been created. The addition of a full
The façade of the yacht has a sensual profile
the wood panelling. This artistic detail can also be
stylish and glamorous exterior designed by Omega
with a trompe L’oeil exterior paint scheme and
theme, hand stencilled silver designs lightly adorn
the salon itself.
MTU 16V4000M90 diesel engines that drive two
from welded aluminium around which a very
fantastic views while also adding extra privacy to
robust enough to easily accommodate the 2 x
yacht. To carry through the exquisite 1930’s deco
adjacent to curved doors treating diners to
3700 series. Its semi displacement hull form is
The hull, decks and superstructure are constructed
position, also means that the dining area sits
yacht built by the yard and the sixth boat in its
accents, which can be found flowing through the
salon space. The dining room, being placed in this
tradition only expects the best. She was the 130th
reach an impressive maximum speed of 32 knots.
lounge have been swapped over to create a bigger
and greatly respected yacht owner who by
The salon is finished with pale sycamore
planned. On the main deck the dining area and
Yachts shipyard on May 27 2006 for an established
five blade Nibral propellers, enabling the yacht to
The interior styling has also been sensitively
The 32 m G-Force was launched at the Heesen
G-FORCE 8 GUESTS IN 4 CABINS
HULL & SUPERSTRUCTURE: ACCOMMODATION:
HEESEN YACHTS
DELIVERY: BUILDER:
Web: www.heesenyachts.nl
Email: thom@heesenyachts.net
Tel.: +31 (0)412 665544
JEAN PIERRE GILARDINO 2006
INTERIOR DESIGN:
HEESEN YACHTS OMEGA ARCHITECTS
ABS AI YACHTING SERVICE AMS
CLASSIFICATION: EXTERIOR DESIGN:
2000 NM @ 12 KN
RANGE: NAVAL ARCHITECTURE:
MAX – 32 KN
SPEED:
– 2,720 KW @ 2,199 RPM
2 X MTU 16V 4000M90
5 CREW IN 3 CABINS
ALUMINIUM
DRAFT:
ENGINES:
7.50 M 2.20 M
BEAM:
37.30 M
LENGTH OVERALL:
TECHNICAL SPECIFICATIONS
G-FORCE
the push of a button, for below deck safe offshore sailing.
just reserved for sunny days, the utility of this open
and black granite counters add the final sparkle to her design and follow the client’s passion for detail. Accommodating a full width owner’s cabin and two guest cabins in the aft ship, the design cleverly incorporated a day head not typically found in a yacht of this size. Located mid-ship is a full width engine room and moving forward
communication equipment. Using flat panel touch
screens, the integrated alarm and monitoring system is
via PLC’s for robust and proven reliability. With strict
attention to performance, Briand has drawn the
moderate displacement hull form with an America’s Cup-
inspired high performance bulb keel with trim tab.
from carbon-fibre as are Gliss’s mast and boom.
guest cabin which leads forward to a large open galley.
alongside the entertainment lounge is a convenient 3rd
palette of vibrant colours for soft furnishings. Cork floors
deckhouse is complete with a full array of navigation and
The deep spade rudder and assembly are made
oak set against custom nickel finish fittings to enhance a
The navigation area at the forward end of the
for crisp practical design lines, allowing the texture of limed
over’ stainless steel anchor whip which can be shipped, at
to this covered area for true indoor/outdoor living. Not
squally Christmas winds drive guests to take cover.
Rondal. Noteworthy is the incorporation of a concealed ‘flip
‘Mediterranean’ atmosphere, extending the main cockpit
For the interior, Pieter Beeldsnijder was set the
custom designed and supplied by Huisman sister company
slide down side windows optimises the pleasures of the
challenge of designing a reflection of the owner’s passion
Rigged by Marten Spars, her deck hardware is
On deck, a cleverly designed deckhouse with push button
Caribbean blustery days as often frequent rain showers or
to the tender garage and assorted water sports equipment.
two well-appointed guest cabins and an aft master suite.
covered area also affords great amenity on those
folds neatly out of the transom which in turn gains access
generous crew accommodations with separate entrance,
smart design features such as integrated sunbathing
aqua marine hull glistens with a sense of airy design. for hatches. An articulated carbon fiber swim platform
deck with spacious lounging areas offers a selection of
sleek, well-proportioned lines; even the colour of her
a spacious living area, day head, third guest cabin and
length overall for aesthetic appeal. A flush, clutter free
flare for design to create a polished, modern look with
beds, tidy pop-up deck cleats and concealed deck hinges
length has been optimised, balanced only with her
Naval Architect Philippe Briand has shown his French
Gliss sports many practical conveniences including
Uncompromised by restrictive racing rules her waterline
Joining forces with interior designer Pieter Beeldsnijder,
GLISS
BUILDER:
DELIVERY:
INTERIOR DESIGN:
EXTERIOR DESIGN:
NAVAL ARCHITECTURE:
CLASSIFICATION:
SPEED:
ENGINES:
ACCOMMODATION:
MAST HEIGHT:
HULL & SUPERSTRUCTURE:
DRAFT:
BEAM:
LENGTH OVERALL:
Web: www.royalhuisman.com
Email: yachts@royalhuisman.com
Tel: +31 527 243131
ROYAL HUISMAN SHIPYARD
2006
PIETER BEELDSNIJDER
PHILIPPE BRIAND
PHILIPPE BRIAND
LLOYDS 100A1, SSC, YACHT, MONO, G6
13.5 KNOTS MAX.
426 HP@2100 RPM
SCANIA, DI 12 65 M, 316 KW,
4 CREW IN 2 CABINS
MAX. 8 GUESTS IN 4 CABINS
40.18 M
CORUS ‘ALUSTAR’
3.95 M
7.43 M
32 M
TECHNICAL SPECIFICATIONS
THE UNIQUE ANCHOR ARRANGEMENT ON GLISS
L EF T:
GLISS
PHOTO: ED HOLT
madrona and lace wood, accented further with wood inlays, elements and features that can be found flowing through all the rooms.
Lou was originally designed as a much smaller yacht,
however Espen Oeino redesigned the exterior of the
yacht after the owner saw the much larger Capri at
individually decorated with its own style and colour scheme, making each room unique and individual.
an extravagant back lit bar area in marble, this space
big enough to accommodate a helicopter.
perfectly the innovative exterior design.
strong yet elegant fashion with the introduction of
and an internal dining area. The large sundeck aft is
fresh airy and unique ambience that complements
and a sense of space. Each cabin has been
sunbathing. There is also an observation area, a bar
of more contemporary styling giving the yacht a
extra large vertical portholes to create more light
level is the sundeck boasting a jacuzzi and area for
beautiful style, Linda Lou also has underlying hints
finish. Drama is injected into the interior styling in a
a semi circle creating more interior space. Above this
expected, exceptional. Finished in a classically
rounded edges lead to a very sensuous and luxurious
– even the aft sliding glass doors bellow outwards in
the interior detailing of the vessel are, as is to be
room is luxurious, spacious and comfortable with
lines, edges and fittings are curvaceous and elegant
impressive staircase. Both the external styling and
and surfaces teamed with curvaceous fittings and
a substantial dance floor. Like the main salon, all the
displays stone inlayed floors, glass panelling and an
The guest accommodation sleeps 12. Each
seating areas which can be moved to make way for
In the main salon, the use of smooth shapes
entertainment. There is a generous bar and various
Linda Lou is chic, with elegant and decorative
interior styling created by Francois Zuretti. She
The upper salon is an area for guest
wood veneers are also used to great effect – such as
new 60 m motor yacht from the Lürssen yard. Linda
the Fort Lauderdale boat show in 2003.
separates the salon from the dining room. Rare
September 2006 saw the delivery of Linda Lou, a
LINDA LOU
BUILDER:
DELIVERY:
INTERIOR DESIGN:
EXTERIOR DESIGN:
CLASSIFICATION:
RANGE:
SPEED:
ENGINES:
ACCOMMODATION:
HULL & SUPERSTRUCTURE:
DRAFT:
BEAM:
LENGTH OVERALL:
www.lurssen.com
e-mail yachts@lurssen.com
Tel: +49 421 6604 166
LÜRSSEN
2006
FRANCOIS ZURETTI
ESPEN OEINO
MONO+G6, LMC, UMS, MCA.
LLOYDS LR+100A, SSC YACHT
5000 NM @ 12 KN
15.5 KNOTS MAX.
1400 KW, 1957 HP
2 X CATERPILLAR 3512B EACH
15 CREW IN 8 CABINS
12 GUESTS IN 6 CABINS
STEEL AND ALUMINIUM
3.50 M
11.47 M
60 M
TECHNICAL SPECIFICATIONS
LINDA LOU
recreational activities such as one 23 ft tender, a 16 ft guest tender, jet skis and scuba diving equipment, water skies and wake boards. There is a spacious plunge pool on board and a hydraulic swimming platform, various sun decks and Japanese style barbecue. There is also a
yacht is made from aluminium instead of steel to create
a lighter, more powerful sailing performance. She also
has a 1 m finned bulb keel which, teamed with the
carbon fibre rig and in furling boom make Parsifal III one
of Perini’s quickest sail yachts to be built to date.
Below deck the main salon has an arrangement of four sofas, aligned by stainless steel rails. This forms a large, spacious, U shaped seating area when required or it can be rearranged to create four separate seating areas, thus making it incredibly practical and accommodating for any social occasion. The guest accommodation is very luxurious, in which state of the art technology has been installed for guest entertainment. The owner’s suite can be divided into two state rooms if further accommodation is required on board. The thought that has been incorporated into the design of Parsifal III to enable entertaining onboard this yacht was obviously very important and has resulted in making her one of the most sort after and attractive yachts on the charter market at the moment.
way to an incredible, eye catching yacht – like a knife
blade slicing finely through the water with fantastic
velocity. Her excellence in performance does not
however mean that comfort has been ignored – instead
practicality and performance work incredibly well
together, with enough space provided for up to 12
charter guests. Parsilfal’s interior, created by designer
Remi Tessier is magnificent, tying together the exterior
and interior styling beautifully. The interior is created
from a harmonious combination of ebony, sycamore,
leather of the finest quality and stainless steel. The
overall appearance of the interior is ultra modern which
compliments the sleek style of the yacht. The
atmosphere however, remains warm and welcoming,
water creating a pool for children.
clean crispness of the sharp white superstructure give
exude glamour and innovation. This combined with the
tender garage on the foredeck, which can be filled with
luxurious and exquisite facilities. Parsifal offers many
is used to enhance upwind performance. The hull of the
Her stylish and sleek lines and lustrous black hull
Guests on board can look forward to a variety of
natural textures.
Superyacht Design Award. Unlike many Perinis her keel
is fixed and there is no dagger board and an appendage
intelligently created by good lighting and the use of
This superb yacht was awarded the 2006 International
PARSIFAL III
BUILDER:
DELIVERY:
HULL DESIGN:
INTERIOR DESIGN:
EXTERIOR DESIGN:
CLASSIFICATION:
RANGE:
SPEED:
ENGINES:
ACCOMMODATION:
SAIL AREA:
HIEGHT OF MAST:
HULL & SUPERSTRUCTURE:
DRAFT:
BEAM:
LENGTH OVERALL:
Tel: +39 0584 4241 Email: info@perininavi.it Web: www.perininavi.it
PERINI NAVI
2004
RON HOLLAND
REMI TESSIER
PERINI NAVI
MALTA CROSS X
MCA, ABS, A1 YACHTING SERVICE-AMS,
3400 NM AT 13 KN
16 KN MAX - CRUISE 10 KN
CATERPILLAR C30 12V
9 CREW
10/12 GUESTS
2905 MSQ
60M (TO WATERLINE)
ALUMINIUM - CARBON FIBRE RIG.
4.50 M
10.72 M
54 M
TECHNICAL SPECIFICATIONS
PARSIFAL III
PHOTO: GIULIANO SARGENTINI
exterior pilothouse deck. The full beam sky lounge has a clubby ambience, allowing the owners to entertain their guests in either a formal or casual atmosphere. The lounge boasts dramatic artistic touches like the ceiling soffit which has been hand painted to depict a soft blue sky with beautiful voluptuous clouds. Such touches create wonderful
yacht’s three decks boast vast open areas and the
large vertical pilothouse windows only add to the
overriding sense of space. The interior design of the
yacht allows accommodation for up to ten guests
with five guest rooms finished in mahogany with
backlit glass panelling. The ensuite bathrooms are
beautifully finished using inlaid marble.
on the main deck, is accessible through the owner’s
The full beam owner’s suite, located forward
operate the vessel comfortably.
behind the pilot house. A crew of eight to ten can
already stunning duo by Trinity.
see the delivery of the third creation to join this
semi displacement yacht, Fort Lauderdale 2009 will
With a new contract signed for a 187-foot
façade of the room’s storage cabinets.
alfresco on the aft of the main deck or aft on the
performance and practicality of the yacht. The
dramatic hand painted mural which covers the
interior dining room on the main deck, choose to eat
elegance that has no detrimental effect on the
engine room and the captain’s stateroom is set
can choose to use the formal surroundings of the
vessel has both exceptional interior and exterior
engineer’s double quarters is situated aft of the
When dining on board Lady Linda the owners
sophisticated and tasteful this recently launched
of using vast pieces of artwork is reiterated in the
marble shower as well as heated inlaid marble floors.
Designed and built with a style that is both
three crew cabins and the large crew lounge, the
with his and her baths, a whirlpool tub and large
yacht to bear this name, was delivered in 2006.
and unique focal points. In the salon, again the idea
sitting area and a luxurious wash room, complete
yacht, the 47.9 m Lady Linda, the second Trinity
Forward of the guest suits below deck are
private office. This suite has a beautiful and spacious
This brilliantly proportioned new tri-deck Motor
LADY LINDA
BUILDER:
DELIVERY:
INTERIOR DESIGN:
EXTERIOR DESIGN:
NAVAL ARCHITECTURE:
CLASSIFICATION:
SPEED:
ENGINES:
ACCOMMODATION:
HULL & SUPERSTRUCTURE:
DRAFT:
BEAM:
LENGTH OVERALL:
www.trinityyachts.com
E-mail: wssmith3@trinityyachts.com
Telephone: 001 228 276 1000
TRINITY YACHTS
2006
OWNER/ EVAN K. MARSHALL
TRINITY YACHTS
TRINITY YACHTS
SERVICE, AMS, MCA COMPLIANT
ABS MALTESE CROSS, A-1 YACHTING
MAX 20 KN
2 X CATERPILLAR 3512B - 2250 HP EACH
10 CREW IN 5 CABINS
10 GUESTS IN 5 CABINS
ALUMINIUM
2.2 M
8.5 M
47.8 M
TECHNICAL SPECIFICATIONS
LADY LINDA
One Call
All Services E RIE N C E
IN T E
AREAS OF EXPERTISE: Deck • Engineering • Safety • New Build Interior • Galley • Medical Provisions • Bunkering Worldwide Shipping
B R E LIA ILIT Y
G RIT Y
EXP
HONESTY Your Onshore Support Crew
2800 SW 2nd Avenue, Fort Lauderdale, FL 33315 USA Tel: 954.764.0975 • 1.800.MEGAYACHT • Fax: 954.764.1073 • www.natlmarine.com • info@natlmarine.com
THE YACHT OWNER SUPPLEMENT Xanadu - Moonen’s largest build to date
IN THIS ISSUE
LIVING WITH FURNITURE - David Linley THE MOONEN SHIPYARD - A History ‘EN GARDE’ - The New S600 Guard A TOUCH OF GLASS - Reflecting On Interiors
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Davvid, thank you for giving me the opportunity David, oppoortunity to talk to you about your life and business and yo your our aspirations for the fu future. uture Can we go back to your school days and the way uture. that they inďŹ&#x201A;uenced your life? I wa was as born in London in 1961 and in 1974, at the age of 113, 3, I went to school at Bedales, which w is a school renowned crafts.. It was built in reno owned for its emphasis on crafts the1890â&#x20AC;&#x2122; the1 1890â&#x20AC;&#x2122;s by a fascinating chap, J. H. Badley, Badley, who was part of the Arts and Craft movement. His descendants had workshops behind the school and I loved to go and visit these. The school had an artistic artistic bent, with the emphasis you could emp phasis on the individual, which meant m either eithe er be a sportsman, sportsman a scientist, scientist a mathematician, mathematician a m linguist was lingu uist or a craftsman â&#x20AC;&#x201C; an artist. It wa as extremely rare those would in th hose days to ďŹ nd a school that woul ld tolerate people who o were artistic! I spent most of my time in the workshop. I was lucky luck ky in that my form teacher was also o the design tutor enabling enab bling me to learn about design and an nd in doing so, I learnt learn nt about built-in obsolescence and the t ďŹ&#x201A;imsy quality some of modern m objects. This was, and to so ome extent still is, the way w we design things. It made me question why we should shou uld continue to do so and gave mee the incentive to design desig gn things that could be well made and resilient and above th abov ve all would last. People making things hings like that at the time t were producing pieces that werenâ&#x20AC;&#x2122;t weerenâ&#x20AC;&#x2122;t particularly nice looking â&#x20AC;&#x201C; even though they were craft-orientated, which whic ch led to the emphasis being on the joint or the wood, woo od, but not about how people had d to live with the ďŹ nall product. What I have tried to do in going forward is to try to gather a very understandingg design team and create to cr reate beautiful, useful, objects that just j happen to be well made.
Wheen you left Bedales you went to Parnham When Parnhham House School for Craftsmen C between 1980 and 1982 Yes Y es e I did and had two wonderful tuto tutors ors there, Robert Ingham Ingh ham and Greg Powesland. Greg, Gregg, who was my second teacher,, was the person wh who seco ond year teacher ho introduced me originally to yachts y â&#x20AC;&#x201C; the 59 ft Marigold origina ally built in 1897 bee exact. At 3 oâ&#x20AC;&#x2122;clock in the mornin morning, to b ng, having driven the Isle Wight all th he way through the night to the Isl le of W ight in his Morris Minor,, we dug this gentlemanâ&#x20AC;&#x2122;s beautiful racing Mor rris Minor yacht Wee caulked yach h outt off the ht th mud d in i Wooten Wooten o t Creek. C k. Creek k W lk d up all of o the boards using rags, and it was a magic moment when, deck, whe n, whilst we were all asleep on dec ck, the tide came
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-*7*/( 8*5) '63/*563& â&#x20AC;&#x201C; David Linley #: $0-*/ 426*3&
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RIGHT: THE LINLEY GAMES TABLE ON MIRABELLA V PHOTOGRAPHY: DANA JENKINS
up suddenly and lifted it out for the first time in 40 years. The intention had originally been that the next day she was going to be burnt. Instead, with the help of Mike Stansfield and his tug Fred, she was towed across the Solent to the Beaulieu River where Lord Montague of Beaulieu had offered a temporary six-month berth at Bucklers Hard.
So had you not helped move her she would have been destroyed….. Yes, but now this old Camper & Nicholson yacht is restored and is again a beautiful object. It was that yacht that really gave me the idea that there is this link with the way that Greg taught me how to design objects to be fully functional but which must also have an artistic feel. He was a figurehead. So my yachting came from that moment in terms
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of professional thought. Prior to that I had been on fishing boats – fishing for mackerel as a child – and had been on other people’s boats. That yachting experience at college had me thinking at the time about how we could best employ our skills as designers and makers and incorporate this into the design of a yacht. Today we do design whole interiors, which we love doing, but many of our clients simply want a Linley object onboard. We very much see ourselves as accessorising a boat. If you have a boat that’s say five or six years old and you want a newer slant on things you can add a piece of furniture here or there and it really lifts the whole room, as with Phocea and Mirabella V.
When you left Parnham you set up a small cabinet making business with some friends, whom I assume you’d met at college? Yes, that’s right
What was the idea behind that – was it a co-operative? Yes, it was a co-operative in the sense that we were vaguely co-operative to each other! The idea was that we had to help each other to get going for a very low cost, so say the telephone bill was £100, it was £25 each, and it worked extremely well and we all supplied
each other with machinery. So that was exciting and a good low cost way to start our businesses.
I believe you did it all yourself – was it pure ambition that spurred you on? Yes, but my family were very supportive. They all
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LEFT: SY MIRABELLA V
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RIGHT: MY OLYMPIA
came to the workshop and the opening and have helped me in many ways since, not just support-wise but in terms being encouraging and giving direction which is very useful. I started by making things myself. Then I moved into more of a sales and marketing role, as well as design, and in 1985 I took a big step and opened a shop in the King’s Road in London called David Linley Furniture. This name evolved into simply Linley later on. Eventually we began to receive commissions and they ranged from a 63 foot dining room table, to large intricate screens which were very rarely used, for the Metropolitan Museum in New York. After that I began working with craftsmen who had a great understanding of how to make things – we do all of the design – and Linley has now become synonymous with classical proportion and with trying to make modern design luxurious. Consequently how we actually created things for the home led us into designing for restaurants, hotel suites, yachts,
BELOW: SY PHOCEA’S MAIN SALON
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BELOW: SY PHOCEA
Going back to about 1985 I believe someone said that your furniture would become the antiques of the future. Well, actually I think they were talking about me now – and they are right! It was Sir Roy Strong who said it and it was a very generous statement to have made in 1985. He made it at the launch party for my first company on 1st October and the venue was Christies in King Street.
Of which you are now the chairman… Yes, which was a very nice circle to have completed.
How many shops do you now have? We closed our King’s Road outlet and now have Linley Belgravia on Pimlico Road and Linley Mayfair on Albemarle Street
You designed a bar on Lady Moura I believe. Well, no, because Luigi Sturchio had already done the design and really that was perfect, all we did was change pieces of furniture around the bar area that needed refreshing. However, it was our first real experience of working on a superyacht and what a boat to start on – it was an absolutely fantastic vessel as well as a fantastic opportunity.
What would be a yachting challenge for you in the future? For example would you like to design a whole cabin? Yes, I would love to do a whole cabin – I’d love to do a whole yacht! Actually we did take on, not a power yacht, but a sailing yacht called Savannah, which we designed with the owner and Alloy Yachts. That was a wonderful experience because what we set out to achieve – again going back to Marigold – was to create
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LEFT: MY OLYMPIA
aeroplanes etc. Really our success has been to begin to understand why people live the way they do and what they want out of life. We give them a sense of entertainment as well as a beautifully made object. When we select timbers we ensure that they are good to live with and that the pieces crafted from them are practical and not just pieces of art.
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RIGHT: LINLEY PANELLING ON MIRABELLA V
You have a website so anyone reading this article can visit www.davidlinley.com and view some of your wares – how long have you had the site? A long time. Basically we are one of the only luxury companies in furniture. We see ourselves very much as a luxury brand and we were one of the first luxury goods companies to start selling product on-line back in the 1990’s, I saw it as a phenomenal marketing tool. Anyone around the world can log on and see what we are doing immediately, and if they wish to purchase our accessories they can do so. We are absolutely hell bent on improving it every year.
You obviously generate sales from it but do you find that month on month it is growing?
that kind of spirit but on a modern boat. How do you make that sort of ropey feel? How do you make that kind of raw, edited down, very classic feel in a modern yacht without it being a repro? Our part in that was to make sort of chunky handrails and balusters and fittings at the end of beds with very good proportioning. It really was a great opportunity again and the owner was very generous in letting us try out new ideas. The yacht is now 10 years old and even though I haven’t yet taken him up on it he has invited me back. I’d love to see how it has weathered because what we are about is designing things for the long and not the short term.
Did you ever travel on or visit the Royal Yacht Britannia? I was lucky enough to be on the last voyage in 1997 actually. It was a beautiful trip, absolutely lovely, never to be forgotten and deeply moving. I met some fantastic people on that boat who had lived their lives on it and it was utterly memorable in every way.
Do you feel there should be another royal yacht? It’s a very contentious issue…. It is a contentious issue but obviously I would love to see another royal yacht because my job in life is to promote design and I think it would be a fantastic object to promote British design. Any object that goes round the world with a British flag on it has got to be great for Britain.
I totally agree. I think that for my £1 of tax it would take from me and others to build it, it would be one of the best investments this country could make. They have found an almost sister ship to Britannia, the Australian pilot support vessel Wyuna, and it is possible that they will refit her as a luxury yacht.
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Yes – it grew last year by 47% just in sales – it’s a real success and such an easy way to shop although we only sell our smaller items online. For instance we have a variety of corporate gifts and we have produced many items for yacht owner’s desks, with their boat engraved either on a silver plaque, or we actually inlay the insignia of the boat in the wood. It’s a very useful way of purchasing as you can do it directly from a boat for instance. I’m very keen on it. I think people are changing the way they shop quite radically and as more people use and understand the internet the more they will shop on it. This generation – not me, but anyone younger than me, will use the internet to see where they are going to shop and purchase goods without having to leave home.
Which yacht designers have you worked with? Well, Andrew Winch who I have great respect for and if you can call Greg Powesland a yacht designer, because he recreated Marigold. There are others of course. On the Savannah project it was Sir Ralph Florentine and I worked with a friend of mine who was with my company, but has now set up on his own in New Zealand – Ed Cruickshank. After working on that boat he loved New Zealand so much he stayed! We did the Oriana and worked with Jon Bannenberg and with P&O. Andrew Winch is the first person who springs to mind though and Dickie Bannenberg obviously now, and through Nick Edmiston we have met owners who have had us working with various yards.
You became Chairman of Christie’s at the end of 2006 which is an amazing accolade – do you find it works well with the Linley business? Obviously they must be auctioning off some fabulous furniture which I assume you get to look at. Christie’s encompasses everything, so being chairman doesn’t make you chairman of furniture – it makes you chairman of everything. It’s a very exciting fast moving world of opportunity and for Linley to be associated with that is hugely creditable for us. It came as a great honour for me to be chairman. I have spent a lot of time travelling in the last few months, going round the world and meeting new customers and so forth and it’s a very good fit for both companies.
My mother was pretty handy with a screwdriver too! No, he brought me up to make things – it was always attention to detail. If you look around our showroom and underneath each piece of furniture you will see that they are finished underneath as well as on top. All the screws have to line up thanks to him. So there’s a lot of influence around that he inflicted on me at an early age and which I now inflict on the next generation!
How many people do you have working for you? In all about 50 people in the company who are employees of LINLEY. In addition we outsource to over 24 workshops with whom we work very closely. They are all doing marquetry, carving, turning, carpentry you name it they can do it.
You have some green credentials – you cycle to work. Always, yes, unless I ride my motorbike, which I have just restored with a friend of mine who’s an engineer. It’s a Triumph Bonneville, which has a new engine. We actually engineered it ourselves. I have three Triumph Bonnevilles rather curiously – one is a very old one, one is a medium old one and one is a new one – new-looking.
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Going back to your family, your late mother, Princess Margaret and father, Lord Snowdon, do you feel you get your talent for creating furniture from your father or mother. Your father is obviously a very talented man with a camera.
The other thing I have noted is that you don’t like being called by your official title - Viscount Linley David Linley is my working name. Viscount is a very nice title and when you speak it you actually say Lord, so it is much easier to be David Linley. I am very grateful for having a title but I don’t think it’s relevant to use it in business.
I understand you do a lot of lecturing? I lecture and another man called Nicholas Merchant actually lectures on me, and the company, which is rather a compliment! He does about 50 lectures a year. The next lecture I am doing is in Staffordshire – I talk on various subjects – about my work in the last twenty years or projects ongoing or whatever people want me to talk about.
So if you talk at the V & A or the Metropolitan Museum… My next talk at the V & A is in May.
You have also produced several books – Extraordinary Furniture, Classical Furniture and Design Detail in the Home, do you have a new one on the way? Well, we are talking about making one – if I ever get the time! Contact: www.davidlinley.com Photography supplied.
Are you are fascinated by old cars – antique cars? Yes, I love the proportion of old cars – much more than today’s cars.
Do you have a collection? In my mind yes!
What car do you own? I don’t own any car. I have owned lots and lots of things, but at the moment in London I don’t really need a car. However I drive lots of different things as and when I need to.
So how do you move your family around – just hire a car? We either hire one or lease one. My daughter goes on the back of a bicycle every morning to school.
I believe you have worked in the past for various well known people – e.g. Elton John, Oprah Winfrey I never like to say whom we have worked for because it puts people off and if you think ‘well I’m not that kind of person’ then you won’t come to us. I much prefer not to say whom we work with. Suffice it to say we have worked for some fascinating people, largely very private people who don’t like to be mentioned, and we never do so.
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MBTT BT B EFDPSBUJWF NFEJVN PO CPBSE ZBDIUT JT B SFMBUJWFMZ OFX GFBUVSF IBSEMZ TVSQSJTJOH XIFO DPOTJEFSJOH UIF EFMJDBUF OBUVSF PG UIF NBUFSJBM JOWPMWFE *OTUBMMBUJPO PG HMBTT BSU POCPBSE JOWPMWFT FYUSFNF DBSF XJUI FBDI JOEJWJEVBM QJFDF JO PSEFS UP QSPUFDU JU GSPN WJCSBUJPO BOE UIF EBNBHF UIBU UIJT DBO DBVTF )PXFWFS PODF DPSSFDUMZ NPVOUFE HMBTT DBO TBGFMZ CSJOH B OFX EJNFOTJPO PG CPUI MJHIU BOE CFBVUZ UP B ZBDIUÂŁT JOUFSJPS Recent advances in glass production, notably in curved light technology, has created a material that is less fragile than just a few years ago, with its appeal to yacht owners being in the enhancement it can bring to both interior and exterior spaces. Glass sculptures can be designed to capture light, allowing it to pass through, altering its direction on the way to then radiate out into a spectrum of colour. Nowadays it is normal to see doors, walls, floors, light fixtures, furniture, stairs and ceilings in designed glass. An extreme example of the use of glass in marine architecture is the latest project at the Blohm+Voss shipyard, the 459 ft MY Crystal Ball. Martin Francis has used a similar concept to the Louvre glass pyramid on this yacht. With its translucent glass superstructure it is destined to look years ahead of its time when launched. In the past a boat was built and then pieces of art were commissioned to enhance its interior. Nowadays a yacht interior is often designed to create the right milieu in which to display a particular art piece. An example of this is the SY Maltese Falcon where interiors were literally built around the commissioned pieces. MY Flying Eagle is another example of this. The impressive ownerâ&#x20AC;&#x2122;s suite begins with a foyer featuring a hugely impressive circular stairway leading to either the bridge or lower decks. Spectacular glass art works grace this space, including a unique eagleâ&#x20AC;&#x2122;s wing.
A specialised glass feature often found on yachts is the chandelier. Beautifully crafted these crystal objects can create colours and changes in light direction that can significantly enhance a vesselâ&#x20AC;&#x2122;s interior. Glass accessories are also becoming popular on board yachts. Drinking glasses and carafes on yachts can be miniature examples of glass art itself as the owners do not compromise and demand the best that money can buy. Yachts are also becoming floating art galleries, where precious items from the ownerâ&#x20AC;&#x2122;s collection are often displayed. Probably the most spectacular yacht to be purpose built as a gallery is SeaFairâ&#x20AC;&#x2122;s Grand Luxe. This magnificent three-deck, 228 ft yacht is the worldâ&#x20AC;&#x2122;s first luxury-exposition superyacht. The Grand Luxe will be completed by mid-March 2007 and commencing in June 2007 prestigious American and European galleries will be able to exhibit their finest works onboard as she travels from port to port offering collectors and connoisseurs a new portal through which to view and buy major pieces of art. The company whoâ&#x20AC;&#x2122;s work we feature here, Sans Souci, is a supplier of bespoke glass art for the interiors of todayâ&#x20AC;&#x2122;s yachts. Based in the Czech Republic it has a creative team of in-house designers and artists who specialise in using unique technologies combined with traditional crafts based on centuries of Czech tradition. They offer a professional approach to clients including custom made lighting fixtures; design of glassware and accessories; art objects and sculptures through to manufacture, installation and after-sales service. Contact: www.sanssouciint.com Email: marek.landa@sanssouciint.com
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- A HISTORY 5
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IF GBNFE .PPOFO CSBOE XBT CPSO JO 'FCSVBSZ JO UIF NFEJFWBM %VUDI UPXO PG £T )FSUPHFOCPTDI XIFSF 3JFO .PPOFO SBO B QSPGJUBCMF DPNNFSDJBM QBJOUJOH DPNQBOZ BOE EBCCMFE JO SFBM FTUBUF Moonen had built three family motor cruisers at a small shipyard in Hardinxveld, run by three de Ruiter brothers. To help them expand, Moonen rented them a prime waterfront property in â&#x20AC;&#x2122;s-Hertogenbosch; they moved in, geared up, and promptly went bankrupt with a few unfinished boats on the line. Moonen had no choice but to wrest the facility away from his tenants to recoup his investment. Though an avid yachtsman, Moonen had no wish to build boats, and was even ready to retire from painting. Instead he wrote his name in large letters on a new shipyard destined to build a highly regarded line of â&#x20AC;&#x2DC;pocket-size superyachts,â&#x20AC;&#x2122; today recognised the world over for their superb design, construction, finish, and reliability. FAR LEFT: MY ISSUE â&#x20AC;&#x201C; LAUNCHED MAY 2006 LEFT: CHARADE â&#x20AC;&#x201C; ONE OF THE FIRST MOONEN YACHTS
When he took over, Rien Moonen understood that he couldnâ&#x20AC;&#x2122;t succeed with just the team of skilled workers he inherited and the infrastructure he had built, so he hired an experienced yard manager to reverse his fortunes. Moonenâ&#x20AC;&#x2122;s plan was to create a series of identifiable, semi-custom models he could sell from a catalogue. He began exhibiting at European boat shows, principally Boot Düsseldorf, garnering clients mostly from northern Europe. In 1983 â&#x20AC;&#x201C; for a German client â&#x20AC;&#x201C; Moonen launched the first yacht built under his name: the 69-foot Lady M. In 1984 â&#x20AC;&#x201C; also for a German client â&#x20AC;&#x201C; he splashed his fourth yacht, the 61-foot White Heaven. The significance of these yachts cannot be overestimated, as both owners would build two more yachts of the same name, starting a precedent of repeat clients that today remains a mainstay of Moonenâ&#x20AC;&#x2122;s continuing success.
THE YACHT OWNER SUPPLEMENT/YACHTING MATTERS ISSUE 12
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.00/&/ 4)*1:"3% ABOVE: MY PASCAL – THIS DOUBLE ENDER TOOK THE SHIPYARD IN A NEW DIRECTION
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White Heaven was so well admired that she spawned a series of seven near-sisterships, now retrospectively known as the ‘Moonen 61.’ This too was an important trend that continues today: prime series-built yachts that benefit from economies of scale and help maintain Moonen’s global reputation. Another successful series was initiated in 1985 with the handsome bluewater, canoe-sterned pilothouse cruiser, Cassiopeia S, the first ‘Moonen 85’ of which six were built over seven years. Designed by Diana, her construction was managed by a young German sailor, Michael Ahrens, whom Rien Moonen soon hired for several years to supervise marketing – wisely, it turns out, as the yard grew in stature, reputation, and sales. Over the next decade the shipyard built more than 30 steel displacement and alloy semi-displacement yachts, to designs by Aart Volker, Diana, Frank Mulder, Pieter Beeldsnijder, and Frank Neubelt. In launching such notable yachts as Xanadu I and II, Pietje V, Symphonie VI, Lady Charisma, and Pascal, Moonen established a quality brand that was respected, admired and, yes, loved by its growing number of owners and crews. But there were dark aspects in the shipyard’s life, including warranty problems, a lack of bottom-line profits, and weak managers. As a result, Rien Moonen
YACHTING MATTERS/THE YACHT OWNER SUPPLEMENT ISSUE 12
wanted to get out of yachtbuilding. Selling the yard was an option; closing it outright was not, as Moonen felt obliged to preserve the jobs and well-being of his employees – a close-knit, highly talented team who cared deeply about their craftsmanship and clients. After consulting experts and head-hunters, Moonen found a bright, accomplished 41-year old naval architect, Emile Bilterijst, ready and eager to run the yard. Once out of university, Bilterijst – a lifelong sailing enthusiast – had spent his entire professional life with two powerful maritime enterprises: The Damen Shipyard Group and the Royal Schelde Shipyard. He had done research, design, project management, sales, and troubleshooting there; his broad and deep credentials for running a small shipyard were ideal. Moonen also agreed to Bilterijst’s buying him out over seven years. Bilterijst assumed the Managing Directorship in January 1998, confident he could revitalise the brand, reorganise and rebuild the shipyard and, of course, profit from his efforts. First, however, he had to clean up overhanging problems, beginning with the renegotiation of the price for the 120-foot White Heaven III, designed by Joachim Kinder. When launched in 2001, to deserved acclaim, she was the largest Moonen build to date.
.00/&/ 4)*1:"3% RIGHT: THE JOINERY SHOP AND ITS CRAFTSMEN
In his first two years, Bilterijst began to fulfil his plan of creating a line of ‘typical Moonens.’ Out of a friendly competition among several Dutch designers, he assigned a young naval architect, René van der Velden, the shaping of a new displacement Moonen 72 (launched in spring 2001 as Lady Jalinka). The appeal of that design, with naval architecture by Stolk Marimecs (which also continues working with Moonen today) led Bilterijst to ask René van der Velden for designs of 82, 94, and 114 feet to fill out an all-new ‘Displacement Series.’ By then, orders and turnover were up, and profits were being written in the books. Yet, the yard’s financial underpinnings did not yet enable Bilterijst to obtain essential bank guarantees to cover future orders, particularly for the larger yachts the market was demanding. By spring 2001 White Heaven III was gone, the first Moonen 84, Mimi (grown out of René van der Velden’s 82-foot design) and the Mulder-designed 89-foot semi-displacement My Issue were under construction. But prospects were not good beyond them. However, Bilterijst was telephoned by Malcolm Snowie, one of four Scottish brothers in the recycling business: Snowie wanted a firm quote for a Moonen 84. An hour later a top executive of Florida-based Bradford Yacht Sales called to discuss Moonen’s custom
152
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construction of 90- and 92-foot trawler yachts. An hour later still a Dutch client agreed to sign a letter of intent for a 114-foot yacht. Bilterijst suddenly had three remarkable prospects, and a chance to continue operations, but he still could not get guarantees to insure the contracts. The Snowies solved everything. First, they wired a deposit for their Moonen 84, to be named Gogar Lass. Next, they agreed to cover all guarantees. Within days the Snowies went even further, agreeing to buy an 80-percent stake in Moonen and finance Bilterijst’s purchase of the remaining 20 percent. Virtually overnight, the shipyard was saved, with new capital, new possibilities, and new excitement. Bilterijst’s hands were not only untied, his imagination was freed. The yard began building Gogar Lass, and tooled up for the two Bradford trawlers designed by Vripack International. And other orders started rolling in from clients in an ever-widening marketplace, across Europe and into Russia, on the basis of Moonen’s established reputation for quality and reliability. The Moonen 84 had caught the eye of several clients, and the third and fourth were ordered. When Bilterijst built the fifth on speculation it sold quickly in 2005, aided by a warmly attractive interior by the gifted Dutch firm Art-Line. The sixth and seventh Moonen
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THE YACHT OWNER SUPPLEMENT/YACHTING MATTERS ISSUE 12
153
ABOVE:: ABOVE TH NEW 94 ALU ALU THEE NEW
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84s have 84s have since since been been launched; launched; the the eighth eigghth is is on on its its way w ay delivery. tto o 22008 0 08 d eliver y. The T he ccaptivating aptivating four-cabin four-cabin Moonen Moonen 84 84 is is just just one one eelement lement iin n tthe he sshipyard’s hipyard ’s ccomplete omplete tturnaround. urnaround. In In llate ate ordered displacement Moonen 96,, 22003, 003, a cclient lient o rdered a d isplacement M oonen 96 Clementine, der design, C lementine, to to a René René van van d er Velden Velden custom custom d esign, which built months w hich tthe he yyard ard b uilt iin n jjust ust 116 6m onths aand nd llaunched aunched iin n off C Clementine, eearly arly 2005. 2005. Two Two clients, clients, admirers admirers o lementine, then then ordered o rdered sslightly lightly modified modified versions versions as as Moonen Moonen 97s. 97s. Meanwhile, Bilterijst der M eanwhile, B ilterijst and and van van d er Velden Velden had had earlier earlier developed powerful design d eveloped a handsome, handsome, p owerful d esign to to initiate initiate a new new Series’ meet ‘‘Explorer Explorer S eries’ tto om eet market market demand. demand. When When the the ffirst irst opted out, off tthe cclient lient o pted o ut, tthe he idea idea ccame ame tto o tthe he attention attention o he owner off tthe My Hee w was o wner o he 225-knot 5-knot M y IIssue. ssue. H as rready eady tto o sslow low down order d own iin no rder to to cruise cruise globally globally iin n ggreater reater comfort. comfort. The The Explorer My rresult: esult: tthe he IIce-Classed ce-Classed E xplorer 1114 14 M y IIssue, ssue, llaunched aunched iin n May M ay 2006 2006 for for another another Moonen Moonen rrepeat epeat cclient, lient, and and the the birth off aanother b irth o nother iimportant mportant Moonen Moonen series. series. There T here were, were, as as well, well, clients clients looking lookin ng to to speed speed up up on on platform off superb quality. ap latfor m o superb Moonen Moonen q ualit y. For For tthem, hem, vvan an der Yacht d er Velden Velden and and Bilterijst Bilterijst conceived conceived a new new ‘‘Fast Fast Y acht Series’ bee b built wholly S eries’ of of semi-displacement semi-displacement ccruisers r uiser s tto ob uilt w holly Sealium i light, in lig ight, corrosion-resistant cor rosion-resistant S ealium aalloy lloy aand nd iidentified dentif ie i d with Moonen w ith ‘Alu’ ‘Alu’ appended appended tto o ttheir heir length. leng th. M oonen ccurrently ur rently has h as the the first fir st two t wo of of the the ‘94 ‘ 94 Alu’ A lu’ series series under under construction, const r uction,
YACHTING MATTERS/THE YACHT OWNER SUPPLEMENT ISSUE 12
Alu,’ delivery aand nd a ‘‘99 99 A lu,’ ffor or 22007 0 07 aand nd 22009 0 09 d eliver y rrespectively. espectively. Ass M Moonen more A oonen ccelebrated elebrated iits ts 225th 5th JJubilee ubilee in 22006, 0 06, mo re orders has rrecord-breaking ecord-breaking o rder s unfolded. unfolded. A new new client client h as which ccontracted ont racted to to build build a 124-foot 124-foot ccruiser, r uiser, w hich eevolved volved out off tthe Moonen der Velden o ut o he ttop-of-the-line op-of-the-line M oonen 1114 14 vvan an d er V elden had Series,’ which h ad sshaped haped ffor or tthe he ‘‘Displacement Displacement S eries,’ aand nd w h i ch was And Bilterijst w as subsequently subsequently stretched st retched tto o 1120 20 ffeet. e e t. A nd B ilterijst is is negotiating n egotiatin ng to to purchase purchase a large large property proper t y adjoining adjoining Moonen’s M oonen’s ’s-Hertogenbosch ’s-Her togenbosch facility facilit y to to eerect rect a llarger arge r hall cconstruction onst r uction h all tto o contain contain a 147-foot 147-foot cruiser, cr uiser, which w h i ch when no w hen llaunched aunched would would mean mean that that ‘‘pocket-size’ pocket-size’ may may n o llonger onger apply apply to to every ever y Moonen Moonen little little ship. ship. Moonen now and M oonen n ow stands stands ttall all an d proud, proud, recognised recognised and and aadmired dmired for for the the quality qualit y of of its its yachts yachts and and the the loyalty loyalt y of of its its Because builds no more orr tthree cclients. lients. B ecause iitt b uilds n o m ore tthan han ttwo wo o hr e e yyachts achts each each yyear ear – and and as as of of today today has has launched launc n hed fewer fewer tthan han 70 70 – buying buying a Moonen Moonen is is equivalent equivalent to to joining joining an whose members eexclusive xclusive club, club, w hose m embers eenjoy njoy tthe he ffinest inest yyachts achts Dutch D utch workmanship workmanship and and dedication dedication can can offer. offer.
Contact: www.moonen.com C ont act: w w w.moonen.com Tel: +31 73 621 0094 T el: + 31 7 36 21 0 094
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156
YACHTING MATTERS/THE YACHT OWNER SUPPLEMENT ISSUE 12
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48"/ -",& "5 4&" 48 8"/ -",& " " "5 5 4&" Activities llike Activities ike Y Yoga, oga, T Tâ&#x20AC;&#x2122;ai â&#x20AC;&#x2122;ai C Chi, hi, P Pilates ilates aand nd ggymnastics ymnastics but rrequire equire ssome ome ttraining raining aand nd eexperience, xperience, b ut iinvesting nvesting iin n before pay dividends cclasses lasses b efore yyour our ccruise ruise ccan an p ay d ividends ffor or llife. ife. These not only beneďŹ t muscles T hese n ot o nly b eneďŹ t tthe he m uscles aand nd ccardiovascular ardiovascular but when practised help ssystem, ystem, b ut w hen p ractised aaboard board a yyacht, acht, h elp cclear lear while Orr yyour our ssenses enses w hile yyouâ&#x20AC;&#x2122;re ouâ&#x20AC;&#x2122;re cclearing learing yyour our ssenses. enses. O muscle workout bee p performed cconsider onsider a ggreat reat m uscle w orkout tthat hat ccan an b erformed half hour, iin n lless ess tthan han h alf aan nh our, iin n ffewer ewer tthan han 330 0 ssquare quare ffeet: eet: ballet. According Renvall, principal b allet. A ccording tto o JJohan ohan R envall, a fformer ormer p rincipal with American Ballet Theatre, w ith A merican B allet T heatre, workout â&#x20AC;&#x2DC;â&#x20AC;&#x2DC;Itâ&#x20AC;&#x2122;s Itâ&#x20AC;&#x2122;s a ffantastic antastic w orkout yyou ou ccan an do You donâ&#x20AC;&#x2122;t have d o anywhere. anywhere. Y ou d onâ&#x20AC;&#x2122;t h ave tto o bee a sstar beneďŹ t muscles.â&#x20AC;&#x2122; b tar tto ob eneďŹ t yyour our m uscles.â&#x20AC;&#x2122; Each off m movements, E ach sset et o ovements, ffrom rom battements, ttendus endus to to ggrands rands b attements, iiss performed on one off tthe p erformed o n o ne sside ide o he body hold onto barre b ody aass yyou ou h old o nto tthe he b arre waist-level ((any any w aist-level ssupport, upport, ggiving iving ballet built-in b allet b uilt-in ssea ea llegs), egs), aand nd tthen hen on other Yes, o n tthe he o ther sside. ide. Y es, llessons essons needed, but once aare re n eeded, b ut o nce yyouâ&#x20AC;&#x2122;re ouâ&#x20AC;&#x2122;re do eexperienced, xperienced, yyou ou ccan an d o yyour our own barre orr o wn b arre eexercises, xercises, iin n ssocks ocks o barefooted, while watching eeven ven b arefooted, w hile w atching big TV. You b ig sscreen creen T V. Y ou ccan an eeven ven ttake ake off yyour martini a ggulp ulp o our m artini aass yyou ou cchange hange ffrom rom sside ide tto o sside. ide.
Of co course ourse â&#x20AC;&#x201C; since space is at a premium even n on the largest yachts. Consider the I-Formâ&#x201E;˘, a high-tech workout machine mach hine that performs seven major ďŹ tness ďŹ tne ss development functions in a very small area (120 cm x 244 cm). Well-designed W eelll-designed machines can provide the kind k of balanced, age- and bodyspeciďŹ c spec iďŹ c workout that free weights never This one n ever ccould. ould. T his o ne ffeatures eatures a 443 3 ccm m touch-screen touc h-screen interactive training system: syste tem: plug l in i your stats t t and d goals, l and it quickly devises your workout. â&#x20AC;&#x2DC;Thereâ&#x20AC;&#x2122; â&#x20AC;&#x2DC;The reâ&#x20AC;&#x2122;s even 24-hour Internet access our to ou ur trainers, or, or, if you prefer, prefer, your trainer,â&#x20AC;&#x2122;,â&#x20AC;&#x2122; says J. Marc Franken, own trainer President Presi ident of Frankentek, Inc., who sells the machines. And now that you smart can get buff with a sma art machine, entreat your chef to lower-fat, keep you lean â&#x20AC;&#x201C; with a lower -fat, higher protein diet consent). (again, with doctorâ&#x20AC;&#x2122;â&#x20AC;&#x2122;s co onsent).
-*'& "#0"3% -*'& "#0 "3% 5)& '*5 "/% 5)& ) '*5 "/% 53*. 53*. Yacht Y acht a owners are nothing noth hing if not creative, so why rule favourite out your particular fav vourite physical activity? Water Water rugby,, tap dancing, sky diving polo, football, squash,, rugby â&#x20AC;&#x201C; who gets to impose those irritating, arbitrary limits anyway? And who knows? knows? If ďŹ tness-at-sea becomes a craze, you may see fewer few wer boats named Obsession and Lady, Lucky Lady y, and moree christened Pecs and Abs, The and Adonis II. Bold and the Beautiful, or Venus Venus e At least when it comes co omes to names, the yacht has the beat by a mile. humble Space Shuttle b To T o ccontact ontact Marc Marc Franken Franken email: email: marc@frankentek.com marc@frankentek.com www.frankentek.com www .frankentek.com
THE YACHT OWNER SUPPLEMENT/YACHTING MATTERS ISSUE 12
157
&/ ("3%&
with the new Mercedes-Benz S600 Guard #: %"7*% "-450/
*
U JJTT B DDVSJPVT VSJPVT JJSPOZ SPOZ UUIBU IBU UIF UIF UXP UXP Q QJPOFFST JPOFFST PGG UUIF NPUPS ,BSM #FO[ BOE (PUUMJFC P IF N PUPS DDBS BS , BSM # FO[ B OE ( PUUMJFC %BJNMFS XIPTF XFSF % BJNMFS X IPTF DDPNQBOJFT PNQBOJFT X FSF FWFOUVBMMZ POF PGG UUIF FWFOUVBMMZ UP UP NFSHF NFSHF UUP P GGPSN PSN P OF P IF MMBSHFTU BSHFTU BVUPNPUJWF XPSME BVUPNPUJWF FNQJSFT FNQJSFT JO JO UUIF IF X PSME MJWFE MJWFE BOE BOE XPSLFE XPSLFE XJUIJO XJUIJO LJMPNFUSFT LJMPNFUSFT PG PG FBDI FBDI PUIFS PUIFS BOE BOE ZFU ZFU OFWFS OFWFS NFU NFU Gottlieb Daimler was born in Schorndorf Sch horndorf in 1834, and after four years apprenticeship to a gunsmith he worked for various engineering ďŹ rms including w Armstrong-Whitworth A mstrong-Whitworth Arm t Whit th in i England. E l d In I 1872 he h was appointed Gas engine appo ointed technical director of the Deutz D works His chief workks run by Gustav Otto and Eugen Langan. L
158
YACHTING MATTERS/THE YACHT OWNER SUPPLEMENT ISSUE 12
designer was w his friend Wilhelm Wilhelm Maybach, Maybach and a between them theyy increased production from one engine e a day to three! In 1881 he branched out to further develop his interest in n petrol engines and taking Maybach Maybacch with him moved to Cannstatt where he set up a workshop. worksshop. There he developed develo oped a series of single cylinder petrol petrrol engines, which he used to power the worldâ&#x20AC;&#x2122;s ďŹ rst motorcycle, mo otorcycle, a motor bo boat at and, in 1886 a motor car! Three Threee years passed before another Daimler Daim mler car was built and in 1890 the Daimler Motorengesellschaft Motorengeseellschaft was founded, f d d but b t soon afterwards ft d Daimler D i l quarrelled quarrrelled ll d with ith his partners partneers and in 1893 left the company to carry on private research was a reesearch with Maybach. In 1895 there t
reconciliation, an reconciliation and nd Daimler and Maybach returned d to Daimler the Daimler Motorengesellschaft. Mo otorengesellschaft. The first Daim mler completed truck was compl eted in 1896 and in 1897 came the car.. Phönix car One of the customers c for the Phönix car in 11897 897 was Emil Jellinek, Jellinek, an Austrian banker and his country’ counttry’s agent consul-general at Nice. He became an unofficial ag gent number for Daimlers on the t French Riviera and sold a num mber to wealthy friends friend ds and business associates. By 19000 he short was encounteringg some sales resistance due to the sh hort wheelbase h lb and d top t p heavy h appearance off the th cars. He H told t ld fellow-Daimler modern his fellow-Daimle er directors that a lower more mod dern better,, and he promised to take design would sell much better t
THE YACHT OWNER SUPPLEMENT/YACHTING MATTERS ISSUE 12
159
&9$-64*7& $"34
the first 36 cars off the line but on two conditions: the first was that he should have the sole agency for France, Belgium, Austro-Hungary and the USA; the second was that the new cars should bear the name of his ten year old daughter, Mercédès.
5)& -&(&/% 8"4 #03/ Jumping forward over 100 years to the current day, it is all to evident that the marque of Mercedes-Benz has continued to evolve in all areas of engineering excellence. One area of specialisation that is on offer almost uniquely today is the new top-of-the-range Mercedes-Benz S 600 Guard. Violent crime is big business. Too big to let a few car occupants get in the way. This is borne out by statistics which show an increase in gang-based crime, armed robberies and carjacking. For many years now, heads of state, leading diplomats and top managers have only ventured out in armoured cars. Even motorists who are far less in the public spotlight admit to feeling unsafe at times.
160
YACHTING MATTERS/THE YACHT OWNER SUPPLEMENT ISSUE 12
Mercedes-Benz Guard models are designed to defy acts of violence. Their flagship model is the S-Guard. Depending on requirements, the armoured versions can withstand revolver fire or other gunshots and even hand grenades or explosives. Yet they still provide their occupants with the ultimate in comfort and everyday practicality. The high esteem in which the armoured vehicles displaying the Mercedes star are held and the trust
people place in them is the product of many years of hard work. The basis for this, Mercedes say, is the long-standing, close cooperation with nationally and internationally recognised security authorities. It was almost 80 years ago that Mercedes-Benz built the first ex factory special-protection vehicle – a W 08/460 ‘Nurburg’ model. The 770 K, which once provided protection befitting the status of Japanese Emperor Hirohito, followed in 1930. Today the 770 K can be seen at the Mercedes Museum in Unterturkheim. At the heart of the Mercedes-Benz S 600 Guard is a twelve-cylinder biturbo engine developing 380 kW/517 hp, whose scintillating performance capability allows this luxury saloon to escape from dangerous situations with breathtaking speed and to slow it all down Mercedes have developed a braking system using radar sensors to detect other vehicles in front of the car. If the S-Guard gets too close to the vehicle ahead or approaches it too quickly, the system warns the driver. If there is a risk of collision, it instantaneously calculates the optimal braking power required and makes this available immediately as soon as the driver starts braking, even if the brake pedal is not pressed hard enough, their unique system goes one step further still by braking the car automatically with around 40% of the maximum braking power, if there is a serious accident risk. In addition to all that, they offer the new MercedesBenz night view assist system. This system is based on infrared light, which is invisible to the human eye and therefore does not dazzle oncoming traffic. Two infrared headlamps illuminate the road ahead and extend the driver’s range of vision considerably when dipped beam is switched on. An infrared camera on the inside of the windscreen records the reflected image of the road and projects it onto the instrument cluster display. The Mercedes-Benz S600 Guard lives up to its name and offers highest protection and has been engineered to resistance level B6/B7, as tested and certified by state-approved organisations. Its armour resists military-standard small-arms projectiles and provides protection against fragments from hand grenades and other explosive charges. Additional safety features on offer include run-flat tyres, a self-sealing fuel tank and a fire extinguishing system, you can even choose to order an independent air supply system which incorporates sensors to shut off exterior air when the finest of gases or substances are detected. Yet all this protection that underpins this new Guard saloon is scarcely noticeable from the outside. After all, discretion is as much of a must as trust, reliability and quality. Prominent personalities in particular like to travel incognito, wherever they happen to be, and this new Mercedes-Benz gives just this option. Contact David Alston: Email: dalston747@aol.com
THE GREAT WINE DILEMMA
BELOW AND RIGHT TOP AND MIDDLE: SOME OF THE HIGHEST QUALITY SAUVIGNON BLANC
RIGHT BOTTOM: LOOK FOR WORDS ‘CUVEE MARCEL OTT’ FOR DOMAINE OLT’S FLAGSHIP
CHARTERERS’ WINES IN UNCHARTED WATERS? BY MICHAEL BROCKLEHURST
T
HE
LONG
AWAITED
PREFERENCE
SHEETS.
The skipper yells ‘I’ve got it!’ After weeks of waiting, and
packed in wooden cases of 6. Nearly all champagne is packed 6s to a carton as well. Hmmm. Dilemma number one.
now just 24 hours before the charter starts, you grab the
sheets with glee, muttering to yourself ‘about time too…‘.
WHITES
You eagerly scan through Preference Sheets, stopping at
(PREFERABLY
the wines requested. It reads: A case of each – all Top Quality:
SAUVIGNON
Whites (preferably Sauvignon Blanc) plus Roses plus Reds
BLANC)
(preferably Bordeaux); all around $100 per bottle.
Should
Plenty of scope there, you might think, should be a piece
be
easy
enough, you
think.
of cake to get those! The truth, however, is that you are
There
plenty
potentially looking at a minefield. The request you have received
available
is an example of the lack of detail that is all too familiar in
market, from French
Preference Sheets. As we examine the list in detail, the pitfalls
Sancerre and Pouilly
start to become apparent.
Fumé, throughout the
are on
the
A case of each seems simple enough. But think again, do
new world production
they mean a case of 12 or a case of 6? More and more wines are
areas as far as New
now packed in 6s, even some of the top Bordeaux are now being
Zealand, home of the famous Cloudy Bay Sauvignon Blanc. Take a look at your wine suppliers’ list. Around $100
per
bottle?
Dilemma number two is that even the most expensive Sauvignon Blanc wines do not sell for more than $50! ROSÉ WINES As with the whites, plenty of selection again, but there is nothing offered over about $30 – from anywhere. Rosé wines at $100 per bottle simply
don’t
exist.
Dilemma number three. REDS (PREFERABLY BORDEAUX) The scope is vast. They want Top Quality. Another problem. To be able to supply Top Quality red Bordeaux would mean spending several hundred dollars a bottle, not just $100!
162
YACHTING MATTERS ISSUE 12
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THE French & Italian Riviera
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Tel: +385 (0)989 640 987 E-mail: croatia@vsfgroup.com
GROUP www.vsfgroup.com
RIGHT:
From the total budget, you therefore have $2400 left for the reds.
TWO OF SEVERAL TOP CHATEAUX FOR $200 BOTTLES IN CERTAIN VINTAGES
Phew! That means that you can spend $200 each on the red Bordeaux, and reach the levels of at least ‘high quality’ red Bordeaux. Your supplier will help advise you of a suitable red Bordeaux, drinking well now, from a renowned chateau within the price range. THE CONCLUSION By sound reasoning, you have reached decisions that satisfy almost every point. You have calculated the case size by counting up approximately how many bottles are likely to be consumed. You have supplied Top Quality wines in all 3 categories, and by a smart ‘trade-off’ in prices between the reds, whites and rosés, the total budget has not been exceeded as the average price per bottle is $100 overall, as requested. If you are choosing VSF as your supplier, you can gain an added kudos for your achievement. Ask VSF to prepare their folder entitled ‘Tasting Notes for your Wine Selection on board’. This is a quality hard cover presentation, listing the chosen wines inside, each one with its own set of individual descriptions and tasting notes. You will feel proud when you present it to the Charterer – clearly demonstrating your professionalism!
>||
What started off looking like a simple and easy to fill FAR RIGHT:
requirement has now become riddled with unknowns. One thing
PRICES YOU CAN EXPECT TO PAY FOR TOP QUALITY BOTTLES IN 2007
is for sure, whoever completed the list (perhaps the charter
TOP QUALITY WINES AVERAGE PRICE PER BOTTLE IN USD SAUVIGNON BLANC $50
broker) was quite unfamiliar with the price ranges of the different wine types. The list was certainly not prepared by a wine professional. You have just 24 hours notice. There may not be enough
RED BORDEAUX $200
ROSÉ $30
time to get back to the Charter Broker, who in turn might have to get back to the Charterer for clarification. LOGICAL REASONING TO ARRIVE AT GOOD DECISIONS Start by ascertaining whether the request is for cases of 12 or 6. How long is the charter? How many potential wine drinkers will there be? Are there going to be any other guests coming on board for meals? Will the guests be eating out much in restaurants? A brief consideration of these points should give you the answer as
THE AUTHOR
to whether the 3 cases mean 36 or just 18 bottles in total. If in
Michael Brocklehurst is the founder of Vins Sans Frontières, a major
doubt, calculate on the basis of 12 bottles per case, as the last
supplier of fine wines and provisions to yachts worldwide.
think you need is to run short.
Michael, along with Liz and Richard (Master of Wine) puts on
Secondly, you cannot supply the white Sauvignon Blancs
dedicated Yacht Wine Courses, which
or the Rosés at values that don’t exist. But you can supply Top
have now been attended by over 1800
Quality wines in both categories. Better to plumb for the best
yacht personnel.
that the market offers. These will cost around $1000 for all 24 bottles, well short of the $2400 budget. Now for the red Bordeaux. If you calculate the total budget
164
VSF Group. Tel: (0033) 49229 8866 Fax: (0033) 49229 8877
for all 36 bottles (reds, whites and rosés) at $100 per bottle, it
E-Mail: info@vsfgroup.com
comes to $3600. You have spent $1000 on the whites and rosés.
In St. Maarten: sm@vsfgroup.com
YACHTING MATTERS ISSUE 12
DECK QUALIFICATIONS
DECK QUALIFICATIONS UNRAVELLED! BY CAPTAIN JOHN PERCIVAL MNI MRIN
I
N SEPTEMBER 2006 THE MCA PUBLISHED MERCHANT
prior to its publication. Under UK Government rules, anyone can
Shipping Notice 1802 – Certificates of Competency: Yacht
comment on any M Notice that is under consultation. The MCA
Deck Officers – Training and Certification Guidance. This M
web site (www.mcga.gov.uk) shows all of the consultations that
Notice had been long awaited throughout the Industry and
are being carried out, as well as those that have taken place over
followed on from a long consultation period by the MCA with
the past few years.
many interested parties.
So how does this M Notice compare with the previous M
Many people have told me that they did not know this new
Notice, MGN 195? Well first of all the new M Notice is an MSN
M Notice was coming out. In fact some of them told me they did
which is legislation, while the previous M Notice was an MGN
not realise that they could pass comment on the draft M Notice
which provides Guidance. Now therefore, in theory, everyone has
YACHTING MATTERS ISSUE 12
165
DECK QUALIFICATIONS
to comply with the contents of the new M Notice.
b) Privately
owned
yachts,
not
in
MSN 1802 states in the introduction that:-
commercial use, of 24 metres and over in
‘This notice describes the system for Deck Officer Certification for
loadline length and of less than 3000 gt
Large Commercial or Private Sailing and Motor Vessels and Sail
used for sport or pleasure and which do
Training Vessels. It provides details of the certification system for
not carry cargo and do not carry more
deck officers serving in:
than 12 passengers’
a) Commercial yachts or sail training vessels of 24 metres and
166
over in loadline length and of less than 3000 gt and which
The ‘Key Points’ of the M Notice state that
do not carry cargo and do not carry more than 12
‘The certification system is progressive to
passengers, covered by the Maritime and Coastguard Agency
allow yacht personnel to achieve yacht
(MCA) Large Commercial Yacht Code (LY2), and
restricted qualifications for Officer of the
YACHTING MATTERS ISSUE 12
DECK QUALIFICATIONS
Watch (OOW), Chief Mate and Master.’ The notice covers: • Introduction
second point reflects what happens elsewhere in areas under the MCA’s purview. I am aware that many people work onboard yachts which
• Certificate structure and manning levels
spend a great deal of time tied up to the quay and very seldom
• Medical fitness and eyesight standards
go to sea. On the other hand we have yachts that are steaming
• Service definitions
around the world almost constantly. We also have the rest that fit
• Proof of service and testimonials
somewhere in between. So did everyone agree to formalise and
• Oral examination
add in the sea time? I personally feel that the Superyacht industry
• Training modules
is in fact a practical one, and so we need Deckhands, OOWs and
• Short courses
Masters who have carried out the duties in practice, not just
• Application procedure
learnt about them in a classroom. To do this I believed we needed
• Notice of Eligibility (NoE)
to include Sea Service. I am not sure whether the levels written
• Examination requirements
into the M Notice are correct but I personally do not think we are
• Transitional arrangements
too far off the mark. I must also point out that all of our
• Revalidation
Certificates of Competence (CoC’s) are recognised by the
• Endorsing existing OOW (Yachts) and Chief Mate
International Maritime Organisation (IMO) and this Organisation
(Yachts) CoCs • Training Vessels • Approved training providers • Annexes – inc. outline syllabuses for oral exams
requires a formal Sea Service element combined with academic achievement for all certificates. Being blunt, we really have to decide whether we want to be seafarers who undertake watches and drive yachts, or office workers who happen to carry out their duties on board a very
I think I should point out that, contrary to popular belief, the M Notice covers Private as well as Commercial Yachts. This has been the case since MGN 14 was introduced in about 1996.
When we compare the syllabi for the Modules for the various Certificates there are very little differences although there
I was involved in the consultation process for this new MSN.
are some subtle changes to one or two areas. There is, however, a
There were also organisations such as the PYA, Management
major change in the Oral syllabus for Master <200 gt OOW
Companies, Crew Agencies etc, involved in the process. Although the
<500 gt and the OOW <3000 gt Master <200 gt. They now both
contents of the M Notice are not exactly what we would have wished
include an element of Business & Law which was not the case
for, it does try to reflect how we operate within the Superyacht
before. Beware if you are going to take an Oral Examination for
industry and how the qualifications should best be structured.
OOW and have not covered the Business & Law elements! I have
I have no doubt that there are individuals who are upset
found over the past 6 months that almost all of the candidates
with the changes that have been made. However, I believe we
we put through the OOW or Master <200 gt Oral Examination
must accept that being an OOW, Chief Mate or Master on the
have been asked questions on business and law included in the
size of yachts which are operating in this day and age is a little
syllabus for their examination.
different to a few years ago when a 40 metre motor yacht was considered a large yacht.
168
expensive vessel tied up alongside a quay wall!
So why did the MCA introduce Sea Service for Master <500 gt and Master <3000 gt? As I have already stated, the IMO
MSN 1802 formalises the sea time that the MCA insisted
require Sea Service for all STCW 95 Certificates. Therefore to
upon, which was not written into MGN 195, when anyone applied
protect our Yacht Limited CoCs we needed to build in Sea Service
for an OOW Notice of Eligibility (NoE). It also introduces Sea
to these two qualifications. When you consider the Sea Service
Service for Master <500 gt and Master <3000 gt.
requirement as a basis for someone to take command of a vessel
We now have clarification over what constitutes Actual Sea
either <500 gt or <3000 gt, it is not really that onerous. The
Service, Sea Service and Yacht Service. (Please read the M Notice
requirement is 120 days for Master <500 gt and 240 days for
for these definitions.) During the Consultation process we
Master <3000 gt. Again I personally think that these service
managed to persuade the MCA to reflect some of the special
requirements are reasonable, bearing in mind the size and value
circumstances that exist within our industry. In particular the
of the vessels we work aboard and drive. I sometimes wonder how
time we spend waiting for the Boss to arrive and the time that we
anyone could gain the skills to be a Master without doing a
tend to spend in yards under repair or carrying out refits. The first
reasonable amount of sea service. You may say I’m still in the days
point has not been taken into account elsewhere in the Marine
of the dinosaur, but hopefully I am not. Hopefully I am bringing
Industry but is a fundamental factor within Superyachts. The
some reasonable comments to the industry that I have been
YACHTING MATTERS ISSUE 12
IT’S SATCOM FRIENDLY IT’S SIMPLE TO USE & JOIN - IT’S GROWING AT A PHENOMENAL RATE, ITS... Creating your own personalised directory is so simple. Save only the companies and services you need from each search and when you have built your personal directory, print it. Another great idea! Associate membership for companies is free. Join on line. It only takes a few minutes.
Full membership is available for a small annual fee, the addition benefits are well worth it. These include your listing in Yachting Matters. Join on line. Administer your own record. A global industry needs a global solution, that solution is www.TheYachtsmansDirectory.com
For more information just log on at www.TheYachtsmansDirectory.com or contact Colin Squire on +44 (0)1986 894333 or e-mail him at colinsquire@yachtingmatters.com
WITH, PICK & PRINT
DECK QUALIFICATIONS
working in for the last 10 years. I appreciate that this is not very
advantageous method, coming from a professional knowledge
long, but it is a lot longer than many of those who are shouting
viewpoint. Holding the CoC is not really what they want, they
loudly about the new progressional arrangements. (Incidentally,
want to ensure they actually do know what they should know, in
someone actually asked me the other day whether I taught Noah.
order to manage and operate the yacht safely and that they are
I advised him I had not although I did know him quite well and he
doing everything correctly.
was a brilliant boat builder, navigator and seafarer.)
So, if you are serious about remaining within our
I think the saddest point about the new sea service
wonderful Superyacht industry and you wish to move along the
requirements is that, unfortunately, there will be some people
Deck progressional route, then download a copy of MSN 1802
who will have to move to another yacht in order to gain the
from the MCA web site and read it thoroughly. Once you have
necessary Sea Service. This is regrettable but unavoidable in my
done this you will know what you need to achieve and what
opinion, if we are to keep our MCA CoCs recognised by the IMO.
modules/courses you must undertake in order to progress.
One solution to this problem is to join a yacht for an ocean
Alternatively speak to one of the industry specialists who can give
crossing. On the last couple of deliveries I undertook we had
you guidance. (These are not the individuals normally found
people on board who were only there for sea service time. For a
drinking in the yachtie bars at the end of every day who believe
busy yacht this can be very helpful as it allows the permanent
they know everything but most probably know not a lot!)
>||
crew the opportunity to go on leave. We do still have the choice to go for our Master <500 gt
John
Percival
operates
John
Percival
Marine
Associates/Hoylake Sailing School and holds an STCW 95 Master
watch keeping service requirement, as I mentioned previously. It
(Unlimited) Certificate. John has undertaken ocean crossings in
is difficult to guide people on which qualification to apply for. I
many types of craft of various sizes since first going to sea in 1961!
am aware that there are individuals who have decided to do both
Contact: captain@hss.ac.uk
Oral Examinations, as they believe that this will be the most
Photography by Colin Squire
SPONSORSHIP - 235 MILLION EURO
CREW - 83 MILLION EURO
BY PEGANOLI
BELOW THE AFT DECK 170
Captain
or straight to Master <3000 gt. The only difference really is the
YACHTING MATTERS ISSUE 12
DESIGN - 35 MILLION EURO
WIND - PRICELESS!!!!
WEATHER MATTERS
FLORIDA AND THE CARIBBEAN BY MARK NEISWENDER & DAVE CANNON
A
H, THE TROPICS. WHO WOULDN’T WANT THE
In this installment, we will examine the various year-round
opportunity to cruise and/or vacation in this part of the
weather patterns across the area from Florida through the
world and enjoy what it has to offer: surf, sun, sand, trade
Caribbean. There is much more to this region than one might think.
winds and warm weather? Well before you make your travel plans,
From cold fronts (yes, cold fronts) to tropical cyclones and
be mindful of the weather ‘pitfalls’ that may lie ahead when you are
everything in between, we will look at the cornucopia of weather
in this area.
features in play and the typical weather that they bring. This will
YACHTING MATTERS ISSUE 12
171
WEATHER MATTERS – FLORIDA AND THE CARIBBEAN
hopefully make mariners more aware of the best times to travel and
FIG 2
60N
where the best travel destinations and best ‘hide out’ spots can be
H
found, allowing for a safe and enjoyable trip that will be remembered 50N
Coastal development occurs through the N’rn Gulf of Mexico, then these lows move NE’ward along frontal boundaries and deepen into Gales in the NW’rn Atlantic
for years to come. Let’s explore!
L
40N
DECEMBER TO MARCH The weather is changeable and volatile during this period. Cold fronts are stronger, extend further south, and more frequent than at any other point in the year, and ‘surges’ of higher N-NE-E winds and
30N
L
20N
10N
seas are well pronounced during this period (Fig 1). 0N
FIG 1
Cold air in the wake of passing cold fronts result on N’ly surges through the E’rn Gulf of Mexico, Florida Straits and the Bahamas
60N
50N
L
Colombian Thermal Low interacts with the High Pressure ridge and results in Gale Force NE-ENE’lys in the SW’rn Caribbean
prevalent throughout these areas, tending higher when the ridge is ‘reinforced’ and intensifies, as it merges with weakening transitory high pressure ridges further west. As a rule, winds will tend higher the
H
further south one travels, through the central and southern
L
40N
H 30N
20N
10N
L
L
0N
Due to the S’rn Gale Track this time of year, cold fronts are more frequent, and stronger in the NW’rn Atlantic. Therefore these fronts dig further south through the central to N’rn Bahamas
Caribbean, as pressure gradients tighten between the ridge and a persistent ‘thermal trough’ (low pressure) over northern Colombia and the extreme southwest Caribbean. Gale to storm force winds (force 8-10) and NE-E combined seas as high as 15-20 ft can occur during trade wind surges across the southwest Caribbean (generally south of 15N and west of 75W) when the ridge intensifies and greater interaction between the ridge and thermal trough occurs.
Cold fronts will sweep across much of the eastern United States,
Trade winds from high pressure will also aid in bringing clouds
reaching southern Florida and the Northern Bahamas about every
and shower activity to the region, though generally scattered in
three days (on average). Upon clearing this area, fronts continue east
nature. Further enhancement to the NE-E wind flow and cooler
to southeastward, often passing through most if not all of the Bahama
(albeit modified) air associated with stronger ridging will bring a
Island chain, and passing north of the Greater and Lesser Antilles,
greater increase in cloud/shower coverage, even scattered squalls,
where a reduction in forward speed and weakening finally occurs.
some of which could bring locally higher winds and seas, generally
With the passage of cold fronts, large, ‘cold’ high pressure ridges will emerge from south central Canada and the Central and
within the squall itself, not nearby, as one might find from larger squall areas/clusters.
Eastern US, often building into and across the Eastern Gulf of
Breaks in the enhanced trade wind regime occur, generally
Mexico, the southeast US, the Bahamas, and adjacent waters of the
across the northern Caribbean and the Bahamas/southern Florida
western and central Atlantic, where they eventually merge with a
region. These breaks usually occur for about one to two days at a
larger, more stationary high pressure ridge further east (more on that
time, occurring as cold fronts approach from the north and west, and
feature further in this article).
allow for lighter, more E-SE-S winds to develop, with abatement of
Stronger wind surges occur across more western and
NE-E seas across the open Atlantic and adjacent exposed waters
northern waters (Florida and the Northern Bahamas) when low
within the Greater/Lesser Antilles, and the Bahamas. However, one
pressure systems develop on cold fronts, normally doing so near the
will need to be mindful of the possibility of squalls, generally along
southern extent of fronts, and off the southeast US coast. Upon
or just ahead of frontal boundaries, which again, could bring locally
development, these lows will rapidly intensify and track north to
higher winds and seas, along with reduced visibility (as low as 1-2
northeastward toward the northeastern US and the Canadian
miles in heavier, more severe cases), both in and near squalls.
Maritimes (Fig 2). Interaction between these lows and high pressure
172
ridges further west will bring these higher wind surges. Winds as high
APRIL AND MAY
as gale force (force 8-9) have been known to occur during severe
This tends to be one of the better (if not the best) times of year to
wind surges in this region, with large gulf stream seas, as high as 12-
travel, especially as we get into May. We are in a transition phase,
15 feet, not uncommon off the southeast coast of Florida.
leaving winter behind us and moving into a calmer, more serene
Otherwise, high pressure dominates much of the North
weather pattern. Tropical cyclone season is in the back of our minds, but
Atlantic and ridges across much of the Caribbean and across the
we know that we are not quite there yet (thankfully) and development
Bahamas. NE-E winds on the south side of this feature are most
of a tropical cyclone, in this period, while can occur, is quite rare…
YACHTING MATTERS ISSUE 12
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WEATHER MATTERS – FLORIDA AND THE CARIBBEAN
…so we can relax (at least a little bit)…right? Well, having said
JUNE TO EARLY JULY
all of this, we also know that to expect two straight months of quiet
Now our focus turns toward the tropics. Tropical cyclone season is
and calm weather would be making a pretty tall order, so we cannot
underway at this point (Atlantic Tropical Season begins on 1 June),
let our guard down. Cold fronts, while weaker, are still out there, and
and the Caribbean and Gulf of Mexico is the most likely area for
post frontal passage surges of higher winds and seas are still of
development, occurring about every other year (on average). Once
concern. Furthermore, we still see periods of stronger NE-E trades
development occurs, the track of cyclones will be either toward the
across the region, especially in earlier weeks (Fig 3).
west (toward the coasts of Central America and northeast Mexico), or northwestward, into/across the Gulf of Mexico toward the central
FIG 3
60N
Cold fronts are weaker and are further North this time of year. Therefore less frequent N’ly surges are expected through the Florida Straits and the N’rn Bahamas
50N
and western portion of the US Gulf Coast (Fig 4). FIG 4
90W
80W
70W
60W
50W
40W
60N
40N
L H
30N
20N
10N
L
0N
50N
Stronger Highs in the Central Atlantic result in enhanced E’ly trades through the Caribbean & S’rn Bahamas. Isolated trade-type showers are to be expected
40N
H 30N
20N
The30WBermuda High this time of 10E 20W 10W 0E year allows for gusty E-SE’lys through the Bahamas and along the SE’rn US Tropical Waves develop and track W’ward through the Tropical Atlantic, and when conditions are right these waves develop into Tropical Depressions and intensify to Hurricanes once in the Caribbean
L
10N
Cold fronts will traverse east to southeastward across much of the eastern US about every three to four days, but only get about as far
0N
south as the South Carolina/Georgia coasts and the Florida
Otherwise, cold fronts are typically a non-factor across this region,
Panhandle before they begin to slow/stall and weaken. As we move
and high pressure is the main weather feature in the North Atlantic
on through the period (particularly in May), the development of low
and much of the Northern and Central Caribbean. The ridge covers
pressure systems off the southeast US coast (on fronts) becomes
much of the Western Atlantic, often reaching as far west as the
less frequent. Also, by May, transitory high pressure ridges moving
Bahamas and the southeast coast of the US, and is about as strong
out of south central Canada become far less frequent and the cold
as one would expect at any point during the year. Tropical waves
airmasses associated with such highs modifies more readily, with
(low pressure systems lacking a closed surface circulation) move
faster weakening of ridges more common, as compared to their
westward across the tropical Atlantic and into the eastern Caribbean,
wintertime counterparts. All of this means a reduced likelihood of
spaced about three days apart. Winds between tropical waves and
encountering strong wind surges (N-NE-E) in more northern and
the high pressure ridge further north can bring NE-E-SE winds as
western areas (Florida/Bahamas and vicinity), but more so in later
high as force 7-8 and periods of heavy rain and squalls bringing
weeks (in May).
locally higher winds and seas as well as reduced visibility, all
As fronts become weaker and following high pressure ridges
occurring as the axis of the wave approaches and eventually passes.
less frequent, the large nearly stationary high pressure ridge in the
174
North Atlantic and Caribbean becomes a bit stronger, with ridging
MID TO LATE JULY TO SEPTEMBER
extending further west, into the western Atlantic (west of 60W),
Tropical cyclone activity continues to increase during most of this
bringing general NE-E-SE trade winds to much of the region. Easing
period, nearing and reaching its peak during the latter portion of the
of more E-SE-S winds will occur across the Virgin/Northern Leeward
period (average peak date is on 10 September). Also, our area of
and points west, normally for about 1-2 days at a time, as cold fronts
interest for tropical cyclone development expands further east,
slow/stall and weaken further north and west.
across the tropical Atlantic, as the Cape Verde Season (named for the
As with winter months, waters further south (south of 15N)
island group that is within one of the most favoured development
tend to see higher NE-E trade winds, though not quite as severe,
areas) runs its course. The general track of these cyclones is toward
especially during May, when reinforcement of the North Atlantic
the west or west-northwest, into and across the central and western
ridge (from merging with transitory highs) is less likely to occur. An
tropical Atlantic, and around the southern periphery of large high
intensification and inland progression of the thermal trough over
pressure at the surface and aloft. Thereafter, cyclones will either
Northern Colombia will typically yield the highest of NE-E winds,
continue west to west-northwest, into the Caribbean and adjacent
generally reaching as high as force 6-7, with resultant NE-E
land areas, or will catch a ‘break’ in the ridge and turn northwest to
combined seas usually reaching as high as 9-11 feet.
northward, out of the tropical Atlantic, and toward land masses and
YACHTING MATTERS ISSUE 12
WEATHER MATTERS – FLORIDA AND THE CARIBBEAN
cooler waters further north, where cyclones eventually lose tropical
winter again…that means cold fronts and cold highs reappearing with
characteristics (Fig’s 5 and 5A).
wind surges becoming a concern once again (Fig 6).
FIG 5 90W
80W
70W
60W
50W
40W
60N
50N
This time of year allows Tropical Cyclones to develop further east in the Tropical Atlantic. Intensifying Hurricanes tend to track further WNW-NW’ward along the High Pressure Ridge in the W’rn Atlantic
L
40N
Cold Fronts begin to dig further south20W through the Florida 30W 10W 0E 10E Panhandle in late September and weaken the High Pressure ridge in the NW’rn Atlantic
H
30N
20N
FIG 6
90W
80W
70W
60W
60N
Tropical Cyclone Development 50N occurs on the S’rn end of Fronts in the Gulf of Mexico
L
40N
50W
40W
30W
20W
10W
0E
Blocking Patterns develop Subtropical Lows, where at times, if the environment is suitable, these Lows strengthen to Tropical Cyclones
10E
H L
30N
20N
10N
L
0N
10N
In October, we can still see development of cyclones in the tropical
60N
FIG 5A Tropical Systems 50N often develop along decaying Frontal Boundaries in the 40N Gulf of Mexico
Most but not all systems recurve out to sea
L
H
30N
Tropical Waves move offshore Africa then travel Westward through the Tropical Atlantic
Atlantic, but they are less frequent. Furthermore, with the north Atlantic ridge weaker and more ‘breaks’ in ridging prevalent, cyclones will ‘re-curve’ and turn northwestward more readily, more likely to do so in the central and eastern Atlantic, well to the east of the Lesser Antilles. Additionally, cyclones in October will tend to form in the
20N
subtropical Atlantic (near/north of 30N and near/west of 40W) from
10N
The SW’rn Caribbean becomes a favourable environment in the late Autumn for Tropical Systems to develop and track NW’ward
0N
‘cut-off’ (nearly stationary) lows within blocking patterns in the North Atlantic. These systems normally start out as non-tropical entities, with squalls and strongest winds further removed from the center of circulation. Over time, however, they gain tropical
Otherwise, the general weather pattern during the summer is still
characteristics as they persist over warmer waters (normally
relatively benign. Cold fronts remain north of the area and are
approximately 26.5 deg Celsius or greater), and squalls/higher winds
virtually a non-issue. However, ridging from high pressure in the
become more co-located with cyclone centers. Normally, such
North Atlantic becomes progressively weaker, allowing for an
tropical cyclones are not a threat to the Caribbean or surrounding
increased east to southeastward advance of cold fronts as we get
land masses, and the most likely track will be stationary for a time,
later in the period (in September).
before stronger winds aloft (associated with cold fronts) allows for a
By September, cold fronts get into and through the Florida
more northwest to northward track and an increase in forward speed.
Panhandle and into the northern Florida Peninsula, reaching about
By November, tropical cyclone activity in the north Atlantic
as far east as 60W-65W before they begin to slow and weaken,
has diminished further, and our main focus for development is again
running into the western periphery of the large high pressure ridge
in the Caribbean and the Gulf of Mexico (often on the southern
further east (Fig 5).
extent of cold fronts). As with their early season (June/early July)
Even with the overall weakening of the North Atlantic Ridge,
counterparts, systems that form in this region this time of year will
NE-E trade winds are most prevalent throughout the period. As with
either track west or northwestward, in the general direction of the
earlier months (when tropical cyclone frequency is generally not as
western Caribbean/Central America/Yucatan Peninsula region or
high), enhancement to trade winds will occur as tropical waves pass
into and through the Gulf of Mexico toward the US Gulf coast and
into and across the Caribbean.
the northeast coast of Mexico.
OCTOBER AND NOVEMBER
development, fronts by November are further south, often clearing
Changes abound during this period. Tropical cyclone frequency is
the Florida Peninsula and moving into and through much of the
normally diminishes as tropical cyclone season moves toward its
Bahama Island chain, before slowing, stalling and weakening in waters
conclusion (season ends on 30 November). Weather patterns slow to
just to the east of the southern Bahamas. High pressure ridges return
a crawl in October, as ‘blocking patterns’ develop (an explanation on
in the wake of fronts, moving out of south central Canada and across
blocking patterns follows in this report), and we are moving toward
the eastern US, building into and through much of the Bahamas and
Of course with cold fronts becoming more of a focus for
YACHTING MATTERS ISSUE 12
175
WEATHER MATTERS – FLORIDA AND THE CARIBBEAN
across much of the western Atlantic, merging with the (on average)
further north and east) to a more E-SE-S as ridges move further
weaker large north Atlantic ridge further east (Fig 7).
east and cold fronts move closer. Winds will tend to be (or become)
FIG 7
90W
80W
70W
60N
50N
60W
50W
40W
30W
20W
10W
Transitory Cold High Pressure Systems become more frequent in wake of frontal passages. As a result, N-NE’ly surges in the Florida Straits, Gulf of Mexico and the N’rn Bahamas are more abundant
0E
10E
L
40N
H
lighter with seas becoming more long-period and lower…this will typically allow for weather more conducive for travelling safely. - Keep a watchful eye to the sky, however, as a sudden wind increase and increase in cloud cover may foretell the approach of squalls along or ahead of frontal boundaries or from tropical waves/disturbances. Time is definitely of the essence here…seek shelter immediately if at all possible when you see the approach of
30N
20N
L
10N
Active pattern of frontal passages eases the E-SE-S’ly winds in the NE’rn Caribbean. Athough Colombian Thermal Low begins to strengthen in the SW’rn Caribbean
0N
a squall. These can come quickly with adverse weather (high winds/seas) at times coming well in advance of squalls (as much as 30-40 miles of large and/or severe squall areas). - A veering of winds or a sudden wind shift (to NW-N) and an eventual decrease in cloud cover and drop in dewpoint readings
The passage of cold fronts brings more N-NE wind surges to
will indicate the passage of cold fronts and the approach of high
southern Florida and the Bahamas, with time (as following high
pressure from the north and west during mid to late fall, winter,
pressure ridges build in) becoming NE-E in this region and further
and early spring. This could mean the development of more
south/east toward the northern Caribbean. Wind surges can reach
adverse weather from higher wind surges and building shorter-
close to and within gale force (force 7-8), with N-NE seas in the gulf
period seas, a sign of weather windows closing and that it is time
stream (off the Florida coast), typically reaching in excess of 10 feet.
to seek alternate routing options or ports of call to wait things out.
NE-E ocean swells during wind surges are often near and slightly in
- Satellite images and outdoor observations of scattered cloudiness
excess of 10 feet.
(stratocumulus clouds) are often associated with advection of cold
As cold fronts approach, 1-2 day periods of E-SE-S winds in
air in the wake of cold fronts, a good sign of N-NE-E winds having
November will take place and winds ease, with speeds generally not
already developed, normally accompanied by scattered trade
exceeding force 4. As this occurs, NE-E-SE swells become long-
showers (and squalls), which will typically increase in coverage as
period and abate as well.
the severity of wind surges increases.
In the Caribbean, interaction between high pressure ridging further north and the thermal trough over northwest South America
The use of professional weather routing services is always
brings NE-E winds to the region. These winds tend higher across the
encouraged, regardless of your level of experience in sea travel. These
southern half of the Caribbean, where pressure differences are
trained professionals keep a constant watch on weather features
slightly greater. This also occurs during November as high pressure
(tropical and non-tropical alike) and can be most helpful in
ridges moving into the western Atlantic merge with the nearly
determining the best times to travel and optimal routing options to
stationary ridge further to the east. Wind surges normally reach as
consider while underway.
high as gale force (force 8-9), with NE-E combined seas reaching as high as 10-15 feet.
Awareness is key, regardless of where you are and when you will be travelling. Whether it be short island hops or lengthier crossings from Florida to the south Caribbean, by knowing what is happening
WHAT TO LOOK FOR AND WHERE TO GO
now and what lies ahead, any yachtsman can avoid potential disaster
So…now that we know of the weather features to be found, what
and properly plan for a trip that will be memorable… for all on board.
does one look for? What can be helpful in knowing when adverse weather is coming? Where are the best hideout spots to avoid bad
Dave Cannon is a Yacht Operation Manager/Senior Meteorologist and
weather? This section will give some helpful hints that mariners can
Mark
use to detect the warning signs that might indicate the approach of
Manager/Meteorologist. Both are employed at Weather Routing, Inc.
adverse weather.
(WRI, LTD.) who have provided meteorological consulting, forecasts,
Without question, the weather in this part of the world can
Neiswender
features. However, adverse weather normally does not come
Contact:
without warning. Here are a few telltale signs to look for during
Tel: +1 518.798.1110
these situations:
Email: wri@wriwx.com
- Look for a veering in winds from NE-E (from high pressure ridges
Web: www.wriwx.com
YACHTING MATTERS ISSUE 12
an
Assistant
Yacht
and route planning for private yachts since 1961.
be changeable, be it from cold fronts, or from tropical weather
176
is
Operations
>||
z
Super Yacht Support Whether you need support whilst your yacht is in service, during commissioning or refit, we are here to support you. • Spares, Parts & Equipment • New Builds • Project Management • Storage and Inventory • Research / Sourcing
For more information on our complete range of services, telephone +44 (0)1392 467922 or visit www.globalservicesltd.co.uk
ETOs, IT, AV, LAN AND PLCs…
CONFUSED, THEN READ ON BY RICHARD MORRIS PHOTOGRAPHY BY COLIN SQUIRE
A
N EVER INCREASING FEATURE OF THE WORLD’S
What was previously the role of a shipyard to specify and
largest and most sophisticated superyachts today
implement the yacht’s electronic equipment has now increasingly
is their level of complexity of their electronics, audio
visual entertainment, navigation and communications systems. Today, superyachts are being equipped with very high tech satellite communications systems that allow owners to remain seamlessly in touch with their operations, wherever the yacht
178
become an ‘Owner Supply’ item. And as such, this role has been passed on to electronic experts that manage this process on the build team’s behalf. One such expert is Australian Will Faimatea – we cannot comment on the yachts but we can talk about the man
may be in the world. In addition to this are complex audio visual
A land-based Electronics Engineer by profession, Will first
systems that can not only receive television signals via satellite
went to sea on large superyachts as an Electronics Officer in the
but display them on all types of new cinematic quality televisions
early 1990s, before specialising in the electronics fit out of large
and cinema screens.
superyacht new constructions.
YACHTING MATTERS ISSUE 12
Will’s company Bond Technical Management has only
bring a new approach to the industry.
recently started but it has already established itself as a leader in
This article focuses on Will, the role of a technical
the arena of high end yacht electronic systems. Will’s knowledge
electronics project manager and highlights the increasingly vital
of the industry and electronics didn’t happen overnight and he
and important role an Electronics Technological Officer (ETO)
has certainly paid his dues since starting as an Electronics
now plays aboard large superyachts.
Technical Officer on the build of a 72m motor yacht 14 years ago.
Originally from Sydney, Will, 41, started his electronics
His company is now leading the industry in the
career immediately after high school by accepting a traineeship
specification, consulting and project management of high-end
with an Electronics Instrumentation company before working at
electronic and audio visual systems that are being installed on the
VDO Instruments, while he studied to be an electronics engineer.
ultimate superyachts being built today. It is now involved in
‘When I finished my studies I got a job with Honeywell as
several very innovative new builds and refits and seems poised to
an electronics engineer. There I was being exposed to a lot of
YACHTING MATTERS ISSUE 12
179
180
electronics such as computer systems, alarm monitoring systems
tubes. This was an extremely challenging and successful project
and communications systems. But I was really interested in
and was just the type of special project I enjoyed. Then Honeywell
‘special projects’ that required creative solutions. One such
won the Lokata EPIRB distributorship and consequently moved on
project was working with two other engineers to develop a
to GMDSS (Global Marine Distress Safety System).
moveable container that would be placed onto AT&T cable laying
It was while teaching as a GMDSS Course instructor at
vessels and control the ships propulsion system in relation to the
Honeywell that Will first met seafarers, one who worked on, and
amount of cable being laid on the ocean floor. This allowed AT&T
introduced him to, superyachts. Through this contact Will was
to move the electronics control system from vessel to vessel
invited in 1993 to apply for the Electronics Officer position
without having to refit their whole fleet. This gave me a great
aboard the 72 metre superyacht being built by Lurssen in
interest in working with ships and their electronic systems. Also
Germany.
while I was with Honeywell I set up Australia’s and the Southern
I then got a phone call from the captain, and I’ll never
Hemisphere’s first EPIRB (Emergency Position Indicating Radio
forget when he rang me, he said ‘Cuckson here, Captain Richard
Beacon) test facility when they were just starting to appear in the
Cuckson’. I stood up at attention while I was on the telephone! He
marine industry. I also built with two other engineers the first
had such an aura about him even before I met him. He offered me
EPIRBS which were fired out of our Navy’s submarine torpedo
the job and I was beside myself with joy. I remember how excited
YACHTING MATTERS ISSUE 12
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unique global network of highly qualified members is able to offer superyachts professional support. Anywhere. Any time.
2nd Engineer. The yacht had been designed by Jon Bannenberg and owned by a Saudi Arabian. It was a beautiful yacht with state of the art electronics. When I came into yachting, my skills at alarm and monitoring systems, PLCs (programmable logic controllers), computers, communications systems, satellite and radio and bridge control systems was very high. My focus at the time was on these and not the entertainment systems. When the yacht was launched I sailed on it for 14 months.
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Seychelles. It was great experience onboard and gave me a great
time in port in Antibes. He allowed me to conduct computer
insight into what order of priority to give the systems I was
courses in my free time. I was also helping local companies in
responsible for. I learned quickly that Audio Visual and IT systems
Antibes set up email, LAN’s, web presence and internet. Then the
come first!
yacht went to Saudi Arabia where the boss had a palace and I felt
Then we went back to Germany and I transferred to the owners other 43m yacht that was undergoing a refit. That’s where
learn new skills.
I met Captain Maxx Ainsworth, another fellow Aussie. He
The owner then offered me a job as technical systems
convinced me to stay on board even though I thought that the
manager for all the electronics systems, audio visual, IT,
size of the vessel didn’t typically need an electronics officer, but
telephones systems etc at two of his palaces. I stayed there for
the owner did. The level of electronics onboard these special
18 months before returning for a break in Sydney.
vessels was starting to get very high tech with touch screens,
While in Sydney I got a phone call asking if I was interested
audio on demand and internet. It wasn’t common for crew to
in a job on the 62 metre Aviva that was under construction at
have email back then; we had fax but no email, but most of the
Feadship where she was having very advanced electronics
crew shared my email.
systems fitted. I took this position and learnt a lot technically, on
I stayed on this yacht for two years and the captain could see that I was getting bored as we were spending a great deal of
182
that there wasn’t enough to keep me interested on the boat and
YACHTING MATTERS ISSUE 12
implementation and application and how not to do things. There were many high points whilst I was aboard Aviva;
ELECTRONIC SYSTEMS
living in the Bahamas was one, but the biggest high point was
finding a suitable replacement, I started working as Electronic
coming back to Sydney on the yacht for the 2000 Olympic
Systems Fleet Manager, that had two roles; fleet AV/IT operations
Games. I’ll never forget my parents at Rozelle Bay Superyacht
and new builds.
Marina with a big sheet saying ‘Welcome Home Son’; it was a
This gave me a lot of experience because on one side I was
very emotional day. I hadn’t been home in three years, so the
specifying equipment and systems and on the other I was seeing
anticipation of coming back was unbearable. I’ll never forget
the actual application. I was seeing the application and
coming in through Sydney heads with Khe San from Cold Chisel
functionality of these systems on a daily basis and involving
playing. I finished aboard Aviva soon after that.
myself in improving them and getting the best for the owner.
I then took the job of the Electronics Project Engineer as
I now have my own company ‘Bond Technical
part of the owner’s team for an 86m metre motor yacht under
Management’ which has a team of very bright engineers to offer
construction in Holland. This yacht was the biggest ever built by
consultancy and project management services for the next level
Feadship at the time and it was remarkable in that had a top
of electronics systems on superyachts, new builds and refits.
speed in excess of 30 knots. The aspect that interested me most
We are involved in several newbuilds and refits but the
with that job was the fact that some of the electronic systems
most prestigious of these is a 150m+ project where we are
were to be owner supplied. This meant that the shipyard was no
responsible for the concept, design, implementation and
longer going to be responsible for design and implementation of
commissioning of the audio visual, IT, bridge systems,
the audio visual, IT, security and communications systems, it was
communication systems, security systems and alarm and
to become my responsibility, on behalf of the owner.
monitoring. We are now also starting to test and compare
Towards the end of the project, other opportunities
products ourselves and really verify product claims. We have, of
presented themselves and I was asked if I would like to be
course, had some interesting results! We are also involved with a
involved with new vessels and whether I wanted to be part of a
shipyard to help them improve their AV/IT packages for their
management company for a fleet of large superyachts. After
range of yachts.
speaking with the captain of the yacht I was working on and
Once the client has agreed to what is going to be fitted on
Small by name... not by nature! Small & Co are a perfect choice for vessels requiring drydocking in the UK. We have a dry dock measuring 76.5m and all the facilities that you need for your repairs and maintenance - engineers, fabricators, Lloyds approved welders and painting staff to boot. We are one of the few ship and dry dock operators with a quality approval to BS EN ISO 9001:2000 and are diverse and flexible enough to meet the needs of all customers.... whatever their size!
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ELECTRONIC SYSTEMS
the yacht, we will then help facilitate and coordinate the whole process from contract to how the equipment is installed to checking the engineering, in-build auditing, engineering development cycles, ensuring the schedule runs according to the yacht build and to final commissioning. My company is now looking into setting up an office in Monaco that will not only handle consultancy and project management but it will facilitate job placement for Electronics Technical Officers. I feel that this is close to my heart having been an ETO for nearly 12 years. Getting the right ETO for the right job and keeping them current with manufacturerâ&#x20AC;&#x2122;s equipment, training and education are vital for top end service. I have some very good courses being developed for engineers. so I hope to improve the overall level of skill and education for ETOâ&#x20AC;&#x2122;s in our industry as this only makes it better for the Captain, Owner and of course the ETO. The industry is becoming reliant on very high tech electronics that keep the owners entertained and in touch with their world, even when the yacht is cruising the most remote places on the globe. Electronics Technical Officers/Engineers as part of the superyacht crew are now becoming standard as these systems do require operational and maintenance at sea to ensure their service delivery. There is therefore a very high demand for well suited and well qualified Electronics Engineers in the superyacht industry. Young people considering becoming
one
should
first
confirm that they are able to live and work aboard and meet the challenges a seagoing life entails. They should have appropriate electronic
or
electrical
engineering qualifications and experience. The ability to work alone and for long hours is very important as yachting can be very demanding at times. An ETO for a yacht I feel comes in two types; one with an IT background but with
some
aptitude
with
electronics and AV systems or an Electrical Engineer who has a good understanding of audio visual control systems and IT systems. It is crucial however that a yacht decides at an early stage if it will have an electronics officer onboard as a system should be designed with this fact in mind. I
184
YACHTING MATTERS ISSUE 12
ELECTRONIC SYSTEMS
know many instances where the installation onboard has been given a bad name only because competent personnel were not on board to operate it. In addition to being responsible for the electronics aboard the yacht, the electronics officer may be expected to assist in other areas on the deck or in the engine room. On Coral Island I was also the 3rd engineer where I maintained engine room watches in addition to my electronics duties. Depending on which yacht you get on, the larger vessels can take dedicated electrical engineers where they don’t have to do engine room watches. I get asked almost once a week if I know of an electronics engineer to go and work on a new yacht. There is a lot of opportunity out there for young people who want to improve their skills and want to see the world. I wouldn’t have done it any differently; the superyacht industry is a marvellous stage to open new horizons to electronics/IT guys who want to try their hand at something else. On some of the big 100m plus vessels there can be more than one electronics officer and I also try now to implement on these vessels an electronics engineer with good hand and test equipment skills as well as an IT guy who is very solid with implementing and administrating networks. The superyacht can be brought to a standstill if the network fails completely and this is quite a concern to an owner and even more so to the captain. Every yacht is different and all of the permutations should be taken into account when designing
opportunity of a lifetime. I’m very happy I did.
>||
a system for a yacht. I am more than happy to help anyone get into the
To contact Will:
superyacht industry as an Electronics Technical Officer or advise
Email: will@bondtm.com
them of courses to help them position themselves for the
www.bondtm.com
YACHTING MATTERS ISSUE 12
185
MMMMM…WARM, FRESH BAKED PASTRIES; CHEFS WHO ARE CERTIFIED CHOCOLATIERS; ALL MANNER OF SWEET CONFECTIONS FOR THE TAKING. ONE OF THE HIGHLIGHTS OF THE YACHTING LIFE IS THE ABUNDANCE AND UNMATCHED QUALITY OF THE FOOD. OWNERS AND GUESTS EXPECT AND DESERVE TO BE TREATED TO GASTRONOMIC EXCELLENCE THROUGHOUT THE COURSE OF THEIR STAY ABOARD. AT THE SAME TIME, IT IS IMPERATIVE TO ADDRESS THE SPECIFIC DIETARY NEEDS OF THE CREW AND GUESTS AS THERE ARE EVER-INCREASING NUMBERS OF ADULTS DEALING WITH DIABETES.
HOW SWEET IT IS BY BILL MAHAFFY
W
HAT IS DIABETES? Diabetes (also called diabetes mellitus or
United States (19.2 million), Russia (9.6 million) and Germany (7.4 million). • Each year 3.8 million deaths are attributable to diabetes.
DM) is a disease in which the body
• Every 10 seconds a person dies from diabetes-related causes.
does not produce or correctly use
• Diabetes is the fourth leading cause of global death by disease.
insulin. Insulin, produced in the pancreas,
• At least 50% of all people with diabetes are unaware of their
acts as a ‘key’ that unlocks a doorway on
condition. In some countries this figure may reach 80%.
the surface of cells thereby allowing sugar
• Diabetes is the most common cause of amputation which is
(glucose) to enter the cell and be used as fuel.
not the result of an accident, and is responsible for over one
If there is not enough insulin (lack of production)
million amputations each year. People with diabetes are 15 to
or not enough doorways to unlock (insulin
40 times more likely to require a lower-limb amputation
resistance), then glucose circulates around the
compared to the general population. Every thirty seconds a leg
bloodstream in increasing concentration (hyperglycemia).
is lost to diabetes somewhere in the world.
If too much insulin or not enough glucose is present in the
• People with diabetes are two to four times more likely to
bloodstream then a rapidly life-threatening condition called
develop cardiovascular disease (CVD) than people without
hypoglycemia is present. In this article, we will examine the
diabetes. Cardiovascular disease is the number one cause of
types of diabetes, the signs and symptoms and appropriate
death in industrialised countries. It is also set to overtake
diagnosis and treatment.
infectious diseases as the most common cause of death in many parts of the developing world. For each risk factor
HOW BAD IS IT?
present, the risk of cardiovascular death is about three times
The facts and figures (1) surrounding diabetes are staggering.
greater in people with diabetes as compared to people
Here are just a few examples: • Diabetes currently affects 246 million people worldwide and is expected to affect 380 million by 2025. • In 2007, the five countries with the largest numbers of people with diabetes are India (40.9 million), China (39.8 million), the
without the condition. • The devastating complications of diabetes, such as blindness, kidney failure and heart disease, are imposing a huge burden on healthcare services. It is estimated that diabetes accounts for between 5% and 10% of a nation's health budget.
DIABETES
While we tend not to dwell on the global impact of diseases, it
DIABETIC KETOACIDOSIS (DKA)
is important to note that diabetes, unlike the other global
While not considered a ‘type’ of diabetes, this serious
killers (HIV, malaria and tuberculosis), is prevalent in the
complication
industrialised world and therefore more likely to be encountered
hyperglycemia. Despite the fact that there is an enormous
in the yacht industry.
amount of circulating glucose in the bloodstream, none of it is
can
occur
with
progressively
worsening
able to get into the cells. The cells, therefore, feel like they are TYPES OF DIABETES
starving and since they don’t think there is any glucose available,
There are two major categories of diabetes, easily designated
the body begins to break down fat to be used as a fuel source. This
as Type 1 and Type 2. Despite their similarities of disrupting
fat metabolism creates ketones which will increase the acidity of
the body’s ability to maintain control of its sugar balance,
the blood – Ketoacidosis. This condition is life-threatening given
they have distinctly different mechanisms of action, physiology
that the body must maintain a highly regulated acid balance in
and treatment.
order to function.
TYPE 1
SIGNS AND SYMPTOMS
This used to be called Juvenile-Onset or Insulin-Dependent
The three classic signs/symptoms of uncontrolled diabetes are
Diabetes Mellitus (IDDM) due to the fact that it would present in
excessive thirst, hunger and urination. All of these stem from the
patients less than 20yrs old and accounts for less than 10% of
physiologic condition of having too much glucose circulating
diabetics overall. Further study revealed the cause of this
around in the blood. In Type 1 DM, these may appear quite rapidly
condition as a malfunction of specific cells (called Islet or ß-cells)
causing the patient to seek medical evaluation. As described
in the pancreas that produce insulin. There are several reasons for
above, the Type 2 version may be more subtle or completely
the shutdown of insulin production from these cells but one of
asymptomatic with the only indication of a problem being an
the more common is ‘immune-mediated’. This means antibodies
abnormal result on routine screening lab work. Along with the
are produced that attack the very cells in the pancreas that
triad above, other symptoms can include blurred vision (due to
produce the insulin. There is often an episode of some form of
dehydration and subsequent changes in the shape of the eye’s
infection, consequently cranking up the immune system, and
lens), slow or non-healing sores, fatigue and flu-like symptoms.
these antibodies can occur in patients who are genetically pre-
For severe hyperglycemia with DKA, the patient will often have a
disposed to the condition. With these ß-cells destroyed, the body
sweet or fruity (acetone) odour to their breath. Coupled with
has no way of producing insulin and, therefore, regulating the
erratic behaviour and possibly slurred speech, this condition has
blood glucose levels. The IDDM designation comes from the need
been mistaken for alcohol intoxication.
to provide on-going insulin injections at the same level as the body would normally produce.
It is important to remember that virtually all of the initial presentations of diabetes are related to hyperglycemia. However all diabetic patients will at some point experience hypoglycemia
TYPE 2
as part of their disease or as part of their management. In fact,
This type has been less-accurately called Adult-Onset or
when newly diagnosed diabetics are admitted to hospital, it is
Non-Insulin Dependent Diabetes Mellitus (NIDDM). It occurs
desired that they experience the symptoms of low blood sugar so
primarily in adults but has been increasingly diagnosed in
they will recognise its onset and begin treatment early. Symptoms
younger patients as well. There a multiple mechanisms of
of hypoglycemia include:
Type 2 DM but the principal abnormalities are resistance of
• Shakiness or dizziness
the cells to allow glucose to enter and decreased or defective
• Sweating, hunger, headache
insulin secretion. This is by far the most common form of
• Difficulty concentrating or paying attention
the disease accounting for greater than 90% of diabetic patients.
• Confusion
Type 2 can also remain undiagnosed for many years as the
• Sudden mood swings or behavior changes
early symptoms may be subtle. It is only when the condition
• Seizures
has become more advanced that related health issues cause it to
• Unconsciousness
be discovered. Fortunately, most patients with Type 2 DM
188
can avoid insulin injections through aggressive diet control,
ACUTE TREATMENT OPTIONS
weight loss and oral medications. Still, a significant percentage of
Hypoglycemia is easily treated if caught early in its course. If a
these patients will eventually require the addition of insulin to
patient experiences any of the above mentioned symptoms,
their regimen.
simply consuming sugar and/or carbohydrates will reverse the
YACHTING MATTERS ISSUE 12
DIABETES
trend. It is crucial to remember that as the hypoglycemia worsens,
include the forearm or palm)
the patient will become less able to manage without assistance
• Massage blood into distal end of finger
and often becomes quite belligerent with efforts to get them to
• Clean the site with alcohol & allow to dry
eat or drink. If untreated, the patient will become unconscious
• Use a lancet or auto-lancet device to draw blood
from extremely low blood sugar. This is a true medical emergency
• Wipe off first drop of blood
and can rapidly progress to seizures and death. Fortunately, very
• Apply drop of blood onto test strip and follow individual
few instances ever become this severe and the management techniques are relatively easy.
LEFT: A MICROSCOPIC IMAGE STAINED FOR GLUCAGON
glucometer instructions • Dispose of sharps and soiled supplies properly
If possible, get the conscious patient to drink fruit juice, non-diet soda, a few tablespoons of honey or cake icing. Most
These devices also require intermittent calibration with a
yacht medical kits carry a tube of ‘glucose gel’. This is a high-sugar
control solution and should not be kept in areas of very high or
colloid almost like toothpaste. It can be applied between the
low temperature.
conscious patient’s cheek and gum and allowed to dissolve.
So here is the tricky part. Without a glucometer, it can
Remember, if the patient is lethargic or unconscious, they can not
frequently be difficult, if not impossible, to tell just from the
protect their airway and nothing should be given by mouth. In this
patient’s symptoms if they have low or high blood sugar.
instance, an injection of Glucagon is needed. Glucagon is a
No Problem….just give them some sugar. It can be both
hormone that stimulates the release and production of glucose
diagnostic and therapeutic. If their blood sugar was low, they
stores in the body. A microscopic image stained for glucagon It
will dramatically improve. If their blood sugar was high, they will
comes in a pre-filled syringe and is easily injected in the arm,
show little change and the amount of increase in their overall
thigh or buttock. This may provide enough glucose response for
blood sugar is inconsequential. So remember… when in doubt –
the patient to awaken and be able to consume additional sugar.
GIVE SUGAR! This is not to say that hyperglycemia is not a serious problem. As in the case of DKA, it needs to be addressed aggressively. The most important component in the offshore environment is to recognise the problem and contact Radio Medical Advice as the patient may need to be managed ashore. Determination of the blood sugar level would be a valuable piece of information. If a glucometer is not available, some vessels carry urine test strips. These can indicate excessive glucose present in the urine and further confirm hyperglycemia. If all signs point to high blood sugar, the patient will require IV fluids and insulin. Many vessels do not carry insulin and it should NEVER be
While hyperglycemia can also become a serious health
given without accurately knowing the blood glucose level.
concern, it is not as rapidly critical as hypoglycemia. The
Consider the consequences of giving a patient with LOW blood
obvious goal is to lower the blood sugar to normal ranges. This
sugar additional insulin. Quite simply… they would die!
brings up an important consideration for many yachts. The only
It is likely that a diabetic guest would come aboard with all
way to safely determine the proper management of a diabetic
of their own testing supplies and medications. They will likely
with high blood sugar is to know what the blood sugar is. This will
request their insulin be kept refrigerated and they will handle their
require a glucometer, which many yachts do not carry. There are
own glucose testing and insulin management. It would be a
a wide variety of devices available and all use their own, unique
thoughtful gesture to provide them with a sharps container
test strips. This is important to consider since the test strips are
discreetly located in their stateroom for needle/syringe disposal.
rarely interchangeable between devices. While it is a relatively simple diagnostic test, there are specific procedures to follow and
LONG-TERM TREATMENT
may vary slightly depending on the device manufacturer. The
Diabetes management has come a long way in the past decade.
basics include:
In many cases, a weight loss program focused on the basics of diet
• Select site for blood draw (usually the finger but other sites
and exercise can provide enough benefit to completely avoid all
YACHTING MATTERS ISSUE 12
189
DIABETES
BOTTOM RIGHT:
diabetic medications. If this approach is unsuccessful, patients
of the problem. It will be exciting to see where we are in another
RICHARD WITH HIS FAVOURITE BIKE
with Type 2 diabetes can achieve excellent controlled with oral
10 years.
medications. These medicines work in a variety of ways to lower blood sugar. Some stimulate the ß-cells to produce more insulin.
Sources/References::
Others lower the resistance of the cells to the available circulating
American Diabetes Association
insulin while still others limit the production of glucose from the
International Diabetes Federation
liver or prevent the breakdown of sugars and complex
National Institutes of Health
carbohydrates. These can be used in single or combination
The Mayo Clinic
therapy and have proven extremely effective for blood glucose
MedicineNet
control. As the disease progresses, patients may require the
eMedicine.com
addition of insulin to gain sufficient control. New advances are constantly evolving. Insulin nasal spray,
Bill Mahaffy is a practising physician assistant in critical care and
chewing gum, mouth spray, implanted insulin pumps, islet cell
acute in-patient medicine and a former megayacht Captain. In
transplants and many other innovations are rapidly pushing the
addition, he is the Director of Maritime Programs for MedLink a
boundaries of diabetes management. The consequences of
service of MedAire, Inc.
improved diabetes care are enormous considering the magnitude
Contact: wmahaffy@medaire.com
LIVING WITH DIABETES BY RICHARD GARDINER
I
N 1990 I WAS DAY WORKING ONBOARD SY SUMURUN doing the engineering for Nick Marlick – we were at Hamble Yacht Services undergoing a winter refit. It was great to be in
the UK drinking good English beer for a change. Beer contains a lot of sugar and for myself, who normally drank gin and tonic, white wine and light beer, this was a change of diet. I started drinking lots of water and this accumulated to approximately three gallons a day and on top of this maybe a gallon of beer. I had an unquenchable thirst, and when I urinated there was no stopping. My body was flushing away the sugars, acids and poisons. Another side effect of diabetes is itchy skin and memory
190
loss. I couldn’t remember how to put things back together or
The doctor asked what I did and when I said a marine
where I had left bits and pieces. My weight loss was serious,
engineer, his response was sorry you were a marine engineer and
approximately 10 kg in a few weeks. I went to visit the doctor and
you will never hold your tickets now as they don’t allow diabetics
told him the wife had been joking about me being a diabetic and
to sail at sea. I was put on Insulin, four injections a day, and believe
how it would kill me… little did she know. Within 10 minutes he
me that first injection is hard to do, not because it hurts but this
had diagnosed the diabetes with a blood sugar of 36 when it
was the start of aprox 80,000 injections I would have to give
should be 4-7 millimoles.
myself if I lived till 85.
YACHTING MATTERS ISSUE 12
DIABETES
Now when you start insulin your pancreas goes through a
with the worst hangover you could ever have.
honeymoon and starts to work and so at the start it was easy to
If this happens a couple of times there is no problem,
control the blood sugar. I gave up drinking and didn’t really have
however every time you go hypo the awareness comes a little
to change my diet as I had never eaten lots of sugar or
later. A normal person starts to go hypo at aprox 4.5 feeling light
carbohydrates. Most yachts serve their crew very healthy food.
headed and shaky. Bit by bit my awareness dropped to 1.5 blood
I was working on Fleurtje then, the skipper was Stuart
sugar and at this level the lights are on but nobody is at home and
Janion who agreed to take me back as I didn’t need my tickets.
you cannot help yourself. This is serious and windsurfing, diving,
The crew had to know what to do in the event that I went ‘hypo’
which I still do, and many other sports are a problem. The main
and how to diagnose this. If I was talking more rubbish than
reason for this was that the doctor’s original views were to run my
normal, became aggressive or if they found me unconscious they
blood sugar with an average of 5-6, simple maths show that the
had to give me sugar.
blood level will be below 5 to get the required average which I
For six months I didn’t drink and then the doctors said that
maintained. They have now changed this opinion to an average of
providing I didn’t go back to my old consumption, he couldn’t
7-8 and changed the way they score my average, which made
believe how much yachties could drink, I would be ok. Now a little
things easier.
bit of information for you – if you drink gin, vodka, dry wine and
Recent developments are amazing and synthetic insulin,
light beer with diet mixers you will loose weight, ever seen a fat
which was originally developed by Tom Perkins who owns
alcoholic. No and this is because in these types of drink there are
Maltease Falcon, started this. There are now night time insulin’s
no calories, thus to digest the alcohol you will need sugar from
which are flat line and they don’t peak, which reduces hypos at
the blood, or turn reserves back into sugar.
night. Daytime insulin’s have been developed to follow the
One of my injections is a night time insulin and this peaks
digestive curve (Fast Acting) thus three hours after taking insulin
around 3am if taken at 23-00. So you go to bed, you have had a
there is little left in the system thus reducing hypos. Stem cell
few drinks, you take your night time Insulin adjusted for food and
developments have meant that they have actually managed to
alcohol and hope you have got it correct. As you digest the
transplant cells to the pancreas making it operate again. There are
alcohol the blood sugar drops and insulin kicks in, if you have
also implants, which are becoming available.
taken too much insulin or alcohol you eventually go Hypo. If you
The insulin pen, when invented, won the award for the best
go very low your adrenaline starts and you begin to sweat and
invention of the year from industry. The test meters are very fast
shake as the body turns fat back to sugar. You will eventually wake
and easy to use thus there is no reason for not testing your blood sugars. If you look after yourself, do regular exercise and eat a diabetic diet, which is one of the best diets you can have, and get regular check ups you can live to a ripe old age with no problems. The complications are horrendous if you abuse yourself. I wouldn’t wish this disease on anyone but with modern medication and careful planning I have learned to live a full and active life, I have had to leave my original engineering career but now run a very successful business supplying yachts throughout the world with spare parts.
>||
Contact Richard: rgardiner@globalservicesltd.co.uk
YACHTING MATTERS ISSUE 12
191
LEGAL ROUND-UP
THE LAW OF THE SEA
BY THE HILL DICKINSON YACHT TEAM
Carruthers is also concerned by the behind the scenes support being given to the proposal by the European Commission delegation to the IMO, who see the backing of the Italian motion as an important indicator of EU solidarity. The EC delegation has failed to consult any of the recreational boating interests, such as the European Boating Association (of which the Professional Yachtsmen’s Association is an active member) or the European Marine Industry Group, a serious
PROPOSED COLREGS CHANGE – A RECIPE FOR DISASTER? BY BARNABY WRIGHT
Y
oversight considering that there are over 6 million pleasure craft owners in the EU, all of whom have a vote, and many of whom are particularly influential in political and commercial circles. Edmund Whelan, Deputy Chief Executive of the Royal Yachting Association, commented that: ‘This proposal proves beyond doubt
ACHTSMEN THE WORLD over
the absolute need for all boat owners to support their national user
should be grateful that the
bodies who provide the funds and lobbying power for our
International Sailing Federation (ISAF), the world
international representatives at IMO and at Brussels. The idea that
governing body for yacht racing, also keeps a watchful eye on the
“might is right”, which is the intended consequence of this proposal,
activities of the International Maritime Organisation (IMO).
has absolutely no place in the COLREGs, never has done and never
Based in London, the IMO is the UN agency tasked with
should have. Equally wrong is the unintended consequence that a 25
overseeing global maritime legislation. The IMO works hard to ensure
ft rib on day charter will have right of way over a 100 m yacht being
fair play at sea, regulating safety, manning, environmental and other
used privately by the owner. The circumstances where a large ship
shipping matters. The ISAF has been an observer member since 1995.
needs to have right of way in restricted inshore waters, harbour
A recent proposal by the Italian government to the Maritime
approaches and narrow channels are already taken care of in the
Safety Committee’s November 2006 meeting was met with surprise
COLREGs, and where necessary by local byelaws and directions. We
by the ISAF team. The motion for discussion was ‘proposes that the
see absolutely no need for this change and we have asked all our
COLREGs are amended so as to give commercial ships the right of
colleagues in the European Boating Association to lobby their own
way on pleasure craft.’
governments to have this proposal turned down.’
The Italian proposal is particularly confusing as it would
The proposal is expected to be put on the agenda for further
require all pleasure craft to exhibit appropriate lights and shapes (to
discussion at the next session of the Maritime Safety Committee in
be defined), but would not apply to vessels on charter or training
July 2007. We will keep you posted of the outcome.
duty. Alan Green, the leader of the ISAF team at the IMO, stated that ‘the Italian proposal, if implemented, would actually increase the risk of collision by adding complication and uncertainty.’ Apart from the obvious issue of principle, Mr Green sees clear practical difficulties, particularly for sailing yachts whose day shapes will be hidden by the sails from some angles. Worse still, he says, the proposed definition could simply encourage small pleasure craft not to display the signals in order to obtain right of way status to which they would otherwise not be entitled. The task of policing the new
C
HRISTOPHER RINGDAHL, A charter
yacht
skipper,
was
successfully prosecuted under the
Forgery and Counterfeiting Act 1981 for forging his Navigation and
rules would be virtually impossible, and the cost of retraining the
Radar Certificate. Mr Ringdahl was fined and ordered to pay costs
entire shipping industry, and the recreational boating community
totalling £10,000.
worldwide, would be out of all proportion to any alleged benefit.
192
MCA GETS TOUGH ON FRAUDULENT SEAFARERS BY THOMAS FREI
In January 2002 the certification arrangement for those
Stuart Carruthers, Cruising Manager at the Royal Yachting
wishing to obtain a UK Certificate of Competency changed and
Association and a member of the ISAF team, said that the proposal
became more demanding. In order to assist the changeover,
had come as a complete surprise, with no prior consultation.
transitional arrangements were put in place. It was under these
It was not backed by any evidence of necessity, was likely to
arrangements that Mr Ringdahl attempted to obtain his Class IV
cause confusion and uncertainty, and in stating that the proposal will
Certificate of Competency, and he had to show that he complied
involve ‘no cost to the industry’ completely ignores the problems, in
with those arrangements by 31 July 2003, i.e. that any
particular the devising and fitting of new shapes and lights to be
documentation required in support was issued prior to that date. A
carried by the millions of pleasure craft worldwide.
Class IV (Yachts) with a Command Endorsement allows the holder to
YACHTING MATTERS ISSUE 12
COULD HIPPO
FENDERING HAVE PREVENTED THIS? Probably not! But, whether integral to the design of a tender or retrofitted to the bathing platform of a yacht, Hippo yacht fender systems, as supplied to Wally Yachts and many others worldwide, are: • Highly impact-absorbent • Easily customised • Non-marking • Moulded for an ultra-smooth finish • Available in a choice of colours • Extremely lightweight • Easily bonded to the hull
Good for you, good for your yacht. Contact Chris Sparrow to find out more: E-mail: chris.sparrow@fendercare.com Tel: +44 (0)1752 843333 Fax: +44 (0)1752 843339 www.fendercare.com
Hippo Marine A JAMES FISHER FENDERCARE COMPANY
1 Gilston Road, Saltash, Cornwall, PL12 6TW, United Kingdom
LEGAL ROUND-UP
command a yacht of up to 3,000 gt anywhere in the world. Mr Ringdahl failed on two previous occasions to pass the
behaviour order (ASBO) on the rider of a jetski.
necessary oral examination. After the first attempt, he was reminded
In the case of The Queen on the
that he lacked a valid Navigation and Radar Certificate, as well as
Application of Gosport Borough Council
other documentation, in support of his application. Mr Ringdahl
–v- Fareham Magistrates Court, the High
passed the oral exam in August 2004 and he was again reminded
Court considered in some detail the
that he needed to show the necessary valid documentation, which
relevant test to be applied when
included a valid Navigation and Radar Certificate.
considering the imposition of an ASBO,
Mr Ringdahl informed the MCA by fax that he had lost some
namely, it must be shown beyond reasonable doubt that the
of the required supporting documentation, and he attached a
individual in question acted in a manner which has caused, or was
Navigation and Radar Certificate bearing an issue date of 14 January
likely to cause, harassment, alarm or distress.
2003. However, further investigations revealed that the date of issue
The case concerned the actions of an individual described
had been altered and that the correct date was in fact 14 January
by the Judge as a man of good character, with a job in the defence
2000. The Certificate was therefore out of date.
industry and, as it happened, the owner of a jetski. The individual in
Chief Examiner and Head of Seafarers Standards at the MCA,
question had been involved in 3 incidents in Stokes Bay, Gosport
Captain Roger Towner, stated ‘persons holding certificates obtained
when he was reprimanded by the police for acting ‘irresponsibly
fraudulently are a danger to themselves, their fellow crew members and
and immaturely’ by riding his jetski at an excessive speed, showing
passengers… the MCA takes such conduct very seriously and will not
off by circling buoys in the harbour, riding the wake of a ferry and
hesitate to bring similar cases to the attention of the courts in the future.’
ignoring requests from the harbourmaster’s patrol craft to behave
And with these words no doubt ringing loudly in his ears,
in a more responsible manner.
another culprit, Mr Uvindra Guruge, found himself on the wrong side
Gosport Borough Council applied for an ASBO, however, the
of the law late last year when he was sentenced to 200 hours
application was rejected by Fareham Magistrates. Gosport Borough
community service for forgery offences.
Council then applied to the High Court for judicial review.
In March 2006, Mr Guruge had applied to the MCA to sit an
The High Court upheld the Magistrates’ decision given that
oral exam leading to a Masters (Unlimited) Certificate of Competency.
there wasn’t anyone present in the area in question who could
He supported his application by submitting his Discharge Book,
have been harassed, alarmed or distressed by the jetskier’s
Certificates of Service and Watch Keeping Certificates.
behaviour. The requisite test had not been satisfied. In the absence
Routine checks by the MCA revealed that Mr Guruge had not
of any potential victims an ASBO would have been inappropriate.
been on two of the vessels for the sea time claimed. Mr Guruge
However, the High Court stated that had at least one swimmer
admitted manufacturing four of the documents and making two
been in the water close to where the jetskier was riding his jetski
false entries in his Discharge Book. Upon his sentencing, Captain
an ASBO would almost certainly have been imposed.
Towner stated that ‘this was a well thought out and planned attempt
A final word of warning! The High Court Judge concluded
to circumvent the certification requirements. If successful it would
that others who behave in a similar, inappropriate manner, in the
have resulted in an inadequately trained person having the capability
future ‘may well find themselves on the receiving end of
to command any Merchant ship.’ Captain Towner reiterated the
applications in the criminal court for ASBOs, or in the civil court for
MCA’s view that any attempt to defraud the certification system is
injunctions.’
a serious matter and that the MCA will act quickly in bringing such cases to the attention of the courts.
The actions of Gosport Borough Council are representative of a much tougher stance being adopted to jetskis throughout
Given the huge rise in the number of very large yachts sailing
Europe. Jetski users would be well advised to behave responsibly
the seas or currently under construction, it is vital that those owning,
and to comply with any local laws, as their behaviour is currently
managing and insuring such yachts ensure that those in charge are
under the spotlight.
sufficiently experienced and appropriately qualified. Any failure to do so could be costly to all concerned.
For further information please contact: barnaby.wright@hilldickinson.com
ASBOS FOR JETSKIERS? BY PAWEL WYSOCKI
T 194
pawel.wysocki@hilldickinson.com thomas.frei@hilldickinson.com
HE HIGH COURT HAS RECENTLY DEALT WITH AN application for judicial review following a decision by
Tel: +44 (0) 207 695 1000
Fareham Magistrates not to impose an anti-social
www.hilldickinson.com/yacht
YACHTING MATTERS ISSUE 12
THE YACHTSMANS DIRECTORY LINKING TO YACHTSMEN AROUND THE WORLD
INFORMATION – NOT CLUTTER PHOTOGRAPH: COLIN SQUIRE
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COMPANY NAME Naugala Yacht And Bunker Agency Nautichef
PAGE NUMBER 108 63
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Sardinia Yacht Services
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Seal Superyachts
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Fränkentek – i-Form
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Sea-Tel
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Small & Co
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5 183
77 169 97
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Inside Front Cover
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Luise
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Yacht Fuel Services
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DIRECTORY
JOIN AT: WWW.THEYACHTSMANSDIRECTORY.COM AGENTS LUISE ASSOCIATES 13 via F Caracciolo 80122 Naples ITALY Tel: + 39 081 761 1633 Fax: + 39 081 2479140 Email: luise@luise.it Web: www.luise.it Francesco Luise - Director Established in 1847, J Luise and Sons Ltd. are renowned amongst the yachting community, and along the coast of Italy, for their quality of service to the marine industry. We supply fuel and docking in Naples and the surrounding islands. S & D YACHTS LTD. Seabreeze Guiseppe Cali Street Ta’Xbiex MSD 14 MALTA Tel: +356 21331515 Fax: +356 21332259 Email: info@sdyachts.com Web: www.sdyachts.com Peter Fiorini Lowell - Director S & D Yachts was established in mid 1976 to cater for visiting yachtsmen to Malta. We offer berth arrangement, customs clearance in/outwards, Duty Free fuel & provisions. We are marketing agents for Manoel Island Yacht Yard. RAPID TRANSIT SERVICES S.L. Paseo Maritimo 44 Ed. Torremar 07015 Palma de Mallorca SPAIN Tel: +34 971 401210 Fax: +34 971 404511 Email: rts@rapidtrans.com Web: www.rapidtrans.com Bruno Norris - Freight & Customs Yachtshipping, freight forwarding, customs broking, courier, stock carrying chart agents, from elephants to envelopes, we’ll move it. This and more from Rapid Transit Service SL. Established to service the yachting industry since 1989. DELIVER IT INC. & YACHT SERVICES V.I. 129-131 Sub Base PO Box 304065 St Thomas 00803-4065 US VIRGIN ISLANDS Tel: +1 340 776 8660 Fax: +1 340 776 3027 Email: info@VIYachtservices.com Web: www.VIYachtServices.com Steve Vashturo - Manager The staff at Yacht Services V.I. are dedicated to assisting you with all services necessary for a comfortable stay and easy connections throughout the Caribbean. No detail is too small. Our fully computerised facility is located in St Thomas. TAHITI OCEAN Marina Taina - PK 9 West PO Box 4570 Papeete 98713, Tahiti FRENCH POLYNESIA Tel: +689 428031 Fax: +689 423997 Email: yacht@mail.pf Web: www.tahiti-ocean.com Etienne Boutin - Partner
reputation for quality of service, dependability and integrity. Now offering travel services through the newly registered tour operator ‘PACIFIC AVENUES.’ ALL SERVICES S.R.L Via Del Castillo, 17 Portosole San Remo 18038 ITALY Tel: +39 0184 533533 Fax: +39 0184 531035 Email: vivien@allservices.net Web: www.allservices.net Vivien Goldsmith - Yacht Services In 2005, All Services, based in San Remo celebrated 25 years of top quality assistance to yachts cruising the Mediterranean. Whatever your needs, may it be in ports along the Cote D’Azur or the entire Italian coast, all Services are available. KIRTON & CO LTD. 18/19 Europa Centre Floriana VLT 15 MALTA Tel: +356 21234360 Fax: +356 21223413 Email: operations@kirton.com.mt Web: www.kirton.com.mt Nicholas Grech - Director Kirton & Co Ltd. is a family owned business founded in 1884. The company has developed to become the leading ship and superyacht agents in Malta. We are proud to represent the US Navy. The company has an excellent reputation for its integrity. JLT YACHT AGENCY S. Marta Punto Franco Fabbricato 17 Venice 30123 ITALY Tel: +39 041 2712660 Fax: +39 041 2712530 Email: venice@jlt.it Web: www.jlt.it Edward Pegan - General Manager JLT are a leading Agency for yachts visiting Venice and with our sister company A1 JLT also cover Croatia, Montenegro and Turkey. JLT is able to offer berthing options to yachts of any size in the Lagoon, directly in the centre of town. KRONOS YACHT AGENCY & BROKERS 14 - 16 Neorion Sq. Mandraki Marina GR 851 00 Rhodes GREECE Tel: +30 22410 78407 Fax: +30 22410 30677 Email: kronos@rho.forthnet.gr Web: www.kronosyacht.gr Sakis Petrou - Managing Director Based in Mandraki Marina, Rhodes, we provide all agency services to visiting yachts in Rhodes and throughout Greece. We are the Jet Oil representatives for Rhodes harbour so you can order your fuel directly (no middle-man commissions).
Tahiti Ocean is the only yacht agency specialising in the service of luxury yachts in French Polynesia. We have catered for over 300 yachts over 30 m+ since 1994 and have gained a worldwide
YACHTING MATTERS ISSUE 12
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DIRECTORY
JOIN AT: WWW.THEYACHTSMANSDIRECTORY.COM LIVETT’S LAUNCHES LTD. On-board HMS Belfast Morgan’s Lane London SE1 2JH UK Tel: +44 20 7378 1211 Fax: +44 20 7378 1359 Email: info@livetts.co.uk Web: www.livettslaunches.co.uk Chris Livett - Managing Director / Owner Livett’s Launches provides Superyacht and ship agency to owners wishing to bring their craft to London. We can provide consultancy services from suggesting a range of suitable mooring options right through to the full management and co-ordination of your entire visit. We have many years of experience hosting some of the world’s most elegant craft. WORLD YACHTING Iskele Cad. Göcek Fethiye Mugla 48310 TURKEY Tel: +90 252 645 24 74 / 645 14 69 Fax: +90 252 645 24 87 Email: gursel@antnet.net.tr Web: www.worldyachting.net Julide Gursel - Director Services World Yachting is a dynamic and experienced yachting and tourism company. Our efficient and prompt services ensure you maintain your schedules in Istanbul, Kusadasi, Bodrum, Marmaris, Antalya, Göcek and other ports. Wherever you are in Turkey, World Yachting is ready to serve your every need 24 hours a day. World Yachting, a name you can trust.
ASSOCIATIONS/CLUBS PROFESSIONAL YACHTSMEN’S ASSOCIATION B.P. 41 06601 Antibes Cedex FRANCE Tel: +33 (0)493 34 91 16 Fax: +33 (0)493 34 21 83 Email: info@pya.org Web: www.pya.org Bridget Featherby - Office Manager The PYA was founded in 1991 to create a recognised professional status for seagoing members of the yacht industry. Today the Association has close ties with the organisations that monitor various qualifications now required by professionals within the industry. The association will also assist personnel beginning a yachting career with constructive and useful advice.
AUDIO VISUAL EQUIPMENT ICONCONNECT 9 Focal Point Lacerta Court Letchworth Garden City Hertfordshire SG6 1FJ UK Tel: +44 8702 330044 Fax: +44 8702 330055 Email: paulr@iconconnect.com Web: www.iconconnect.com Paul Rose - Director IconconnecT is a world leader in the design & installation of Smart Entertainment & Control Systems. Custom designed projects incorporating the very latest in cinema systems, multiroom audio video, touch panel controls and film and music media/libraries etc. Offices also in Antibes and Barcelona. There are demonstration facilities at all locations.
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MOBIUS DESIGN GROUP INC 706 SW 4th Ave Fort Lauderdale Florida 33315 USA Tel: +19545220669 Fax: +19545220646 Email: vicki@mobiusdesigngroup.com Web: www.mobiusdesigngroup.com Vicki Shand-Horn - Vice President Mobius Design Group is a perfect niche business, filling a very particular need; expertly designed and meticulously engineered entertainment systems for the most discriminating marine and residential clients. It’s as simple as that! And while Bob Horn is eager to demonstrate his world-class operation, he’s also quite discerning when it comes to doing business. High standards and high expectations must be met.
BOAT SHOWS FAIR PROMOTION B.V. Hoofdstraat 82 3972 LB Driebergen NETHERLANDS Tel: +31 343 524 765 Fax: +31 343 524 766 Email: info@fairpromotion.com Web: www.fairpromotion.com Farouk Nefzi - Sales Director FairPromotion specialises in the organisation of exhibition stands for all international companies active in the Superyacht industry. At the international boat shows we co-ordinate the stand location, layout and construction, hostess, catering, transport and all related paperwork. At Monaco, Ft Lauderdale, Dubai, Moscow, Singapore, Shanghai and Nice. IIR MEDITERRANÉE (MONACO YACHT SHOW) La Panorama-Bloc A/B 57 Rue Grimaldi Monte Carlo 98000 MONACO Tel: +377 93 10 41 70 Fax: +377 93 10 41 71 Email: info@monacoyachtshow.mc Web: www.monacoyachtshow.com Luc Pettavino - Event Director The Monaco Yacht Show is the only international yacht show devoted exclusively to luxury yachting. It hosts the biggest inwater display in Europe of super and mega yachts. A veritable super yacht show encompassing the entire range of professions involved in luxury yachting. 17th Monaco Yacht Show - September 19th-22nd 2007. Port Hercules, Principality of Monaco
DIRECTORY
JOIN AT: WWW.THEYACHTSMANSDIRECTORY.COM BROKERS CAVENDISH WHITE LTD. Connaught House Portsmouth Road Send Surrey GU23 7JY UK Tel: +44 (0)20 7381 7600 Fax: +44 (0)20 7381 7601 Email: mike@cavendishwhite.com Web: www.cavendishwhite.com Michael White - Director Formed by Mark Cavendish and Michael White during the 1980’s the company has grown to incorporate offices in all of the main yachting areas world-wide. Offering a comprehensive yacht charter, sales and management service. ARCHIBALD H. REID & CO LTD. Ardnavaha House Ballinascarthy Clonakilty West Cork IRELAND Tel: +353 23 39499 Fax: + 353 23 39498 Email: reidyachts@eircom.net Web: www.archibaldreid.com Ian Kirkwood - Managing Director Founded in 1904, Archibald H. Reid today continues the tradition of discreet professional service and advice to our clients. The company will source the most suitable yacht for either purchase or charter, will manage the yacht, assist with crew, insurance, organise and oversee refits and sell the yacht when required. The company is currently refitting 4 yachts. HORIZON YACHT CHARTERS P.O. Box 171 Grand Anse True Blue Bay St. Georges GRENADA Tel: +1 (473) 439 1000 Fax: +1 (473) 439 1001 Email: horizonyachts@spiceisle.com Web: www.horizonyachtcharters.com Jacqui and James Pascall - Managing Directors Horizon Yacht Charters is based at True Blue Bay Resort & Marina on the south coast of Granada for cruising in the Grenadines. We offer a good selection of bareboats and luxury crewed yachts. Our small owner operated company is able to offer clients excellent personal service and attention. NICHOLSON YACHTS OF NEWPORT 2 Coddington Wharf Newport RI 02840 USA Tel: +1 (401) 849 0344 Fax: +1 (401) 849 9018 Email: newport@nicholsonyachts.com Web: www.nicholsonyachts.com Karen T Kelly - Owner/Charter Manager
NAVIGATORS INTERNATIONAL Sant. Bartomeu 12 Palma de Mallorca Balearics 70001 SPAIN Tel: + 34 971 228 573 Fax: +34 971 229 142 Email: info@navigators-international.com www.navigators-international.com Christoph J. Hagmann - General Manager Navigators are specialists in worldwide SuperYacht charters, with crew. We have for many years served our client base well, advising them on the best charter yachts available worldwide and advising as independent consultants.
BUILDERS DEVONPORT YACHTS Devonport Royal Dockyard Plymouth Devon PL1 4SG UK Tel: +44 1752 323311 Fax: +44 1752 323247 Email: yachts@devonport.co.uk Dean Smith - Yacht Business Development Manager Devonport Yachts are one of Europe’s largest and most technically advanced yacht-building yards. Our first class engineering standards are based on our nuclear engineering work. We also maintain the highest levels of confidentiality and security. FEADSHIP HOLLAND BV PO Box 5238 2000 GE Haarlem NETHERLANDS Tel: +31 23 524 7000 Fax: +31 23 524 8639 Email: info@feadship.nl Web: www.feadship.nl Hein Velema - Feadship Holland Feadship is the market leader in custom-built motor yachts of 110’ and up. The shipyards of de Vries and Royal van Lent formed Feadship in 1949 together with architect De Voogt Navel Architects. With over 200 yachts the Feadship fleet is the quality bench mark of the superyacht industry. BLOEMSMA & VAN BREEMEN Stranwei 30 8754HA Makkum NETHERLANDS Tel: +31 515 231785 Fax: +31 515 231844 Email: werf@bloemsma-vanbreemen.nl Web:www.bloemsma-vanbreemen.nl Nico van Breemen - Director Building facilities for yachts up to 205 ft. Delivered in 2005 the 158 ft Reymond Langton Design Flying Eagle. Currently building a 134 ft Dubois sailing yacht plus a 70 ft Ginton motor yacht and set to launch a 90 ft De Vries Lentsch classic motor yacht.
Nicholson Yachts offers clearinghouse services for luxury crewed sail and power yachts chartering in the Caribbean and Worldwide. Nicholson maintains a worldwide reputation for the highest standard of charter yachts with highly professional crews.
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JOIN AT: WWW.THEYACHTSMANSDIRECTORY.COM CARPETS
CONTROL SYSTEMS
TAI PING CARPETS EUROPE S.A. 60 rue Saint-André des Arts 75006 Paris FRANCE Tel: +33 1534 59065 Fax: +33 14020 9071 Email: xavierbonnamy@taipingcarpets.com Web: www.taipingcarpets.com Xavier Bonnamy - Sales Manager
SERVOWATCH SYSTEMS LTD. The Woodrope Building Woodrolfe Road Tollesbury Maldon Essex CM9 8SE UK Tel: +44 (0)1621 862145 Fax: +44 (0)1621 862146 Email: sales@servowatch.com Web: www.servowatch.com Martyn Dickinson - Sales Manager
Tai Ping Carpets is the world's leading manufacturer of luxury custom carpets and has developed a special Yacht Division. Latest completions : Limitless, Princess Mariana, Jo, Alibi, O'Mega, Ilona, Wedge Too, New Sunrise (ex-Numptia), Alfa Four, Petara, Atmosphere, Dream, Pestifer, Ambrosia, Stargate, April Fool, Northern Light, Cameleon B.
CHARTS AND BOOKS RIVIERA-CHARTS Galerie du Port 26-30 rue Lacan Antibes 06600 FRANCE Tel: +33 (0)493 344 566 Fax: +33 (0)493 344 336 Email: admiralty@riviera.fr Web: www.riviera-charts.com Simon Jackson - Proprietor A Full Admiralty Chart Agent & Agent Agrée du SHOM, offering Folio Management Services, & products focussed on the needs of commercial & private yachts. Our stock is centred round charts (electronic and paper), publications (principally in English & French), and flags (Ensigns & courtesy), with navigational instruments for chartwork & correction.
CLOTHING DOLPHIN WEAR 12 Blvd D’Aguillon, 06600 Antibes FRANCE Tel: +33 (0)493 340308 Fax: +33 (0)493 342034 Email: info@dolphinwear.com Web: www.dolphinwear.com Sheryl Elsner - Managing Director Dolphin Wear specialise in the supply of quality marine uniforms to the most prestigious yachts in the world. Our reputation is outstanding in the service and quality expected. Our product range includes Sportif, Outerbanks, Hanes, Slam, Chatham, Dubarry, Sebago and Musto and much more. SMALLWOOD’S 1001 S.E. 17th St. Fort Lauderdale Florida 33316 USA Tel: +1 954 5232282 Fax: +1 954 5234312 Email: jimmy@smallwoods.com Web: www.smallwoods.com Jimmy Floyd - Sales Smallwood’s features a complete line of uniforms that we offer to the yachting industry. We are proud of the reputation we have based on quality and service. When Smallwood’s does the outfitting the look is professional and distinctive.
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Since 1975 Servowatch products have been at the cutting edge of control and monitoring functions, both marine and land based. Providing dedicated and programmable control, alarm and monitoring systems.
CREW AGENTS FRED DOVASTON CREW Miguel De Cervantes 23 Nr. Porto Portals Costa D’en Blanes 07181 Mallorca SPAIN Tel: +34 971 677375 Fax: +34 971 678009 Email: fred@dovaston.com Web: www.yachtjob.com Fred Dovaston - Director & Placement Consultant Fred Dovaston Crew is renowned for placing quality crew on quality yachts. We have three departments. Deck Department: for Captains, Mates, Bosuns and Deckhands. Engineering Department: for engineers, electrical engineers and ETO’s. Interior Department: for chefs and all interior staff. CREW UNLIMITED 2067 South Federal Hwy. Ft. Lauderdale Florida 33316 USA Tel: +1 954 462 4624 Fax: +1 954 523 6712 Email: info@crewunlimited.com Web: www.crewunlimited.com Ami G. Williams - Managing Director Professional placement agency for the luxury yacht industry, providing Captains, Mates, Engineers, Chefs, Stewardesses and Deckhands for Power and Sail, Private and Charter yachts, since 1983. SAF RECRUITMENT Antibes 06600 FRANCE Tel: +33(0)493 657 524 Mobile: +33(0)682 531 582 Email: sally@sallyfinbow.com Web: www.sallyfinbow.com Sally Finbow - Consultant The personal personnel service. Based in Antibes with a world wide client base, my aim is to create and maintain a reputation for a top quality professional and personal service to clients and crew alike. SAF Recruitment is an independent and dedicated Crew Agency with no exclusivity agreements nor direct affiliations to any other organisation.
DIRECTORY
DESIGNERS
JOIN AT: WWW.THEYACHTSMANSDIRECTORY.COM ELECTRONICS
TIM HEYWOOD YACHT DESIGNS 1e Olivers Wharf 64 Wapping High Street London E1W 9PJ UK Tel: +44 (0)20 7481 8958 Fax: +44 (0)20 7481 4133 Email: tim@timheywooddesigns.co.uk Tim Heywood - Managing Director Specialising exclusively, and for many years, in the design and construction of the world’s largest Superyachts, Tim Heywood Yacht Designs can take your dreams and convert them into reality.
ELECTRICAL SERVICES ATLAS MARINE SYSTEMS 5101 NW 21st Avenue Suite 520 Ft. Lauderdale, FL 33309 USA Tel: +1 954 735 6767 Fax: +1 954 735 7676 Email: info@atlasmarinesystems.com www.atlasmarinesystems.com Mike Prado - Director of Marine Products Atlas is the world leader in marine power conversion equipment and offers the widest selection of ShorPOWER® frequency converters available in the industry. Atlas also offers manual or fully-automated TecPower™ AC & DC switchboards and power management systems, as well as comprehensive load analysis and electrical engineering design services. ASEA POWER SYSTEMS 15602 Commerce Lane Huntington Beach California 92649 USA Tel: +1 714-896-9695 Fax: +1 714-896-9679 Email: rengle@aseapower.com Web: www.aseapower.com Russ Engle - Executive Vice President ASEA Power Systems is the leading manufacturer of compact and lightweight shore power conversion equipment for the yachting industry. ASEA Power offers a variety of products, which include shore power converters, line voltage regulators, isolation transformers, generator and shore management modules. Custom engineering services are available. MASTERVOLT Snijdersbergweg 93 Amsterdam 1105 AN NETHERLANDS Tel: +31 20 3422100 Fax: +31 20 6971006 Email: info@mastervolt.com www.mastervolt.com Peter Kiers - Technical Sales Manager
BEST SERVICE (EUROPE) LTD Louis Pearlman Centre Goulton Street Hull East Yorkshire HU3 4DL UK Tel: +44 (0) 1482 324747 Fax: +44 (0) 1482 813276 Email: info@best-service.co.uk www.best-service.co.uk Director - Frank Butterfield Our company specialises in Satellite TV, Internet and Distribution Systems at Sea, offering a complete supply installation service and support package on a range of products. We offer an extremely professional, high quality service to the Super Yacht industry, Cruise Liners, Ferries, Oil Tankers, FSO Vessels and Supply Vessels anywhere in Europe.
FENDERS AND MARINA EQUIPMENT FENDERHOOKS.COM 409 24th Street West Palm Beach Palm Beach Florida 33407 USA Tel: +1 561 832 5400 Fax: +1 561 832 6577 Email: docksidecanvas@earthlink.net Web: www.fenderhooks.com Fred Volkwein - Designer Custom designed and fabricated Fender Hooks out of stainless steel, leather, and sheepskin. Stainless steel jam cleats, grommets, and lined fairleads. Vessel’s name embossed on FenderHook, Sheepskin chafe guards. Recover, recondition and upgrading of worn, damaged, or abused fender hooks.
FINANCIAL ICM FINANCIAL SERVICES LIMITED Prospect Chambers Prospect Hill Douglas Isle of Man IM1 1ET UK Tel: +44 1624682426 Fax: +44 1624682403 Email: ti@icml.co.im Web: www.iclml.co.im Trevor Illingworth - General Manager ICM Financial Services Limited offers financial advice and products to people involved in the Super Yacht Industry. From bank accounts to mortgages, insurance to investments, we can help you to achieve and protect your financial goals. We are licensed to conduct Investment Business by the Isle of Man Financial Supervision Commission.
Mastervolt is an international manufacturer of energy systems providing excellent quality to among others the marine markets (professional and leisure). Mastervolt offers excellent quality integrated, tailor made solutions for reliable AC and/or DC power requirements.
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JOIN AT: WWW.THEYACHTSMANSDIRECTORY.COM TRAFFORD INVESTMENTS LTD Equity House 49 Butt Lane Hinckley Leicestershire LE10 1LB UK Tel: +44 1455614586 Fax: +44 1455611227 Email: traffordi@aol.com Web: www.traffordinvestments.co.uk Paul Hemingway - Managing Director We are an international company specialising in helping those in the yacht industry to open offshore accounts and establish investment, savings and pension plans to build up capital for when they retire. We also help arrange mortgages for either investing in property to let out or live in.
FUEL MAREN LTD. 13 Market Place Henley On Thames Oxon RG9 2AA UK Tel: +44 (0) 1491 413626 Fax: +44 (0) 1491 414172 Email: enquiries@marenlimited.com Web: www.marenlimited.com Barry Newton - Managing Director Maren Limited arranges the supply of fuel and lubricants to superyachts worldwide and to marinas in the UK. Being part of an international group of companies ensures that we have the resources to offer a truly valuable service. FEMOBUNKER S.r.L. Calata Molo Vecchio Mod. 3 16128 Genoa ITALY Tel: +39 010 270 1415 Fax: +39 010 270 1416 Email: femobunker@mmv.it Web: www.femobunker.com Ugo Pastorino - Trading Manager Femobunker is born to deliver you high quality fuel and lubricants on a worldwide basis at the most competitive prices.
GLASS AND TANK MONITORING TILSE INDUSTRIE-UND SCHIFFSTECHNIK Gmbh Sottorfallee 12 22529 Hamburg GERMANY Tel: +49 (0)40561014 Fax: +49 (0)40563417 Email: tilse@tilse.com Web: www.tilse.com Hans-Joachim Tilse - Managing Director TILSE Industrie specialises in the production and supply of marine glass. We supply glass to the Superyacht Industry worldwide, with our products being fitted to both power and sail vessels. Amongst our many specialities is the production of curved glass helping to complement the graceful lines of today’s modern yachts.
HYDRAULICS SEAWAY POWELL (IMH) LTD 24J-K Wincombe Business Park Shaftesbury Dorset SP7 9QJ UK Tel: +44 1747 858585 Fax: +44 1747 858305 Email: seawaypowell@btinternet.com Web: www.seawaypowell.com Peter Powell - Hydraulic Engineer, Designer & Consultant Seaway Powell specialises in super yacht hydraulic system engineering, trouble shooting hydraulic systems, design & supply of custom hydraulic winches, capstans, captive winches, tensioning rams, mainsheet travellers. Carrying out full service on all Seaway winches and rams in our new fully equipped work shop.
INSURANCE MARSH PRIVATE CLIENT SERVICES LTD. Yacht Division 3rd Floor Capital House 1 Houndwell Place Southampton SO14 1HU UK Tel: +44 (0)2380 318361 Fax: +44 (0)2380 318391 Email: steven.j.laurie@marsh.com Steve Laurie - Assistant Vice President Since our formation in 1971 we have arranged insurance cover for many of the world’s finest yachts. Yacht owners choose us for our expertise in designing a competitive and comprehensive insurance programme based on detailed analysis of their needs and requirements. We work closely with many of the top companies in luxury yachting and Marsh globally. STURGE INTERNATIONAL SERVICES Residence des Fleurs 15 Rue Sadi Carnot 06600 Antibes FRANCE Tel: +33 (0)4 93 95 22 95 Fax: +33 (0)4 93 95 22 00 Email: sturgeyot@aol.com Web: www.sturgeyachts.com Nick Sturge, Burr Taylor - Partners Sturge International Services have been insuring the finest yachts in the world for over 20 years. With our unparalleled depth of experience we provide owners, captains and manager’s peace of mind with insurance on highly competitive terms. ADMIRAL MARINE LTD. 4 Barnack Centre Blakey Road Salisbury SP1 2LP UK Tel: +44 (0)1722 416106 Fax: +44 (0)1722 324455 Email: quotes@admiralyacht.com Web: www.admiralyacht.com Robert Holbrook - Managing Director Specialist Insurer of Yachts and Motor Vessels valued from Eur 75,000 up to Eur 5,000,000 operating largely in UK, Northern European and Mediterranean Waters. Charter Yachts are an important part of the business.
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JOIN AT: WWW.THEYACHTSMANSDIRECTORY.COM LIGHTING
PANTAENIUS YACHT INSURANCE 34, Quai Jean-Charles Rey Monaco MC98000 MONACO Tel: +377 97 98 43 43 Fax: +377 97 98 43 40 Email: info@monaco.pantaenius.com Web: www.pantaenius.com Michael Kurtz - Managing Director
Specialising in yacht insurance Pantaenius is a recognised brand name throughout the world, with subsidiaries in eight strategically placed locations able to offer support in ten different languages. Around 50,000 owners place their confidence in Pantaenius by insuring their yachts with us, including super yachts valued in excess of Euro 100 m.
INTERIORS DANVER SARL L'Etang Viglain 45600 FRANCE Tel: +33(0)2 38 37 24 11 Fax: +33(0)2 38 37 29 06 Email: serge@brange.info Web: www.dourthe.com Serge Brange - Corporate Manager DANVER SARL is an agency for the supply of luxury furniture, glass, tableware and linen with personal delivery for yachts, private jets, designers & residential customers. DANVER SARL is the sole agent for supplying wines from the exclusive Dourthe Vinyard in Bordeaux. Serge Brange has worked for over 30 years supplying the best interior requirements to his discerning clientele.
INTERNET NORFOLKBROADS.COM 69 Blofield Corner Road Blofield Norwich Norfolk NR13 4DG UK Tel: +44 (0)1603 714828 Fax: +44 (0)1603 716438 Email: webmaster@norfolkbroads.com Web: www.norfolkbroads.com Jimmy Clabburn - Director Our vast knowledge of the yachting and marine industries makes the choice of our Internet Services a must for any yacht or marine company wishing to develop a WWW presence. Our costs and service are second to none.
LEGAL SERVICES HILL DICKINSON Irongate House Duke's Place London EC3A 7HX UK Tel: +44 (0) 20 7283 9033 Fax: + 44 (0) 20 7283 1144 Email: tony.allen@hilldickinson.com Web: www.hilldickinson.com/yacht Tony Allen - Partner Hill Dickinsonâ&#x20AC;&#x2122;s yacht team are market leaders in the provision of legal services to the superyacht industry. In addition to its yachting capability, the firm's expertise in all other areas of marine law is also acknowledged.
SAVAGE MARINE LTD 8a Jacknell Road Dodwells Bridge Industrial Estate Hinckley Leicestershire LE10 3BS UK Tel: +44 1455 614545 Fax: +44 1455 251590 Email: sales@savagelighting.co.uk Web: www.savagelighting.com Julie Clark - Sales & Marketing Manager Manufacturers and designers of marine light fittings: high quality interior and exterior range of lights including LEDs, fibre optic lit nameboards and custom made fittings. Every Interior and Exterior of a Savage Illuminated Yacht is complimented by careful design, meticulous attention to detail and backed by savageâ&#x20AC;&#x2122;s reputable service.
MANAGEMENT SERVICES WILSON YACHT MANAGEMENT LTD. 18a Hull Road Hessle East Yorkshire HU16 0AH UK Tel: +44 (0)1482 648322 Fax: +44 (0)8701 358555 Email: allan@wilsonyachtmanagement.com Web: www.wilsonyachtmanagment.com Allan Wilson MNI - Director Quality yacht management for professionals by professionals. We offer a complete range of management packages; from total to partial yacht management. SIMCOCKS YACHT MANAGEMENT LIMITED First Floor, 28 Victoria Street Douglas Isle of Man IM1 2LE UK Tel: +44 1624 670583 Fax: +44 1624 670585 Email: pslavin@simcocksyachts.com Web: www.simcocks.com Patricia Slavin - Managing Director Simcocks Yachts provide a bespoke yacht management service. Our clients are unique individuals each with different needs, we work with them to provide a management service designed to meet their individual requirements and make their yachting experience pure pleasure. We offer a full management service, specialising in financial management, transparency and VAT planning. HANSEATIC YACHT CARE PO Box 1201 Welver 59512 GERMANY Tel: +492384911127 Fax: +492384911129 Mobile: +491711457121 Email: info@crewagency.de Web: www.crewagency.de Alex Bahn - Managing Director The leading Crew Agency in Germany offering Yacht Management Service Solutions through Hanseatic Shipping Company Ltd. Cyprus. Our Yacht Care Program provides modern Yacht Management Solution Worldwide in modules and can be provided either on a full concept or stand alone basis. All Services can be tailor made to your individual requirements.
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JOIN AT: WWW.THEYACHTSMANSDIRECTORY.COM MARINAS MARINA PORT VELL S.A. Calle Escar No 26 08039 Barcelona SPAIN Tel: +34 93 4842300 Fax: +34 93 4842333 Email: info@marinaportvell.com Web: www.marinaportvell.com Maria Gil de Biedma - Commercial Department Built in 1992 for the Olympics, Port Vell marina now has 410 berths for vessels up to 160 m in length. Located in the heart of the city, and only a very short walk to it’s many attractions, makes us a must to visit when cruising the Mediterranean. MARINA MOLO VECCHIO Calata Molo Vecchio Modulo 3 Genoa 16128 ITALY Tel: +39 010 27011 Fax: +39 010 2701200 Email: mmv@mmv.it Web: www.mmv.it Max & Fabio Pesto - Managing Directors Marina Molo Vecchio is situated in the heart of historical Genoa and is within a few minutes of an international airport. Our berths take yachts from 6-150 m. ANTIGUA YACHT CLUB MARINA Falmouth Harbour ANTIGUA Tel: +1 (268) 460 1544 Fax: +1 (268) 460 1444 Email: aycmarina@candw.ag Web: www.aycmarina.com Carlo Falcone - Managing Director Situated in Falmouth Harbour the marina is a complete facility ideally located for all services in the English and Falmouth harbour area. We can accommodate vessels up to a maximum of 55 m alongside or stern to. PANTALAN DEL MEDITERRANEO Paseo Maritimo P.O. Box 1818-07080 Palma de Mallorca 07014 SPAIN Tel: +34 971 458211 Fax: +34 971 220536 Email: info@pantalanmediterraneo.com Web: www.pantalanmediterraneo.com Oscar Siches - Manager 60 moorings from 20 m to 75 m. Good availability for 18 m to 27 m at all times. Short and long term. Situated at the heart of Palma de Mallorca, our berths offer all of the facilities expected of a modern marina.
MARINE SCHOOLS HOYLAKE SAILING SCHOOL Marine House 86a Market Street Hoylake Wirral CH47 3BD UK Tel: +44 (0)151 632 4000 Fax: +44 (0)151 632 4776 Email: captain@hss.ac.uk Web: www.sailorsworld.co.uk John Percival - Managing Director UK & S. France - All Shorebased RYA/MCA training courses to Yachtmaster Ocean, MCA modules and STCW 95 courses, Oral
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preparation for OOW, Master & Engineer Oral Exams, Ship handling on Britain’s only 360 degree simulator, ISM related matters, Specialist supplier of Hydrographic Office and Publishers charts.
MARINE SURVEYORS WARD & MCKENZIE (YACHT CONSULTANTS) LTD 1, St Johns Street Woodbridge Suffolk IP12 1EB UK Tel: +44 (0)1394 383222 Fax: +44 (0)1394 383226 Email: info@ward-mckenzie.co.uk Web: www.ward-mckenzie.co.uk Sir Ian Collett - Managing Director International Yacht Surveyors and Legal Consultants. Survey offices throughout the UK, Russia and Europe, the Med (extending Portugal to Turkey), Canaries, BVI, Trinidad and S Africa. MCA accredited to 24 m. LY2 pre coding inspections. Bank valuations. Project Management on new builds and refits. In house legal advice in respect of all purchases, new build/refit contracts, VAT, Leasing, yacht registration, offshore incorporation and dispute resolution. CAPTAIN DESMOND HOWELL 3C Edificio Sauce Carrer del Barranc 7 Cas Catala Mallorca 07181 SPAIN Tel: +34 971708652 Email: des.howell@wdhconsulting.eu Web: www.wdhconsulting.eu Des Howell - Managing Director Captain Howell is an ex-Red Ensign Chief Surveyor now based in Mallorca and providing flag state survey and ISM and ISPS audit services for several Red Ensign flags. He is available to provide expert survey, consultancy and audit services to the large yacht industry.
MEDIA YACHTFILE P.O. Box 7 Bungay Suffolk, NR35 2QD UK Tel: +44 (0)1986 894333 Fax: +44 (0)1986 892400 Email: colinsquire@yachtingmatters.com Web: www.yachtfile.com Colin Squire - Managing Director YachtFile is an established media service that distributes company information, brochures etc. to over 3000 large yachts and professional Captains annually. YachtFile has been established for over 12 years allowing companies to keep in contact with a continuously moving marketplace. Many of the yacht industry’s best businesses use our services.
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JOIN AT: WWW.THEYACHTSMANSDIRECTORY.COM PAINT: SUPPLIERS & APPLICATORS
COASTAL STORIES P.O. Box 335 5081 Main St Waitsfield Vermont 05673 USA Telephone: +1 802 496 4353 Fax: +1 802 496 6858 Email: brooke@CoastalStories.com Website: www.CoastalStories.com Brooke Cunningham - Writer & Photographer
AWLGRIP EUROPE Bannerlaan 54 Industriezone Klein-Gent 2280 Grobbendonk BELGIUM Tel: +32 14 25 7770 Fax: +32 14 23 0880 Email: michel.vandijck@awlgrip.com Web: www.awlgrip.com Michel van Dijck - General Manager
I have been delivering magazine features and brochure shots about yachts, charters and destinations since 1998. Published in Yachting Matters, Boat International, Mega Yachts, Robb Report, Hemispheres, Departures and many online travel sites.
Awlgrip Europe is the headquarters for Western Europe, Eastern Europe and South Africa for sales and technical support of Awlgrip products. We carry a full range of paints such as Awlgrip topcoats, Primers, Awlfair fairing compound, AwlbritePlus & Awlspar.
COMPASS DESIGN Apartado 199 07150 Andratx Mallorca SPAIN Tel: +34 971 67 36 36 Fax: +34 971 67 40 25 Email: info@compassdesign.biz Web: compassdesign.biz Malcolm Hall - Partner
INTERNATIONAL PAINT LTD 24-30 Canute Road Southampton SO14 3PB UK Tel: +44 (0)2380 213137 Fax: +44 (0)2380 222090 Email: drew.allen@internationalpaint.com Web: www.yachtpaint.com Drew Allen - Professional Market Manager Europe
A strong corporate identity and powerful advertising are essential to put your company on course for success in the fast growing, highly professional world of yachting. Compass Design has pedigree design experience and a sound knowledge of the marine industry.
MEDICAL MEDLINK - A DIVISION OF MEDAIRE 80 East Rio Salado Parkway Suite 610 Tempe, AZ 85281 USA Tel: +1 (954) 784 3567 Fax: +1 (954) 784 3568 Email: dmorrison@medaire.com Web: www.medaire.com Doug Morrison - Director of Maritime Sales MedAire believes there are three components necessary for the medical portion of your International Safety Management Plan; 1 Training 2 - Equipment & 3 - An Advisory system experienced with the complexities of global remote medical diagnosis and treatment. MedLink has been performing this service for the aviation and maritime industries for 16 years.
MODELS SUPER YACHTS - SUPER MODELS Wat Tyler Country Park Wat Tyler Way Pitsea, Basildon Essex SS16 4UH UK Tel: +44 (0)1268 559377 Fax: +44 (0)1268 559377 Email: supermodelyachts@aol.com Web: www.superyachts-supermodels.co.uk John Bertola - Managing Director John Bertola has built many award winning models, specialising in the Superyachts both sail and power. How good are the models? Let’s just say that when a collector failed to buy a model he wanted at auction he commissioned John to build another! You don't get better than that.
For over a century, International Paint has been developing and producing top quality marine coatings for all sectors of the marine industry. From Superyachts to car-top dinghies, ocean racers to harbour runabouts, our products protect and decorate more than half the world’s pleasure craft. R S FINISHING & REFINISHING Ave Gabriel Roca S/N Club de Mar 07015 Palma de Mallorca SPAIN Tel: +34 971 213305 Fax: +34 971 712925 Email: mark@finishing-refinishing.com Web: www. finishing-refinishing.com Mark Conyers - Managing Director Our specialist yacht painting team has over 20 years of experience working on some of the world’s most prestigious yachts and is able to offer a complete exterior & interior service to the highest standards.
PAINT: SURVEYORS C.C.S. YACHT COATING SERVICES P.O. Box 371 3940 AJ Doorn NETHERLANDS Tel: +31 343 420544 Fax: +31 343 412210 Email: info@ccs-exp.com Web: www.ccs-exp.com Joop Ellenbroek - Managing Director C.C.S. is the leading inspection company for yacht coatings worldwide. On any given day we are involved in 20-30 newbuild projects for owners, management companies, paint suppliers and insurance companies. MARTEN YACHT PAINTING ADVICE & INSPECTION Van Ommenstraat 3 8326CP St. Jansklooster NETHERLANDS Tel: +31 527246855 Fax: +31 527245688 Email: info@mypai.nl Marten Heetebrij - Managing Director As an ex-director of Klaver Yachtpainting I have a superb knowledge of modern yacht paint and application systems. I now offer my many years of experience and knowledge to the yachting market.
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JOIN AT: WWW.THEYACHTSMANSDIRECTORY.COM PROPELLERS PIENING-PROPELLER Am Altendeich 83 25348 GlĂźckstadt GERMANY Tel: +49 4124 916812 Fax: +49 4124 3716 Email: pein@piening-propeller.de Web: www.piening-propeller.com Mathias Pein - Manager PIENING-PROPELLER supplies complete propulsion systems (from gearboxes to propellers) for MEGA yachts and HIGH-SPEED yachts. The company produces various types of propellers from a diameter of 500 mm upwards. BRUNTONS PROPELLERS LTD Oakwood Business Park Stephenson Road West Clacton-on-Sea Essex CO15 4TL UK Tel: +44 (0)1255 420005 Fax: +44 (0)1255 427775 Email: info@bruntons-propellers.com Web: www.bruntons-propellers.com Adrian Miles - Managing Director Bruntons Propellers Ltd. is renowned worldwide for the supply of custom propellers and complete propulsion systems for luxury motor yachts and sailboats. Scope of supply includes shafts, bearings, seals, stern tubes, struts, couplings, thrust blocks and rudders.
PROVISIONS BUSH BROS. PROVISIONS CO. 1931 N Dixie Highway West Palm Beach Florida 33407 USA Tel: +1 (561) 832 6666 Fax: +1 (561) 832 1460 Email: bathill221@aol.com Web: www.bushbrothers.org Barbara Athill - Manager Yacht Division Bush Brothers is based in the Fort Lauderdale area. Our reputation is second to none for our supply of high quality food and provisions that can be delivered directly to you, world-wide.
REFIT/REPAIR AMICO & CO. S.R.L. Via Dei Pescatori Genoa 16128 ITALY Tel: +39 010 2470067 Fax: +39 010 2470552 Email: amico.yard@amico.it Web: www.amico.it Alberto Amico - Managing Director Amico is a major large yacht refit, repair and refinishing facility boasting large covered (72mt) or uncovered (200mt) drydocking areas. Amico has upgraded its complete facility, doubling its total production capacity.
ASTILLEROS DE MALLORCA Contramuelle-Mollet 11 07012 Palma de Mallorca SPAIN Tel: +34 971 710645 Fax: +34 971 721368 Email: info@astillerosdemallorca.com Web: www.astillerosdemallorca.com Diego Colon - General Manager Our growing list of established clients help to justify our claim to be the Superyacht Repair Centre of the Mediterranean. Astilleros de Mallorca has four slipways to 74 m plus 220 m of outfitting quays. BRADFORD MARINE INC. 3051 State Road 84 Fort Lauderdale Florida 33312 USA Tel: +1 (954) 791 3800 Fax: +1 (954) 583 9938 Email: paul_engle@bradford-marine.com Web: www.bradford-grand-bahama.com Paul Engle - President Bradford Marine, one of the most respected name in Mega-Yacht refit and repair facilities, offers world-class, one-stop service yards in Ft. Lauderdale, Florida and Freeport, Grand Bahama. Providing expertise in all trades. A 1200-ton floating dry dock and 150-ton travel lift are available in Freeport. MARINA BARCELONA 92, S.A. Paseo Juan De Borbon 92 08003 Barcelona SPAIN Telephone: +34 93 224 02 24 Fax: +34 93 224 02 25 Email: info@mb92.com Website: www.mb92.com Pepe Garcia-Aubert - General Manager MBâ&#x20AC;&#x2122;92 is the largest facility in the Mediterranean that is exclusively dedicated to refit, maintenance & repair of large yachts. With facilities of over 35,000 m2 we can simultaneously accommodate 67 yachts of up to 80m2 in length on shore. We can also have berthing available for seven yachts up to 125 metres, all within environment. MALTA SUPERYACHT SERVICES The Docks Cospicua CSP04 MALTA Tel: +356 2399 6019 Fax: +356 2399 5292 Email: jdegabriele@maltasys.com Web: www.maltasys.com Joseph Degabriele - General Manager Malta Super Yacht Services is a super yacht repair/refit facility which can accommodate boats up to 140 metres under cover. Located in the centre of the Med., MSYS has two docks and 600 metres of alongside berthing. It offers the skills of a 100 strong workforce of yacht-repair craftsmen, working alongside an array of approved subcontractors. BD BARCOS DEPORTIVOS, S.L. Port Comercial Tarragona Moll de Castella, Nau B-C 43004 Tarragona SPAIN Tel: +34 977 231165 Fax: +34 977 236752 Email: salva@barcosdeportivos.com Web: www.barcosdeportivos.com Salvador Domenech - New Projects Manager BD Barcos Deportivos, S.L., is Ideally located between the Balearic
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JOIN AT: WWW.THEYACHTSMANSDIRECTORY.COM Islands, Southern France and the West of Italy. We have the capacity SECURITY to work on yachts of up to 80 metres in length and provide our clients with every requirement necessary for a complete refit & repair service.
REGISTRATION DOMINION MARINE CORPORATE SERVICES LTD Prospect Chambers Prospect Hill Douglas, Isle of Man, IM1 1ET UK Tel: +44 (0)1624 682425 Fax: +44 (0)1624 682401 Email: chris_allix@inter-continental.co.im Web: www.dominionmarine.com Chris Allix - Director Dominion Marine Corporate Services have been registering yachts since 1984 through most International Registers. During this time Dominion Marine have worked closely with the Yachting Industry, in particular the creation of the Code of Practice. SARNIA YACHTS P.O Box 79 La Plaiderie St. Peter Port GY1 3DQ GUERNSEY Tel: +44 (0)1481 709960 Fax: +44 (0)1481 708868 Email: info@sarniayachts.co.gg Web: www.sarniayachts.com Chris Hole - Guernsey Over 30 years experience in Corporate Yacht Ownership, Yacht Registration, Vat administration and Leasing, Yacht Finance, Marine and Crew Insurance, Estate Planning, Yacht Administration, Accounting and Marine related services. Sarnia is based in the Channel Islands. OCRA MARINE Grosvenor Court Tower Street Ramsey, Isle of Man IM8 1JA UK Tel: + 44 1624 818888 Fax: + 44 1624 818887 Email: yachts@ocramarine.com Web: www.ocramarine.com Edward Leigh - Director OCRA Marine is a global provider of bespoke yacht and ship registration and management services. OCRA Marine is part of the OCRA Worldwide Group - a global leader in the provision of corporate and trust solutions.
SAFETY MICHAEL LAMB C2A Forat 19 Ave del Golf 47 Santa Ponsa 07180 Mallorca SPAIN Tel: +34 971 694 632 Fax: +34 971 694 632 Email: info@superyachtsafety.com Web: www.superyachtsafety.com Managing Director - Mike Lamb Specialist in producing safety management systems, security plans and associated training manuals, crew training programmes and visual training aids. Other services include providing shore support as Designated Person, Company Security Officer, Internal Auditors and onboard training providers.
MARINEGUARD Saxon Wharf Lower York Street Southampton Hampshire SO14 5QF UK Tel: +44 (0) 23 8083 9100 Fax: +44 (0) 23 8063 4767 Email: enquiries@marineguard.com Web: www.marineguard.com Richard Webb - Managing Director Well established business specialising in the comprehensive design, supply and installation of bespoke security systems for the Superyacht and Commercial marine market worldwide. Preferred European Integrator for FLIR Systems Ltd. Panasonic Approved Installer. SECURE YACHT LIMITED P.O. Box 108 Alton Hampshire GU34 4WB UK Tel: +44(0)1420 590064 Fax: +44(0)1420 590063 Email: dean@secureyacht.com Web: www.secureyacht.com Dean La-Vey - Director Secure Yacht Ltd specialises in the design and installation of unique and technologically advanced security systems specifically geared for the protection of major motor yachts, their owners and assets onboard. The company works with manufacturers in the development of security products dedicated to maritime security issues.
STABILISERS VT MARINE PRODUCTS (VOSPER) Hamilton Road Cosham Hampshire PO6 4PX UK Tel: +44 (0)23 92 539750 Fax: +44 (0)23 92 539764 Email: info@vtmp.co.uk Web: www.vtmp.com Craig Patrick - Sales Manager VT Marine Products service and spares support for all existing Vosper systems. Support and spares also provided for Koop and Naiad systems. Control system upgrades identified and supplied including the new VT DATUM. Telephone support available.
SUPPLIERS & CHANDLERS GLOBAL SERVICES 6 Sandpiper Court Harrington Lane Pinhoe Exeter EX4 8NS UK Tel: +44 (0)1392 467922 Fax: +44 (0)1392 467923 Email: sales@globalservicesltd.co.uk Richard Gardiner - Sales Director We supply, world-wide, all aspects of marine equipment and specialise in new builds and refit projects. We offer a tremendous database to help you generate your lists. The staff of Global Services also offer a wealth of professional engineering knowledge.
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JOIN AT: WWW.THEYACHTSMANSDIRECTORY.COM ROLLING STOCK S.L. Ave Gabriel Roca s/n Club de Mar 07015 Palma de Mallorca SPAIN Tel: +34 971 213305 Fax: +34 971 712925 Email: office@rollingstock.es Web: www.rollingstock.es Bernadette Tiltman - Director
STARCLASS YACHT TRANSPORT 33 Rue du Portier MC98000 MONACO Telephone: +377 97770375 Fax: +377 97770374 Email: info@starclassyachts.com Web: www.starclassyachts.com Mr. Jan te Siepe - Sales
Complete Marine Supply: For all yachts visiting Mallorca we offer a complete service covering: Yacht Painting, Yacht Chandlery, Engineering Supplies, Fittings Removal & Replacement, Storage, Rigging, International paint distributors, chauffeur-driven car hire, pumps, imported cleaning products, flowers and anything else a yacht may require.
Starclass Yacht Transport is a travel agent for yacht transport worldwide. We only work with reliable Shipping Companies with a proven record in the safe transportation of Yachts. Starclass is independent, and the services rendered are free of charge.
TEAK DECKS TEAKDECKING SYSTEMS 7061 15th Street East Sarasota Florida 34243 USA Tel: +1 941 756 0600 Fax: +1 941 756 0406 Email: yacht.services@teakdecking.com Web: www.teakdecking.com Alan Brosilow - Manager USA Teakdecking Systems pre-manufactures teakdecks in pre-trimmed panels for ships & yachts. Planks can be straight or curved to the planksheer of the vessel. Our craftsmen also create beautiful custom interior floors. We perform installations and refurbishments worldwide and carry TDS caulking, cleaners, epoxies and adhesives.
TENDERS CIRRUS RIBS LTD. 21-23 South Way Southwell Business Park Portland Dorset DT5 2NJ UK Tel: +44(0)1305 861556 Fax: +44(0)1305 861557 Email: info@cirrusribs.com Web: www.cirrusribs.com Sebastian Gowar-Cliffe - Director Cirrus RIB sports boats and yacht tenders provide the RIB concept with a new dimension by combining the fine handling, ride and sea keeping of a thoroughbred RIB hull with the practicality and comfort of the best walk-around sports boats. Cirrus RIBs are available in 5 m, 6.5 m, 7.5 m and 8.5 m lengths with inboard or outboard engines.
TRANSPORT DOCKWISE YACHT TRANSPORT (USA) INC. 1535 S.E. 17th Street Suite 200 Fort Lauderdale FL 33316 USA Tel: +1 954 525 8707 Fax: +1 954 525 8711 Email: dyt.usa@dockwise.com Web: www.yacht-transport.com Jeff Last - Sales Manager Dockwise Yacht Transport is the most trusted name in the yacht transport industry and has proven its expertise in more than 8,000 operations since launching the service in 1989. For more information on the companyâ&#x20AC;&#x2122;s unique service please visit www.yacht-transport.com.
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PETERS & MAY LTD. Parham Drive Eastleigh Southampton Hampshire SO50 4NU UK Tel: +44 2380 480480 Fax: +44 2380 480400 Email: marine@petersandmay.com Web: www.petersandmay.com Charles Massey - Manager Peters & May are leading specialists in moving yachts and marine equipment worldwide, transporting over 900 sailboats and motoryachts each year by sea, road and air. Regular sailings to/from the Mediterranean, Baltic, USA, Australasia, the Far and Middle East. Large stock of custom built shipping cradles for all types of yachts and motorboats. SEVENSTAR YACHT TRANSPORT Radarweg 36 1042 AA Amsterdam NETHERLANDS Tel: +31 20 4488 590 Fax: +31 20 4488596 Email: info@sevenstar.nl www.sevenstar.nl Richard Klabbers - Manager Sevenstar can arrange the transport of your yacht WORLDWIDE in a very special way, on board of one of our 100 carriers. We can lift yachts up to 400 metric tons and can provide suitable cradles for this transport at very competitive all-in prices.
WEATHER SERVICES FLEETWEATHER YACHTWEATHER.COM FleetWeather Ocean Services - Yacht Division 2566 Route 52 Hopewell Junction New York 12533 USA Tel: +1 845 226 8400 Fax: +1 845 226 4210 Email: fosi@fleetweather.com Web: www.yachtweather.com Adam Bakke - Yacht Services Coordinator, Marine Meteorologist FleetWeather's Yacht Division is one of the premier global marine meteorological companies providing motor and sailing yachts of all sizes with weather decision assistance, forecasting & routing services. Accurate, Reliable and Quality Service is always provided 24/7/365 live by our team of professional marine meteorologists and ship routers.
My New Superyacht Rocks, But it Doesn’t Roll! …especially at anchor? Luxury yachts spend more time at anchor than under way, especially with guests onboard. Quantum’s ZERO SPEED™ stabilization system has been designed to reduce up to 90% of vessel roll motion while underway and most importantly at anchor. Simply stated... your olive will stay in your martini, your dinner will not slide off the plate, and you will sleep better. Quantum’s proven performance is such that the company has completely replaced over 50 systems supplied by other manufactures, where there performance did not meet the owners expectations. Not one Quantum stabilization system has ever been removed from a superyacht due to lack of performance. Ask our competitors if they can make the same statement. Quantum has an unmatched track record and an enviable client list of over 150 successfully installed and operating ZERO SPEED™ systems, (the largest in the industry). Ask our customers, who are simply amazed by the performance of their system. Quantum is the unquestioned leader in design and implementation of at anchor roll damping systems. So if you’re building a new yacht or retro-fitting an existing one, especially for charter, call Quantum today and you will hear that your yacht rocks but never rolls.
3790 SW 30th Ave. Fort Lauderdale, FL 33312 954.587.4205 www.QuantumHydraulic.com sales@QuantumHydraulic.com
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AWLGRIP
The world’s finest boats and largest yachts demand it: a shine so lustrous, so deep – so unmistakably Awlgrip. When you finish with Awlgrip, you get a topcoating system that is as durable and consistent as it is beautiful. And with a full spectrum of colors, Awlgrip provides truly innovative solutions and unmatched global support, giving you help – and answers – wherever you go. When you want it all, it’s gotta be Awlgrip. www.awlgrip.com
Awlgrip is a registered trademark of Akzo Nobel
NORTH AMERICA 1 East Water Street Waukegan Illinois 60085 TEL: 847.599.6212 FAX: 847.599.6209 EUROPE Bannerlaan 54 2280 Grobbendonk Belgium TEL: 32.14.25.7770 FAX: 32.14.23.0880 AUSTRALIA Unit E54 Gold Coast City Marina 76 Waterway Drive Coomera Queensland 4209 Australia TEL: 61.7.5573.9655 or 1800.007.866 FAX: 61.7.5573.9677 NEW ZEALAND 686 Rosebank Road Avondale Auckland New Zealand TEL: 64.9.828.3009 or 0800.150.527 FAX: 64.9.828.1129 ASIA 449 Tagore Industrial Avenue 01-03 Hong Joo Industrial Building Singapore 787820 TEL: 65.6453.1981 FAX: 65.6453.1778