YACHTING XIII AUTUMN/WINTER 2007
INCLUDING THE YACHTSMANS DIRECTORY
MAN AT THE TOP CPT. DAVID ‘HUTCH’ HUTCHISON THE SUPERYACHT CUP 2007 EVENT OF THE YEAR STATE OF MIND REASONING AND YACHT CREW DIVING MATTERS HAVE YOU GOT THE BOTTLE?
A Colin Squire Publication
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CONTENTS 8
THE SUPERYACHT CUP
8
Event Of 2007
47
Planner
48
The Recognition Guide
66
Marigot Bay
A BLAST FROM THE PAST
70 76
Lenses, the Long Distance Stunner
82
Have You Got the Bottle
MAN AT THE TOP
90
Cpt. David ‘Hutch’ Hutchison
Financing Your Yacht
126
For Refit and New Construction
132
Conditioning Your Onboard Environment
138
Class 1 Powerboats
YOU CAN SPRAY THAT AGAIN 140 The Paint Inspector
THE 17TH MONACO YACHT SHOW
176
TWO MEN AT THE TOP
182
THE BLUEWATER BLUES
184
VIOLENCE ON BOARD
191
You Don’t Have To Take It
THE YACHT OWNER SUPPLEMENT A DROP IN THE OCEAN 122
208
THE 32ND AMERICA’S CUP
Depths Of Despair
DIVING MATTERS
WHEN YOU FEEL THE NEED FOR SPEED
168
Charity Expedition Team Triumph
MARINE PHOTOGRAPHER
KEEPING YOUR COOL
LA CIOTAT
Alinghi Triumphs Again
Kahlenberg Horns
138
164
A New Dawn
O BUOY, O BUOY, O BUOY
PROJECT MANAGEMENT
THE GRAPES OF FROTH Champagne
THE INDUSTRY MOVERS
90
153
The Best In Yacht Building and Design
EVENTS ROUND UP
76
THE MARINE GALLERY
144
MANAGING YOUR STATE OF MIND
194
Reasoning and the Yacht Professional
YOU’VE SURVIVED THE OCEAN
198
Now For the Hard Part
WEATHER MATTERS
201
Eastern Pacific Weather
VSAT
208
The Importance of Your Service Provider
YACHT PAINT
212
The Regulatory Challenge
LAW OF THE SEA
217
The Legal Report For Yachts
LIST OF ADVERTISERS 220 THE YACHTSMANS DIRECTORY 221
A Superyacht Extravaganza
MYBA AND BROKER TRAINING 146 Seminars
LAW OF THE SEA
148
The Legal Report For Owners
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
COVER PHOTOGRAPHY: Colin Squire
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.
PRINTED BY Fuller Davies, Ipswich
All rights are reserved and no part may be reproduced or stored without prior permission.
Q u a l i t y i n s p i re s
Feadship Holland: +31 23 524 7000 | Dick van Lent +31 252 547 123 | Henk de Vries +31 297 388 900 Feadship America: Francois van Well +1 954 761 1830 info@feadship.nl | www.feadship.nl
A NOTE FROM THE EDITOR
S
UMMER HAS ARRIVED, IF YOU CAN CALL IT THAT,
I am not saying we should go back to paddles and the
in the UK. June was another record here, the wettest ever,
dugout canoe, or the triremes of Greece, but power yacht owners,
and midway into July it is still raining. In England we joke
designers and builders need to start taking aboard some lessons
about how good it will be in a few years when we will all be
now before it is too late. Do yachts need to travel at 20, 30, 40 or
basking in Mediterranean sunshine. The repercussions this year for
even 50 knots, recklessly using up tons of fuel for personal
farmers, and that means food, be it to feed us or others, is dire.
gratification, or just to get from A to B that little bit faster?
From hay to potatoes the crops are failing and these problems are
Maybe cruising at a pleasant 12 or 14 knots and conserving fuel
also arising in many other parts of Northern Europe. Elsewhere
is not such a bad idea. Does paintwork have to shine like a new
around the world the drive for eco fuels, ethanol in particular, is
pin? Of course not, if there were a demand eco friendly paint
tempting farmers to switch from basic food crops to those
would soon be on the market, it would not have such a high gloss
suitable for ethanol production. Because of these changes staple
but it would still do the job. Does it need to be sprayed, of course
food shortages are appearing around the world, and subsequently
not, it could be brushed, again an environmental plus. There are
we are seeing massive price increases in the basic essentials
dozens of ways of improving the impact on the world around us
needed to put food on plates. These problems and the effects
from the yachts that we manufacture. Sails of course look good,
could be caused by global warming, or at least our fear of it.
but not everybody wants a sail yacht. Do yachts need to be fitted
Why talk about farming and food in a yachting magazine!
out in irreplaceable rare and expensive woods, or decks be covered
If you go back a few issues you will remember that I mentioned
in timber taken from ancient forests, a resource that will soon be
the history of yachting and how it gives good pointers to the
as rare as hen’s teeth? If owners could only be made more aware
future of our industry. I mentioned that it would take a
of the image they are portraying and be willing to change their
catastrophic event affecting the whole world to move our
perception of a yacht and what it has to look like, maybe yachts
industry into a tail spin. It could be just around the corner. Already
will be more environmentally acceptable in the years to come.
governments are climbing aboard the green band-wagon behind
Being wealthy is, I am sure, a wonderful thing, but
a wave of public concern and exceptional climatic events. You
displaying that wealth sensibly in a rapidly changing world has to
must have noticed it. Extra taxes on flying, higher taxes on large
be the way ahead, yachts are designed to weather the worst of
vehicles, the despoiling of the countryside by inefficient wind
storms, should they now be designed to weather this one. I could
farms, the resurgence of nuclear power, the misplaced drive for
be wrong, but don’t bet on it!
eco fuels, and so it goes on. As the world’s poor go hungry and the
Yachting Matters magazine by the way is produced using
climate gets ever warmer politicians are going to cast their nets
paper from renewable resources. Recycled paper needs excessive
further for credibility.
amounts of bleach to whiten it, not good for the environment and
How long do you think it will be before they and the
so we do not use it. We also target our distribution, which allows us
people themselves turn on our industry? An industry that, in the
to fine tune our print run, again saving resources. We also do not get
extreme, does not consume fossil fuel by the gallon or litre but by
the tons of returns that other magazine publishers end up pulping
the truck load. Have you ever seen 12 tankers lined up waiting to
when their magazines are not sold off the newsstands. Yachting
fill the tanks of a yacht? I have and this can be seen happening
Matters – a friendly magazine in more ways than one!
every day in bunkering ports servicing our main cruising grounds. What goes in must come out and if it really comes to the crunch you will see protesters blockading marinas and keeping out the fuel that is necessary to keep the yachts moving. Too much bad publicity and suddenly it could become a no no to be seen spending fortunes on a ‘luxury vehicle’ that pumps tons of carbon into the atmosphere. After all displaying one’s wealth is one thing, destroying the planet is another, it is not a good combination.
004
YACHTING MATTERS ISSUE XIII
Colin Squire
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THE SUPERYACHT (CUP) EVENT OF 2007 BY CAPTAIN JOHN PERCIVAL
PHOTOGRAPHY BY COLIN SQUIRE
DAY 2 THE FIRST LEG
SUPERYACHT CUP 2007
I
MAIN PICTURE: A VIEW FROM CASTEL SON CARLOS
RIGHT: THE DOCKMASTER OSCAR SICHES
FAR RIGHT: TESTING THE ‘START’ GUN
010
ARRIVED IN PALMA ON SATURDAY 14TH JUNE TO
start line, monitored by the most beautiful of classic motor
find that Anna had already registered and collected our
yachts, Ilona of Kylesku, and seeing 52 of the world’s greatest
Press passes. I was quickly able to settle into our home for
ocean going sailing yachts starting a pursuit race. Just watching
the duration of the cup, a 74’ Fairline 7+ Squadron that was
them milling around waiting, and then trying to maximise their
conveniently parked in Pantalán del Mediterráneo, Palma.
start under full sail, was enough to set anyone’s heart racing.
The first day of racing, Sunday, dawned with some cloud
The boats were quite close at times as the fleet headed to the
over the island. We were all guessing whether the clouds would
windward mark, being to the west by Isla de Sech. Once round
clear enough for the sea breeze to kick in as usual at about 1300
the mark it was all sails set for the run home. Unfortunately due
the start time. Unfortunately this was not the case although we
to the lack of wind a large number of yachts did not manage to
did have a breeze from the SSW of between 5 and 10 knots
complete the course by the DNF time. Needless to say at least
The timing gun went at 1230 and the rather impressive
one Owner asked for more time bearing in mind the state of the
Maltese Falcon crossed the start line at 1300. I was on board the
wind but unfortunately the Committee Boat ruled against his
Alloy Yacht Ad Lib together with a number of VIPs and Sponsors.
plea. Maybe, when you consider the task that had been
What an awesome sight it was to be sitting in the vicinity of the
accomplished that day by all concerned, the organisers were
YACHTING MATTERS ISSUE XIII
SUPERYACHT CUP 2007
just taking some deep breaths as they saw everybody home safely. Monday morning started with different cloud types and this lead to a wind that was fluky and shifted throughout the race. I was fortunate to be on board Ad Lib again and after watching many wonderful starts we steamed to hang off the second mark, again Isla de Sech. It was fascinating to see the various tactics that were being employed to gain a rounding of this mark. Those that decided to stay off shore seemed to lose out whilst those who were on the east side of the Bay and who decided to tack about half way down ended up with a glorious breeze and speeds of about 10 – 20 knots, depending Continued on Page 14
YACHTING MATTERS ISSUE XIII
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HEESEN 50 meter 164' Semi Displacement
47 meter 154' Semi Displacement
47 meter 154' Full Displacement
41 meter 135' Full Displacement
37 meter 121' Semi Displacement
E
E
S E N
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A SE H IED T R TIF NO R CE Y A C H
S T R E N G T H A N D S T Y L E I N E V E R Y D E TA I L
Models available in the schedule: 37 meter (121') s METER (135') s METER g s METER g s METER g
YACHTS
44 meter 144' Semi Displacement
HE E S E N
& ABI O %R M ETTO s 4 H OM #ON BOY
www.heesenyachts.nl
YACHTS
SUPERYACHT CUP 2007
MAIN PICTURE: MALTESE FALCON SEEN FROM BORKUMRIFF IV DAY 3
BELOW: ALFA ROMEO & RANGER DAY 1
Continued from Page 11
upon whether they were a classic or flying machine. Two yachts rounded the mark with some difficulty and a fair number were flying into the mark when the wind dropped. It then became shifty leading those on starboard tack approach having to approach on port! The wind was only about 5 – 8 knots so it seemed that there would be some interesting situations on the mark. Then the wind increased to about 15 knots. I was explaining some tactics to the VIPs and Sponsors on board Ad Lib just as we experienced this increase in wind. Speaking to some of the crews ashore that evening I heard about 50 metre yachts passing each other at a distance of a metre and less. I would imagine that would be quite scary for the helmsman, particularly those who were racing their yachts for the first time and also their Captains. According to the editor it produced the drama of the day, he was in the centre of it all on Continued on Page 20
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SUPERYACHT CUP 2007
MAIN PICTURE: ELEONORA & MALTESE FALCON DAY 1
BELOW: ELEONORA DAY 1
Continued from Page 14
board his press boat, The Wally Tender, sitting by that mark. In his words ‘That little yellow buoy, I am sure, caused the largest and most expensive gathering ever of the world’s most beautiful yachts, under sail, in one tiny footprint, all manoeuvring towards it and around it, mostly, or so it seemed, at the same time and all being incredibly polite to each other. If there was ever professionalism in this industry, to watch those crews perform, that was it. I was privileged to watch something that I will possibly never see the like of again!’ The finish saw winds steady at about 15 – 18 knots with all of the yachts under full canvas. What a sight it made as they flew through the finishing line Tuesday was New Zealand Millennium Cup Day and the third day of the SuperYacht Cup. This day I went out in the 74’ Squadron to watch the start with some guests. They were not sailors, however to see their faces when we had yachts like Maltese Falcon, Velsheda, Ranger, Lulworth, Thalia and other classics sailing past at what must have been speeds of 10 – 15 knots was amazing. It showed me that even ‘non sailors’ could enjoy sail racing Continued on Page 30
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WINGING IT – LULWORTH DAY 1
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SUPERYACHT CUP 2007
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SUPERYACHT CUP 2007
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Continued from Page 20
when someone explains what is going on. Unfortunately we had to go to Porto Portals for lunch and missed the mark rounding and finishing for the vast majority of yachts. Typical really as I understand that this was probably the best finish of the three days, and the editor, well he had a day on the stunning Borkumriff IV and had a most incredible experience. Final results were: Division 1 1st Yanakee Too 2nd Ashanti IV 3rd Thalia Division 2 1st Pink Gin 2nd Windrose of Amsterdam 3rd Nephele
Continued on Page 38
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YACHTING MATTERS ISSUE XIII
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SUPERYACHT CUP 2007
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ELEONORA DAY 2
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BORKUMRIFF IV DAY 2
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SUPERYACHT CUP 2007
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THE START LINE DAY 3
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SUPERYACHT CUP 2007
MAIN PICTURE: VELSHEDA DAY 3 BELOW: CPT. MALCOLM BROMILOW & NEVIL ‘RADAR’ GOLDBERRY
Continued from Page 30
Overall winner of the Millennium Cup: Pink Gin Overall winner of the SuperYacht Cup Ulysse Nardin Palma 2007: Hetairos Winner Individual Grind: Gavin McPherson / Alfa Romeo Winner of Best Women grinder: Kayt Williamson / Maria Alba Best Group of grinders: Alfa Romeo who just beat Havan and Maria Cattiva I am leaving the race reporting to those who are far better at it than I am, but what about the evening entertainment – brilliant or what? (Except the barbecues that is! Hopefully next year the caterers will feed us all a little better.) The partying started as soon as the wash down Continued on Page 42
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YACHTING MATTERS ISSUE XIII
For skill, passion and value you cannot beat Malta
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SUPERYACHT CUP 2007
BORKUMRIFF IV DAY 3
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YACHTING MATTERS ISSUE XIII
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MAIN PICTURE: RELAXING BEFORE THE START DAY 3
OPPOSITE PAGE: A VIEW ALONG THE DOCK
Continued from Page 38
was complete and seemed to carry on all night and well into the early hours of Sunday and Monday. Tuesday evening saw the Black Tie Ball for Owners, Sponsors and some Crew whilst the remainder of us partied with the odd beer or three and talking with old friends like there was no tomorrow. We had the wonderful sight of a Maori band and dancers for quite some time, to be followed at midnight by the Kiwi band, Fat Freddy’s Drop. The partying carried on through the night only stopping at about 0500’ish! What a time we had. What a wonderful spectacle 52 rather special sail yachts can make when they are racing. This by the way had its base in the most perfect spot, with thanks to the Palma Council, it was spacious, had good security and helped keep a private celebration private. Thanks of course must go to Patrick Whetter and all of his SuperYacht Cup Team, especially those in the Press and Media Centre who were faced with Media from over 17 countries, they were just great. Many of our readers will probably not appreciate that there would normally be about 8 or Continued on Page 45
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YACHTING MATTERS ISSUE XIII
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Auckland Brisbane
02/08 01/08
Voyages from Pacific West Coast Pacific West Coast Ensenada Golfito Golfito Golfito La Paz La Paz La Paz Vancouver Vancouver Vancouver
12/07 12/07 12/07 12/07 09/07 08/07 12/07 09/07 09/07 12/07
£ £ £ £ £ £ £ £ £ £
Vancouver Ensenada La Paz Vancouver Golfito Vancouver Vancouver Golfito La Paz La Paz
12/07 12/07 12/07 12/07 10/07 09/07 12/07 10/07 09/07 01/08
Pacific West Coast to East Coast USA
Caribbean to Mediterranean 10/07 11/07 10/07 10/07
11/07 11/07 11/07 11/07
For exact dates check with our Booking Agencies
Caribbean to East Coast USA
East Coast USA to Mediterranean Port Everglades Port Everglades Port Everglades Port Everglades
Caribbean to Pacific West Coast
Voyages from the Caribbean
Northern Europe to Caribbean La Rochelle
S ai l i n g S ch ed u l e
12/07
Dockwise Yacht Transport France Telephone + 33 [0]493 931 856 E-mail: dyt.france@dockwise-yt.com
All dates are approximate dates without guarantee. More information on sailing schedules visit:
Golfito La Paz La Paz Vancouver Vancouver Vancouver
10/07 09/07 09/07 09/07 09/07 12/07
£ £ £ £ £ £
Port Everglades Newport Port Everglades Newport Port Everglades Port Everglades
10/07 10/07 10/07 10/07 10/07 01/08
Pacific West Coast to Caribbean La Paz Vancouver
09/07 09/07
£ £
St. Thomas St. Thomas
10/07 10/07
W o r l d C l a s s Ya c h t L o g i s t i c s
www.yacht-transport.com
SUPERYACHT CUP 2007
MAIN PIC & OPPOSITE PAGE: BORKUMRIFF IV DAY 3
044
YACHTING MATTERS ISSUE XIII
SUPERYACHT CUP 2007
Continued from Page 42
10 press people at a SuperYacht Cup, this time there were nearly 50 present! Of course the SuperYacht Cup Team would not have been able to produce such a show without the Owners, Captains, crew and also the Sponsors. Thanks must go to everyone for making the three days such a wonderful regatta. It has created without doubt a precedence in spectacle, and possibly given many yacht owners a new experience plus an insight into what they can actually do with their sail yacht and crew when they are in need of a few thrills. It, of course, must also be fully understood that the crews are only doing their job and that they get no enjoyment whatsoever from being involved! Let us hope that all of the Owners decide to come back next year when we will see the SuperYacht Cup 2008 being sailed in Palma Bay, maybe this time with 60 yachts entered and participating. What a sight that would make! Over to you Patrick! Contact: www.thesuperyacht.com
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FUNDS CARBON OFFSET PROJECTS FOR SUSTAINABLE DEVELOPMENT
EVENTS 2007
CANNES YACHT & BOAT SHOW
MIAMI INTERNATIONAL BOAT SHOW
SEPTEMBER 12-17TH 2007 WWW.SALONNAUTIQUECANNES.COM
FEBRUARY 14-18TH 2008 WWW.MIAMISHOW.COM
THE MONACO YACHT SHOW
THE DUBAI INTERNATIONAL BOAT SHOW
SEPTEMBER 19-22ND 2007 WWW.MONACOYACHTSHOW.COM INFO@MONACOYACHTSHOW.MC
MARCH 12-16TH 2008 WWW.BOATSHOWDUBAI.COM
LES VOILES DE ST TROPEZ OCTOBER 1-6TH 2007 WWW.SNST.ORG
THE 48TH FORT LAUDERDALE INTERNATIONAL BOATSHOW OCTOBER 25-29TH 2007 WWW.FLIBS.COM INFO@SHOWMANAGEMENT.COM
GLOBAL SUPERYACHT FORUM – AMSTERDAM RAI NOVEMBER 12-15TH 2007 KARINE@THEYACHTREPORT.COM
METS & THE SUPERYACHT PAVILION – AMSTERDAM RAI NOVEMBER 13-15TH 2007 METS@RAI.NL WWW.METSTRADE.COM
THE SUPERYACHT CUP – TRANSATLANTIC CHALLENGE 2008 APRIL 8-25TH 2008 START ANTIGUA APRIL 8TH & 9TH – 25TH WWW.THESUPERYACHTCUP.COM INFO@THESUPERYACHTCUP.COM
ANTIBES YACHT SHOW APRIL 17-20TH 2008 WWW.ANTIBESYACHTSHOW.COM INFO@ANTIBESYACHTSHOW.COM
MYBA CHARTER YACHT SHOW – GENOA MAY 5-9TH 2008 WWW.MYBASHOW.COM FRAN@MYBASHOW.COM
WORLDROYAL SUPERYACHT & LUXURY SHOW
THE ANTIGUA CHARTER YACHT SHOW
TARRAGONA, SPAIN MAY 7-10TH 2008 WWW.WORLDROYAL.COM INFO@WORLDROYAL.COM
DECEMBER 5-10TH 2007 WWW.ANTIGUA-CHARTER-YACHT-MEETING.COM INFO@ANTIGUA-CHARTER-YACHT-MEETING.COM
POROS INTERNATIONAL YACHTING SYMPOSIUM
THE SUPERYACHT CUP – ANTIGUA DECEMBER 12-15TH 2007 WWW.THESUPERYACHTCUP.COM INFO@THESUPERYACHTCUP.COM
PHUKET INVITATIONAL SUPERYACHT RENDEZVOUS DECEMBER 19-20TH 2007 EMQUIRY@PHUKET-INVITATIONAL.COM WWW.PHUKET-INVITATIONAL.COM
MAY 10-14TH 2008 WWW.IYS.GR MARY@IYS.GR
CANNES FILM FESTIVAL MAY 14-25TH 2008 WWW.FESTIVAL-CANNES.FR
MONACO GRAND PRIX MAY 25TH 2008 WWW.FORMULA1.COM
LONDON BOAT SHOW JANUARY 11-20TH 2008 WWW.LONDONBOATSHOW.COM INFO@BOATSHOWS.CO.UK
WWW.MARINEEVENTS.COM
INDUSTRY RECOGNITION GUIDE
THE INDUSTRY MOVERS THE Y.M. INDUSTRY RECOGNITION GUIDE – SNAPPED AROUND THE WORLD ZYANYA & SARAH SEBASTION
048
ALFONSO POSTORINO
ANDREA BODIGOI & THOMAS SCHULTZ
ANTONIO CLAVARINO
ANITA WARWICK
ANN MARIE MARTIN
ANN POUX
ANTOINE ALTHAUS & CPT. CVETKO BABAJKO
BEGUM DOGULU
BJORN VANG-MATHISEN
YACHTING MATTERS ISSUE XIII
INDUSTRY RECOGNITION GUIDE
050
BOB & JOANNE MCKEAGE
CASPAR MCDONALD
CATERINA OLIVIERO & EDWARD PEGAN
CHRISTOPH & KIKI HAGMANN
CPT. ANDERS PEHRSON
CPT. ANTONIO MARRERO
CPT. BILL PORTER
CPT. BRENT WESTWOOD
CPT. BRETT SUSSMAN
CPT. BRETT THOMPSON
CPT. CLAUDIO DE ALMEIDA AMARO
CPT. GIORA HALBANI
YACHTING MATTERS ISSUE XIII
INDUSTRY RECOGNITION GUIDE
CPT. HUSEYIN SIMISK
CPT. IAN BOXSHALL
CPT. JEAN-MARC BITOUZET
CPT. JOE JARRET & EGBERT OLDENBOOM
CPT. LUKSA IVANCIC
CPT. MASSIMO MELE
CPT. MICAEL LARSEN
CPT. PAUL BAINS
CPT. PETER DAVEY
CPT. PETER HAMMOND
CPT. PETER SPOONER
CPT. RICHARD WUBBELING
YACHTING MATTERS ISSUE XIII
051
INDUSTRY RECOGNITION GUIDE
052
CPT. ROLAND LEHMANN
CPT. SCOTT SCHWANER
CPT. SIMON FARMER
CPT. STEVE MARSH
CPT. STIG LUNDSTROM
CPT. TIM DEAN
CPT. WLADIMIR CELAR
DIANNE FRANKLIN, PHIL EDWARDS & PETER ALLAN
DILETTA TUNESI
DJ PARKER & JULIE HAIKO
ED HOLT
ENRICO SALA
YACHTING MATTERS ISSUE XIII
CrĂŠdit Photo : J. Kelagopian
Celebrating 30 years of Luxury Yachting
12-17 September 2007 VIEUX PORT & PORT PIERRE CANTO www.salonnautiquecannes.com Boat indusry professionals, informations and badge order :
www.passportnautic.com
INDUSTRY RECOGNITION GUIDE
054
FABIO PESTO
FAROUK NEFZI
FILIP VAN DE WALLE
FRANCESCO LUISE
FRANCK CICOGNOLA
FULVIO LUISE
GIULIANO & MAX PESTO
GIUSEPPE LONGO & CPT. GERALD READ
GRISHA DAVIDA
HELEEN LUTEIJN
JACK SOMERS
JAN FRENCH
YACHTING MATTERS ISSUE XIII
LUXURY YACHTS OF THE WORLD
At 532 pages, ‘Luxury Yachts Of The World 2008’ is THE major source of reference on the world of luxury yachting. With in-depth features on many of the world’s most luxurious motor & sailing yachts available today, plus features on many of the world’s top charter yachts, ‘Luxury Yachts Of The World’ also contains several other special features on other aspects of luxury yachting from financing a luxury yacht to maintaining one. A beautifully presented, high quality hard-backed book, ‘Luxury Yachts Of The World’ is essential reading for anyone who has an interest in these magnificent craft, or a wonderful Christmas or birthday gift. Available now from all good marine bookstores or online at:
www.LuxuryYachtsOfTheWorld.com
CNB 117 ‘HAMILTON II’
CNB 117 ‘HAMILTON II’
C
reated in 1987, CNB is part of the Bénéteau group, the world leader in the construction of sailing yachts and quoted on the Paris Stock Exchange. Located on the banks of the Garonne River, a few hundred yards from the greatest vineyards, CNB is situated on a 24,000 m2 lot with 12,000 m2 of covered buildings and has a 300 metre waterfront quay with water deep enough for launching and sea trials. Over the past 20 years and with more than 40 prestigious yachts constructed from 20 to 32 meters, CNB has acquired an unfailing reputation for the quality of its construction and the finish of its boats. Now employing over 250 people who are proud of the prestigious reputation the company’s yachts have achieved over the past two decades, CNB’s own 26 strong design team frequently work alongside some of the world’s biggest names on naval architecture such as Bruce Farr, German Frers, Sparkman & Stephens, Philippe Briand, Philippe Cabon, Tony Castro, and Luca Brenta, to produce yachts which are fast, strong and constructed to the highest quality standards.
CNB 117 ‘HAMILTON II’
CNB build their yachts out of aluminium or advanced composite materials, and are specialists in the construction of both. Indeed it was market demand that drove CNB’s interest toward composite construction with the order in 1993 of the sailing yacht ‘Only Now’, a 104’ (31.72m) monohull. Six years afterwards, in 1999, CNB opened a massive 6,000 m2 / 64,500 sq ft production site dedicated exclusively to composite construction using the infused resin method, to build CNB composite monohulls from 20m – 45m (65’-150’) in length as well as the large ‘Lagoon’ multihull boats which range from 11m – 17m in length. And so to CNB’s latest yacht, the 117’ ‘Hamilton II’. When George Nicholson, the legendary chairman of the Camper & Nicholson’s yacht brokerage company, contacted CNB, they were very surprised and proud to learn that his enquiry was about the construction of a new yacht for his friends, the Prince and Princess Sadruddin Aga Khan. The CNB 117’ ‘Hamilton II’ project was born. Immediately, CNB turned to two leading designers to work with them on this prestigious project. Philippe Briand, the renowned naval architect, was given the task of designing the hull and exterior styling – this would be his eighteenth yacht designed for CNB, whilst the interior design was entrusted to the well established Andrew Winch Design, famed for his beautiful and stylish interiors. The challenge set by the project was immense. Built of advanced composite material, the hull and deck of ‘Hamilton II’ were to become the biggest carbon vinylester and balsa sandwich structures ever created by infusion, whilst on board, the most sophisticated electrical, hydraulic, and mechanical equipment available was extensively used. The task was unfortunately further complicated by the death of the owner during construction. Much credit though has to go to the owner’s family and the thoroughness of the staff at CNB who decided to continue building the yacht and to launch her in honour of the Prince.
CNB 162 Quai de Brazza 33100 Bordeaux, France Tel: +33 5 57 80 85 57 Fax: +33 5 57 80 92 81 Web: www.cnb.fr
From the outset, the CNB 117 gives the impression of elegant fluidity. The biggest yacht yet built at the CNB Bordeaux shipyard, this superb sloop has very modern, stylish deck lines, enhanced by the sleek coachroof, which not only pleasing aesthetically, achieves its purpose by allowing a glorious amount of light into the accommodation through the large glass roof panels, whilst giving those inside magnificent views of the outside world. Inside, this remarkable yacht is no less impressive. With an interior designed by the top interior designer Andrew Winch, as a true offshore yacht, ‘Hamilton II’ is capable of taking her owners and guests around the world in luxurious comfort, with accommodation for 8 guests in four cabins including a stunning owner’s suite. With every conceivable luxury on board, ‘Hamilton II’, whilst perfectly at home among the marinas and yacht clubs of the Mediterranean, has above all been designed to sail away and to be lived on, crossing seas on long transoceanic passages, visiting remote and exotic anchorages, and touring the globe. Like all of CNB’s yachts, she is a boat built for true sailing connoisseurs.
SPECIFICATIONS: CNB 117 ‘ HAMILTON II’ Length Overall: Length Waterline: Beam: Draught: Displacement: Accommodation: Naval Architecture: Exterior Styling: Interior Design: Construction: Propulsion: Mast: Sails:
35.66m (117’) 31.50m (103’) 7.94m ( 26’) 3.50-5.00m (11’ - 17’) 116T 8 guests + 5 crew Philippe Briand Philippe Briand Andrew Winch Carbon Fibre Composite / Vinylester Resin MTU 430hp Carbon D4 Vectran/Carbon
Above & Left: The stylish sleeping accommodation is decorated in light woods and furnishings, further highlighting the spaciousness onboard the yacht. Below: ‘Hamilton II’ won the Super Yacht Society Award for the ‘Best Sail in the 23m - 36m Class’ Award.
Above & Left: Large windows provide light to a stylish main salon. Above & Far Left: ‘Hamilton II’ under sail makes an impressive sight.
Far Left: The carbon mast is cleverly incorporated into the design layout to be unobtrusive.
Left: Her main cockpit is spacious and extremely well laid out for true sailing performance.
Centre: The navigation station is well placed for quick and easy cockpit access. 232 | LUXURY YACHTS OF THE WORLD
228 | LUXURY YACHTS OF THE WORLD
FEATURED YACHTS
FEATURED YACHTS
15%
LUXURY YACHTS OF THE WORLD | 229
230 | LUXURY YACHTS OF THE WORLD
FEATURED YACHTS
FEATURED YACHTS
FEATURED YACHTS
FEATURED YACHTS
LUXURY YACHTS OF THE WORLD | 233
LUXURY YACHTS OF THE WORLD | 231
Online Discount For Yachting Matters Readers. Simply enter the Coupon Code: YM when ordering online at www.LuxuryYachtsOfTheWorld.com
INDUSTRY RECOGNITION GUIDE
056
JOHN AUDABRAN & ANNALISA MUSETTI
JOHN HALL
KATHLEEN MULLEN, HEATHER SHEFTER & JUNE MONTAGNE
KENNY WOOTON
KIM VICKERY
KOS EVANS
LAURENCE REYMANN, MARTIN BOTT & JACQUI MCLOUGHLIN
LUCY DAVID
LUIGI SPIAGGI
MARCO AGOSTONI
MARK BINNIE
MARK FELTHAM, REMY MILLOTT, DECLAN PHILPOT & CPT. IAN KNIGHT
YACHTING MATTERS ISSUE XIII
INDUSTRY RECOGNITION GUIDE
MARK VOLLMER
MICHAEL KOPPSDEIN
MONICA WINTHER & CPT. ANDERS LAURIDSON
NADINE MROCH
NICK BURLEIGH
PAUL LOFTUS
PHILIP EDWARDS
PHILIP GRECH
PIERRE HUREL
PORAN BAL & KAREN KELLY NORMAN
REBECCA CAHILLY
REMCO IMMINK
YACHTING MATTERS ISSUE XIII
057
INDUSTRY RECOGNITION GUIDE
058
SARAH PIGGIN
SILVO ROSSI
STEVE ALARIO
TERRY JACOMBE & SUE FLAMMIA
TOM RAESIDE
CLAIRE LEVIS
UGO PASTORINO
VALERIO DEL BECARO
VERONIQUE DUMESNY & ALEXANDRA CHESTON
CARLO VEHBI
LISA GREENBERG & BERT NIEUWENHUIZEN
ANDREA PEZZINI & BARBARA TAMBANI
YACHTING MATTERS ISSUE XIII
world of exclusivity
TARRAGONA 7, 8, 9, 10 MAY 2008
WHERE HISTORY MEETS LUXURY & EXCLUSIVITY WORLDROYAL IS PROUD TO PRESENT THE 2008 SHOW AT THE INTERNATIONAL MARINA PUERTO TARRACO IN THE UNESCO WORLD HERITAGE CITY OF TARRAGONA, SPAIN. 120 SUPERYACHTS 30 - 150 METERS DAILY 30 SUPERYACHTS ON SEA TRIAL
60 LUXURY SUPERBRANDS ON DISPLAY EXCLUSIVE TRENDS AND LAUNCHES
WORLDROYAL SUPERYACHT EQUIPMENT SHOW MARINA PUERTO TARRACO, 7 - 10TH MAY
WORLDROYAL INTERNATIONAL CONGRESS 'FUTURE OF LUXURY BRANDING', 6TH MAY
WORLDROYAL SUPERYACHT SEMINARS DAILY IN MARINA PUERTO TARRACO
GRAND PRIX FORMULA I OF SPAIN CIRCUIT DE CATALUNYA, 9 - 11TH MAY
BARCELONA INTERNATIONAL AIRPORT 45 MIN. HELIPORT IN MARINA, REUS AIRPORT 10 MIN.
WWW.WORLDROYAL.COM
YACHTING MATTERS WHO’S WHO?
THE Y.M. RECOGNITION LIST 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 AAFTINK Evelyn ABERNATHY Gary ACKER Sandy AGLIARDI Alberta AGLIARDI Carlo AGOSTONI Marco AHRENS Michael AINSWORTH Maxx ALABASTER Jim ALARIO Steve ALDEN Timothy ALEXANDER Simon ALEXANDERSSON Peter ALIX Chris ALLAN Jeanie ALLAN Peter ALLEN Drew ALLEN Tony ALTHAUS Antoine ALTHOFF Tandy AMBROGI Catherine AMICO Alberto AMOROS Veronica ANCHISIS George 11 ANDERSON Julian ANDERSSON Carl 'Michael' ANDREOU Costas ANTHONY Scott ARRAR Andre ASHLEY Judy ATFIELD Phil ATKINS Mike AUDABRAN John AUF DEM GRABEN Sylke AUSSET Pierre AX Britta AZARA Giovanni AZARA Renato AZCARRAGA Emilio BABAJKO Cvetko BACILE Liliana BAILEY M.B.E. Hugh BAINS Paul BAKER Charlie BAL Poran BALLARD Simon BANNENBERG Jon BAPTIST Polly BARDON John BATANI Alberto
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YACHTING MATTERS ISSUE XIII
EDITION PAGE 7 26 12 24 8 36 11 60 11 58 XIII 12 28 4 124 11 82 XIII 10 84 11 135 11 62 11 60 7 61 XIII 8 39 8 191 XIII 9 50 11 58 4 40 10 84 58 6 34 8 39 11 58 10 84 5 79 5 92 6 39 10 78 XIII 6 39 5 84 11 64 11 64 9 52 6 59 XIII 9 50 4 5 XIII 6 31 XIII 7 28 6 59 10 78 7 115 11 58
BATSTONE David BATT Neil BATTAGLIA Gino BEADON John BEAN Brad BEAN Jim BECKMAN Paul BEDIN Leonardo BEIDERBECK Joerg BELL Graham BENNETT Adam 'Nobby' BERGSTRAND Lars BERNARD Annie BERNARDINI Cristina BERTOLA John BEYER-OLSEN Jan BIANCHI Andrea BICKLEY Paul BILLINGSLEY Mark BINNIE Mark BIRKET Charlie BISCHOFF Bianca BITOUZET Jean-Marc BJERRE-PETERSON Mads BJORKLUND Lars BLAKE Peter BOATMAN Peter BOBROW Jill BODDINGTON Mark BODIGOI Andrea BOERS Annet BOLTON Rodger BONNAMY Franck BONNAMY Xavier BOONE Bill BOTT Martin BOURGEAUD Roland BOUTKAN Marten BOW Peter BOWEN Mike BOXHALL Ian 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 CAHILLY Rebecca CAMINADA Victor CAMPINI Giorgio CANNON Dave CARBONE Francesca CARSON-LAINE Anne CASTLE Morgan CAZE Lionel CHARPENTIER Jean-Paul CHELA Wladimir CHESTON Alexandra CHICK Brian CHILES Jenny
5 11 9 7 10 5 10 5 6 9 9 5 9 8 10 10 5 11 6 XIII 8 10 XIII 7 9 7 6 12 12 XIII 10 7 6 12 3 XIII 12 10 10 11 XIII 12 8 10 5 8 8 11 10 12 9 8 7 9 7 9 10 8 6 11 9 12 XIII XIII 12 10 11 11 6 9 5 6 XIII XIII 9 11
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CICOGNOLA Franck CLABBURN Jimmy CLACKERS Keith CLARK John CLARK Leigh CLARKE Aaron CLARKE George CLAVARINO Antonio 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 COSTELLO Jane CROSTHWAITE Lee CROSTHWAITE Steve CUBBIN Alan CUCKSON Richard CUSHION Lance 10 DAM Timo DARMANIN-KISSAUN Mark DARNBOROUGH Simon DAVEY Peter DAVID Frances DAVID Lucy DAVIDA Grisha DAVIS Craig DE ALMEIDA AMARO Claudio DE JONG Dirk DE JONG Willem DE LEEUW Jeanny DE PALMA Riot DE SAVARY Peter DE SIEPE Jan DE VERTEUIL Rupert DE VRIES Henk DE VRIES Hilke 10 DEAN Tim 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 DUMESNY Veronique DUNCAN Mark DUNCOMBE Guy DUNN Jeff
XIII 4 10 10 5 9 5 XIII 11 5 6 11 7 6 5 4 11 11 4 7 8 7 6 6 3 3 80 12 6 9 XIII 8 XIII XIII 4 XIII 9 8 6 7 8 7 8 6 80 XIII 5 11 10 10 XIII 5 4 12 12 7 8 5 6 8 10 XIII 9 6 7 9 10 5 7 10 10 11 XIII 4 6 5
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PROFESSIONAL YA C H T S M E N ’ S A S S O C I AT I O N Over 1600 members representing 40 nationalities. This is the right time to join the PYA! Are you a professional making your career path in yachting? We will give you information and support, help you network globally and keep you up to speed with the issues that concern you. We are a non-profit making association doing just You will receive the Professional Yachtsmen’s Association news one thing - and very well… magazine which is also available online email newsletters and …representing you. also regularinformation.
www.pya.org Tel: +33 (0) 493 34 91 16 Fax: +33 (0) 493 34 21 83 E-mail: info@pya.org
OFFERING SUPPORT AND ADVICE TO OUR MEMBERS WITHIN THE YACHTING INDUSTRY
YACHTING MATTERS WHO’S WHO?
DUPPERON Carlos EASTMAN Laurel EDWARDS Brian EDWARDS Paul EDWARDS Philip EISENHUT Mario EKMAN Elenor ELARIO Steve ELLENBROEK Joop ELLIOT Mark ELMER Marc ENDERS Stefan ESTEBE Patrick EVANS Ivor EVANS Kos EVERTON JONES Mike FALCONE Carlo FALCONER Mark FARMER Simon FARMERY David FARR Peter FARRELL Peter FARRELL Sean FEATHERBY Bridget FELTHAM Mark FERNANDES Gordon FERRARI Roberto FIDDES Mike 11 FIELD Ray FINLEY Kay FINLEY Lane FINNERTY Suki FIORINI LOWELL Peter FISCH Raymond FISHER Adrian FITTERY Gene FLAMMIA Sue FLASHMAN Nick FLECKENSTEIN John FLOYD Jimmy FORBES Kip FORNION Franck FRANCIS Martin FRANCOLINI Andrea FRANIK Carsten FRANKLIN Afsaneh FRANKLIN Dianne FRASER Diane FRASER Guy FRECH Jerry FREEMAN Bob FREIVOKH Ken FRENCH Jan FROST Adam FROST Graham 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
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YACHTING MATTERS ISSUE XIII
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GRECH Philip GREENBERG Lisa 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 HAIKO Julie HALBANI Giora HALL John HALL Malcolm HAMEND Peter HAMILTON Claude HAMMING Heidi HANDYSIDE Bruce HANSEN Morten HARDY Jane HARRIS Arthur 'Flash' HARRIS Ira HARRIS Tony 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 Adele HILL Vaughan HO Peter HOEK Andre HOLE Chris HOLLAND Julia HOLLAND Ron HOLSTEIN Nick HOLT Ed HOLTOM Jason HOPPENSTEIN Charles HOPPENSTEIN Reuben HORNADAY Ginger HORNER Roger HORNSBY Ian HORSLEY Mike HOSKIN Mark HOULGRAVE Jeff HOW Tony HOWITH Michael HOWORTH Frances HOWSON John HOYER Patrick HUBBNER Max HUISMAN Alice HUNT John HUREL Pierre HUTTON Mike IEDEMA Bianca IGLESIAS Maria IMMINK Remco INSULL Ian INSULL Mike
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42 189 39 47 20 78 94 190 42 75 41 99 82 31 81 50 62 52 26 24 26 60 38 44 77 77 80 22 22 60 28 26 22 42 42 77 26 24 53 48 44 43 24 24 96 36 24 22 25 38 39 52 47 60
INSULL Peter ISRAELOFF Sam IVANCIC Luksa JACHNEY Lynn JACKSON Dan JACKSON Paul JACKSON Robbie JACKSON Simon JACOMBE Terry JARRET Joe JARVIS Shaun JEFFERY Nick JELLEN Peter JINKINS Dana JOHN Michael JOHNSON Missy JOHNSON Simon JOHNSON-HALLIDAY Kass JOHNSTON Johnno JONES Barry JONES Chris JONES Thomas 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 Dan KELLY Karen KELLY NORMAN Karen KENNAUGH Paul KENNISTON Don KERN Jeremy KIDD Susan KING John KIRCAALI Fuat KITCHING David KNIGHT Gill KNIGHT Ian KNIGHT Reina KOOLHOF Kees KOPPSDEIN Michael KRODEL Heinz KUPFER Daniel KURTZ Michael LAIDLAW Irvine LAING Mike LAMBRECHTSEN Marlise LANDRY Anne LAROUSSE David LARSEN Micael LAST Gina LAST Jeff LAURIDSON Anders 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 LEVIS Claire LIGHT Alan LINDQUIST Borje LINE Nick
11 9 XIII 5 2 9 5 8 XIII XIII 11 4 10 6 6 9 8 8 6 8 8 7 7 6 11 5 12 5 7 8 5 2 6 12 6 XIII 9 6 6 5 9 9 7 10 XIII 11 6 XIII 5 11 4 6 6 4 9 6 XIII 2 10 XIII 8 10 8 7 12 4 11 11 5 7 9 10 XIII 7 7 5
48 54 76 10 48 54 42 59 42 82 13 30 53 39 40 14 38 38 24 23 30 60 86 22 80 26 38 84 10 147 23 57 48 31 29 92 48 50 82 78 62 34 81 59 36 34 36 36 53 110 19 78 176 78 191 24 23 9 62 81 23 66 84 23 23 82
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YACHTING MATTERS WHO’S WHO?
LINNE Bill LINNE Garry LINZEL Otto LIPE Robert LISTER Mike LIVERAS Andreas LOFTUS Paul LONGO Guiseppe LOUGHLIN Kim LOURANDAKIS Costa LOUVET Jaques LUIJENDIJK Rob LUISE Francesco LUISE Fulvio LUISE Massimo LUNDSTROM Stig LUNT Russell LUTEIJN Heleen LYNNE Jacqueline MABBETT Paul MACCHIAROLI Gisella MACDONALD Caspar MACDONALD Ian MACDONALD Neil 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 MARRERO Antonio MARSH Jeff MARSH Stevve MARTIN Ann Marie MAULE Karin MAURESO Fiona MCDONALD Andy MCDONALD Neil MCGUIRE Lee McKAY Colin McKEAGE Bob McKENZIE SHAW Moira MCLAREN Kathy McLOUGHLIN Jacqui MCMULLAN Peter McNAMARA Barry MELE Massimo MEYER Claus Ehlert MICHAEL Healy MILLER Scott MILLER Tom MILLOTT Remy MILLS Roger MINORS Natalie MITCHELL Damien MONTAGNE June MONTEDORI Roberto MORAN Brian MORAN Robert MORGAN David MORRIS Richard MORRISON Doug MORTON Andrew MOULLIN Alison MROCH Nadine
064
YACHTING MATTERS ISSUE XIII
12 12 7 5 10 11 XIII XIII 6 5 7 9 XIII XIII 11 XIII 7 XIII 10 6 8 XIII 7 5 6 4 12 7 10 12 12 4 11 7 2 12 9 8 11 5 6 XIII 8 XIII XIII 3 11 9 11 10 10 XIII 11 12 XIII 11 7 XIII 10 4 2 4 XIII 2 10 11 XIII 6 8 4 6 10 8 5 10 XIII
23 23 24 82 82 48 34 92 23 54 60 67 78 36 39 67 171 31 42 23 67 76 22 22 42 155 23 10 24 50 36 64 81 30 38 1XIII 60 46 184 82 84 64 24 64 66 76 72 13 43 13 78 58 144 38 43 31 84 39 79 76
MUELLER George MULLEN Kathleen MULLER Barbara MULLER Barbara MUNFORD John MUSCAT Isabel MUSETTI Annalisa MUSTON Brian NAHON Jean Daniel NARKOWICZ Steve NARRAWAY Darcy NATUSCH David NEFZI Farouk NEISWENDER Mark NEWCOMB Justin NICHOLSON Desmond NICHOLSON Fernando NICHOLSON George NICHOLSON Inigo NICHOLSON Libby NICHOLSON Rodney NIDEROEST Joe NIELSEN Morton NIEUWENHUIZEN Bert NOIZET LOPEZ Estelle NORTH Andy NOTTEN Ingrid NUEVO Marco OFFER Bob OLDCRAFT Tim OLDENBOOM Egbert OLIVA Pamela OLIVIERO Caterina OOSTERMAN Madelon O'SULLIVAN Declan PAGLIARI Manuela PAINTER Jamie PALFREY Sonia PALMER Wayne PAMMENT Alex PANIZZA Daniele PARKER D.J. PARRY Tom PASCAL Jacqui PASTOR Jaime PASTORINO Ugo PAUL Laurent PAVLATOS Makis PAVLATOU Rosemary PEARLMAN Jeff PEARSON Kaye PEEL Angus PEEL Robert PEGAN Edward PEHRSON Anders PEIN Mathias PERCIVAL John PERCY Gordon PESTO Fabio PESTO Giuliano PESTO Lisa PESTO Max PETTAVINO Luc PETTAVINO Monique PEZZINI Andrea PHILLIPS Harold PHILPOT Declan PIANTINI Andrea PICKERING Alan PIGDEN PaddY PIGGIN Sarah PINCH Graham PINCH Zoe PIROVANO John 'Kiwi' PITMAN James PIZZARDINI Johan
11 XIII 11 11 6 6 XIII 12 11 10 12 8 XIII 11 5 6 6 6 6 4 6 9 10 XIII 1 7 4 6 7 7 12 12 XIII 4 6 6 9 5 9 5 9 XIII 6 10 6 XIII 10 9 11 5 8 11 6 XIII XIII 9 11 7 XIII XIII 9 XIII 11 11 XIII 9 XIII 9 8 6 XIII 8 8 10 9 11
59 62 34 32 22 60 82 23 38 174 81 57 57 48 57 5 57 48 82 3 22 36 34 22 24 28 26 36 92 36 48 86 50 79 47 39 78 32 80 54 62 81 40 64 30 53 127 3 53 62 62 52 178 40 36 38 38 80 48 60
PLENT Raoul POERIO Vicenzo POETCH Tomas POLEMIS Andreas POLO Renato PORTER Bill POSTORINO Alfonso 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 RAESIDE Tom RAINEY Joseph RAKUS Martina RAMONA Sylvie READ Gerald REDMAYNE Martin REECE Paul REID Russell RENAULT Thierry REYMANN Laurence RICOURT Christophe RINGSING Kirsten RISSO Paola ROBERTS Paul ROBERTS Roy ROBINSON Andrew ROBINSON Jan ROBINSON Niall ROBSON Judith ROCH Fabion 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 Caroline RUMEAU Jean Marc 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 SCHULTZ Thomas SCHWANER Scott SCOTT Peter SEBASTIAN Sarah SELTER Leo SHARP Doug SHAWCROFT Charles
7 9 12 9 12 XIII XIII XIII 6 7 7 10 10 9 8 6 9 5 9 11 6 XIII 9 8 5 XIII 7 4 9 9 XIII 5 9 6 9 8 6 6 11 11 7 10 9 8 11 4 12 7 10 7 9 XIII 5 4 4 9 8 8 XIII 8 11 6 5 7 4 6 5 5 7 XIII XIII 5 XIII 10 12 9
24 178 28 54 28
36 22 28 82 82 50 39 30 50 79 46 192 32 46 44 92 26 42 50 54 82 52 36 48 42 30 86 62 64 23 82 46 36 59 43 28 58 82 26 53 81 36 36 59 39 42 40 62 36 80 28 6 36 81 82 67 81 82 28 53
YACHTING MATTERS WHO’S WHO?
SHEFFIELD Hannah SHEFTER Heather SHILTON Caroline SICHES Oscar SIEZLAND Mike SIMI Riccardo SIMISK Huseyin SIMPSON Mike SKALTVEET Clara SKIPWITH Barney SLIKKER Floris SLOAN Patta SLOCOMBE Marc SMALLWOOD Helen SMALLWOOD Jimmy SMITH Billy SMITH Dean SMITH Derek SMITH Joanne SMITH Malius SMITH Marius SMITH Robert SMITH Steve SMITTEN Kelley SOLEZZI Giorgio SOMERS Jack SOUTER Ian SPIAGGI Luigi SPILLER Mike SPOONER Peter ST GEORGE Graham STARKIE Cheryl STEIN Howard STERRINGA Anne STEVENS Mark STEVENS Phil STOCKWELL John STOKES Curtis STOKES Gill STONE Sean STORY Michael STREET Don STRUICK Marco STRUIK Anneke STRUIK Marco STUART Andrew STURGE Nick SUSSMAN Brett SWEET Duncan SYRETT Jonathan TABONE Anna TACCHI Giorgio TADEMA Hester TAMBANI Barbara TANSELL Misirici
10 XIII 8 6 8 9 XIII 8 4 12 10 8 4 12 12 8 10 2 10 11 9 4 10 11 5 XIII 9 XIII 10 XIII 4 7 5 10 11 5 10 12 12 11 2 12 4 8 12 4 12 XIII 6 8 9 11 6 XIII 5
78 39 36 38 50 40 40 22 80 39 42 24 24 39 77 52 78 60 46 42 78 60 81 52 76 41 22 103 76 59 82 80 23 23 62 21 23 42 42 24 9 26 31 40 46 59 34 79
TAYLOR John TAYLOR Ross TAYLOR Steve TEELE Scott TERAZAWA Joanne THEED Jilly THEED John THOMPSON Brett THOMSEN Flip THOMSON David THOMSON Susie THWAITE Jasper TIBBS Peter TILSE Gizela TILSE Hans Joachim TODD David TOMEI Giuliano TOMEI Renza TORRES FONSECA Lourdes TOSI Eva TOSITTI Stefano TOUGH Chris TOWNSEND Penny TREASE Norma TUCKER Julie TULLOCH Lucy TUNESI Diletta TWOHIG Dan TYSON Mick ULUPINAR Gozde USSI Christian VALLANCE Paul VAN BERGAN Phil VAN BREEMEN Marjan VAN BREEMEN Nico VAN DE MORTEL-MOONEN Jolanda VAN DE WALLE Filip VAN DEN BOS Walter VAN DEN BRUELE Johan VAN DER KAADEN John VAN DER WERF Clemens VAN DIJCK Michel VAN DISHOECK Evert VAN LENT Dick VAN WESTERING Vynand VANGEEST Jos VANG-MATHISEN Bjorn VEHBI Carlo VELEMA Hein VENABLES John VERKERK Jan VERLEIGH Kim VEUJAR Ronald VICKERY Kim VINALE Laura
4 12 7 5 7 10 12 XIII 7 8 11 7 9 8 8 5 10 10 10 10 9 9 6 9 12 6 XIII 8 8 9 5 9 6 12 12 10 XIII 10 5 9 12 8 9 12 7 11 XIII XIII 6 9 7 10 7 XIII 11
41 28 45 79 22 78 26 67 39 64 23 48 39 39 80 78 78 82 77 54 46 39 53 24 30 136 114 52 80 48 31 26 26 80 84 30 52 23 42 50 67 64 32 179 23 80 28 60
VIRGO John VITTORIA Joseph VOISIN Thierry VOLLMER Mark VOLSTER Pat VOS Nancy VROLIJK Rolf WADDILOVE Guy WALKER Martyn WALLIS-WHITE Ann WARREN Alan WARWICK Anita WATSON John WEBB Richard WEBBER Adrian WEBLEY Chris WEBLEY John WELDON Rags WELSH Joao WELTON Roy WESTWOOD Brent WESTWOOD David WHITE Michael WHITELEY Michael WHITING Jason WICKEL Fred WIEKENS Henk WILLCOCKS Nigel WILLIAMS Bianca WILLIAMS Embert WILLIAMS Nick WILLIAMS Richard WILSON Allan WILSON Andrew WILSON Andrew WILSON Neil WILSON Piers WINCH Andrew WINN Angelika WINN Robin WINTHER Monica WISDEN John WISSMAN Thomas WOOD POWER Simon WOOTON Kenny WRIGHT Gary WUBBERLING Richard WUESTER Claudia WYBORN John WYNNE Bear WYNNE David ZANASI Mario ZEEVAARDER Remco ZEVALLOS Carlos ZUIN Giovanna
8 7 11 XIII 5 12 4 7 11 5 6 XIII 8 12 9 8 5 10 6 9 XIII 11 10 9 5 10 11 10 10 9 5 4 5 10 11 4 10 7 12 12 XIII 10 6 7 XIII 8 XIII 11 8 8 7 9 12 8 11
42 26 64 86 26 37 32 113 92 30 38 28 46 38 92 78 34 54 20 82 48 86 80 93 77 76 47 82 43 86 80 58 132 84 22 22 22 37 132 26 35 60 40 11 44 48 28 38 60
YACHTING MATTERS ISSUE XIII
065
O BUOY, O BUOY, O BUOY
T
HE MARINA AT MARIGOT BAY HAS ISSUED A
this year on behalf of the St Lucia Air and Sea Ports Authority
statement reassuring small craft operators, the St Lucia
following approval from the Development Control Authority.
Day Charter Association and yacht owners that the new
Marigot Bay has traditionally been used as an effective
mooring buoy field in the inner bay will not obstruct local boats
hurricane shelter and according to Marina at Marigot Bay
from seeking shelter in the mangroves should a Tropical Storm or
Manager, Bob Hathaway, a number of measures will be adopted
Hurricane threaten the island.
to ensure the bay can continue to be used as a safe haven
The field of 20 mooring buoys was laid in the bay earlier
066
YACHTING MATTERS ISSUE XIII
unhampered by the new permanent mooring system.
MARIGOT BAY
The new SLASPA mooring buoys are not warranted for Tropical Storm or Hurricane force winds and could sink boats moored to them due to snatch loads and the lack of scope on the riser chains in the event of a high storm surge. For this reason all boats occupying these mooring buoys will be asked to vacate the mooring or use it as part of their stern or bow mooring system in the mangroves. All buoys which might obstruct free anchoring will then be removed by Marina staff and the chains dropped to the bottom of the bay.
‘We certainly want to assure all local boat operators and
Mr Hathaway said as boats
yacht owners, and the captains of yachts visiting St Lucia that
arrive in the bay, they will be given the
Marigot Bay remains a tried and trusted hurricane hole and we will
option of using a mooring buoy as part
do all in our power to ensure this remains the case,’ he added.
>||
of their mooring system; using their own anchors and the mangroves; or
Contact:
berthing in the Marina at Marigot Bay.
VHF Channel 16
As part of these hurricane preparedness measures, The Marina has
Email: marina@marigotbay.com www.marigotbay.com
also outlined additional requirements for use of the SLASPA moorings which include laying at least one additional
anchor
at
maximum
available scope; attaching their boat to the mooring buoy ring with a minimum 10 metre length of chain or high-strength rope appropriate to the size of the boat but not exceeding 13 mm diameter (for chain) or 24 mm diameter for polyester or nylon rope. This ensures that the buoy attachment is weaker than the buoy system and that the buoy will not sink the boat through lack of scope. Boats should be positioned, as far as practical, at right angles to the adjacent line of the shore or mangroves. Berthing in the Marina itself is only by permission of the Marina at Marigot Bay and will only be granted to boats that carry third party liability for any damage that might be caused to the Marina or other boats. Normal check-in and charges will apply. ‘In order to avoid environmental damage to the mangrove system, the above arrangements will apply only for the period of a watch or warning and for 48 hours thereafter unless it is clear that there is a significant risk from a named or numbered weather system due to strike in the following 7 days,’ Hathaway said.
YACHTING MATTERS ISSUE XIII
067
YACHTING
MATTERS
THE COSMOPOLITAN SUPERYACHT MAGAZINE You can now subscribe to ensure you receive your copy of Yachting Matters. Total cost is only £8.00 per magazine WORLDWIDE. We are presently producing two editions per year - Spring and Autumn. If you would like a copy of this edition, or back issues (subject to availability) the cost will be as above. Payment by Visa or American Express Send us your: Card number Date of expiry - Name on card - Delivery address.
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YACHTING MATTERS! IT’S OUR BUSINESS!
KEEPING AN EYE ON YACHTING
THE PICTURE BUSINESS
GEMMA
ABOVE: THE T-0a THREE TRUMPET HORN
A BLAST FROM THE PAST – KAHLENBERG HORNS
BOTTOM RIGHT: A STEAM ENGINE ON DISPLAY IN THE STORE APPROX. 1900
BY ERICK KAHLENBERG WHILST VISITING THE 2005 FORT LAUDERDALE BOAT
steam engines, and it was in this year that he built one from
SHOW I MET ERICK ON HIS COMPANY STAND. DURING OUR
hardware store parts and the flywheel from his mother’s sewing
CONVERSATION WE SPOKE ABOUT THE HISTORY BEHIND
machine. My guess is that mum was not so happy about this, but
WHAT I HAD ALWAYS THOUGHT TO BE, THE BEST AND
it did turn out pretty well. In 1895, William (aka WR) and his
MOST BEAUTIFULLY PRODUCED AIR HORNS IN THE WORLD.
brother Otto had founded the Kahlenberg Brothers Company as a
THE STORY I HEARD WAS FASCINATING, SO FASCINATING
manufacturer of steam engines.
THAT I ASKED IF HE WOULD WRITE THE HISTORY OF KAHLENBERG FOR YM. IT TOOK HIM ALMOST TWO YEARS TO DELIVER THE GOODS. NOW WHEN YOU HEAR THE ‘MELODIUS’ BLAST FROM A SET OF KAHLENBERGS YOU WILL KNOW JUST HOW AND FROM WHERE THEY CAME. ED
I
N 1886, MY GREAT GRANDFATHER,WILLIAM R. KAHLENBERG, son of a German immigrant, was 16 years old. It was likely foggy and cold outside, as it often is in our home town of Two
Rivers, Wisconsin, so he spent a good deal of time indoors in his father’s hardware store. I have no idea what most 16 year olds did for fun in 1886, but my great grandfather was most fascinated by
070
YACHTING MATTERS ISSUE XIII
HALL OF FAME MARINA
HARBOUR TOWNE MARINA
SUNRISE HARBOR MARINA
ERROL FLYNN MARINA
In the heart of Fort Lauderdale Beach and minutes to Port Everglades, this marina is a four season port. The first marina in Fort Lauderdale to receive the Clean Marina designation from the State of Florida, Hall of Fame’s mission is to provide guests with 100% satisfaction.
With over 20 marine businesses on site, guests find everything they need in one place. The annual winner of Broward County’s Emerald Award, the Green Boatyard Award, 2003 Marina of the Year, and the first marina in South Florida to receive simultaneous Clean Marina and Clean Boatyard designations.
A favorite of mega yacht captains and crew, this marina sets the standard for world class facilities. Steps away from the exclusive shops of the Galleria Mall and walking distance to beautiful Fort Lauderdale Beach, the service and privacy here is unparalleled. A State of Florida designated Clean Marina.
In the heart of the Caribbean in a protected deepwater harbor, this new marina complex provides state-ofthe-art facilities and a perfect stopover for those cruising yachts. An international Blue Flag facility, the Marina offers personalized service, and a perfect spot for cruisers and mega yachts alike.
• Yachts up to 135'
• Mega Yachts up to 200'
• Olympic Hall of Fame Swimming Pools
• Wet Slips for Vessels up to 200'
• Cable TV, Wireless Internet Access
• Dry Storage for Boats to 43'
• One Block from the Beach
• Fuel Dock, Bait and Tackle
• Heated Pool, Luxury Fitness Center • Full Resort Amenities • Wireless Internet Access • 24-hour Gated Security
• 88-Ton Travel Lift
• Restaurants and Crew Bar • New Fuel Facility • 100-Ton Travel Lift, 50 & 60 Hertz Power • Duty-Free Zone
• Marine Services Complex Michael Horn
David L. Culver
954.764.3975
954.926.0300
hfmarina@bellsouth.net
hrbrtowne@aol.com
shmarina@fdn.com
Scott Salomon
• Yachts up to 350'
954.667.6720
w w w. w e s t r e c . c o m
John Louis
876.715.6044 info@errolflynnmarina.com
Navigating the good life
KAHLENBERG
RIGHT: WILLIAM R. KAHLENBERG THE COMPANY FOUNDER APPROX. 1906
BOTTOM RIGHT: TWIN KAHLENBERG OIL ENGINES ON THE YACHT MOSELLE
In 1897, a Two Rivers citizen named John LaFond returned
the new Kahlenberg engines. It is not an understatement to say
home after an expedition to the Klondike for gold, and asked W.R.
that these boats with their Kahlenberg engines completely
to install a gasoline engine in the 35 foot mackinaw vessel he was
transformed the Great Lakes fishing industry into a profitable,
building. Mr LaFond had seen such engines used during his time
year round occupation.
spent prospecting in Canada. William set to work, reading about
By 1914, a new Kahlenberg fuel oil engine had been
Gustav Daimler and Karl Benz, the German inventors of the first
designed and patented by WR. These engines were soon in more
marine gasoline engine. In April, 1900, LaFond’s unnamed boat received the Kahlenberg Brothers’ first engine. The unique feature of this 8 horsepower engine was that it was directly reversible, from full speed ahead to full speed reverse, without a transmission of any kind. This was a previously unheard of manoeuvre for a gasoline engine. Mr LaFond paid $353.07 for his engine at a time when gasoline cost 13 cents per gallon and skilled tradesmen (in the US) earned 40 cents an hour. Kahlenberg engines were dependable because they were built individually to a standard and not shipped until they met it. My great grandfather was very particular regarding the quality of the engines built in the following years. It was common for engines to be held after their prescribed final inspection to receive final alterations from W.R. himself to be sure they ran as perfectly as possible. Word of the dependability of Kahlenberg engines spread, and by 1901, a third brother, John, had entered the partnership, and the nearby Burger Boat Company were building a new style of fishing tug (and of course yachts) that would accommodate
072
YACHTING MATTERS ISSUE XIII
ISTANBUL, KUSADASI, BODRUM, MARMARIS, GOCEK, ANTALYA
Wherever You Are In Turkey, World Yachting Is Ready To Serve Your Every Need – Hours A Day
• Formalities • Visas & Regulations • Provisioning • • Duty-free diesel • vip services • WORLD YACHTING
is perfectly placed to cater for your every need.
WORLD YACHTING official registered yacht and shipping agency HEAD OFFICE 48310, Gocek, Fethiye, Turkey Tel: +90 252 645 24 74 Tel: +90 252 645 14 69 Fax: +90 252 645 24 87
24/ 7 SUPPORT Jülide: +90 542 582 90 52 Gerhard: +90 532 789 20 93 Email: gursel@antnet.net.tr
VHF: Channel: 73
www.worldyachting.info
Member of the Associaton of Turkish Travel Agencies
Member of the Associaton of Yacht Support Services
*HPL $FHQWDF×O×ù× <HWNL %HOJHVL 2IÀFLDO 5HJLVWHUHG <DFKW 6KLSSLQJ $JHQF\
0HPEHU RI 'HQL] 7LFDUHW 2GDV× Chamber of Shipping
KAHLENBERG
RIGHT:
commercial fishing vessels on the Great Lakes than all other
ERIC (LEFT) & STEVE KAHLENBERG
engines combined. Even more engines were exported than sold domestically, and used in all applications. When installed in yachts
BOTTOM LEFT: PRESENTED WITH THE ARMY/NAVY ‘E’ AWARD 1944
the engines included a steel blue painted finish with nickel plated cylinder heads. In 1930 in an effort to diversify within the marine industry beyond the production of engines, Two Rivers residents heard the
BOTTOM RIGHT:
first Kahlenberg Air Horn. At this time it was not unusual for
THE EIGHT TRUMPET KAHLENBERG HORN
Kahlenberg to provide not only the air horn, but the compressed air system, propulsion shaft and propeller in addition to the engine. In 1940 Kahlenberg Brothers signed a contract with the Dutch government to deliver 14 five-cylinder 150 HP engines to the Institute of Fisheries, in Jakarta, Java. After the Japanese attack at Pearl Harbour, the US Army intercepted seven of these engines before they could be installed, to prevent the invading Japanese from confiscating them. These engines were installed instead in Australian sailing schooners which were used by General MacArthur’s men to smuggle small arms and ammunition to Philippine guerillas. Partly due to the engines’ reputation in the Pacific theatre, Kahlenberg was given orders to produce engines from 120 to 250 horsepower exclusively for the United States Transportation Corps during World War II. No engines were produced for any other agency or private enterprise during the war years. At the height of production, over 100 employees worked seventy hours per week to meet demand. In 1942 alone,
The 1950s were years of innovation and transition for the
Kahlenberg also produced over 1000 air horns and 500 steel
Kahlenberg Brothers Company. In 1954, after six years of
propellers for vessels of war.
development, Kahlenberg introduced a turbocharged Model E
During the war years, WR was approached by the US
Diesel engine designed by my great uncle Roger Kahlenberg, no
Government and offered the funds to more than triple capacity and
doubt supervised by W.R. This was an engine unlike anything ever
modernise the facility. However, this would have meant government
manufactured before by Kahlenberg. It was a six cylinder engine
personnel on staff for supervision. William was decidedly against this
that developed up to 900 horsepower at 400 rpm and weighed in
since he believed he would have to give up control of the company.
at 34,000 lbs (15,422 kg). It was a great engine and did receive
Also, there was the concern that when the war ended and demand
favourable reviews from the press at the time. The problem was
eased, that the company would be burdened with excess capacity.
that Caterpillar had just come out with a 1225 rpm engine of
Nonetheless, in 1944, Kahlenberg was awarded the Army/Navy ‘E’
similar horsepower and lighter weight that sold for about
award for excellence in wartime production.
$36,000! The Model E sold for about $60,000, yet amazingly nine of them were produced before engine production was discontinued in 1960. Luckily for Roger, we remember him more for designing the first air horns, which since have become our main product. OTHER NOTES OF INTEREST: • Kahlenberg made the largest air horn in the world in 1985. It was the model S-6, was over seven feet long, and weighed more than 250 lbs. • We currently offer a digitally controlled 8 trumpet air horn for mega-yachts that plays music at over 140 decibels, along with dozens of other models designed exclusively for the world’s finest pleasure craft.
074
YACHTING MATTERS ISSUE XIII
KAHLENBERG
â&#x20AC;˘ In 1999 we repaired the steam whistles salvaged from RMS Titanic which subsequently sounded in St Paul, Minnesota for the first time since her maiden voyage in 1912. â&#x20AC;˘ In 2007 we purchased our North American competitor, Airchime Marine and Industrial of Vancouver, Canada. Today Kahlenberg still manufactures sound signals and accessories for everything from cruisers to aircraft carriers, which account for about 45% of sales. The remainder of marine related product sales including stainless steel propellers, propeller repairs, and propeller shafts account for another 22% of sales, with remaining sales coming from non-marine related items manufactured for general industry including such things as crane parts, gear housings, etc, mostly for domestic customers. Kahlenberg Brothers Company is now to some extent Kahlenberg Cousins Company, since it is currently owned and managed by myself and my cousin Steve Kahlenberg, who is also the company President. We are very fortunate to have 38 skilled and dedicated employees who make every effort to help us continue a tradition of craftsmanship. We are also very grateful for the customers who find our products to be the finest available, especially those in the mega-yacht industry where our larger air horn designs are so well received. We really do believe that a horn on a yacht is much more than a safety device. We are excited about the future with more
Interiors and woodworks everywhere in Europe
new products due to arrive this year in the sound signalling market, and we remain passionate about providing the best sounding, best looking yacht horns in the world. Our favourite moment remains at the end of the Monaco and Fort Lauderdale Shows when all the horns sound and we hear the results of our efforts. Thatâ&#x20AC;&#x2122;s some feeling! Contact:
>||
General Refitting, drydocking and maintenance in Genoa
Email: info@Kahlenberg.com
Ultralight interior technology and production Punta Molo Vecchio 16128 Genoa (Italy) ph + 39.010.2770410 fax + 39.010.2461103 http://www.arredamentiporto.it e-mail: info@arredamentiporto.it 07707C
Web: www.kahlenberg.com
LENSES â&#x20AC;&#x201C; THE LONG DISTANCE STUNNER!
WORDS AND PHOTOGRAPHY BY ANDREA FRANCOLINI
DIGITAL PHOTOGRAPHY
T
078
HE POPULARITY OF PHOTOGRAPHY OVER THE
the composition did not look right then he had to change angle
past 15 years has increased at lightning speed, helped no
or approach. With the advent of zoom lenses, which cover a wider
doubt by the introduction of digital cameras. The
focal length, we have become a bit lazy and do not move around
Olympics, World Cups, Wimbledon and America's Cup
looking for something better, but these lenses enable us certainly
just to name a few events are seeing an increasing number of
to work faster and often take a shot that would not have been
photographers snapping away in the hope of capturing that
available to us with a fixed lens.
perfect image. The television cameraman often â&#x20AC;&#x2DC;zoomsâ&#x20AC;&#x2122; in on the
There is no doubt that zoom lenses have made life easier
photographers around the stadium were we can see the best,
and our camera bags much lighter. In December 1963 Canon
biggest and most expensive lenses available being put to good use.
produced its first zoom, the R55-135 mm lens, which gave
Whether you are an amateur, sports, nature or paparazzi
photography a whole new beginning. Today Canon have 65 lenses
photographer the most important choice beside the camera, or
on the market to suit every need and budget. These range from
maybe the most important choice of all, is the lens you use.
the basic lens that your camera will come with as standard to the
During the film era, can you remember that all photographers
long, high end performing, telephoto lens.
basically had a box with a hole and a lens attached to it. The lens
Many sustain that zoom lenses, due to their mechanical
was, and still is according to me, the most important part of all of
structure and the use of many optical fittings, lose some of
my equipment. Bad quality glass gives a bad quality image which
quality of a fixed lens. I certainly believe that fixed focal length
then cannot be used further down the track.
lenses give the best performance. Nevertheless I have personally
History has shown us that we often need basics to get around.
been the proud owner of the first x10 zoom lens on the market.
In golf forexample the English often played with what we consider
In 1993 Canon produced the 35-350 mm L Series lens. I remember
today to be only half a set of clubs, 7 clubs instead of 14. The same
leaving for a three week travel shoot and picking up the lens only
applies to photography, photographers, and the lenses we use.
a few days before my departure. Accompanied by a 20-35 mm at
The legendary Henri Cartier-Bresson (1908-2004) a French
the time (now I have the 16-35 mm) that was all I brought along.
photographer considered to be the father of modern
It was the lightest I had ever travelled on an assignment. Certainly
photojournalism, was known to have used only three different
the result was positive. Some minor lens quality was lost to the
lenses on his Leica, 28, 35 and 50 mm, all considered prime fixed
highly trained eye at certain focal lengths but overall the lens has
lenses. By doing so he was forced to compose the images he took
proved a very good investment.
with much more attention. If needed he had to take a step closer,
I often get asked which lens one should buy and as usual
or further, from his subject in order to fill the frame correctly. If
my answer is dependent on the usage. A nature photographer can
YACHTING MATTERS ISSUE XIII
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DIGITAL PHOTOGRAPHY
use wide angle lenses but will also need telephoto lenses to get
Some zoom lenses are perfectly sharp, especially when looking at
close to animals. A sports photographer will need a bit of
the professional series. Canon introduced the ground breaking
everything depending on what he has in mind. When going to
Image Stabilizer system in September 1995 on an EF 75-300 mm
cover a sailing event I have everything with me from 16 mm to
USM IS. This helped a great deal of people to take better shots and
500 mm. A news photographer will often be seen with 16-35 mm
to obtain a crisp image, especially when they were shooting in low
and 70-200 mm. A portrait photographer may only have a 50 mm
light conditions, by eliminating the â&#x20AC;&#x2DC;shakeâ&#x20AC;&#x2122; when using low shutter
and 90 mm for portraits. There is no general rule, but in the end I
speeds. This technology was then applied to the big telephoto
find that less is more. Keep it simple and learn to work with what
lenses where the difference was quite stunning.
you have. My best shots have been taken with either my 500 mm
No one can say which lens they prefer. Any photographer
f/4 IS lens or my Leica M6 and 35 mm f/2. No matter which lens
can tell you which one he uses most, or which according to him
you choose composition is always the key to a successful image.
delivers the best quality. As for me, when using my Leica I only have
Technology has improved tremendously over recent years.
a 35 mm lens and I love it. When shooting sporting events I need more variety in order to deliver a greater selection of images. Zoom lenses certainly help me with my work and make life easier. The market has a variety which will accommodate every budget. I also like changing lenses every 3-4 years, obliging me to see things differently and often giving me a fresh view on things. Another main advantage of a fixed lens is the aperture (also known as f-stop). These lenses have been designed to work in extreme light conditions, or for a very shallow depth of field. Apertures as big as f/1.0 on a 50 mm lens up to Canon's 200 mm f/1.8, which is the fastest 200 mm lens on the market, cannot be obtained on
080
YACHTING MATTERS ISSUE XIII
DIGITAL PHOTOGRAPHY
LEFT:
zoom lenses just yet. Recently Sigma has announced
LONG TELEPHOTO LENSES ARE NEEDED IN ORDER TO GET CLOSE TO THE SUBJECT BY REMAINING IN A SAFE SPOT
the first Ultra-Telephoto zoom lens that offers a fast aperture of f/2.8 from a 200-500 mm focal length. The only draw back besides the price, which is still to be announced, is the weight of approximately 35 lbs!!!!!! So this proves that zoom lenses are gradually
OPPOSITE BOTTOM:
closing the quality gap with prime lenses.
THIS SHOT ILLUSTRATES PERFECTLY WHAT A ZOOM LENS CAN DO WHEN USED CREATIVELY
The editor asked me to suggest an SLR digital kit for anybody wishing to take good photographs so here it is. I am a Canon man, if you had not already realised, and I do not mention a flash as I normally rely on natural light for my shots!
>||
Canon EOS 30D 17-40 mm f/4 70-200 mm f/4 +Memory cards San Disk or Lexar 2GB or 4GB
To contact Andrea: Tel: +61 (0)415 873 034
Editor’s new kit for a comparison: Nikon D200
Email: afrancolini@bigpond.com www.afrancolini.com
Nikon 18-200 VR f/3.5 +Memory card Extreme 4GB
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www.ypicrew.com
© BROWNIES
DIVING MATTERS:
HAVE YOU GOT THE BOTTLE? THE FIRST IN A SERIES BY MICHAEL WEISS
T
HE IRONY OF EARTH’S LAST GREAT FRONTIER IS ITS accessibility. It would stand to reason that exploring uncharted territories and discovering previously
unidentified species would be reserved for scientists, scholars and occasionally the most fortunate civilians. In the case of our planet’s oceans, however, this could not be farther from the truth. In fact, many of the world’s most fascinating bodies of water are accessible to everyone. Considering that water covers nearly 70 percent of Earth’s surface and is home to the tallest mountains, the deepest trenches and everything in between, opportunities for adventure can be found everywhere. This coupled with the fact that diving training and technology are more available than ever,
082
YACHTING MATTERS ISSUE XIII
© BROWNIES
THE ART OF DIVING
opens this last frontier to almost everyone.
presented in a clear and understandable manner, but also in a way
While accounts of underwater exploration can be found
that makes the overall experience enjoyable. Getting started in a
throughout history, recognized certification programs for
new activity, especially one like diving, always raises lots of
recreational divers first became available in the 1950’s. Since
questions. Having an instructor who is trustworthy, patient and
then, advancements in technology and knowledge gained through
knowledgeable to answer these questions is invaluable, even
years of experience have made diving certification possible
before the start of the class. A great first diving experience can be
worldwide. Introductory courses offered by training agencies such
very powerful and often leads to a lifetime of learning and
as NAUI, PADI, CMAS and countless others offer the basic skills
adventure underwater, so choose the facility and staff carefully.
and knowledge needed to enjoy the sport of diving safely. After
Another important consideration when choosing a facility
taking an initial course, opportunities for continuing education are
and instructor is the course layout and schedule. Classes are
seemingly endless; from experience-based classes that focus on
available in a variety of formats including some that are spread
diving in different environments to instruction-based classes that
out over nights and weekends and some that are back-to-back
groom individuals interested in professional careers in the sport.
and last only a few days. These classes are often diverse and will
Although the number of certification agencies and class
include people of all ages and backgrounds. This means that each
options may seem overwhelming, the first step toward a lifetime
member of the class will learn at their own pace, making
of diving is actually quite simple. Diving retail and training stores
independent or home training options helpful. As an alternative to
can be found in almost every city in the world, not only those
classroom study, it is now possible to take the academic portions
located directly on the water. Some diving equipment even
of classes online or from a DVD. These electronic training
comes with online training included. While there are many factors
mediums offer many advantages like the ability to learn and
to considering when choosing a training facility, the most
review material as many times as needed. Also, because the
important is not the certifying agency. Rather, it is the instructor.
information is available 24/7, it is often easier to find time to
This individual often determines whether a new diver’s experience
complete the required modules.
is positive or negative through the presentation of essential
Regardless of the format, all introductory courses will focus
information and skills. Not only must this information be
on the same general material and will be taught in both a
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THE ART OF DIVING
© BROWNIES
© BROWNIES
084
YACHTING MATTERS ISSUE XIII
THE ART OF DIVING
classroom setting and in the water. The academic material © BROWNIES
includes equipment, communication, environment, effects of pressure and more. All of this knowledge applies specifically to diving and helps reduce the risk of injury. The in-water portion of the training consists of two parts. The first takes place in a confined body of water like a swimming pool. This is where all of the skills are learned and practiced before applying them in an open water environment. This portion of training also includes an evaluation of basic swimming and snorkelling skills. It is not necessary to be a competitive swimmer for diving, but basic swimming skills are very important. Simply put, the more comfortable a person is in the water swimming and snorkelling, the easier the transition will be to diving. The final component of every course is an open water dive in an ocean, river, lake or spring. This is a final evaluation of skills and a chance to apply what was learned in a real life diving environment. Upon completion of a basic diver course, successful participants will receive proof in the form of a certification card. Although this card may vary in appearance depending on the certifying agency, they all have a common significance. The card, along with a diver’s logbook that documents experience, verifies that each diver has successfully completed all practical and academic requirements specified by the training agency. This gives the cardholder the freedom to buy diving equipment, fill scuba
making a 100 foot (33 metre) dive. During certification, this diver
tanks, participate in chartered diving activities and more. Although
most likely did not reach this depth and therefore may not be
a certification card offers many benefits, there are also limits that
knowledgeable enough about the effects of pressure and other
must be recognized. Most agencies specify that a certification card
considerations related to deeper diving. While this individual can
allows an individual to dive in conditions similar to those
produce proof of certification, that alone may not qualify them to
encountered during training. In the case of a newly certified diver,
dive in every case. The responsibility and final decision regarding
this can limit depth, water temperature, gear and many other
who will and will not dive always lies with the owner, operator or
factors depending on the training location and environment.
captain of the boat.
While the basic skills and knowledge needed to dive safely
Although some divers choose not to take any formal
are provided and reinforced at every level of training, intricacies
training beyond a basic course, many choose to continue their
related to diving specialties like night, wreck and deep diving are
education and gain experience in a wider range of environments. A
best attained through professionally taught continuing education
few classes that are often taken following a basic diver course are
courses. A good example is a newly certified diver interested in
advanced diver, rescue diver and nitrox diver. An advanced diver
N;>
O79>J <EH;DI?9 ?DJ;HD7J?ED7B O 79>J <EH H;DI?9 ?D DJ;HD7 7J J?ED7B B N68=I 6C9 :C<>C: HJGK:N! ADHH >CK:HI><6I>DCH H:GK>C< :JGDE:! JH6 6C9 I=: 86G>77:6C 7YYh[Z_j[Z CWh_d[ Ikhl[oehi if[Y_Wb_i_d] _d bWh][ oWY^ji Ij[[b 7bkc_d_kc =HF CWY^_d[ho :bV^a/ n[^nVX]i5Vda#Xdb D[[^XZ/ %%&")&%"+%)"'(', BdW^aZ/ %%&")&%").%"%'&+ HD8>:IN D; 688G:9>I:9 B6G>C: HJGK:NDGH
YACHTING MATTERS ISSUE XIII
085
THE ART OF DIVING
© SONYA TITTLE
086
YACHTING MATTERS ISSUE XIII
THE ART OF DIVING
course is designed to expose a relatively new diver to specialties such as night diving, wreck diving or boat diving. This course is
Š SONYA TITTLE
great for broadening a new diverâ&#x20AC;&#x2122;s knowledge and experience regarding very specific activities. The rescue diving course on the other hand focuses primarily on self and buddy rescue skills and techniques. This class focuses on developing more attentive and self-sufficient divers and buddies. Through a series of scenarios and drills, divers become more adept at problem solving and recognition, thus making them more safe and competent in the water. Nitrox diving is a course that can be taught at any level and has become extremely popular in the last decade. Nitrox is slightly different than standard air and offers benefits including reduced surface intervals and extended bottom time or reduced risk of decompression related injuries depending on its usage. Contrary to popular belief, nitrox is not used for deep diving and is quickly becoming the breathing gas of choice for recreational divers around the world. Advancements in technology in recent years even allow divers to produce nitrox onboard many charter and private vessels without the need to carry bulky and potentially hazardous cylinders of pure oxygen. Although these examples are only a few of many, the near endless list of diving classes and specialties available to recreational divers makes it possible to continue learning and remain excited about diving for a lifetime. One of the most notable aspects of diving is, without a doubt, the equipment. Since the introduction
of
underwater
breathing regulators in the early 1950â&#x20AC;&#x2122;s, technology has continued to drive the evolution of the sport of diving. Today regulators and buoyancy compensation devices are more reliable, comfortable and attractive than ever. Even basic snorkeling gear like masks, fins and snorkels have been improved by
YACHTING MATTERS ISSUE XIII
087
THE ART OF DIVING
becoming lighter, stronger and more comfortable.
environment, there is still another reason this sport is so popular.
This constant development of new technology has even
With certification available as young as ten through some agencies
led to alternatives to SCUBA diving. Hookah diving is one very
and no designated upper age limit, diving is a perfect activity for
popular adaptation which dates back to the earliest underwater
the entire family to enjoy together. Equipment is available in a very
exploration. Rather than carrying a limited amount of air in tanks
wide range of sizes and shapes to accommodate almost anyone. In
like SCUBA divers, hookah divers are supplied air constantly
addition, alternatives like hookah diving, with its minimal
through a tether from an air compressor on the surface. While
equipment, are perfect for families and smaller divers.
hookah dive time is limited by the same laws that apply to
There are many reasons people choose to dive. Some dive
SCUBA diving, hookah does provide a virtually endless supply of
because of a fascination and love of the ocean. Some dive because
air, nitrox or other mixtures as opposed to SCUBA tanks. This not
it is an activity the entire family can experience together. Still
only offers extended time underwater in many situations, but is
others dive to further scientific research and exploration.
often more comfortable due to the very minimal equipment
Regardless of the reason for learning to dive, now is the time to
required. In recent years, hookah technology has evolved again
take the first step toward a lifetime of exploration and excitement.
and can be installed directly on many boats in addition to the
Diving is the ticket to see a world that the majority of people on
traditional floating design which has been popular for nearly 40
earth will never see. The last frontier on this planet is waiting to be
years. These new systems are extremely compact, nearly invisible
explored and the adventure can begin anywhere.
>||
when installed and dramatically increase the versatility of boats of almost any size. They have become popular as a means for
The Author
pleasure diving at a moments notice and general underwater
Michael Weiss works with Brownie's Third Lung in Fort
inspection and repair of vessels and tenders.
Lauderdale, Florida. Brownie's designs, builds and installs diving
Strange as it might sound, diving has historically been a
solutions from floating recreational hookah diving systems to a
land-based activity as the equipment needed to support it was
full-line of yacht-based air compressors, NitroxMakers and mixed-
large, heavy and not available for private or even charter vessels.
gas blending stations. Michael is a certified scuba instructor and an
Recently, advances in technology have brought this equipment
avid freediver and photographer. His experience includes diving
onto the water. Air compressors, nitrox generation systems and
instruction, underwater guiding, hunting, videography and dive
mixed gas filling stations are more compact, efficient and
program administration.
attractive than ever, making them suitable for use on boats. Having a complete dive system onboard is the ultimate in
To contact Michael:
freedom as it allows for diving anytime and anywhere.
Tel: +1 954 462 5570 Ex. 222
Beyond the excitement of exploration, the challenge of a new activity and the intrigue of a relatively untouched
088
YACHTING MATTERS ISSUE XIII
Email: michael@browniedive.com Web: www.browniedive.com
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MAN AT THE TOP
CPT. DAVID ‘HUTCH’ HUTCHISON INTERVIEW BY COLIN SQUIRE
MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
e are sitting in the main saloon of Felicita West, one
a partner in a Surveyors practice, his twin Jen is a State
FAMILY PHOTOGRAPHS
of the most beautiful yachts ever to leave the Perini
registered nurse and midwife, Susan a homemaker and Lewis
THIS PAGE
yard, talking to her Captain David ‘Hutch’ Hutchison.
the youngest who works as CFO in Florida – so as you see they have all done very well in their own professional fields and
Shall we go back to your early life, your roots?
mostly they have all become devotees of yachting – mainly in
I was born in Scotland on 1st July 1957, I’ve just passed the big
their own 30 to 40 ft sailboats.
THE SAME GROUP PHOTOGRAPHED IN 1997
Greenock in Scotland and grew up in a town called Gourock,
And your schooling?
which is next door to Greenock. Greenock was a shipbuilding
I went to Greenock Academy – a school of about 1000 pupils –
town and my father, Lewis, was a master mariner and became a
35-40 pupils in a class – 2 classes per form as it were so it was
river pilot at that stage in my early life, he subsequently went on
a pretty normal school not particularly privileged. I stayed there
to become the Pilot master for the River Clyde. My mother
until they deemed I was wasting their time!
Margaret and father still live in the same house in Scotland And so you left school at 15?
live within a couple of hundred metres of where we all grew up.
I was 16 soon to be 17.
FAY, LEWIS, SUSAN, HUTCH, TOM (BACK), ALAN, JEN & BILL – 1967
BOTTOM LEFT:
five zero, and I was the fourth of eight children. I was born in
overlooking the River Clyde and most of my brothers and sisters
TOP LEFT:
You had been sailing as a child? Yes, my Dad taught me in a small 15 ft solid teak built day sailer, which he had built when on one of his ships coming back from Rio to Southampton. He and his bosun got together and in their off watch started to build together this solid teak carvel-planked, half-decked, heavy sailing dinghy. It was a great boat because it was very safe and the whole family had a sail in it and I guess we all learned a great deal from Calypso as she was called.
So you learnt to sail on that boat – at what age? So you were the black sheep that left the fold!
From 8 to about 12 because we weren’t allowed to join the local
There were a couple of others that got away – one, Lewis lives in
yacht club and cadet force until we were 12 and so I was counting
Florida and my elder brother Bill is in Hong Kong and Singapore
the days until I could join up and would push my dad to go for a
and now works for Simpson Marine. It’s his second career – before
sail many times. I became a member of the Royal Gourock Yacht
that he was a partner in an accountancy firm.
Club cadets and remained so until I was 17 years old when I became a full member of the club.
He is also into yachting? Yes, he is and subsequently my other brothers and sisters are as
Did you ever do odd jobs on the dock, day working I guess!
they have developed their own careers – the eldest Tom was a
Yes, there was a group of about 10 of us and we would stand
civil engineer, Fay is a physiotherapist with her own practice and
around with the old ‘pick me, pick me’ hands up to try to get
is married to David a doctor, Bill we mentioned, me, Alan who is
onto some of these boats to be able to do weekend racing. You
YACHTING MATTERS ISSUE XIII
091
RIGHT: BROTHER ALAN, MUM, DAD & HUTCH
MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
RIGHT:
Ron Holland and Ed Dubois, they were early in their careers with
HUTCH – 1ST DAY AT SCHOOL 1962
their quarter and half-tonners, and we made friendships which are still very strong to this day.
FAR RIGHT: RON HOLLAND
BOTTOM RIGHT: ED DUBOIS
know we would race from Gourock round Ailsa Craig Island in the Irish Sea and back and maybe even over to Ireland. In the summers there would be two week race/cruises where you would be doing Loch Long week or Clyde Week or West Highland Week where you would sail all the way up the Western Islands to Tobermory on Mull. Have you got any memories of exciting or dangerous things that happened? Anywhere you learnt to sail on the West coast of Scotland it was, looking back, a pretty good experience because it was not very forgiving with the weather, and the way that the rocks are ready to leap out at you from under the water, well, It was pretty primitive sailing compared to now but it was a good education. On my 21st Birthday coming back in to Gourock from an overnight race my friends threw me in to the water with full thermals, foul weather gear and boots. I started to swim to the beach but I got in to trouble pretty soon and realised it was not funny. I could not keep my head above water and was tiring quickly I had to dump my boots, my foul weather jacket and my thermal top to make it. It was very nearly all over then. The water temp was 53°F. From that you went on to your first job?
And the sails you worked on, were they canvas?
With continuing school or going to university not being an option,
Yes, some were but whenever they felt I was getting a little above
as the rest of my brothers and sisters had done, and were going
myself they would stick me in a job of sewing steel rings into sea
on to do, my best solution was to try to find something that was
anchors made from 20 ounce canvas and that really made a hell
aligned with my passion which was sailing. I was lucky enough to
of a mess of your hands, you know within a couple of days of
get an apprenticeship with Blacks of Greenock through an
sewing those your hands would really be in a state.
introduction from my brother Bill. Blacks was a traditional sail–making company at the time and I did my apprenticeship
So you didn’t misbehave too often!
there for three years, whilst continuing to race internationally in
I just couldn’t help it I’m afraid! The journeyman that I
3
the /4 ton Cup and the One-ton Cup. That was when I first met
092
YACHTING MATTERS ISSUE XIII
apprenticed under was a bosun off one of the last square riggers
Beautyard “The engineering jobs were first class and the painters were the best I have seen. It’s a great feeling for a Captain, managing a costly refit, in which the yard staff care about the outcome as much as he does.” 08207E
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MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
RIGHT:
and he was a terribly hard taskmaster – he didn’t really like the
Big Adventure!
HUTCH AT 20
soft side that he saw in me and he worked me to pound it out. It
It certainly was a big adventure and I suddenly realised there was
was good experience for my future but tough at the time.
a business out there.
BOTTOM RIGHT: KENNEBEC
So this would have been in the mid 70’s? Actually it was in 1978. So you found yourself in America! As I said we did a bunch of racing on this 48 foot Sparkman & Stephens design Kennebec, S&S were going to become pretty prominent in my life over the years, but she was a really nicely built boat – the ex Prospect of Whitby. We did OK in the racing – we didn’t set the world alight but relatively well – she was in the top third in her class – and at the end of that I was given the opportunity to deliver the boat. So this was my first sort of captain’s job and I delivered the boat from Fort Lauderdale up to Annapolis and it was a pretty tough trip. I had a couple of guys Stitching those sails – was it all done by hand?
with me who were more interested in smoking their way into
A lot of it was done by hand. We would have clients who would
oblivion than doing a lot of sailing! So I spent most of the time
want a full set of traditionally crafted sails and we would have to
sailing the boat and one funny story was when we were just south
hand-stitch the seams, I had to be able to double stitch six feet
of Norfolk using the inside passage or the Intracoastal we pulled
every hour. However with my gossiping it was probably more like
over for the night and I was so exhausted that I went straight to
four. It was pretty full on.
sleep. The next day I woke up to find that these two individuals had smoked 140 of my tea bags with tin foil pipes because they
What was the pay? I made about £30 a week I think – £35 with overtime. I was actually making more money from running a disco on the side at night than sail-making but you know sail-making was a great way to continue in the business whilst I figured out what I wanted to do. I did that until I was 20. I outstayed my welcome with Blacks I think and I then set up in competition with them in a very small way – just with a couple of clients looking after their sail wardrobe and doing some canvas work. At that particular time a gentleman called Bill McKay, who was one of Scotland’s best racing sailors and still is, started to take me to some of
the
more
prominent
regattas
and
championships for small boats and also down to England at the weekends to be able to continue training and improving. The Ton cups followed. The next step from that was that he was invited to helm a 48 ft boat called Kennebec for a Scotsman in Florida in the SORC (Southern Ocean Racing Conference) and he took me to America for my first time which changed the direction of my life significantly.
094
YACHTING MATTERS ISSUE XIII
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MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
RIGHT:
with the communications back then we did not realise
AMERICAN EAGLE (WAR BABY) & WEATHERLY
the extent of the tragedy at the time so we didn’t actually get to a point where we were had to divert to offer assistance to anybody in distress and we also had some serious issues of our own going on. Mind you to see a very large Wirlwind helicopter in between two waves and only see the rotors just tells you how large the waves were and how brave the pilots. People tend to exaggerate about wave height but these were very big ones and I don’t think I have seen waves that big more than maybe once or twice in the twenty seven years since then. had run out of the real thing! We pushed on fairly quickly to Annapolis where I handed the boat back to its owner.
But you survived all that?
At that time I was told there was an opportunity going on
Yes, but we had great seamanship lessons – you know storm
a 12 metre called War Baby and that particular boat was run by a
survival. You read all these books that tell you what you need to do
sail-maker friend Jim Leonard. I had worked with Jim as his
but until you are in that situation you don’t really know what your
apprentice at Blacks, Jim had also left Scotland. He invited me
problems are. Like any situation, when something goes wrong you
onboard as a deck hand and we did a bunch of sailing around
basically have to figure how to intervene to stop the situation
Norway, Denmark and Sweden and then went on to do the
from continuing to get worse or the circle closing. Again I don’t
famous Fastnet of ’79.
think we saw the worst of it but what we did see was fairly bad.
That must have been an unbelievable experience!
What happened to you after that?
We certainly never expected what we were presented with during
After that I actually quit boating and decided to go back to being
that race. We were very surprised when we were in the thick of it
a sail-maker and I went back north. I spent about two or three
just how bad the situation turned out to be and this was where I
months in the interim in an Audi garage as a service adviser where
learned the truth in the saying ‘Never step down into your life-
the guy I was working for was promoting these 18 foot micro sail
raft, step up into the life-raft’. I think too many people thought
boats. I did that for a little bit and then a call came in again from
that life-rafts were magic carpets at that time! But for us – we
the War Baby group saying that Captain Jim was leaving and
came round the rock around midnight, it was very very windy and
would I be interested in coming down and taking the boat over.
the seas were starting to build, but as we came back I think we
So after a few months I flew to Porto Cervo and started my first
had a slightly better angle and were probably far better off than
full time captaincy.
the smaller boats where the real mayhem happened. For over 12 hours we had 60/65 knots true gusting in the 70s and just a tiny
What was War Baby?
storm gib up and nothing else. Our main focus was in trying to
War Baby was the old American Eagle – the Americas Cup 12
get the water out of the boat. We suddenly realised we were in
metre – 681/2 ft long with 41/2 ft free board on a good day and a 12
danger of the water flooding the batteries and we had to get the
ft draft and that was my first job as the captain on board a boat.
engine going to clear the water out fast – unfortunately the
She was built for the America's Cup Defence in 1964. Her greatest
engine had developed an air leak caused by all the sloshing of the
fame was as an ocean racer under the command of Ted Turner.
fuel around in the tanks. So I had to get down to start to suck the
From 1969 to 1974 American Eagle ruled the waters winning the
fuel from the tanks into the filter to get all the air out of it before
first World Ocean Racing Championship and setting records in the
we could start the engine to pump the bilge. I guess at that point
distinguished SORC, Fastnet and Sydney–Hobart Races. She is now
I realised I was unlikely to be getting sea sick at any time in my
a charter yacht in my home town of Newport, RI!
life which is pretty handy given my line of business! May I ask what your salary was at that time?
096
15 sailors died during that race, did you see any of the boats that
Actually for the first two years I worked for nothing! You did that
were in trouble?
in those days. All our expenses were paid and it was pretty much
We saw boats – obviously there were so many boats – 200 boats
a glorified jolly! We went to Sardinia and raced there and we went
in a 600 mile race – so there were a lot of boats in the vicinity but
down to Malta and did the Middle Sea Race. We did the
YACHTING MATTERS ISSUE XIII
MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
Transatlantic across to Antigua. Raced in the British Virgin Islands
sailor, who unfortunately
and the St Maarten Regatta. We did very well with the boat. We
passed away recently – he is
won Antigua Race Week overall with four firsts out of five starts.
really missed in this business.
We had a lot of fun. The last race we won’t mention. Our first
He became the president of
Transatlantic to the islands was interesting because we ended up
Sparkman and Stephens. He
with thirteen people on board wanting to go to Antigua, and it
found me a job on a Swan 65
took us 19 days to cross which is a bit slow.
called Shaitan working for a
LEFT: THE LATE MITCH NEFF
Uruguayan gentleman and I Not a record?
continued to race and cruise.
Well not too quick! But we ended up in the middle of the Atlantic
A few more Trans Atlantics,
running out of food and water because we only had 200 gallons of
some racing. I ran Shaitan for
water when we started in the tanks and maybe another 100 in
another year and then I was invited to join Marvin Green’s
bottles. We were a lot of people and we got becalmed in the middle
Nirvana. I worked on Nirvana the 80 foot Pedrick designed maxi
of the Atlantic for five days, we actually went backwards 150 miles
racer from 1983 just after she was launched until 1987 when I left
in those five days even though the currents are supposed to go the
the boat. In that time we did a couple of trips around the world
other way. I think the crew were probably scratching their heads
and basically raced in all the major regattas and set quite a few
when I kept saying ‘We should be seeing land at any time soon!’ and
records. I had a wonderful time with some just magical people
it was about five days after that when the island of La Desirade
who have very powerful positions in the industry now. At the time
popped up, luckily I had been studying the books overnight and had
we were all sort of young and a lot fitter than we are now maybe,
figured out it was La Desirade, and we didn’t go over it.
but we had a great time and I made many lasting friendships.
In those days we tended to push a little bit harder than we do now and it was two o’clock in the morning when we arrived off English Harbour and it was agent’s week and the book states we should stay off. We went to start the engine because we decided we wanted to get in… after all this is Antigua? Yes Antigua, English Harbour. However when we started the engine up, there was nothing on the end of the shaft – the prop had fallen off at some point on the way across, so we decided to take
WORLDWIDE YACHT SERVICE FUEL & LUBE OIL NETWORK
the main down and just sail in with the staysail. So we sailed into the harbour in the early morning, I think about 02.00 and this big
YACHT MAINTENANCE SYSTEM
Danish Baltic Trader was sitting there, what I didn’t quite notice
• Cleaning of fuel, sewage and fresh water tanks, bilges & engine rooms • GAS FREE cleaning • Fuel centrifugation • Antibacterical treatment
was that her foreyards were braced round and as we came along side we couldn’t get our sail down in time to stop us and we stopped fairly suddenly as our mast made contact with her yards. All of a sudden these Danes were running around naked shrieking, thinking that they had been boarded in the middle of the night as we tried to tie up (as they had). Fairly rude of us I guess but eventually they saw the funny side of it before violence ensued and we all sat and drank a couple of whiskies and became reasonable friends.
VIAREGGIO
So you were on her for how long? I was on the wooden War Baby for about 18 months and then Warren Brown the owner bought Ted Turner’s old Tenacious from him and we set off for another round of racing. We did the SORC up in Florida and went on and raced up in New England before a the New York Yacht Club cruise which again we did very well in and during that series I made firm friends with a guy who was to
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become my mentor, Mitch Neff an incredible man and a great
YACHTING MATTERS ISSUE XIII
097
MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
RIGHT:
years and I decided to go off and go cruising
TENACIOUS
on a boat called Diabless owned by a gentleman from Washington. We did a
BOTTOM RIGHT: HUTCH & RAYA
circumnavigation which was incredibly interesting but I was still going back and going racing on Kialoa and on the Australian Pedrick designed Maxi Sovereign and whilst racing on Sovereign in St Thomas with Peter Gilmour, I was walking down the dock and Raya was walking back – she was working for the Aga Khan on his yacht Kalamoun – he had two yachts then, Shergar and Kalamoun the family boat. Anyway I met her on the dock and picked a box up that had dropped off the pile she was carrying and I said to Dougie my best mate ‘She’s cute’! That night up in The Bilge, the yachtie bar in St Thomas, there she was. She was also being given what I thought was a hard time by some of the round the world yachtsmen from Merit – I didn’t realise that they were friends of hers and having some kind of a joke so I stuck my nose in and told them to leave her alone! So I ended up getting a date and we’ve been together for 17 years, 18 this year. Have you ever worked with her? Yes, after 6 months. We had a nice Were you being paid at that time? Yes, at that point on Shaitan around US$3000 a month and when I got onto Nirvana it was in the US$4500 range. But I was initially the mate working with Captain Michael Keyworth who had actually been with the build of the boat and Marvin for many years. I had originally been asked to join him on the build team. I went up to Palmer Johnsons and it was the middle of winter and bleak, I decided I would much rather be in the Caribbean! So I went away again for another 6-9 months while the boat was being completed and luckily was invited a second time to join later. When did you meet your wife? I met Raya my wife in 1989 after maxi racing on Sovereign. Before that on Nirvana I raced in the China Sea Race, the Sydney–Hobart Race, the Fastnet race and the Middle Sea Race, we set records in most of them but Nirvana started to be outdated after three
098
YACHTING MATTERS ISSUE XIII
MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
RIGHT:
relationship going but a typical yachting relationship where Raya
HUTCH & RAYA ON THEIR WEDDING DAY
was in the Med on Kalamoun and I was in San Francisco at the time. We just weren’t able to put it together. At the same time
BOTTOM RIGHT: DON PATTON
there was the big earthquake up in San Francisco and my boss decided to move his assets out of California to the Caribbean and so I suggested to my then to be wife that she could come and join the boat. Raya ended up cooking on board after a while. We travelled a couple times across the Atlantic and did two trips around the Med with the owners and then after a total of five years for me I felt the need to move on – that was in 1992. We were going to go to Thailand and build Philanderer but, after a couple of trips up there, we decided that that particular owner and ourselves didn’t actually see things in the same light. So we went to Florida and ended up working with Don Patton at Patton Marine Surveyors. As a surveyor? Yes, marine survey. I worked for the first 6-9 months either under Don, Tom Corness or a guy called Butch Plisky. The three of them were marine surveyors and slowly they let me out on to some smaller projects so that I could build up my experience. You tend to go as a team of surveyors when surveying the bigger boats. I wasn’t the lead surveyor. I cannot thank Don enough for the opportunity or Tom for helping me get the job!
a while – we had a nine month old child at the time and she was as understanding as a wife with a nine month old can be. Really!
Do you need qualifications to do that? Or just experiences? The experiences are stock in trade and probably none of the guys
Were you married at the time?
have a formal education but they are the reputed leaders in the
Yes, we were married in 1990, about a year after we met. We met
field of survey and I was very privileged to have been able to do
late in ‘88 and married in ‘90. My daughter Taisa was born in 1993
it. But I have this clock ticking which needs looking at occasionally
and this was late 1994 when I decided to go back to boating. I
or needs scratching whatever and I just keep getting dragged back
ended up working for a prominent Seattle family initially in the
to the water and so I told Raya I wanted to go back on boats for
North West and Alaska but then we moved to San Diego to be part of the America’s Cup in 1995. We had two boats there – Christine which was an S & S 115 footer – a nice twin engined boat – and Extra Beat which was Agnelli’s old 120 foot Frer’s sloop and we spent the next couple of years travelling from Mexico to Seattle to Alaska. It was a wonderful period in our lives and we had some wonderful times but eventually the equation of two different boats in two parts of the West Coast and a young family became too much and we decided to make the move back over to the East Coast. Well we didn’t actually decide we just set off in a camper van after we had finished our contract and when we arrived in Newport, RI 3 months later we found that most of our friends were already living there and so we decided to follow suit and that has been our base ever since. We have been living in the same house since 1997 when Raya called me in the middle of my way across the Atlantic and told me she had bought us a house, which was kind of cool – scary but cool! The whole house thing happened by fax. In those days you couldn’t get emails and I had
100
YACHTING MATTERS ISSUE XIII
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MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
RIGHT:
Do you think that owners in general need to understand that to
HUTCH, RAYA & TAISA
keep experienced people like yourself they have to be flexible and allow crew to be allowed home with their families when the opportunities arise? Well I personally might have pushed the limits in the past only in the fact that I have been managing this family separation thing since Taisa was born which is 13 years ago and I am lucky enough and privileged enough to be able to have something to sell back, and what I probably sell back to the owner is stability. Any of the guys who are coming into the business – they are all technologically advanced, they can all pick up on the computerised systems and the management but the difference is that experience especially on the big sailing boats comes with the number of hours you have physically spent on the water. For example maybe I can be in my bunk and feel a vibration and know instantly that something has changed or the boat is heeled more than it was before, and that might take a few years for people to develop. But given the fact that there are so many more opportunities to build coming through the business I think it is harder for owners to be able to hold on to key people at sea. Given that salaries can only go so high, the logical way forward is for owners to give a bit more latitude with time off to key people. The responsibility is still always with me for the whole 12 months no idea what the thing looked like! I just knew it was a two-family
he is paying me, but as long as we have a qualified ticketed relief
house and we subsequently have turned it into a nice single
it is OK within reason, and we are all pretty used to the same
family house and we are very lucky to have this as a home base.
people coming in on Felicita to do relief, so that if I am off it is one of two people who will be here, the same guys as relieve the
Do you see your wife much? You are obviously full on here but do
other two watch keeping officers. This way the crew don’t have
you get home often?
this ‘who’s the next guy ‘ problem and don’t have to re-learn stuff.
Yes, I get home but not as much as I would like. There are some
102
givens in this industry, and this industry is inherently difficult on
One of your key attributes is that you will step on a yacht, and this
families. It takes an incredibly understanding individual to stay
is not your first Perini, but you will step on a boat and consolidate
married to you when you are not there for many of the significant
the crew and stabilise the crew rotations?
events. It takes a very strong personality to be able to deal with
Yes, historically if you are perceived to be something, it is easier
the separation, and there’s no question in life that relationships
to be something, if you see what I mean? If people perceive you
come and go but ours has always been strong and recently very
to be capable of coming in and settling a situation down and
strong, it takes a great deal of understanding not only from Raya
putting into place a standard that everyone can see and attain
but also from my daughter Taisa who is not able to see her Dad
that then makes it much easier for you then to be able to pass the
every day like most kids. She gets it but doesn’t like it. But this is
boat on to the next guy as a going concern, not bug free but
what we do and over the years there have been big periods when
better than you joined it. Liberty the 52 m Perini was a boat that
we have been together when we have been doing builds on
maybe hadn’t quite found its feet, hadn’t quite reached its stride
various boats. We spend a year or two living on land and it just
and I was lucky enough to form a relationship with the owner,
makes it a little harder when I go back again for a year or two. And
that was the key, he let me do the job because he perceived I was
on this particular project Felicita West, in general, I would say I am
able. The key to any captain’s job is identifying what does his
home for about three months of the year – not consecutive
client – whether a charterer or a principle – require from him so
though a few weeks here and there as the schedule permits. We
that he feels he is doing the right job and making a success of it.
do have a very good relief system here where we can bring
We are all good seamen – everybody who is driving these
someone in to back me up and the owner is very understanding
boats are. They all need to understand the machinery as the more you
– he’s been a tremendous help in keeping my family life stable.
know about your boat obviously the better captain you will be. I go
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MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
through all of my engine rooms with my engineers. I don’t interfere in
but 20 times bigger, and the challenge was just too much to walk
their job but I like to know what pieces of equipment are doing what
away from! I had tried to work on two previous Perini’s where I had
and how they operate. I think it’s clear that you need to develop a
put myself up for the job and both times the job went to somebody
good history with your boat, give it a good name in the industry, so
else. So I knew about the Perini product and I felt that this was the
the owner can be happy leaving you with the boat to operate.
avenue for somebody who wanted to go all the way down the
I am also quite lucky, having been around quite a while in
sailboat line and to be at the top. Other manufacturers were building
that I do bring repeat clients back with me when I charter. I do
from about 120 to 130 feet and Perini were building to 180. Raya
also have a good relationship with the charter brokers. If the
and I discussed it and so I went to work for Eric Albada on his Liberty.
charter brokers know that Captain X has just got on the boat they
She was a serious charter yacht and that first year we did 20 weeks
know that if they put a client onboard the job will be done well
and the owner was a very happy man.
and to the high standards that person has been operating to for the past ten years. So I think that on that level that’s probably a
20 weeks of charter, how old was she when you walked on board?
good part of the experience you are selling back.
She was less than six months old. She had just been delivered and had done the Transatlantic Crossing and a few charters. The
You were saying to me earlier that when you move onto a boat
captain was a good friend of mine, and as happened to me when
obviously you move on with your personality and work around what
we built Squall, you get to the end of one of these builds and you
the owner or charterer wants and expects!
know you have just got to get out. I hear that only 20% of build-
If you are a successful charter captain you are there to gauge who
captains make it through to successfully operating the vessel for
the individual is and what they need from you for a successful
the owner for the first year and I kind of fell into that trap myself
vacation. Dealing with an owner is exactly the same thing and
leaving about 10 months into the sailing program. But here on
what you have to do is find out, and in short order, exactly what
Liberty I came in and I was fresh and I had some thoughts and
the guy wants from you. Some guys want a weekly report on
built upon what was already in place, a good system set up by
what each crew member did, the hours of work and what was
Capt Dan Jackson and Chief Engineer Graham Pickering. I went on
actually worked on, and some guys want you to tell them at the
to let the crew settle down. And yes, it was tough – the guys were
end of the year how many weeks of charter you have done. So
making a lot of money – 20 weeks of charter is quite hard on
you need to identify clearly the level of interaction they want
everyone. Not every charter was giving us 10% or 20% or
from you and what is important to them. This is primarily a
whatever – but the guys did very well.
charter boat and you know it is very important that we look after
104
the charter’s properly. We are here to look after them and
This is the tips you were getting on top of the charter fee?
entertain them and give them a safe and enjoyable experience.
Yes.
Going back to your career – At what stage did you start working
What are your feeling on tips? We both attended the meeting
with Perini yachts?
yesterday at the Genoa Charter Yacht Show that had tipping on the
It was around seven years after we got married and about three
agenda. There were some strange ideas put forward?
years after my daughter was born. In the interim we had quite a long
I agreed with one of the principals who was speaking and who
time in Seattle. I think it was 96 when we got back and I spent a little
said ‘A tip should not be taken away. It shouldn’t be moderated. A
less than a year on a boat called Savannah, which was a David
tip is a thank you for extraordinary service’ and I also think that
Pedrick carbon fibre Endeavour look alike. Raya and I worked
when you charter any of these vessels at multiples of hundreds of
together on the boat and did the summer in Nantucket and the
thousands of euros a week exceptional service has to be included,
winter in St Barts, living ashore with the family and doing some of
but for the individual, if you give them an experience beyond the
the classic regattas which were tremendous fun. The owner never
norm, and they feel it is appropriate then it is nice to be thanked
lived on the boat – she preferred to stay shore side and we had the
for that extra mile. The guys on all of these boats are bouncing off
boat in a marina around the clock. Looking back this was a nice
the top maximum number of hours they are allowed to work – to
stable period and then for some reason I decided that it really wasn’t
work 17 or 18 hours a day for two weeks straight is a
good enough, which was a bit of a surprise! The owner of Savannah
commitment, and you know I think nowadays most crew, and I
was a wonderful American lady, she was just a delight to work for
may be wrong, most crew are actually paid appropriately for their
but I got a call from Bruce Brakenhoff a close friend at Perini USA
jobs and the tips shouldn’t be making up the salaries. I don’t know
and he asked if I would be interested in getting involved in Liberty
of many boats are left where the owner says ‘I’ll pay you $1500 a
which was a sizeable jump – double the length of the boat I was on
month as a deck hand and you’ll make up the rest in tips’. I do
YACHTING MATTERS ISSUE XIII
MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
LEFT:
believe the real issue here is the fact that we are now running to
LIBERTY
commercial limits on boats that were not built to support them. We carry 11 crew and myself. There is no room for more. Legally two to a cabin, and on maximum allowable hours. To stay legal on
BELOW:
that is what is going to need addressing in the very near future.
THE CREW OF FELICITA WEST
The Flag states are coming down hard on Hours of Rest. So what do you tell your charterer, sorry can’t pick you up at the dock the crew are over there HOR, can you get a lift with someone else. I doubt that will work. So tips should be given as an extra and for the quality of service. How do you feel your tips should be divided up amongst the crew? The way I have always divided tips is to divide them by the number of crew equally, I think that’s important because people are paid at a different scale depending on their experience, but everyone is working as hard as each other during a charter. On this particular boat the deck hands will be asked to clean up, to help the girls, there's three girls, two will be serving, one turning down beds etc and you suddenly get a hole in the service and so we plug it with guys, and when the guys are getting slammed and the afternoon toys are all out there the girls will come out and help them if they can, and it is done happily. So we are all backing
It keeps everyone happy and avoids jealousy!
each other up as a team and I think it is important that the whole
Yes, we get the tip, which we are lucky enough to get, and we all
team are seen to succeed or fail equally.
know about it and divvy it up together around the crew table.
YACHTING MATTERS ISSUE XIII
105
MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
RIGHT: HUTCH WITH HIS SAIL FISH
However, what I am seeing, and they were talking about APA
money or a benefit that allows you to get to do something that
(Advanced Provisioning Allowance) yesterday, is that fuel prices
you wouldn’t be able to do without their knowledge. They
have tripled and although we are a sailing yacht our fuel bill has
certainly are here to stay and they have a very very strong place,
increased just like everybody else’s. What I see happening is that
I know they tend to get excluded from a lot of these
the brokers are trying to reduce the APA but we have seen an
conversations and be reviled as the bad guys, but I think we all
increase in the costs yet we haven’t seen a corresponding increase
have a place in the firmament where we are all tied together and
in the APA. We used to be able to pretty much end up with 10%
I think for better or worse we all have to understand each other’s
of the APA left on board which would generously be returned to
issues and that way we can go forward stronger.
the crew as a gratuity, but recently we haven’t been able to achieve that due to the higher fuel costs. Fuel used to be 25 cents
Do you find that some of the brokerage houses and management
and now it is 68 cents. So we are eating up a lot more in fuel,
companies are trying to do the agent’s side as well?
dockage has gone up significantly and the big ‘bugbear’ agent’s
No, I haven’t really noticed that. Most of the agents have control
fees are the big numbers now, but agents we are mandated now
of the areas that your guests are going to want to go to, so it
to use because we are over 500 gross tonnes. To be honest even
doesn’t really matter if you are with one of the big houses or not,
if we were under 500 we would still have to use an agent because
eventually you are going to have to pick up the phone and call the
they are the people who appear to control the access to the areas
people who are on the ground. In the old days it was just a
to which we want to go, Portofino, Capri, Venice etc.
harbour master, but the harbour masters have now ceded control of these areas to the agents, that is what we generally find. The
So you feel agents are an essential part of this industry?
big brokerage houses have many different ways in which they can
The point was made that maybe if you had a break in the
benefit the owner and understanding that the agents have a role
schedule you shouldn’t use an agent – I disagree I think that if an
to play as well is important to us all.
agent is properly working for you and you are professional enough
106
in your dealings with that agent and the clarity is there, you
After Liberty where did you go?
should be able to use an agent to the benefit of the boat and not
We were in New Zealand at the end of the Americas Cup in 2000
to the detriment. Whether it is a benefit in the saving of time or
and the boat was headed out into the deep Pacific and I felt that
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MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
RIGHT:
want to be separated right at this point in time and I was lucky
FABRIZIO SGARIGLIA
enough that Ed Dubois called me up and asked me if I would have an interest in helping a French gentleman build a 52 metre boat
BELOW:
to be named Squall with Perini Navi. The next day I got a call from
BURAK AKGUL
Fabrizio Sgariglia, a friend at Perini Navi, asking me if I had an interest in building a 52 metre Dubois designed boat, so the owner had been given two recommendations. I flew to Switzerland from New Zealand, had an interview, got back on the plane and flew all the way back. It was 72 hours from door to door and the interview in Geneva was three hours! So I subsequently went to work for an incredible man for three years – to the end of 2003. We built Squall at Perini and I made some great friends there, Giancarlo Ragnetti and Burak Akgul and Remi Tessier the boat’s interior designer – it was a very different interior, a first in the business – Squall won the Showboats award that year we were all very proud of being part of a great build team. Also the fact that it was Perini’s first all aluminium boat launched was different. It was a really good learning experience for everybody. How did the all aluminium structure effect the performance? Well the advantage is that on a performance orientated boat it is good to have a lighter structure – it can be just as stiff, but you keep the weights out of the ends and you have less pitching, less heeling. Have Perini kept with all aluminium since? Felicita West is full aluminium construction, some of their boats are still steel and aluminium, but generally up to 56 m they have gone over to aluminium construction. It’s a cleaner construction. Steel is obviously still stiffer in that the boat probably bends less, and a 64 metre boat hitting the waves at 14 knots will have that basic flex in the structure whatever you use. It is really up to an Owner to decide what his priorities are. Perini are experts in both disciplines. As a family we spent a fair amount of time in Italy living in Viareggio and my daughter Taisa went to school in Pisa. Again a nice couple of years and I was lucky enough to be able to sail the boat for the first 10 months when we came out of the yard. We sailed her in the Mediterranean before taking her across to the Caribbean and back to the Mediterranean, you know I had a lot of fun with that boat. Was she a charter boat? No, she’s completely private and we did some nice sailing – she was a great sailboat – and still is – a fantastic boat. was going to be just a little too far for the family. Raya and Taisa
108
had sailed down on Liberty with me from Tahiti and had been
So who took over Squall?
with me down there for the four months sharing another of those
Simon Clark. It’s kind of funny – there’s a group of us – the
magical little breaks that need to come along to keep the family
sailboat market for captains is very small, Simon was my First
unit together. We looked at each other and decided we didn’t
Mate on Liberty and took her over when I left. That’s another part
YACHTING MATTERS ISSUE XIII
MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
LEFT: SQUALL
BELOW: SIMON CLARK
of the experience, educating and bringing people along so that when I move on there is somebody good to hand over command to. This way the standards stay at a high level. Simon ran Liberty very successfully for two years and then when I left Squall we put Simon forward for it, and then he ran her for a couple of years. He’s gone over onto the dark side now and he has skippered a 50 metre Benetti and now he’s currently running the 65 metre Feadship Calisto. So he’s gone on to a brand new 65 metre Feadship, which is nice to see. Do you get tempted by that? No not really – I still get a real buzz out of sailing. It is like a tension lifter for me, for instance in the St Bart’s Bucket Regatta.
the morning and realise just how privileged they are something’s
We came round the last mark on the last day that we were racing,
wrong, it’s just a truly exceptional time to be in an exceptional
which wasn’t the last day of the regatta, but we rolled out the
business. For me the sailing bug just won’t go away I tell the
yankee with a 25 kt true breeze on the beam and we were
owners I don’t get paid for the sailing bits, just for the running the
through the Fleet doing 15 kts touching 16 kts with water flying
boat bits.
everywhere. You either get lifted tremendously by that or you don’t and yes, you put up with a lot but you get those special
So you went from Liberty to Squall and….
moments and they stay with you for ever. It’s has to be the same
Yes, there again when you have finished these high pressure jobs
with all of the people in this industry that if they don’t get up in
you tend to step down and sort of bring everything back down to
MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
RIGHT: ANDROMEDA LA DEA
earth, not exactly in expectation but certainly in responsibility.
pursue a family life as well as a professional career and that’s a
We then did a nine maybe ten month refit on Andromeda La Dea
very rare situation.
which again is an exceptional Perini but it was an existing
I joined the boat in January 05 and we did the Caribbean
47 metre boat. It used to be Tom Perkins boat, she is a real beauty
season and the summer Med season last year, the Caribbean
and we redid the whole of the interior and machinery space, we
season this year and now the Med again, so I am well into my
revamped her and she’s now on an around the world cruise, but
fourth season onboard.
initially for me at the time the temptation to switch was there because the owner Fred Drasner was going to build a 52 metre,
To me this Felicita is one of the most beautiful Perinis, maybe
the design of which has subsequently just been launched for
because she is white. Is there a reason she is white?
somebody else. We developed the plans with Perini and got to the
The Owner’s preference really! His original boat was white and
point where he should have been ready to progress but wisely he
this boat is white. There is only one other Perini at the moment
decided to go on a world tour and develop his knowledge. That’s
that is white and that is Rosehearty and there are clearly from my
been a great thing for him to do. We went all of the way to New
view some advantages in that I think the paint stays more stable
Zealand via San Blas, Panama, Cost Rica, Cocos Island, Galapagos,
and seems to wear better because of that, also there are less heat
Marquesas, Tahiti and her islands, Tonga which was magical, like
issues in the underlying substructure. However, we get calls all the
the Caribbean 25 years ago, and Fiji which took us to about
time that we are in so and so when we are not and they are
November 05, a lot of fishing and a lot of diving, very special – a
looking at Rosehearty and I know Simon Potter gets them too
great trip across the Pacific. Fred continued on with another
when we are in so and so! So we are not unique.
captain friend of mine Mac Auwers to the far East.
110
I was looking for an opportunity to have a bit more of a
Most Perinis have blue hulls, something you are very familiar with.
balanced lifestyle closer to home when this opportunity came up.
Did you ever get problems with the air conditioning or the boat
Nick Hill of Hill Robinson contacted me and asked if I would be
heating up?
interested in the Felicita West job and you know I was excited to
I think that these boats are so well insulated on the inside and
work with Hill Robinson and to be on this boat which as you say is
have such massive air conditioning plants that most of the time
beautiful, an exceptional boat. The owners are also exceptional and
we only need run one unit. We can double it up but hardly ever get
have given me a great deal of latitude which has enabled me to
to the point where we need to. When we’re down actually on the
YACHTING MATTERS ISSUE XIII
Photos by Albe rt Brunst ing
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MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
Equator or maybe in the Marqueses or perhaps the Galapagos – in
OPPOSITE PAGE:
the Galapagos the water itself is cold – but even down on the
FELICITA WEST AT ST BARTS BUCKET
Equator the air conditioning in Perini boats is more than adequate. THIS PAGE FAR LEFT: MARLIN CAUGHT FROM ANDROMEDA
LEFT: THE OWNER, FRED DRESNER, DOING A LITTLE FISHING
is autonomous and works only for the owner that company too is Going back to something you said a few minutes ago, you
only working for the owner. I am sure there are some pros in
came to this boat with Hill Robinson, a management company –
working with the big houses too, I just haven’t had the
was that a new experience for you to have to work with a
opportunity to work with them and find out what those are, but
management company?
certainly I have enjoyed very much working with Nick and
It was a new experience to be able to up my game, or up the
Marianne as mentioned. I am very lucky that I am working with
game, and do the job better. There are two ways to look at
two of the very top people in this business whatever the company
working with a management company – to fully immerse
affiliation. I think it is probably about the quality and knowledge
yourself and try to figure out how to get the owner a better
of the people in support just as it is with the crew.
product, which clearly you can do with a management company; or to sit there with your hands in your pocket saying that all these
So where do you see Perini going – I mean the yachts are massive –
guys are second–guessing my decisions. We are lucky enough that
what do you think they will max out at size-wise?
Hill Robinson are experienced enough, both Nick and Niall being
Well I know they have 65, 70 and 75 metre boats on the drawing
captains themselves in the past, to know exactly the level of help
board and going into production now. The new Dynarig concept
that you need. We are also very lucky to have Marianne Richards,
that’s been developed is very exciting, and when you see how
she’s our liaison in the office. She is an extraordinary woman and
easily and safely a very large vessel like Maltese Falcon can be
is in the office long after you would expect somebody to be
manoeuvred you have to wonder just what is coming next? It
working, and totally dedicated to the boat, as dedicated as
clearly has some inherent traditional problems in that the square-
anybody else is on this boat. The whole Hill Robinson/Felicita
rigger is still a square rigger, and you will go to windward but you
West thing is very much a team effort, and it allows us, not just
are not going to go to windward like a fore-and-aft rigged boat
because we are ISM and mandated, to use a management
and you are not going to tack like a fore-and-aft rigged boat, but
company properly which allows us to be able to give the owner a
you are driving easier down wind and reaching speeds that are
better product. As a captain on a boat like Felicita West you don’t
higher due to efficient use of the sail plan and its manoeuvrability,
always have the time to sit down and do a proper spreadsheet of
again it comes down to how an owner chose’s to sail his boat.
a proper budget and supply it to the owner if you are managing
One of the advantages of Liberty for a charter boat is the
your boat properly. So I think the ability – and that may be
flat sheet technology. The sails aren’t heavily shaped and they roll
the wrong word – but certainly together, you are better together
up into the mast, but you can put them away under load and so
than individually.
without bothering the guests you can change gear and make the boat more upright or more powered up. If the chef decides to
Hill Robinson I think are one of the few independent companies out
cook something you can still be sailing and roll in some of the sail
there. Most of the management companies are tied to brokerage
and the boat will come upright. With in boom furling you have to
houses – do you think there is any advantage in that?
stop the boat turning round head to wind, take the load off the
I think the main advantage is independence of commercial
sail and bring it down into the boom. Whilst it only takes a few
pressure, whether that commercial pressure is on the captain and
minutes to do, it is not always appropriate to turn a boat round
the management company from a brokerage standpoint or a
into the weather to take the sail off. I think it’s important to
chartering standpoint or whatever… basically like the captain who
qualify if you are building a boat, what you want it to do – do you
YACHTING MATTERS ISSUE XIII
113
MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
to do in life. It’s not great to see this continuous drain out of the business simply because we can’t find a way to keep these people. At the moment there seems to be a dearth of engineers. To get a good engineer in this industry is a tough call! We are bringing in to yachting significant numbers of commercial engineers who are capable of doing the job, but it takes them a couple of jobs before they understand it the ‘yacht way’. You know if something goes wrong and the chief has had along day he just can’t get up and say ‘I’ll finish this tomorrow’. On a want more performance – that extra 4 or 5% then in–boom
yacht and especially a charter yacht if something is wrong it has
furling is the way to go. If you want ease of sailing and sheer
to be dealt with now not put off till later. It has to be brought all
speed then the Dynarig has some formidable assets too. But if
the way through and if the guys have to work late so be it, I think
you just want a good solid charter boat that’s going to be
one of the issues is that the structure is much more regimented
comfortable then there could be no reason not to go back to in
on the commercial side than it is on the yacht side. There is a
mast furling although it’s seen as old technology. I am not
shortage of crew all the way through, but especially engineers,
advocating it but there are options.
and a talented engineer is worth his weight in gold and yes they certainly have the run of the market right now.
The availability of crew – and crew salaries – how do you see these unfolding?
There is a big tendency with engineers on the larger vessels to work
Well I don’t know if the numbers are correct but somebody
a rotation and they can get it because of their experience!
yesterday at the meeting said there were 600 new boats coming
Yes, and I don’t think you are going to find anybody now who
onto the market in the next year or so and if you take an average
wouldn’t like it – because some people have got it everybody
of 10 people per boat that’s 6000 new crew that will be needed.
wants it. I find it difficult because the rest of my crew are looking
But this has been going on at a steady increase in certainly the
at me saying – well we are professional, we are working the same
last five years – probably since 2000, as salaries can’t go
number of hours as these guys – why aren’t we on a rotation, but
significantly higher, or probably shouldn’t go significantly higher,
I think it is difficult to put a whole boat onto rotation. I know of
the difficulty for the owners is to find other ways to encourage
some very well known sailing boats that have gone onto rotation
crew to stay. We operate a bonus structure, whereby if
– so you get 60 to 70% of your salary if you are a senior guy and
you give us one year’s service and if you’re intention is to
get to spend a lot more time at home, but you know that may be
continue on, then you get a month’s bonus. If you stay two years
OK for some people, but is certainly not what I would want to see
– and unfortunately it is pretty unusual that in this business
happening here.
people give two year’s service, then you get two month’s bonus.
114
At that point we cap it but we have to start looking at ways of
So how many engineering staff do you have on here?
training to allow people to improve in the job. My deckhand last
We only have two. It’s a big boat for the two guys. When we are
year became the bosun who’s now got his Officer of the Watch
under way we have an MEOL who does the third engine room
ticket and that’s all been funded in-house and he has
watch. Because we are a manned engine room we have to have the
subsequently just got his Chief Officer’s ticket. In the nearly two
engine room and the bridge manned. A normal seagoing watch for
years that I have been here he has gone from being a deckhand
us would be two people on the bridge, a lookout – qualified look out
to doubling his salary and becoming one of the key players
and one of the deck officers – one of the three of us – and then the
onboard the boat. So that’s the kind of thing you have to do for
engine room will have an engineer on duty. When we are at anchor
your key people. You have to give professionally training. The
we go into slightly different mode. We will spend more time at
other carrot if you will is going to be improved time off simply
anchor during the season than we will on the dock, so clearly at the
because as people get older and get the experience, they also get
end of a season we like to get tied up, relax and drop the boat down
other responsibilities, like families and other things that they want
a level. We can suspend the watch schedule to less people.
YACHTING MATTERS ISSUE XIII
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MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
RIGHT:
Squall. The S & S boats were also great sailing boats.
THE BLOW OUT
All of the boats have been so different that it is really hard to draw a parallel and say one was better than the other. Naval architecture – they are all exceptional boats. Then Andromeda which was designed back in 1990, I mean she was such a sweet hull – that boat just never pounded. She had nice sections forward, she didn’t throw water down the deck. She was just a very very nice sailing boat. So also the Perini boys are capable of turning out a nice hull. I always like the boat I am on! That’s called politics! And I am diplomatic! What would a complete set of sails for a yacht like Felicita cost? Well a significant amount! We had several quotes and basically they were all in at around half a million Euros, somewhere in that region. You are the perfect person to ask about sail technology! Sails are like yacht designers. It depends what you are buying – you really have to balance what product against what product because there are many different ways of skinning the same cat. You Felicita is big – there can’t be many marinas that you can just sail
can buy sails with lower tech fibres and they last two or three
into?
years, or you can buy higher tech that will last longer, or you can
We are restricted a little bit by draught – we are 4.2 metres – but
buy higher higher tech and they won’t last as long but they will
generally most of the marinas now that have superyacht berths
push the boat along much faster. On this particular boat I think
long enough have the draught, but in some places we have an air
we ended up where we need to be – we have what we call flat
restriction because of the rig – close to airports etc, but generally
panel technology which means that the panels are all cut and
it is the length of the boat. There’s a big explosion in plus 60 m or
sewn together and the panels are aligned with the loads. The next
plus 50 m and this has eroded the available berths in the world,
level up from here is where you get into what is called laminated
but they are being turned out at a fairly fast rate because I think
string technology where they lay the fibres on the path of the
a lot of people see the need. For guests you don’t have a 60 plus
load, and then they laminate over the top of it. They tend to use
metre boat to sit at the dock. The boat becomes the event, and
Kevlar or carbon fibre which makes the sail very light and
even if you are sitting in a bay or even a mile off shore, the boat
incredibly strong but there is a UV breakdown that is probably
is big enough that it is the event. If you are on a 35 or 45 metre
quicker than the fabric on here but you have a weight saving, you
it’s often important for the guests to be in the harbour overnight,
have a performance gain and you have a price premium to pay
but I think you will find that most of the big boats, when they are
probably in the range of 30%
out working or even chartered, are not on and off the dock every night. – they may come in for a few days for a special event but I
What are the sails you are using made of?
think the purpose of the bigger vehicles, and I may be wrong, is
We use a carbon spectra and the next step up is to use 3DL, to use
that it gives the owners the option of not being in the public eye.
the North Sails name for it, but there are other names out there. 3DL is a laminated fibre technology or you go back down into low
116
Who is your favourite designer?
tech and again probably save yourself 20% of the mean price and
Tough one. I have been lucky enough to sail on Ron’s boats, Ed’s
50% less than 3DL. You build the sails out of basic spectra but you
boats and they are beautiful boats – great sailing boats. This is an
need to be just a little careful in how much you load them. If you
incredible boat to live on board because she is so stiff, as was
start taking them outside their wind range you are not only loading
YACHTING MATTERS ISSUE XIII
MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
the structure up on the boat, the winches, sheets etc but the
my leg three times and catapulted me up in the air, wound me
Carbon Spectra sails don’t really give until they give. If you take the
round the fore-stay and threw me into the water which was
head sail that has an apparent wind range of 18-20 knots and you
about two or three hundred metres from the boat. Luckily my
get caught out when sailing in manual mode you take it up to 25
good friend Louis Rich, who had been in the South African navy as
knots and just keep ploughing on something will break. Whether
a diver and is now the Captain on the 82 m Alfa Black, was the
one of the corners comes off the sail, or the sail comes off the
only person who saw me go over the side and he jumped in, the
groove, or the sheet breaks, lots can go wrong. The Perini system is
guys saw him jump in and thought he had lost his marbles! He
good because they do have safety built in, which the Captain can
swam out, pulled me out by the hair, as I was unable to swim, and
set on the sailing system computer, where the sail will only see a
he supported me in the water until a photographer’s chase boat
certain amount of load and then the winch will back pay itself out
picked us up and rushed me to hospital. So breakages have always
and hold that load, but it won’t pull itself back in. While under sail
had a focus in my mind – I’m very aware of loads where people
somebody has to pay attention to notice if the sail has eased
are standing, I notice the noises that are coming from the boat,
because the next thing that happens it is out too far and flogging.
the structure that tells you audibly about the loads you are inputting to the boat, if you are not in tune on a sail boat by the
In your past – you have probably sailed as much as any man – but
time something‘s gone… if something breaks on Felicita West we
have you ever had a dangerous situation on deck?
have no way to stop it going to where it is going to go to. You just
Well clearly the one that probably sticks out in my mind – and I
have to get everyone out of the way and when it’s stopped doing
don’t talk about it very often – we were racing Nirvana at the
what it is going to do then you can get in and do whatever it is
regatta before the Sydney–Hobart and the after guy snapped
you need to do to gather up the bits and start the repair process.
when the spinnaker was up. I broke my leg in 28 places and my
Almost all the issues we have on these Perini’s is operator error,
arm. I nearly lost my leg but for a brilliant surgeon in Sydney who
thankfully they are few and far between
patiently put me back together. It took nearly two years before I was out of a cast, I was lucky. I was trimming the sheet for the
You don’t limp.
spinnaker and standing on the weather deck and the lazy guy,
I was 25 at the time, so obviously your body compensates, I was
when it left the block, it was wire in those days, wrapped round
fit, but yes it was miraculous. You go from why did it happen to
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MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
RIGHT:
to me at this stage of my life’ but that’s the wrong attitude and
LOUIS RICH
it took the doctor to drum it into me and tell me you had to look at how lucky you are, and not how unlucky – the glass half
BOTTOM:
full/half empty syndrome.
FELICITA WEST OFF BONIFACIO
Do you send Louis a Christmas card every year? Oh we’re very close friends – he and his girlfriend Helen and Raya and myself worked together. We are still great friends but with the time you need to do your job and look after a family there is not much left for friends time. We keep in touch – I know they are both awfully busy with the end of the build on the 82 m. For sure there aren’t many days that go by when I don’t thank Louis for being pretty quick off the mark. Where do you see yourself going from here? I spend more time thinking about where I am going to go in this industry! You know the difficult part for me to understand is just how much longer I can stay in boats. I don’t think many people want to see an ancient captain on a boat and I don’t want to get to that sell-by date when you lose that thrill of being capable of doing the job as well as it can be done. I don’t know when the right time to get out will be but for me but I suspect it will be fairly obvious. I have been so incredibly lucky to have been at the
118
me, to I can’t believe how lucky I’ve been. Anyone who goes
right place at the right time and I like to think I haven’t worn all
through a major trauma thinks ‘why me, how could this happen
of that off yet. I think the incredible thing is to have stumbled on
YACHTING MATTERS ISSUE XIII
MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
this business when I did, and obviously you did, and there is no
World-Class Power and Protection
way that back in 1974 when I first raced or ’78 when I first went to the USA or even ’80, when I first became a professional that you could have looked into a magic ball and even considered what’s happened today. So I don’t know how easy it is to predict how much farther it will go. It is certainly going to continue outwards but I am not sure how much further upwards it can go. I think that on sailboats if you get up to much above this size you are going into sailing ship technology – I think larger boats would lose a lot of the spontaneity you get from today’s sailboats. But you have got to love the big sailing boats they are truly awesome. People say that sailboats are ‘green’ technology because you are using the wind – what do you think about that? Sailing technology is only of a benefit if you have a schedule that’s patient enough to allow you to achieve that saving. To be honest if you have commercial pressure on you in to make income or in scheduling or whatever then you operate the boat to fit those other parametres. We are capable of transiting the Atlantic Ocean at 14 knots. We just did two weeks from Antigua to Genoa and we came in with only a wash down needed, these boats are that good, and that’s great when the boat is working at that level. We motor-sailed because of the commercial pressure. Now there was enough wind if we had wanted to sail, and it might have taken us two or three more days to get here. Then practically I am not sure I would have wanted to be short tacking through the shipping lanes of Gibraltar in 35 knots true, which we had coming through and at night. We probably would have caused everyone a little bit of mayhem! There are times when it is prudent to motor these boats. On Squall we sailed from Antigua all the way back to Palma in 12 days and only motored the short period through the straits of Gibraltar, we had a great sail. The wind was there and in exactly the right direction and we went for it. What is the maximum speed for Felicita under sail? 16 knots – you have to be pretty stupid not to notice the significant amount of load on this boat. You can just feel the boat. In the days we were racing Maxis and doing transatlantic races and trying to beat records and pushing the boats, we thought we were right at the cutting edge. We were getting 26, 28 even 30 knots in the surfs down the waves, the loads again were astronomical because in those days the boats, like the cruising boats of today, were not able to unload and get on top of the water, they are in the water and pushing, and the more you push the bigger the hole in the water, and the bigger the hole the more the load, and the increments at which you can increase speed
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become smaller and smaller. Whereas modern 60–70 ft racing boats built of carbon fibre weigh significantly less. They pop up on top of the water and go skating off. So it’s horses for courses.
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MAN AT THE TOP – CPT. DAVID ‘HUTCH’ HUTCHISON
RIGHT:
to be put in place that keeps them there. The benefits of that are
RAYA, TAISA & HUTCH
continuity every time he comes to the boat, it would drive me crazy if I owned a boat and had a 90% different crew every time I turned up. On both sides you’ve got to get to know people, but some people’s characters are such that they are never going to let you get to know them anyway so it doesn’t matter. Again it’s back to each individual setting his boat up the way he sees fit. Working mainly with American and western European clients I think they want this to be a relationship and will go out of their way to look for it. They want to know who’s got their hands on this significant asset of theirs, and what he’s doing with it! Hutch, thanks for a wonderful interview, have a great summer, enjoy Felicita and above all your family. When do you get to see your family again?
I will, don’t worry!
My Taisa is going to fly to Milan – it’s the first big trip by herself, after the Monaco Grand Prix and we are going to look at a school
PHOTOGRAPHS WITH THANKS TO:
in Florence. The boat is based so much more in Europe that we are
The Hutchison Family
moving back from Rhode Island to Italy and spending at least the
Carlo Borlenghi
next couple of years here. It’s another of those times where we
Crew of Felicita West
need to make the effort to put the family back together in one
Dubois Naval Architects
place. Raya and Taisa and myself love Italy and that Italian way of
Emilio Bianchi
life, they make us feel very comfortable and frankly for me the
Giuliano Sargentini
business has more opportunity over in Europe at this point.
Perini Navi Richard Gardiner
As a family man and as a parting shot what advice would you give
Ron Holland Design
to owners?
Sparkman & Stephens
I think if a captain is going to work for an owner over a long period
Tim Wright – www.photoaction.com
of time the owner has to be flexible. An experienced captain is capable of managing his own life responsibly and taking care of all the issues relating to the operation of the boat there is then a balance, yes there is a charge to the owner, but I think the owner gets a better rounded individual and someone capable of taking care of him and his family because his captain understands family and family responsibilities. There is a cost in a few extra air tickets; there is a charge in some increased phone costs, but with Skype and IP calls being so cheap if not free allowing crew to keep in touch with home is no big deal and of course with video conference calls now you can plug your lap top in, call your family and sit there and have a conversation with them face to face. I call my family every day, but to see the person at the other end would probably make it a little more difficult for me personally. So maybe some owners need to take more care towards their crew? I am sure some owners don’t really care about crew. Basically they have a boat and they are really not involved in it, they don’t care if it is a different captain as long as he does what is expected. It takes a while to find an individual, usually an experienced Yachtsman, who’s sensitive enough to the needs of his crew to allow a process
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>||
THE YACHT OWNER SUPPLEMENT
IN THIS ISSUE
A DROP IN THE OCEAN – Yacht Finance PROJECT MANAGEMENT SERVICES – For refit and new construction KEEPING YOUR COOL – Conditioning your onboard environment WHEN YOU FEEL THE NEED FOR SPEED – Class 1 Powerboats YOU CAN SPRAY THAT AGAIN – The Paint Inspector 17TH MONACO YACHT SHOW – A Superyacht extravaganza MYBA BROKER TRAINING SEMINAR PROGRAMME YACHT LAW AND THE OWNER
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" %301 */ 5)& 0$&"/ #: 3&.$0 *..*/, 1)050(3"1): #: $0-*/ 426*3&
IBT CFFO B XPOEFSGVM ZFBS GPS TBJM BOE QPXFS ZBDIU PXOFST BOE BMM PUIFS QFPQMF FOKPZJOH B MJGF PO UIF PDFBO XBWFT 8BUDIJOH UIF "NFSJDBÂŁT $VQ JO 7BMFODJB PS UIF 4VQFS :BDIU $VQ JO 1BMNB DPVME POMZ NBLF JU IBSEFS UP QPTUQPOF UIF EFDJTJPO UP QVSDIBTF PS VQHSBEF UP UIBU CFBVUJGVM ZBDIU PG ZPVS ESFBNT Taking that decision is only the beginning of a long road, a list of items that have to be handled before you can experience the extraordinary fulďŹ lment that can only be achieved by taking your personal yacht onto the high seas. What questions should you be asking yourself that will allow you to ďŹ nd the best way to fund the purchase of your new yacht, to ďŹ nd out what is best for you and your ďŹ nancial situation? What will be your personal horizon? How long do you think you will you keep your yacht? Is it for just a few years, maybe while your young family matures, or is it for the next 15 years to take you well into your retirement? Historically ownership of a vessel lasted for an average of six to seven years, now it is closer to 3! As you can imagine, just this question alone has a massive inďŹ&#x201A;uence on how you wish to ďŹ nance your yacht. Also will you purchase the yacht for private use only or also allow it out for charter to help with some of the running costs? To charter a yacht to third parties through a professional charter broker is a completely different story to that of a privately operated yacht. It is not only the number of crew you have to take care of but also the ďŹ ckle needs and wishes of the charter market? This affects the number of guest and VIP rooms your yacht may need and in what waters it needs to operate etc. to be successful. Charter can generate a contribution to the running costs of the yacht but the costs themselves, especially maintenance, will also be higher than those of a privately used yacht. What should you expect from charter, will it be a fully booked season on an â&#x20AC;&#x2DC;in demandâ&#x20AC;&#x2122; brand new yacht, or will you go for a yacht that already has a charter track record of say six weeks during the summer season? What will be the charter area, the Mediterranean, Caribbean or maybe you are thinking of a world cruise with chartering along the way? Is it true that the annual costs will be approximately 10%
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YACHTING MATTERS/THE YACHT OWNER SUPPLEMENT ISSUE XIII
of the value of the vessel? Running costs and percentages of value do not tie up! Should you go for a new build or a yacht on the second hand market? Or will you go for a brand new yacht to be built according to your partners or your own personal wishes? What about the owning structure, the ďŹ&#x201A;ag, VAT, MCA, ISM, crew?
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There really are numbers of questions to be addressed before even entering the front door of a respectable broker, dealer or yard to start negotiating the potential purchase. Then there is the less exiting or interesting part of the whole adventure how will you handle the finance of the transaction. There are a number of options:-
• You can finance it from your available liquidity at the bank. Great if you have it! • You can finance it through an account with your own company. • You can take a mortgage out on your real-estate, or leverage your stock portfolio or other assets. • You can arrange a yacht-lease or a traditional yacht loan.
YACHTING MATTERS/THE YACHT OWNER SUPPLEMENT ISSUE XIII
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Each option has its own advantages and disadvantages. Taking capital from your own liquidity is the easiest way with no documentation; it’s quick with no fee’s etc. The downside of this as a businessman is that you cannot use your money anymore for any interesting investments that happen to come along for you to receive a good return on? Your money is, from the moment you hand it over, floating workless in the harbour. Taking it from the current account of your company might leave you in discussions with your accountant, tax advisors or banker when you are planning for further business investment, maybe a takeover or expansion of your company. Leverage against a portfolio can be very interesting but has the obvious disadvantages at the moment that the stock market decides to plummet and a margin call is sitting just around the corner and on your portfolio! If you wish to purchase your yacht by the book, like any personal asset it should in general be financed on its own. What options are there left? And what is best for my situation? Basically there are two options, a traditional yacht loan or a yacht lease. What is the best for you depends greatly on the answers to the earlier questions. For instance the Italian lease can be an interesting solution, the Italian lease company has the possibility of reducing the VAT, and the VAT will be calculated according to the registrated length of the yacht. This reduction can result in a VAT rate of 6% for yachts over 24 metres. The VAT will be paid in monthly or quarterly
instalments and registration can take place under the most convenient flag from say the UK, Germany or Holland, etc. Please note you must be fully aware that the yacht will be owned by the lease company and that you are the lessee. You can compare it with a car lease where you have a purchase option at the end of the lease. Further there is a minimum term of 3 years and a maximum of 10 years. The longer you make the term the less that the VAT advantage will be as you are also paying VAT on the interest part of the lease. The lease can be transferred to a third party should you want to sell the yacht. However the lease company first has to accept the new owner. It is a good solution, especially for privately owned yachts not offered for charter to the market. The lessee can be either an individual or a company. If it’s a company the leasing company will usually ask for a personal guarantee from the beneficial owner. It’s worth comparing the different quotations and to figure out who is offering the services, also do they speak your language, which could be a very useful question! If we go for the traditional yacht loan we have to look at the following items; what is the maximum term? The financing banks offer terms from 60 months up to 180 months. Finance will be available for the purchase of a new or existing yacht, to re-finance and free up some liquidity, to finance a refit or to bridge the period between the yacht you have at the moment and the yacht you have just ordered. The finance is normally based on the realistic market value of the yacht, and depending on
the term, it might be combined with a balloon payment. (A large lump sum to be paid at the end of a series of smaller payments.) It’s important to know if the loan is flexible and can be repaid at any time you like, without a penalty! What currency and interest possibilities are there, fixed, floating? Are there additional costs and fees involved? What happens when you want to sell your yacht? Does the financer also offer construction finance for the building period? What is the goal of the individual bank? Are they solely interested in financing your yacht or are they interested in managing your securities portfolio? What are the securities the bank is looking for? Normally a yacht loan should be based on a first mortgage on the yacht and a personal guarantee of the beneficial owner. You may need to spend a lot of time to find out which is the right course for your needs. Where to go to get the information you are looking for? The number of traditional banks and finance companies active in this field are limited and if you look at the marine finance and leasing market today you will discover that there are an increasing number of parties entering the market, some focussing on the private banking activities that might be tagged on, while others are in just to build up a healthy loan portfolio. You have three ways of finding out what is the best option for you; either research the market yourself, instruct your general advisor, or have the research done by a specialist yacht finance company. The last option will save you a lot of time and money, they obviously know the market better than anybody, and also where to address the right questions. They will first list your personal requirements, then approach and filter the market before coming back to you with a clear package, a complete package tailored to your specific needs. Not only will a specialised yacht finance company provide you with the best deal they will also guide you through all yacht related matters, many that you may not have foreseen. Finance might just look like a dusty item but with the right help and advice buying that dream may not give you too many sleepless nights after all! Remco Immink is an adviser working for Ciris Capital a specialised yacht finance company based in The Netherlands. Contact: +31 30 697 0865 E-mail: remco.immink@ciriscapital.com
130+&$5 ."/"(&.&/5
130+&$5 ."/"(&.&/5 4&37*$&4 FOR REFIT AND NEW CONSTRUCTION
5
P HJWF BO JOTJHIU JO UP XIBU BO PXOFS TIPVME FYQFDU GSPN B QSPKFDU NBOBHFNFOU UFBN XF JOWJUFE UIF QSJODJQMFT GSPN UISFF PG UIF XPSMEÂŁT NPTU SFTQFDUFE NBOBHFNFOU DPNQBOJFT /JDL )JMM " + "OEFSTPO BOE 4JS *BO $PMMFUU UP HJWF VT B CSJFG SVOEPXO PG XIBU 1SPKFDU .BOBHFNFOU FOUBJMT BOE IPX UIFZ TFF UIF CFOFGJUT PG UIJT TFSWJDF UP B QSPTQFDUJWF ZBDIU PXOFS /*$, )*-- HILL ROBINSON YACHT MANAGEMENT CONSULTANTS Hill Robinson started business in 2001 concentrating purely on independent yacht management services, specialising in operational and financial management, alongside unique user friendly ISM/ISPS compliance.
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iven the focus and resources required to get this right first time we made a strategic decision to avoid any distraction with brokerage sales or charter commissions. This meant we attracted referrals from yacht brokers and intermediaries who did not have the expertise in house to handle yacht management. We represent the interests of the owner who expects us to work on his behalf with no hidden agenda. As our fleet grew in number we became more involved in refit project management and then new build project management. The new build market has been expanding at an amazing rate over the last 5-10 years, and due to this increase in new builds Hill Robinson has responded to client and market demand to provide dedicated project management services at a number of shipyards. As every owner relationship varies with individual requirements our involvement may commence at different stages of the build process. For instance
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during the design process we may compare engineering details with similar projects in order to benefit from previous lessons learned. With the future use of the yacht, and the ownerâ&#x20AC;&#x2122;s personal requirements as priority in our minds there will always be something to improve, optimise or even change. Change orders are always being reviewed by the yard and ownerâ&#x20AC;&#x2122;s team to achieve the best possible solution without causing delays. Some clients have gained excellent experience with previous yachts and will enjoy the project design process with their captain. In these cases we are often called in early as the appreciation and understanding of the build process means the Ownerâ&#x20AC;&#x2122;s team can make all the right decisions before contract and specification signature. An experienced and well qualified captain appreciates the support provided on site by a project specialist as the role requires constant administration which is best shared with a company that has the resources. We appreciate that we do not have all of the answers but our team approach increases the chances of finding the best solutions and not missing the obvious. Having the overview of the project at the contract signature stage can be helpful as rightly lawyers are focused on â&#x20AC;&#x2DC;what if it all goes wrongâ&#x20AC;&#x2122;, opposed to â&#x20AC;&#x2DC;how do we keep on scheduleâ&#x20AC;&#x2122;. Some owners may be less experienced, or wish to be less involved with their project, they are either too busy, or are happy to delegate to their chosen representative. Invariably it is difficult for the shipyard, without regular owner contact, to be confident that the correct decisions are being made all the way through the build process. Equally for Hill Robinson as project managers it can be very difficult to double guess an Ownerâ&#x20AC;&#x2122;s preference or requirements if they are not in good regular contact. Some Owners like to be fully involved, visiting the yacht during construction and attending technical and design progress meetings. Other Owners may wish to only visit the yacht for their first cruise assuming all will be just as they expected. Communication with Owners always varies. Sometimes it is direct but often through a personal assistant or representative. With project management services the quality and level of involvement can vary depending on what level of consultancy has been agreed. In many ways this reflects the old saying, â&#x20AC;&#x2DC;you get what you pay forâ&#x20AC;&#x2122;. Our input on a project reflects the level to which the
130+&$5 ."/"(&.&/5
owner wishes us to get involved. The yachting business is all about personalities and egos, so shipyards have to accommodate owners, captains and project managers with different egos and different priorities. At Hill Robinson we aim to provide co-ordination between the parties involved and always focus on solutions to getting the yacht built. No yacht is perfect and every yacht could have been modified in some way to incorporate an improvement in some area. Every yacht could spend longer in the shipyard aiming for perfection, but real life is about going yachting, allowing the captain and crew to take control and turning the Ownerâ&#x20AC;&#x2122;s asset into an enjoyable experience. Invariably there are technical issues, warranty items and maintenance problems, most of which should
go unnoticed by Owners, to be dealt with by the captain and project manager after the commissioning. A priority is to stay on good terms with the shipyard so that the vessel enjoys maximum support and warranty backup, as opposed to going into conflict with a shipyard and battling for each and every warranty claim. There is no one set of rules or priorities for project managing a new build, it will depend upon each Owner, project and yard. Flexibility and political negotiating skills are important alongside a practical approach based upon co-operation amongst all parties, often between very different personalities. Contact: info@hillrobinson.com Web: www.hillrobinson.com
YACHTING MATTERS/THE YACHT OWNER SUPPLEMENT ISSUE XIII
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130+&$5 ."/"(&.&/5
" + "/%&340/ WRIGHT MARITIME GROUP LLC WMG has been involved in over 20 large yacht design - specification packages ranging from a high speed 160 ft (49 m) to a displacement 286 ft (87 m). Project oversight and representation includes some of the industryâ&#x20AC;&#x2122;s more respected launchings, the most recent being the 203 ft (62 m) Feadship Rasselas.
A
t the Global Super Yacht Forum in Amsterdam last November I sat on discussion panels for Project Management and Classification Societies and Codes. On the project management forum, we were asked to help stimulate debate on how a new construction ownerâ&#x20AC;&#x2122;s team should be set up and who is competent to do what in the process. Whether or not it was intended, there seemed to be a string of thought on whether or not a yacht captain would have the requisite competencies to participate in a primary role, or perhaps at all. And, whether a project company should be hired in the lead role or as a supporting role. I happen to be a boat captain who has represented owners in new construction projects and also happen to own controlling interest in a company that represents owners in new construction projects. Owner representation in a new construction project can be achieved in a variety of different ways. Project companies can play the total or partial role; sailing captains and engineers can play a partial or a total role. As boats have become somewhat more complex the inclusion of a project company in a new construction has become more the norm, and frankly it is a nominal cost that can provide invaluable benefit. The main point is that a project requires technical, lifestyle and seafaring knowledge; yacht operations knowledge; careful time-line planning, well organised record keeping; thoughtful and accurate communications; managerial ability and leadership qualities. So that means you need a person or a combination of people that can fulfil each and all of those requisite abilities and qualities. My view is that there are qualified deck and engineering officers who are capable of being in charge of an owner representation. Contracting of a project company like mine in the lead role is not always essential to a successful project but when an ownerâ&#x20AC;&#x2122;s crew must continue to sail, or an owner has not selected a crew yet, the project company is really necessary on any custom build. Also, there are many operationally capable captains that have no experience in new construction or may not have the natural abilities of multifaceted coordination that an on-site representative should have.
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Or they may just prefer to be at sea! The first thing to remember is that a company in itself does nothing â&#x20AC;&#x201C; it is the people employed by the companyâ&#x20AC;Ś so what makes people employed by a company more competent to represent a new build project than people who are doing the same work singularly? Individually, nothing. Still, having a group of people in the body of a company does bring advantages that are definable and of real consequence. When a team memberâ&#x20AC;&#x2122;s knowledge compliments another team memberâ&#x20AC;&#x2122;s knowledge you have effectively created knowledge greater than the sum of each knowledge. That is the real value of the company. The difference between project companies will be difficult to measure without prior experience with the people of that company. The subtleties of coordination and negotiation capabilities are not something you will be able to judge by reading an expensive company brochure or even by meeting with the company representative. Looking at a companyâ&#x20AC;&#x2122;s past projects in detail and getting first hand references are really the only way to know if the people at the company have the required sensitivities as well as strategic and tactical perspectives to know when best to effect new direction in client â&#x20AC;&#x201C; shipyard â&#x20AC;&#x201C; designer communications. It is also very important to know when it is in the ownerâ&#x20AC;&#x2122;s best interest to allow the yard not to execute a certain specified aspect in exchange for something that has more impact on the project result. Negotiation on the floor can save a great deal of money and bring unexpected lasting physical benefits to the ownerâ&#x20AC;&#x2122;s usage. Those two qualities are the points that separate OK or good project representatives from the guys who can really get the very best result in the final product. We also have to appreciate how important it is that we guide the coordination in such a way that the owner, the shipyard and the various contractors involved have a fundamentally enjoyable experience. It is important from a life style standpoint and it will definitely have a positive influence on the end productâ&#x20AC;&#x2122;s quality. Simply being a good engineer, project manager and time-line expert is not going to take a good or fair project and turn it into something special. And yacht projects are supposed to result in something special. No matter how experienced, clever, thoughtful and responsive a project representative is, unless he has the right build contract and specification package there is not much chance for a successful project. Our experience has proven that mutually acceptable contract and specification terms to establish a process that does not jeopardise an ownerâ&#x20AC;&#x2122;s rights and needs can be agreed upon. The ownerâ&#x20AC;&#x2122;s representative at this stage needs to examine the shipyardâ&#x20AC;&#x2122;s weaknesses or tendencies; provide the appropriate coverage and then present that to the yard in such a manner that allows them to accept the additional specific terms. This letter is not intended to explain the technical
aspects of project development and oversight The goal here is to simply reduce some of the excessive noise to a point that owners may choose the right team members and that professionals can judge where they may be best suited to help ensure the best product result. Contact: wmg-info@wrightmaritime.com Web: www.wrightmaritime.com 4*3 *"/ $0--&55 WARD & MCKENZIE (YACHT CONSULTANTS) LTD Ward & McKenzie’s Head Office is in Woodbridge, Suffolk, and other offices around the world offering the resources of over 30 skilled individuals. They can advise on ownership structures, registration and VAT issues. Ward & McKenzie are currently involved in managing builds with established yards such as Sunseeker, Fairline, CRN/Feretti, Benetti and Amels, as well as several refit projects.
I
n the famous words of Max Bygraves ‘I would like to tell you a story’ or in this case, an analogy. It will be helpful to think of a project as a living animal, a Husky dog in our case. The objective, a polar exhibition. With our chilled analogy in place our Husky will need feeding at regular intervals (total budget and cash flow), and to avoid pitfalls (crevasses), will need direction (realistic communication from those in charge). With our dog in place, we would never think of setting off without detailed maps and planning, (detailed specification and scheduling), have an escape route (risks and ‘is there a plan B?’), have enough sherpas to carry the supplies (contractors and resources). The idea of unrolling your sleeping bag in a storm before the tent is put up may also seem like a ridiculous idea (make sure that all tasks are properly sequenced). When reviewing equipment it is likely that you will want someone slightly more experienced than the local out door shop (quality of team in place), and you should be on guard if one of the team should suddenly go quiet (deal with issues). One would also never dream of planning a series of scenic detours half way through a journey and still expect to make it to the destination on the same rations and before the winter season sets in (change of requests costing time and money, so blowing the budget). Our craggy faced explorer will make sure that all the above are in place, or he knows that he could be in serious trouble. However, for some reason, our highly successful owner goes all misty eyed when thinking of his Superyacht, and some of the above get forgotten. Hence his troubles start! With our analogy in place, you might like to think of Ward & McKenzie as your expedition team and a ‘one stop arctic supplies shop’ all rolled into one. The skills needed by a project management team will include those of technical surveyors, on site engineers and deal makers, as well as other technical and organisational skills, including an in house legal team (as well as a stress ball, because project management can be very stressful). One thing that we have noted is the proliferation of ‘trendy’ titles and Jack of All Trades. A few years ago, it was the in thing to be a ‘Yacht Manager’, and at the moment it is a ‘Project Manager’.
Italian Leasing or Yacht Finance We offer both
You could turn to 10 different Financial institutions to negotiate your yacht loan. Or you could talk to the one specialist company that knows them all. Let us get you the best possible deal in the yacht financing market. Specialized in financing from 150,000 up to 50,000,000. Ciris Capital is independent, efficient and discreet. Visit www.ciriscapital.com or call us for an obligation-free chat on +31(0)30 6970865.
We know about yachts and finance
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progress) but it must also be fed (cash flow), and plan to arrive with something to spare (contingencies). It should not be underestimated how much work it can take to go through the initiation stage of a project. But we find that by getting this preparation done early pays dividends in the future. The size and contacts of our organisation enables Ward & McKenzie to put on site engineers and surveyors in place to review the quality. We make sure that the specification is thoroughly reviewed, and alteration to it made at the earliest possible stage. As the build progresses we look at the schedules, identify the key quality aspects of the build and make sure that the surveyors inspect before areas of the yacht are covered up. We also look at the lead times for decisions to be made. A lot of time will also be spent dealing with project issues, which brings us on to people. People are the variable factor with any project. A polar expedition will only go as quickly as the slowest member of the team. The same applies to a project. It will really depend where this bottle neck of information is, as to how you deal with it. We have found it could be a yard owner, a yacht owner, a captain, or another project manager, depending on our relationship to the build of the yacht. Managing a project is a balancing act so know your fundamentals. When we take on a refit or new build our reputation is on the line, we â&#x20AC;&#x2DC;never assume anythingâ&#x20AC;&#x2122;. Contact: ian@ward-mckenzie.co.uk Web: www.ward-mckenzie.co.uk
We set about making sure that we had the proper skills, experience and structure in place, before expanding into this role. It is worth explaining â&#x20AC;&#x2DC;what a project isâ&#x20AC;&#x2122;. It is a temporary activity, as opposed to a repetitive activity. The three fundamentals of a project manager are to deliver the yacht on time, within budget and meeting with quality expectations (be it the owners or a regulatory body). We believe that good project management is vital to achieving these three fundamentals. The first thing that we do is to have an introductory meeting, to get to know those involved and then ensuring that bad options are discounted. Similar to taking up golf and enlisting the lessons of a golf pro, rather than picking up bad habits by yourself!!! When taking on a project, the first thing that we do is to look at how much organisational work has already been carried out. One of our frequent findings is that we can identify where the bottlenecks are. Find that one person who is very busy, and does not have the required time, and make sure that they are properly backed up. Whether we work with established builders or on a private project to modify or refit a yacht we will ask for naval architects drawings, the general arrangement plan, and system schematics (original and latest to show how much variation there has been). At the same time we will ask for the specification, Gantt charts, budgets and cash flows. What we are looking to do is check that what has been proposed is feasible. Think of our Husky, we expect it to run at a certain speed (build
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CONDITIONING YOUR ONBOARD ENVIRONMENT #: "/%3&8 30(&34
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JT QPPS BJS RVBMJUZ JO UIF DBCJOT BOE ZPV IBWF B XFBMUI PG SFBTPOT XIZ QSPQFSMZ CBMBODFE BJS DPOEJUJPOJOH JT BSHVBCMZ UIF TJOHMF NPTU JNQPSUBOU GBDUPS XIFO JU DPNFT UP POCPBSE DPNGPSU "OESFX 3PHFST USBDFT UIF PSJHJOT PG BJSDP BOE UBMLT UP POF PG UIF HVSVT PG UIJT TQFDJBMJTU ŠFME $FFT )PQNBO PG )FJOFO )PQNBO The introduction of specialised air conditioning for yachts over the last two decades has clearly played a major role in the boom of our industry. Sailing has changed from a sport to an essential extension of the wealthy lifestyle, and the giant leaps forward made in the airco arena, have to a large extent, made this possible. For no matter how much is spent on interior decoration, fabulous facilities and high-tech luxuries, the ambience onboard a superyacht is hugely related to the on board temperature and ventilation. Most owners spend their time sailing in hot climates, making a cooler indoor environment essential for all but the most hardened sailors. Similarly, as adventurous owners explore remoter and colder areas, the heat deďŹ nitely needs to be up onboard. Controlling the â&#x20AC;&#x2122;airâ&#x20AC;&#x2122; on a superyacht is far more complex than most people realise, however, and involves inďŹ nitely more than simply creating a cool or warm temperature. Vessels need to be ventilated to provide combustion air for the engines, to cool the engine room, to guarantee the supply of fresh air on board, to balance the exhaust air, and to protect the interior against moisture and fumes. Most importantly of all, a comfortable climate must be engendered for owners, guests and crew. More speciďŹ cally, air conditioning is required to ďŹ lter out dust and soot, and to regulate and control temperature and humidity. No matter what the outside temperature, on board systems need to be able to keep temperatures at a pleasant level. These demands have to be balanced against the perennial struggle for space on a superyacht: As owners require ever more ingenious systems on their home from home, they expect the air-conditioning system to take up as little of the precious real estate as possible. Another key consideration on these ďŹ&#x201A;oating palaces is noise and vibration. Quite simply, the air treatment equipment should be completely unnoticeable.
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Air conditioning as a concept is barely a century old, and yet it has transformed the â&#x20AC;&#x2DC;indoorâ&#x20AC;&#x2122; world as we know it. Although various people contributed to the evolution of air ventilation systems, American Willis Havilland Carrier is ofďŹ cially credited with inventing air conditioning in 1902. His was a spray-driven system, which controlled both temperature and humidity using a nozzle originally designed to distribute insecticide. It was ďŹ rst used in a
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printing shop, where it was needed because colour ink has to stay at a certain temperature. Carrier went on to set up the Carrier Engineering Corporation (now part of United Technologies), which is still one of the market leaders for air conditioning systems in buildings. This pioneering work was initially aimed only at industrial applications. The first system designed to enhance human comfort used three centrifugal chillers to cool shoppers at a Detroit department store in 1924. Next up came cinemas and smaller air conditioning units were soon rolling off the Carrier production line. In 1928 the first residential airco solution was launched, quaintly named the Weathermaker. But depression and war meant that another two decades passed before lowcost, mass-produced units came onto the market.
5)& 3*4& 0' 5)& .0503:"$)5 A variant of these ‘residential’ air-conditioners soon found themselves deployed on yachts. Until then, the only ventilation on most boats was an open porthole and goosenecks on deck, which could be turned to face the wind. As the post-war gloom lifted in the late 1940s and early 1950s, the motoryacht building industry began its
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meteoric rise. American owners led the way in building larger and more sophisticated vessels, and they did not expect to be sweating profusely in their cabin at night.
/&8 8": 0' 5)*/,*/( Because air-conditioning had its origins Stateside, and the vast majority of owners hailed from that country in the 1960s and 1970s, American companies dominated the market. Over in Holland, however, Cees Hopman had other ideas. Having built up 15 years of experience in the design, engineering and installation of air conditioning, cooling, ventilation and central heating systems in buildings, Cees Hopman was convinced his company, Heinen & Hopman, had the answers. ‘Air conditioning involves not only cooling of the air but balancing it. A yacht is actually a steel box, and humidification and dehumidification are vital. Air conditioned air needs to be filtered and cleaned, de-humidified in summer and humidified in winter. It is a total air treatment, of which fresh air is the most important: If the CO2 concentration in the air exceeds 2%, it starts to have an adverse effect on people.’
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Pleased with the success of this venture, De Vries asked Heinen & Hopman to become involved in another major Feadship project, the 55-metre Double Haven. ‘This fabulous yacht was being built for a certain Mr. Friedrich from Hong Kong,’ Hopman recalls. ‘Mr. Friedrich couldn’t stand noise. Whenever Double Haven came into a harbour, he would always sleep in a hotel rather than on his boat. So he asked us to provide an installation that would produce less than 38 DBA. I told him this was technically possible so long as we had a certain degree of freedom to work together with the yard. ‘I will never forget the day the owner came on board and asked the yard when the air conditioning would be turned on. “It is on Mr Friedrich,” came the reply. Friedrich was so satisfied that he recommended our company to at least 10 new customers.’ Then as now, personal recommendation among the owner community is worth a thousand ads and Heinen & Hopman soon became leaders in the yacht air conditioning world. The path to draught-free, invisible and whisper-quiet air conditioning was laid.
Unfortunately, the land-based air conditioning systems were not properly adapted to the highly specialised yacht environment that. ‘Ventilation tended to be insufficient, causing problems with fumes and moulds in the lower levels,’ Hopman continues. ‘In most cases, yachts only had a small suction pipe to the outside of the fan coil. And interior designers often overlooked the importance of air ducts altogether, suggesting that simply opening a porthole or window was sufficient for ventilation!’
#3&",5)306() In the early 1980s, his company did some pioneering work on yachts for the Hakvoort and Heesen yards. But the door for expansion into larger yachts – especially for American owners – remained firmly shut. ‘The breakthrough came during a conversation at the De Vries yard in 1982,’ Hopman remembers. ‘The yard was building the 52-metre Feadship, Rio Rita, and Johan de Vries listened to my theories carefully. “OK, you can have a go for 80,000 Dutch guilders”, he told me. “But if it doesn’t work, I won’t pay.” ’ Launched in 1984, Rio Rita was fitted with a system called Forced Balanced Ventilation. Hopman explains the philosophy thus: ‘You need exhausts on board a yacht for the sanitary spaces otherwise you get a terrible smell. But every cubic metre of air taken out has to be replaced by another. Simply opening the doors or portholes is not sufficient as hot and humid air comes in. By filling the whole boat with fresh, dry, filtered air, a more measured ventilation takes place.’
%*''&3&/$&4 */ 4:45&.4 Today there are essentially two types of airco. The classic fan coil system uses separate units for each cabin, with the possibility to individually control each unit. This system is suitable for most boats. Larger boats mostly use single-ducted heat systems, which benefit from having no moving parts in the rooms themselves. Apart from noise, obvious advantages of
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such a centralised system are enhanced flexibility with the interior layout and reduced maintenance. Moreover, with no cabinets required around the edges of the rooms to house airco units, the windows are much larger and views increased. A good example of this type of solution is the companies Variable Air Volume system, which offers many other benefits compared to fan coils. Air quality is better due to the option of installing multi-stage filters and air treatment systems. The central system ensures more efficient energy management, while humidity control is improved both in summer and winter.
'*/%*/( 5)& 3*()5 #"-"/$& ‘Ultimately, a totally balanced air conditioning and ventilation system increases the resale value of a superyacht,’ Hopman says. ‘But there are prerequisites to this statement. It is vital, for example, that we are involved at the pre-engineering phase of any new build. The next stage on the roadmap to success is the engineering and layout phase of the installation process. The most essential elements at this stage are proper access and installing the best possible equipment to the highest specifications.’ Location is a key factor according to Hopman. ‘It is preferable to install our air conditioning unit right in the centre of the boat, which has many advantages in terms of efficiency, costs and quality. Smart designers see the air conditioning as a central part of a yacht design… And this makes maintenance far easier for the crew.’ Maintenance is something Hopman feels passionately about. ‘It is incredible that some owners
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are prepared to spend six-figure sums on a system and then leave its service to unqualified people and/or companies. Activities such as clearing out the air ducts, filters and air handling systems are specialist tasks, as is the replacement of parts to upgrade or improve the system. Waiting for problems to occur before addressing them is a recipe for malfunctioning air conditioning and expensive repairs.’ After years of being frustrated at witnessing damage from blocked ducts or – horror of horrors – removed air filters, Hopman decided to act. His company now offers a regular maintenance service in all the world’s major cruising areas. ‘Because we have been involved at every stage from installation to service, we are aware of the problems that have been encountered by the crew, owners and their yacht management companies and address these every step of the way,’ Hopman says. ‘An annual check-up means owners are spared unnecessary repairs and, even more importantly, sudden failure of the AC installation.’ Generally speaking, we can say that the future of air conditioning will involve lower sound levels, better filtration, better controls, better regulation, more automation and greater energy efficiency. ‘More and more owners, consultants and management companies are realising that the life cycle of a yacht actually starts when it is commissioned from the yard,’ Hopman concludes. ‘And so does the air conditioning and ventilation system…’ Contact: info@heinenhopman.com www. heinenhopman.com
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8)&/ :06 '&&- 5)& /&&% '03 41&&% â&#x20AC;&#x201C; CLASS 1 POWERBOATS #: %"7*% "-450/
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VTU JNBHJOFÂ&#x2014; UXP PG ZPV TUSBQQFE JOUP BO FODMPTFE TBGFUZ DPDLQJU POF IBT UIF UISPUUMF DPOUSPMT UIF PUIFS UIF TUFFSJOH XIFFM 8SBQQFE BSPVOE ZPV B GJWF UPO TUBUF PG UIF BSU DBSCPO LFWMBS DPNQPTJUF QPXFSCPBU #FIJOE ZPV UXP IQ 7 FOHJOFT DBQBCMF PG TQFFET JO FYDFTT PG NQI 8FMDPNF UP UIF IJHI UFDI IJHI IPSTFQPXFS XPSME PG $MBTT QPXFSCPBUT The 2007 WPPA Class 1 World Powerboat Championship looks set to be one of the most enthralling and closely contested for many a season, with nine teams fielding eleven boats. The prospect of a spectacular seasonâ&#x20AC;&#x2122;s racing is further fuelled by a
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clutch of talented driverâ&#x20AC;&#x2122;s making their Class 1 debuts, these new driver line-ups should make for one of the most competitive fleets for many a season. The championship is an international affair with teams and competitors from Australia, England, France, Italy, Norway, Qatar, Spain and the UAE competing in eight races across Scandinavia, southern Europe and the Middle East. One of the most successful teams in this ultimate sport are the Dubai based â&#x20AC;&#x2DC;Victory Teamâ&#x20AC;&#x2122;. When Victory Team was first formed in 1989, their aim was not only to be competitive in the world of offshore powerboating but also to promote the warm hospitality and the abundant delights of
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Dubai. Starting off from a small workshop they soon confirmed their reputation as a force to be reckoned with when they stormed to an unprecedented first and second as guest entries in the final two rounds of the UIM Class One World Championship in 1992, a sure sign of things to come. Fifteen years on, Victory Team’s repertoire of world titles, records and championship trophies has confirmed them as the most successful outfit in the history of the World Powerboat Championships. In 2001 they cemented themselves an unprecedented place in the roll of honours when they won their sixth Class One UIM world title and their fourth Class Two UIM world title.
In a sport that has competitors pushing the limits to attain speeds in excess of 160 mph, the quest for speed is always at the forefront and the Victory Team leave the rest in their foamy wake when it comes to technical innovation and progression. Extensive testing and continual improvement is the key ingredient to this team’s success and it is their data recording and telemetry system that has allowed the team to fully understand every curve of their boats and every rev in their engines. Telemetry is the art of measuring, whether it be in the engine or the pressure on the hull of the boat. Information relayed is real time, meaning that the information reaches the crew back in the pits as and when it happens. Telemetry may allow crew to identify early on if a problem may result in a ruined engine for example, so that they are able to advise the drivers to stop the race and save what can amount to a very large amount of money on a state of the art engine. Telemetry is also invaluable in terms of safety. Using their unique system software instructs and informs the drivers as to what they have done at any given moment. ‘Safety has a lot to do with prevention and as far as prevention is concerned we are able to build up different case scenarios. For example, using our data we are able to prepare our boats with the best possible set up to avoid unnecessary failures. Accidents can happen due to many reasons; driver error, cornering into a wave to quickly, unexpected waves, engine failure going round a corner, excessive speed etc. All this can happen. But with controlled training with the drivers, they may be able to handle the situation better and know how to deal with it’, says Gianfranco Venturelli, general manager of the Victory Team. Over the last few years, as a testament to the team’s successful innovation and expertise in boat building, they have been commissioned by their competitors to build their race boats which has resulted in several taking the championship. As the only team in the history of the UIM Class One circuit to have built their own boats the Victory Team are unique in that they design their boats specifically to their own race specifications using their data analysis, information that is used to improve on the structural integrity of the boat as well as the aerodynamics. With innovation and progression at the helm Victory Team aims to regain its title under the aegis of the World Professional Powerboating Association (WPPA) the new world governing body for Class 1 and Class 3 powerboat racing. Attention to detail, state-of-the-art technology and precision in referring to a vast data base over the years is sure to propel them to greater heights of glory in the upcoming season. Contact: Dalston747@aol.com Victory team: www.victoryteam.ae
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BSUFO )FFUFCSJK JT POF PG UIF CFTU LOPXO JOEFQFOEFOU QBJOU JOTQFDUPST JO &VSPQF XF BTLFE IJN XIBU IJT QSPGFTTJPO FOUBJMT )JT DMJFOUFMF DPWFS B XJEF TQFDUSVN JODMVEJOH ZBDIU DPOTUSVDUJPO BOE SFGJU ZBSET ZBDIU NBOBHFST QBJOU DPNQBOJFT QBJOU TZTUFN NBOVGBDUVSFST JOTVSBODF DPNQBOJFT UIF KVEJDJBSZ BOE TPNFUJNFT B DPNCJOBUJPO PG UIFTF QBSUJFT Marten began his education and training on the shop floor and became an expert in painting, filling and sanding. He was the general manager of a mediumsized yacht painting company for many years until five years ago when he took a decision to set up his own company, MYPAI.
8): %0 1&01-& $"-- 0/ 5)& 4&37*$&4 0' " 1"*/5 $0/46-5"/5 */41&$503 The reasons fall into two groups: A. To resolve problems which have already arisen. These might include disagreement between parties over recently finished surfaces, be it fairing, gloss, orange peel, etc. â&#x20AC;&#x201C; letâ&#x20AC;&#x2122;s call them aesthetic problems. Alternatively they could be technical imperfections after delivery â&#x20AC;&#x201C; loss of gloss, rust, corrosion, cracks, etc.
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B. To help prevent such problems from arising in the first place. This could involve preparing the specification before starting works and monitoring the application process during the project to ensure the delivery of a satisfactory result. This can make life much easier for the project management company if there is one on site, and the applicator too. It can even allow the captain to go on holiday during a refit/ refinishing project!
%0&4 :063 30-& 7"3: %&1&/%*/( 610/ 8)0 )"4 $0/53"$5&% :063 4&37*$&4 Yes it does, although my independence must remain constant. I might be asked to defend a shipyard or applicator against accusations of a poor finish. Or I might be asked by the owner or his representative to support their complaint about a paint job. Iâ&#x20AC;&#x2122;m happy to work for either side in a dispute but everyone who hires my services must be aware of the fact that if a job is not finished to an acceptable standard Iâ&#x20AC;&#x2122;m am not prepared to defend the job to any of the parties involved. Working for paint manufacturers is also something that I do on a regular basis. In this case my position would be in the control of the technical issues of the application process which must of course adhere to the paint specification and be within the tolerances of the technical product datasheet. I advise several of the best applicator companies in Europe when a dispute arises as they trust my judgement, even though it may not always be in their favour. I was once hired to inspect a project by an applicator who believed that there had been a product failure in a topcoat he had applied nearly a year earlier. When I had to inform the applicator, and the captain standing next to him, that there was no problem with the topcoat but that there was a fault in its application, he immediately accepted his responsibility and re-sprayed the area that wasnâ&#x20AC;&#x2122;t finished correctly. It is also worth remembering that had I been hired by the shipyard or the owner to oversee that repainting process
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in the first instance I could have saved the applicator the cost of the repaint as well as preventing the unnecessary downtime for the vessel. When working on behalf of a project management company, again I am there to ensure that the job is completed to specification and quality. As always itâ&#x20AC;&#x2122;s best to be involved at a very early stage and be a part of the preparation of the paint schedule too. Sometimes there can be additional benefits. Very recently, and with just a simple piece of advice, I helped save around 4-5 tons of weight (and cost) on a 78 m new build motor yacht.
"4 " 1"*/5 41&$*"-*45 806-% :063 3&$0..&/%"5*0/4 "-8":4 #& "$$&15&% #: "-- 1"35*&4 *' " +0# 8"4 46#45"/%"3% Since Iâ&#x20AC;&#x2122;ve been working as a surveyor the answer has nearly always been yes, with only very minor acceptance problems between parties. Of course itâ&#x20AC;&#x2122;s not a pleasure for the applicator if a paint inspector rejects his finished work, but I like to think that generally any self-respecting applicator would have rejected the area before inspection, because the applicator should have his own standards. Iâ&#x20AC;&#x2122;ve been hired a number of times by all parties involved â&#x20AC;&#x201C; shipyard, owners and applicator â&#x20AC;&#x201C; to make a final report of a finished yacht with the agreement that all parties should respect my findings and accept or re-work the areas as directed in my report.
8)"5 "41&$54 0' 5)& '*/*4)&% +0# .*()5 $"64& :06 50 %&$-"3& *5 50 #& 46#45"/%"3% Most of the finishes that need a re-spray are due to: â&#x20AC;˘ more dust in the final topcoat than may be accepted â&#x20AC;˘ more difference in texture visible in the final topcoat than may be accepted â&#x20AC;˘ new runs or sags in the final topcoat in highly visible areas â&#x20AC;˘ old runs or sags printing through in the final topcoat â&#x20AC;˘ surface contamination, craters/fisheyes in the final topcoat â&#x20AC;˘ sanding marks that are visible in the final topcoat â&#x20AC;˘ poor coverage of the final topcoat These are the principal reasons, and of course sometimes there may be a combination of several of them. In the case of a new build fairing could also be an issue.
8)"5 .*()5 $"64& 5)&4& 130#-&.4 50 "3*4& Some of the main reasons are: â&#x20AC;˘ lack of experience of the applicator â&#x20AC;˘ poor facilities, which means poor conditions for application â&#x20AC;˘ lack of time available to do the job correctly â&#x20AC;˘ poor workmanship by the painters in areas
other than application â&#x20AC;˘ lack of faith between parties involved â&#x20AC;˘ insufficient budget for the works required Or again it may involve a combination of the above mentioned reasons.
8)"5 806-% :06 &91&$5 0' " (00% '*/*4) The expected finish is first of all dependent upon what was agreed between the parties at the outset. Was the vessel to be sprayed undercover, the paint system to be used etc. The problem is that there is still not a worldwide standard that can be used in contracts and my expectations for a good finish would also be different for a new build or a refinished yacht. However, I generally expect a final topcoat showing very minor differences in texture, with a more or less greasy look, which shows there is a reasonable dry film thickness of the topcoat applied. These dry film thicknesses normally point to a long-lasting gloss and easy maintenance for the crew. Of course there will be some difference in expectations between highly visible ownerâ&#x20AC;&#x2122;s areas and less visible or crew areas. There are also different expectations depending upon the type of yacht; many of todayâ&#x20AC;&#x2122;s â&#x20AC;&#x2DC;explorerâ&#x20AC;&#x2122; type yachts do not require full fairing or a full gloss finish for example, and
some owners are quite happy that there finish is not perfect as long as it did not cost the earth, keeps their running costs down, and looks good from a distance. Painting yachts to a layman can look a simple process by which, if you throw enough money and men at it, it will always turn out well. Unfortunately this is not always the case. The tradesmen that undertake this work have to be highly skilled, and the sprayer may need years of training before he is let loose on the visible areas of a yacht with one of todayâ&#x20AC;&#x2122;s high tech. paints. It is not unknown that an owner expects his yacht to have the same finish as his new car, even though it is hundreds of times the volume. Painting is an expensive process, often costing millions of Euros, to have an independent expert on site can only be a plus for all concerned. After all would it not be better to correct a problem after the first can of paint has been opened rather than when the last can has gone into the bin!
Contact: Email: info@mypai.nl Tel: +31 527246855
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YACHTING MATTERS/THE YACHT OWNER SUPPLEMENT ISSUE XIII
UIF GJSTU UJNF JO UIF DBMN XBUFST PG UIF JOOFS [POF PG UIJT SBQJEMZ FYQBOEJOH QPSU XJUI JUT TPPO UP CF DPNQMFUFE PVUFS IBSCPVS MPPLJOH UP CF B UFNQUJOH BSFB PG GVUVSF FYQBOTJPO We hear of other shows that take place around the world; we see the figures that are fed to the media for publication. Some are believable, some we have to take with a pinch of salt, but what happens in this little principality over four very special days is reality itself. People, as the saying goes, vote with their feet, that is why the organisers cannot fit another yacht into the inner port, that is why companies cannot get themselves a stand (200+ on the waiting list), even though well over
5) .0/"$0 :"$)5 4)08
500 exhibitors will be at the show in 2007. The waiting list for Monaco grows year on year. It is recognised by the industry worldwide as being the one not to miss, the place to be to meet your old friends, clients and make new contacts. Of course the show is not only for the industry. The yachts on display are not there to satisfy the whims and fancies of people like myself, they are there for a purpose. Yacht owners, or potential owners turn up here in their hundreds, if not thousands. Many walk the show unknown and unnoticed, maybe known by a broker or two who may have invited them along*. The yachts are here for this exclusive group to view. Many of the vessels here are seriously for sale, many just as the latest examples from a designer’s studio or a builder’s yard. Anybody looking to commission a new build had better already have a yacht to play on, for they would possibly have to wait 3–4 years for a new floating home to be launched by a recognised yard to take them off on their worldly adventures. Of course an owner may well be looking for a designer to begin his personal adventure. You can meet the best designers here in person, they can take you aboard their latest creations, you can get to know the man, then get to admire his work. It makes for a happy ending. Many of the owners of the world’s luxury yachts arrive here in style. Just look outside the new harbour wall when the show is on and see their homes afloat there. These owners enjoy visiting this show, many coming back year after year. They arrive at the dock by tender and move around unhindered amongst the thousands of visitors that attend each day, viewing yachts and talking to suppliers, brokers and friends. Of course this has not gone unnoticed by the companies owning luxury brand goods. As you move around the show you will notice stands promoting private banks, cars, watches and many other products that could only appeal to the super rich. Many yacht companies tag onto shows promoting luxury items to the world’s rich. At the Monaco Yacht Show we see the reverse. These companies would not be exhibiting or partnering the show if they did not see the value in it. The Monaco Yacht Show is Carbon Neutral. Carbon is one of the world’s most flaunted words at the moment. We all now live in fear of it, yet we build yachts and other high tech products from it. One you can see and experience, the other you cannot see, but it could destroy the world as we know it. Carbon does not recognise borders. We cannot fight back with guns and bullets, only with common sense and a common goal. The future dangers to our planet are predicted
to be immense, carbon produced by fossil fuels is set to destroy the way we, or future generations live, it threatens our very existence. The Monaco Yacht show is offsetting the estimated carbon produced in presenting the show by investing in two major renewable energy programmes in India and China. This includes emissions created by the transport of exhibitors and visitors and the carbon emitted by yachts on the water. Obviously running one of these vessels, be it power or sail, increases an individual’s (Owner’s) carbon footprint massively. Around the world companies are being challenged by the carbon bandwagon to produce products that are going to be acceptable in the new world that is hopefully just around the corner. The carbon produced during the production of a new vessel must be astronomical – steel, aluminium, chemicals, transport, shipyards etc. Would it not be a good idea to set a small section of the show aside to display new technology that our industry can adopt instead of potential new ideas being buried amongst the hundreds of displays? Why not showcase carbon innovation, maybe present an award or two! I know of at least one owner who is constructing a yacht to be environmentally friendly. On September 20th, 2007, the MYS will hold an exceptional auction: ‘ONLY WATCH 2007’ to offer to the highest bidders 34 watches which are either unique to their kind or the first in a select line. All have been donated by 34 prestigious watchmakers. This auction will be organised with the invaluable help of Antiquorum auctioneers and the proceeds of this charity event will be donated entirely to help fight against Duchenne Muscular Dystrophy. *If you are seriously interested in buying a large yacht, and you have not been invited to the Monaco Yacht Show, please let me know, I will be happy to mail you the tickets you need, I will not pass your details on. Contact: colinsquire@theyachtowner.com
YACHTING MATTERS/THE YACHT OWNER SUPPLEMENT ISSUE XIII
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YACHTING MATTERS/THE YACHT OWNER SUPPLEMENT ISSUE XIII
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After Af ter much much discussion discussion was decided MYBA would aand nd deliberation deliberation iitt w as d ecided tthat hat MY BA sshould hould aand nd w ould broker programme ccreate reate a b roker ttraining raining p rog ramme aass a â&#x20AC;&#x2DC;â&#x20AC;&#x2DC;tasterâ&#x20AC;&#x2122; taster â&#x20AC;&#x2122; in n tthe he form fo r m off tthree-day which off a B Brokerâ&#x20AC;&#x2122;s o hree-d ay sseminars eminar s w hich cover cover aall ll aaspects sp e c t s o roker â&#x20AC;&#x2122;s profession. MYBA p rofession. MY BA cconducted onducted tthe he necessary necessar y research research to to find f ind work with wee jjoined aan n â&#x20AC;&#x2DC;â&#x20AC;&#x2DC;educational educational partnerâ&#x20AC;&#x2122; par tner â&#x20AC;&#x2122; to to w or k w ith uuss â&#x20AC;&#x201C; aand nd w oined fforces or c e s with w ith the the MPI MPI Group Group and and Maritime Maritime Services Ser vices International Interna n tional tto o assist in the preparation and running of the courses. assist the preparation and r unning of the cour ses. Topics during Topics ccovered overed d uring tthe he tthree-day hree-d ay course cour se will will include include Sale & Purchase, Charter and Operational Management. Sale Purchase, Char ter and Operational Mana n gement. Detailed will Maritime D etailed modules modules w ill address address issues issues of of M aritime Law, L aw, Insurance, Finance, Tax, Customer Care & Ethics, Insurance, Finance, Ta x, Customer Care Ethics, Sea Sea Trials Trials aand nd Surveys. Sur veys. The Seminar T he S eminar format for mat will will involve involve lectures, lect ures, round-table round-table discussions and competitive team work. discussions and competitive team work. On On completion, completion, will sstudents t udents w ill be be awarded awarded certificates cer tif icates of of attendance. at tend ance. The aim of each seminar is:T he aim of each seminar is:â&#x20AC;¢T To provide with information op rovide sstudents t udents w ith ffactual act ual in for mation required r e q u ir e d by tthe MYBA Yacht. he MY BA Yacht. â&#x20AC;¢T To provide opportunity discuss with other op rovide aan no ppor t unit y tto od iscuss w ith o the r course attendees common issues experienced cour se at tendees common issues experienced in tthe he profession. p rofession. â&#x20AC;¢T To off ccontacts. o eenable nable attendees attendees to to expand expand their their network network o ontacts. For my sins I seem to have been nominated Course For my sins seem to have been nominated Cour se Director D i r e c t or aand nd I aam m ccalling alling on on other other senior senior and and suitably suitably experienced experienced MYBA Board members, senior superyacht brokers other MY BA Board member s, senior super yacht b roker s aand nd o the r yachting industry professionals to lecture on the course. yachting indust r y professionals to lect ure on the cour se. Wee aare W re llimiting imiting the the attendance attendance at at the the first first seminar seminar to a maximum of 35 people and we expect the demand bee to maximum of 35 people and we expect the demand tto ob strong. All being well, we plan to hold two seminars a year strong. All being well, we plan to hold two seminars year â&#x20AC;&#x201C; one September and one April. Att tthe o ne iin nS eptember an do ne iin nA pril. A he end end of of each each Course C ou r s e the students will be awarded with a Certificate of the students will be awarded with Certificate of Attendance. Attendance. Wee aare hopeful W re h opef ul that that this this MYBA MY BA initiative initiative will will assist assist young young people to gain an insight into our industry and people to gain an insight into our indust r y and provide provide an an doorâ&#x20AC;&#x2122; world off S Superyacht Brokerage, Charter â&#x20AC;&#x2DC;â&#x20AC;&#x2DC;open op e n d oor â&#x20AC;&#x2122; into into tthe he w orld o uper yacht B rokerage, C ha r t e r Yacht Management aand nd Y acht M anagement Further www.marinediplomas.com F urther iinfo: nfo: w ww.marinediplomas.com
YACHTING MATTERS/THE YACHT OWNER SUPPLEMENT ISSUE XIII
147
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:"$)5 : "$)5 5 -"8 -"8 5)& 08/&3 08/& &3 THE T HE H HILL ILL D DICKINSON ICKINSON
YACHT TEAM Y ACHT T EAM & LLEGAL EGAL IISSUES SSUES
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IFO BTLFE IFO BTLFE B C P V U CFTU UUIF IF C FTU VTF TTUSVDUVSF USVD UVSF UUP P V TF GGPS PS ZBDIU PXOFSTIJQ Z BDIU P XOFSTIJQ FOUJUJFT DDPSQPSBUF PSQPSBUF F OUJUJFT BOE QBSUJDVMBSMZ B OE Q BSUJDVMBSMZ -JNJUFE JNJUFE $PNQBOJFT $PNQBOJFT IBWF CFFO I BWF MMPOH POH C FFO UUIF IF QSFGFSSFE PQUJPO Q SFGFSSFE P QUJPO 1FSTPOBM PXOFSTIJQ OPU PGUFO BEWJTFE 1 FSTPOBM P XOFSTIJQ JJT T O PU P GUFO B EWJTFE PG EFFNFE VOMFTT VOMFTT UUIF IF DDPTU PTU P G TTUSVDUVSJOH USVD UVSJOH JJT T E FFNFE EJTQSPQPSUJPOBUF EVF PG E JTQSPQPSUJPOBUF E VF UUP P UUIF IF SSJTL JTL P G FYQPTVSF PG PXOFSÂŁT QFSTPOBM BTTFUT F YQPTVSF P G UUIF IF P XOFSÂŁT Q FSTPOBM B TTFUT JO JO FWFOU PG BOZ BHBJOTU ZBDIU UUIF IF FW FOU P G B OZ DDMBJN MBJN B HBJOTU UUIF IF Z BDIU (FOFSBMMZ PXOFSTIJQ ( FOFSBMMZ UUIFSFGPSF IFSFGPSF DDPSQPSBUF PSQPSBUF P XOFSTIJQ JJT T XIFSF CFOFGJDJBM SSFDPNNFOEFE FDPNNFOEFE JJO O DDBTFT BTFT X IFSF UUIF IF C FOFGJDJBM PXOFSÂŁT QFSTPOBM BTTFUT BSF BOE P XOFSÂŁT Q FSTPOBM B TTFUT B SF TTJHOJGJDBOU J H O J G J DB O U B OE UIF FYQFOTF PG UIF DPSQPSBUF TUSVDUVSF UIF FYQFOTF PG UIF DPSQPSBUF TUSVD UVSF JT JT VOMJLFMZ UP CF EJTQSPQPSUJPOBUF UP UIF DPTU PG V OMJLFMZ UP CF EJTQSPQPSUJPOBUF UP UIF DPTU PG ZBDIU PXOFSTIJQ Z BDIU PXOFSTIJQ A ssingle-purpose whether orr ingle-pur pose vehicle vehicle ccompany, ompany, w hether on, on, o offshore, provides limited liability as such a company offshore, provides limited liabilit y as such company iiss rrecognised ecognised aass a separate separate legal legal entity, entit y, distinct distin i ct from f r om its owner(s). Any claim arising in respect of its owner(s). Any claim arising respect of tthe he yacht yacht would bee aagainst w ould ttherefore herefore b gainst tthe he ccompany ompany and, and, if if the the
148
YACHTING MATTERS/THE YACHT OWNER SUPPLEMENT ISSUE XIII
ccompany ompany were were insolvent, insolvent, aany ny ssuch uch claim claim would would be be limited to the value of the single asset, the yacht. limited to the value of the single asset, the yacht. For F or distinct tthe he English English courts cour ts at at least, least, this this principle principle of of d istinct existence is sacrosanct and will only be overruled existence is sacrosanct and will only be over r uled in eexceptional xceptiona n l circumstances circumstances such such as as gross g ross negligence negligence on on the part of directors or fraud. In certain the par t of director s or f raud. In cer tain jjurisdictions urisdictions off a ccompany provides may tthe he use u se o ompany aalso lso p rovides aanonymity, nony mit y, aass iitt m ay not be necessary to maintain a register of shareholders not be necessar y to maintain register of shareholder s orr n necessary beneficial owner o ecessar y for for tthe he b enef icial o wner of of the the sshares hares tto o be registered as the legal owner. be registered as the legal owner. There however downside T here iiss h owever a d ownside tto o tthe he use use of of UK UK Limited Companies in this way, as regards the taxation Limited Companies this way, as regards the ta xation off b benefits-in-kind. director orr sshadow director o enef its-in-kind. A d ir e c t or o hadow d irector of of an an English company will be liable for income tax based on English company will be liable for in i c o me t a x b a s e d o n which pro-rated tthe he value value of of the the yacht yacht w hich is is p ro-rated for for the the amount amount off time o time that that the the yacht yacht is is available available to to that that person per son for for his his own personal use each year. The authorities presume own per sonal use each year. T he authorities presume tthat hat the the yacht yacht is is available available to to the the director director at at any any time time it it is is not being chartered or actively marketed for charter. not being char tered or actively marketed for char ter. An off tthe Liability A n aalternative lternative iiss tthe he uuse se o he Limited Limited L iabilit y Partnership. This is increasingly being adopted Par tner ship. T his is increasingly being adopted aass a vvehicle ehicle ffor or yacht yacht ownership owner ship as as it it does does not not give give rise rise to to liability to tax on benefits-in-kind. liabilit y to ta x on benef its-in-kind. An LLP new A n L L P is is a relatively relatively n ew fform or m of of legal legal entity entit y which is available to â&#x20AC;&#x2DC;two or more persons which is available to â&#x20AC;&#x2DC;t wo or more per sons associated associated business with profitâ&#x20AC;&#x2122; ffor or carrying car r ying on on a llawful awf ul b usiness w ith a vview iew tto op rofitâ&#x20AC;&#x2122;, where â&#x20AC;&#x2DC;personâ&#x20AC;&#x2122; can be either an individual or any entity where â&#x20AC;&#x2DC;per sonâ&#x20AC;&#x2122; can be either an individual or any entit y with w ith legal legal personality per sonalit y ssuch uch as as a company. company. The entity is made up off â&#x20AC;&#x2DC;â&#x20AC;&#x2DC;membersâ&#x20AC;&#x2122; T he entit y is made up o member sâ&#x20AC;&#x2122; rrather ather tthan ha n directors and shareholders and has no share director s and shareholder s and has no share capital. capital. There no T here iiss n o Memorandum Memorandum and and Articles A r ticles of of Association. Association. Although not strictly necessary, most Although not st rictly necessar y, most LLPs LL Ps are ar e regulated by an agreement between the reg ulated an ag reement bet ween the members m e mb e r s which w hich supplements supplements the the rules r ules imposed imposed by statute. stat ute. The LLP is designed T he LL P is designed tto o ccombine ombine tthe he limited limited liability of a Limited Company with the flexibility liabilit y of Limited Company with the f lexibilit y aand nd partnership. Hence, LLP ttax a x transparency t ransparenc y of of a p ar tner ship. H ence, tthe he L LP body having iiss sstructured t r uct ured aass a b ody ccorporate or porate by h aving a legal legal personality which exists separately from members per sonalit y which exists separately f rom iits ts m e mb e r s but, Partnership, between b ut, llike ike a P ar tner ship, the the relationship relationship b et ween tthe he members is governed by an agreement. This member s is governed an ag reement. T his contrasts cont rasts with between directors w ith the the distinction distinction tthere here iiss b et ween d ir e c t or s (managers) and shareholders (owners) within a Limited (manager s) and shareholder s (owner s) within i L imited Company. The disadvantage C ompany. T he d isadvantage iiss tthat hat in most most instances instances tthe he membersâ&#x20AC;&#x2122; member sâ&#x20AC;&#x2122; home home addresses addresses must must be be filed f iled with with the the Registrar of Companies and can be viewed on Regist rar of Companies and can be viewed on a rreadily e ad i l y aaccessible ccessible rregister. egister. IIn n aaddition, ddition, aaudited udited aannual nnual aaccounts ccounts must be filed with Companies House in much must be filed with Companies House m uch tthe he same s a me way with w ay aass w ith a Limited Limited Company. Company. Ass n noted LLP body and A oted aabove, bove, tthe he L LP iiss a b ody ccorporate orporate an d as such it may hold property, employ people, sue orr as such it may hold propert y, employ people, sue o bee ssued, b ued, and a d the an the assets, assets, profits profits and and liabilities liabilities belong belong to to the LLP rather than the members. As the name the LLP rather than the members. As the name states, states, tthe he LLP LLP affords affords its its members members limited limited liability. liabilit y. The The LLP LLP is liable for its own debts so that the members is liable for its own debts so that the members are are not not personally any debts by LLP p ersonally liable liable ffor or an y d ebts iincurred ncurred b y tthe he L LP other o ther than than to to the the extent extent of of their their contribution contribution tto o tthe he
JANAS ADV
SYS ! SARDINIA YACHT SERVICES
SYS ! SARDINIA YACHT SERVICES
Your preferred partner in Sardinia FINEST HIGH QUALITY DAILY FRESH PROVISIONS SYS Porto Cervo Marina Italy Ph +39 339.2268581 Ph +39 0789 906021 Fax +39 0789 906123 martin@sys.sardinia.it www.sys.sardinia.it
Thanks. . . M/Y DILBAR ! M/Y TATOOSH ! S/Y MALTESE FALCON ! M/Y RISING SUN ! M/Y PELORUS ! M/Y LADY MOURA ! M/Y BOADICEA ! M/Y UTOPIA ! M/Y HAIDA G ! S/Y PHOCEA ! M/Y KOGO ! M/Y PASSION ! M/Y ABILITY ! M/Y SARAFSA ! M/Y TALISMAN G ! M/Y ALTITUDE ! M/Y HUNTRESS ! M/Y MYLIN V ! S/Y CONCERTO ! M/Y SOLANGE II ! M/Y A’NADIA ! M/Y TIMELESS ! M/Y GOLD DIGGER ! M/Y ARIELA ! S/Y OBSESSION II ! M/Y NORTHERN SPIRIT ! S/Y LA CATTIVA ! M/Y ELISABETH F ! M/Y OHANA ! M/Y NANOU ! S/Y MYSTERY ! M/Y HAPPY HOUR ! M/Y HUSH ! M/Y ASTRALIUM ! M/Y KIJO ! M/Y IONIAN PRINCESS ! M/Y NEW CENTURY ! M/Y MALIBU ! M/Y ANDALE ! M/Y FOUR WISHES ! M/Y AQUILA ! M/Y ENTERPRISE ! M/Y ZAZA ! M/Y MOECCA ! M/Y NUFER ! M/Y ROMANZA ! M/Y APPLAUSE ! M/Y KISS THE SKY ! M/Y SIROCCO ! M/Y STRANGELOVE ! M/Y YALLA ! M/Y DREAM ! M/Y PERFECT PERSUASION ! S/Y TIARA ! M/Y INEVITABLE ! S/Y DRUMBEAT ! M/Y CUOR DI LEONE ! M/Y PEGASUS ! S/Y SANTA MARIA ! S/Y HELIOS ! S/Y THALIA ! M/Y ALTAVIDA ! M/Y HAPPY DAYS ! M/Y JEMASA ! M/Y LA NATURELLE DEE ! M/Y LADY ANN MAGEE ! M/Y LARISSA ! M/Y MARIU ! M/Y THUNDER B ! M/Y AMEVI ! M/Y JAMAICA BAY ! M/Y NORTHERN STAR ! M/Y OASIS ! M/Y KATHARINE ! M/Y NOBLE HOUSE ! M/Y ANASTASIA’S QUETZAL ! S/Y PERSEUS ! M/Y SEVEN SINS ! M/Y MASQUERADE OF SOLE ! M/Y INDIGO STAR ! M/Y LIONSHARE ! M/Y BLUE ICE ! M/Y OCEAN VICTORY ! M/Y CHARISMA ! M/Y MARY JEAN ! M/Y VIRGINIAN ! M/Y INSIGNIA ! M/Y S CAPE ! M/Y EXCELLENCE III ! M/Y GU ! M/Y WHITE CLOUD ! M / Y C A P R I ! M / Y PA R A F F I N ! M / Y F O RT U N ATO ! M / Y M O N E I KO S ! M/Y SOLEMAR ! M/Y QUEEN K ! S/Y FELICITA WEST ! M/Y TUEQ ! M/Y ILONA ! M/Y LEANDER ! S/Y MIRABELLA V ! M/Y CONSTELLATION ! M/Y STARGATE ! M / Y G O L D E N O DY S S E Y ! M / Y T A L I T H A G ! M / Y A L M I R Q A B ! M / Y A LY S I A ! M / Y A N N A L I E S S E ! M / Y E C S T A S E A ! M Y I C E !
and many more.
Mrs. Yvonne Canepa
Mr. Martin Freilinger F&B Manager
5)& -"8 0' 5)& "8 & 4&"
assets. This assets. This is is advantageous advantageous if if the the LLP LLP encounters encounters difficulties only d ifficulties as as each each member member o nly risks risks the the investment investment tthat hat he he has has put put in in rrather ather tthan han having having to to contribute contribute personal off a ccatastrophic ffrom rom his his p ersonal aassets ssets iin n tthe he eevent vent o atastrophic The off n not being personally cclaim. laim. T he aadvantage dvantage o ot b eing p ersonally lliable iable ffor or off o other members with Partnership) tthe he mistakes mistakes o ther m embers ((as as w ith a P artnership) iiss ttempered empered by by the the ffact act tthat, hat, iin n tthe he ccase ase ooff nnegligence, egligence, members have m embers may may be be personally personally liable liable iiff tthey hey h ave aassumed ssumed and have a personal personal duty dut y of of ccare are an d h ave acted acted in in breach breach of of will not, tthat hat duty. dut y. This This additional additional liability liabilit y w ill n ot, however, however, bee sshared off tthe b hared by by tthe he other other members members o he LLP. LLP. Although Although iinsurance nsurance will will provide provide considerable considerable protection, protection, liability liabilit y may bee iinsufficient off an eextraordinary llimits imits m ay b nsufficient iin n tthe he eevent vent o xtraordinar y orr catastrophic Exceptionally, may o catastrophic claim. claim. E xceptionally, tthere here m ay also also be be orr is ssituations ituations where where cover cover lapses lapses o is ineffective. ineffective. The LLP Partnership T he L L P iiss ttaxed axed llike ike a P ar tner ship in tthat hat each e a ch member his orr h her income member pays pays tax ta x on on h is o er share share of of tthe he in c o me and and tthere here is is no no employersâ&#x20AC;&#x2122; employer sâ&#x20AC;&#x2122; national national insurance in nsurance due due on on membersâ&#x20AC;&#x2122; off tthe profits. member sâ&#x20AC;&#x2122; shares shares o he p rofits. NI NI contributions cont ributions will w il l however however have have to to be be paid paid if if the the LLP LL P employs employs crew, crew, whereas would not whereas this this w ould n ot ggenerally enerally be be required required if if an an offshore Company owned offshore Limited Limited C ompany o wned the the yacht yacht (although (although this may may become this m ay ssoon oon cchange hange aand nd tthe he yyachtâ&#x20AC;&#x2122;s achtâ&#x20AC;&#x2122;s fflag lag m ay b e c o me a more relevant consideration for NI purposes). mo ore relevant consideration for NI pur poses). The T he LLP has LL P aalso lso h as the the ability abilit y to to register register for for VAT. VAT. While both W hile b oth tthe he LLP LL P and and the the Limited Limited Company Company provide the advantage of limited provide the advantage of limited liability, liabilit y, the the disadvantage off ttaxation on benefits-in-kind when disadvantage o a xation o n b enef its-in-kind w he n using Company means using a Limited Limited C ompany m eans tthat, hat, increasingly, increasingly, the LLP is becoming an attractive the LL P is becoming an att ractive option option ffor or yyacht acht owners. With several flags accepting this structure owner s. With several f lags accepting this st r uct ure for ownership, wee m may increasingly more owners fo r o wner ship, w ay in creasingly ssee ee mo re o w ne r s opting for the LLP. optin ng for the LL P. CONTACT: david.readon@hilldickinson.com CON TAC T: d avid.readon@hilldickin nson.com
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150
YACHTING MATTERS/THE YACHT OWNER SUPPLEMENT ISSUE XIII
."53*$6-"5*0/ "/% '-"((*/( ." "5 53*$ $6-"5 5*0/ "/% '-"((*/( Italian fflagged Italian lagged p pleasure leasure yyachts achts m must u st b bee rregistered egistered with Registro Diporto w ith eeither ither tthe he R egist ro IImbarcazioni mbarcazioni da da D ipor to orr tthe Registro Navi daa ((between bet ween 110 0 aand nd 224 4 m in llength) eng th) o he R egist ro N av i d Diporto which D ipor to ((over over 224 4 m in llength) eng th) w hich aare re tthe he ccountryâ&#x20AC;&#x2122;s ount r yâ&#x20AC;&#x2122;s pleasure p leasure yacht yacht registries. regist ries. Yachts Yachts over over 24 24 m aand nd uup p tto o 11000 0 0 0 gt g t which which are are in ccommercial ommercial uuse se ffor or sport spor t or or pleasure only p leasure o nly aare re aallowed, llowed, uunder nder ccertain er tain cconditions, onditions, tto o bee registered Registro b registered with with the the commercial commercial rregistry egist r y â&#x20AC;&#x201C; R egist ro These not orr IInternazionale. nternazionale. T hese vvessels essels sshould hould n ot ccarry ar r y ccargo a r go o more mo re than than 12 12 passengers. passenger s. Yachts Yachts over over 1000 10 0 0 gt g t cannot cannot bee in included b cluded on on the the commercial commercial register register and and should should be be pleasure with rregistered egistered as as a p leasure vessel vessel w ith tthe he Registro Regist ro Navi N av i daa D Diporto, but d ipor to, b ut tthey hey may may still still charter char ter providing providin i g certain cer tain i met. cconditions onditions aare re m e t.
08/&34)*1 0 8/&3 34)*1 Non-Italian rresidents Non-Italian esidents o orr ccompanies ompanies can can register register a pleasure one off tthe p leasure yacht yacht on on o ne o he rregistries egist ries aass llong ong aass tthey he y have business providing h ave a place place of of b usiness in IItaly. taly. IIn n addition, addition, p roviding tthey hey comply comply with with certain cer tain survey sur vey regulations, reg ulations, any any EU EU on rresident esident ccompany ompany ccan an rregister egister a yyacht acht over over 224 4mo n tthe he Registro will R egist ro Internazionale Internazionale aand nd w ill rreceive eceive tthe he ssame ame ttax ax owning cconcessions oncessions as as Italian Italian o wning companies. companies.
%0$6.&/5"5*0/ 0/#0"3% % 0$6. .&/5 5"5 5*0/ 0/#0"3% " Vessels V essels rregistered egistered o on n eeither ither p pleasure leasure yacht yacht rregistry egist r y onboard original navigation sshould hould ccarry ar r y o nboard aan n o riginal na vigation llicence ic e n c e with iissued ssued by their their relevant relevant rregistry egist r y ttogether ogether w ith a ssafety a fet y ccertificate er tif icate cconfirming onfir ming tthe he vvesselâ&#x20AC;&#x2122;s essel â&#x20AC;&#x2122;s sseaworthiness. eawor thiness. The T he Authorities ssafety afet y certificate cer tificate is is issued issued by the the Maritime Maritime A uthorities on basis o n tthe he b asis of of CE CE Certification Cer tif ication ffor or yyachts achts uup p tto o 224 4 on m aand nd o n tthe he strength st reng th of of a Certificate Cer tif icate of of Compliance Compliance with Safety w ith tthe he IItalian talian S afet y Code Code for for Pleasure Pleasure Yachts Yachts for fo r The may bee iissued tthose hose vessels vessels over over 224 4 m. T he llatter atter m ay b ssued by Classification Societies which aany ny of of tthe he approved approved C lassif ication S ocieeties w h i ch include Shipping, Bureau in clude RINA, R INA, American A merican Bureau Bureau of of S hippin i g, B u r eau Veritas V eritas and and Germanischer G er manischer Lloyd. Lloyd. Commercially must C ommercially registered registered yachts yachts over over 24 24 m m ust also also Certificate Compliance ccarry ar r y a navigation naavigation llicence, icence, a C er tif icate of of C ompliance with Safety w ith tthe he IItalian talian S afet y Code Code for for Commercial Commercial Yachts Yachts aand nd have have a charter char ter Class Class Certificate Cer tificate from f rom one one of of tthe he above Societies. above Classification Classif ication S ocieties.
**/463"/$& /463" "/$& Both pleasure Both pleasure and and commercially commercially registered registered yyachts achts must onboard m ust keep keep their their insurance insurance policy polic y o nboard ccovering overing tthe he off tthe owner ccivil ivil liability liabilit y o he o wner aand nd ccrew rew ffor or any any personal per sonal orr property o proper t y damage d amage caused caused to to third third parties, par tiees, aand nd tthis his bee in aapproved has many sshould hould b pproved fform, or m, aass h as ffor or m any years year s been b e en UK other insurers iissued ssued by U K aand nd o ther in surer s on on rrequest. e q u e s t.
$)"35&3*/( $ )"3 35&3*/ 5 ( An IItalian-flagged An talian n-flagged p pleasure leasure yyacht acht o off an any y ssize ize m may ay be be operated o perated ffor or charter charter by by either either an Italian Italian or or foreign foreign charter charter ccompany ompany providing providing the the vessel vessel complies complies with with sstandard tandard and ssafety afet y regulations reg ulations an d iiss aauthorised uthorised tto o ccharter harter by by the the
TECHMAR SARL 12 Boulevard dâ&#x20AC;&#x2122;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
5)& -"8 0' 5)& "8 & 4&"
Maritime Authorities Maritime Authorities through through a specific specific declaration declaration on on Navigation Licence. tthe he N avigation L icence. If If a foreign foreign charter charter entity entit y intends intends operate tto oo perate a yacht, yacht, the the owner owner should should be be registered registered with with tthe he Italian Italian Chamber Chamber of of Commerce. Commerce.
5"9 $0/$&44*0/4 5 " "9 $0/$&44*0/4 0 In aaddition In ddition tto o tthe he aabove bove V VAT AT eexemptions, xemptions, tthe he ffollowing ollowing ttax a x cconcessions oncessions are are ggranted ranted tto o ccommercial ommercial yyachts achts with rregistered egistered w ith the the Registro Regist ro Internazionale: Internazionale: â&#x20AC;˘ Only Only 20% 20% of of tthe he vesselâ&#x20AC;&#x2122;s vessel â&#x20AC;&#x2122;s eearnings arnings are are taxed; ta xed; â&#x20AC;˘ A tax tax credit, credit, eequal qual tto o tthe he amount amount of of tthe he withholding w ithholding tax tax to to be be paid paid by tthe he owner owner on on ccrew rew ssalaries; alaries; on â&#x20AC;˘ FFull ull exemption exemption o n ccrew rew ssocial ocial ssecurity ecurity ccontributions. ontributions.
'03 '03&*(/ '-"((&% :"$)54 */ *5"-*"/ 3&*(/ '-"( ((&% :"$)54 $ */ *5"-*"/ 8"5&34 8 "5 5&34 EU fflagged EU lagged yyachts achts ccan an b bee uused sed ffor or private private pleasure pleasure orr charter o char ter use use inside inside Italian Italian territorial ter ritorial waters water s without without rrestriction. est riction. Non-EU Non-EU flagged f lagged yachts yachts can can navigate navigate inside in side Italian Italian territorial ter ritorial waters water s subject subject to to EU EU customs c u s t o ms no. provides rregulation eg ulation n o. 9993/2001. 93/20 01. This T his regulation reg ulation p rovides ffor or the the temporary temporar y admission admission of of both both pleasure pleasure and a nd duties ccommercial ommercial yyachts achts with with full f ull relief relie i f from f rom iimport mpor t d utie i s on intended aand nd ttaxes axes o n ggoods oods in tended ffor or rre-export. e- e x p o r t . Non-EU pleasure Non-EU fflagged lagged p leasure yachts yachts may may remain remain waters ttemporarily emporarily in Italian Italian w ater s ffor or a maximum maximum period period of of months which must 118 8 mo m nths aafter f te r w hich tthey he y m ust be be imported impor ted (and (and 20% 2 0% VAT plus V AT p lus iimport mpor t duties duties must must be be paid) paid) or or re-exported r e- e x p o r t e d outside o utside EU EU waters. water s. Non Non EU-flagged EU-f lagged ccommercial ommercial yyachts achts may waters m ay remain remain ttemporarily emporarily in Italian Italian w ater s ffor or tthe he time t i me necessary n ecessar y to to complete complete aany ny charter char ter provided provided that that ssuch u ch charter char ter commences commences or or finishes f inishes outside outside EU EU waters. water s.
**5"-*"/ -&"4*/( 5"-*"/ / -&"4*/( L easing is Leasing is b becoming ecoming in increasingly creasingly popular, popular, w whereby hereby tthe he yacht yacht is is leased leased and and financed f inanced for for a period period of of ttime. ime. Once O nce the the lease lease elapses, elapses, tthe he lessee lessee has has the the option option to to purchase VAT p urchase the the yacht. yacht. IItalian talian llaw aw rrequires equires tthat hat V AT aatt off p pleasure 220% 0% must must be be applied applied on on lleasing easing ffees ees o leasure yyachts achts while EU waters. Naturally, w hile the the vessel vessel rremains emains in E Uw ater s. N at urally, this this difficult iiss d iff icult to to monitor monitor aand nd tthe he Italian Italian aauthorities uthorities have have predetermined p redeter mined a flat f lat rate rate based based on on tthe he propulsion propulsion and a nd The bigger llength eng th of of tthe he vessel. vessel. T he big ger tthe he boat, boat, the the bigger bigger tthe he VAT VAT reduction reduction sso, o, ffor or example, example, a pleasure pleasure yacht yacht off > >24 will off 66% off tthe o 24 m w ill eenjoy njoy a rrate ate o % ((30% 3 0% o he standard s t a nd a r d VAT off 220%). See below. IItalian talian V AT rrate ate o 0%). S ee ttable able b elow. The VAT does not T he rreduced ed u ced V AT rrate ate d oes n ot aapply pply tto o tthe he However, off ccommercial rredemption edemption price. price. H owever, in the the ccase ase o ommercial yyachts, achts, both both leasing leasing fees fees and and the the redemption redemption price price are ar e ffully ully VAT VAT exempt. exempt. Any EU orr n non-EU orr ccorporate A ny E Uo on-EU rresident esident o or porate eentity ntit y may take advantage of the scheme for the purchase may take advantage of the scheme for the p urchase of of either either a pleasure pleasure or or commercial commercial yacht yacht of of any any flag. f lag.
7"5 &9&.15*0/ 7 "5 &9&.15*0/ Ap pleasure leasure yacht yacht whether whether under under or or over over 24 24 m w which hich is is aauthorised uthorised for for charter char ter is is allowed allowed a full f ull VAT VAT exemption exemption on o n tthe he ffollowing: ollowing: â&#x20AC;˘Y Yachtâ&#x20AC;&#x2122;s purchase achtâ&#x20AC;&#x2122;s p urchase price; price; â&#x20AC;˘ Fuel; Fuel; â&#x20AC;˘E Engine machinery, parts; ngine m achiner y, components components and and sspare pa r e p ar ts; â&#x20AC;˘P Provisions rovisions aand nd yyacht acht sstores; tores; â&#x20AC;˘D Docking, ocking, maintenance, maintenance, rrepair epair and and refurbishing ref urbishing sservices. e r v ic e s . Commercial with Registro C ommercial yyachts achts registered registered w ith tthe he R egist ro IInternazionale nternazionale aare re aalso lso ggranted ranted a ffull ull VAT VAT exemption exemption on plus o n tthe he points points listed listed above above p lus lleasing, easing, rental rental and a nd demolition d emo m lition sservices. e r v ic e s .
Contact: Sarah.marshall-ellison@hilldickinson.com Contact: S arah.marshall-ellison@hilldickinson.com
We We aare re iindebted ndebted ttoo FFederico ederico SSantini antini ooff SStudio tudio LLegale egale IInternazionale nt e r n a z i o n a l e dâ&#x20AC;&#x2122;Ippolito, Rome for his contribution to this dâ&#x20AC;&#x2122;Ipppolito, Rome for his contribution to this aarticle. r ticle. Contact: C o nt a c t: f.santini@slidlex.com f.santini@slidlex.com
**5"-*"/ -&"4*/( "/% 7"5 3"5&4 5"-*"/ -&"4*/( "/% 7"5 3" 3"5 5&4
152
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Sailing yacht Sailing yacht u up p to to 1 10 0 m aand nd motor up 12 m otor yacht yacht u p to to 1 2m
60% 6 0%
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Sailing S ailing yacht yacht from f rom 10.01 10.01 to to 20 20 m aand nd motor motor yacht yacht from f rom 12.01 12.01 tto o 16 16 m
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Sailing 24 S ailing yacht yacht from f rom 20.01 20.01 tto o2 4m aand nd motor motor yacht yacht from f rom 16.01 16.01 24 tto o2 4m
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30% 3 0%
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YACHTING MATTERS/THE YACHT OWNER SUPPLEMENT ISSUE XIII
THE MARINE GALLERY FEATURING THE BEST IN YACHT BUILDING & DESIGN
accommodation
seat 20 crew around three tables at any one time, as well as providing a similarly sized lounge with a large plasma television, a computer desk and a crew pantry. The eight twin-bunked crew cabins located
specific details onboard. The overall design can best
be described as masculine and it is the combination
of contemporary and classical elements with an Art
Deco influence that make this yacht unique.
an extremely quiet running yacht. Built to MCA
or to follow the music into the disco.
deck and the enormous owners suite on the main
space, on the lower deck, a VIP cabin on the bridge around the world.
regulations, this Lürssen can literally cruise all
Advanced sound and vibration features guarantee
to meet your friends for a chat in the ‘beach house’
Four guest cabins, each with 30 sq m of
Powered by two Caterpillar engines of 1500
time without putting into port.
instance you have the opportunity to relax after KW each, she reaches a top speed of 15.5 knots.
to allow for on-board living for several months at a
perfect solution for private or charter use. For
outside at the bar with a great view over the ocean,
range of 5000 miles at 12 knots, Kismet is equipped
plenty of space for entertainment – making her the
dinner either in the casual cinema salon, to chill
Designed to undertake long voyages, with a
12.80 m boasts numerous areas for guests and
on the lower deck are also particularly large.
extremely large crew mess area has the ability to
second look is necessary in order to recognise all
Her very clear layout and enormous beam of
the yacht’s motion is much less severe. The
amidships just forward of the engine room, where
an interior designed by Reymond Langton Design.
Kismet is one of the very few yachts where a
to the crew area. The crew mess has been placed
the
immaculately finished 68 m yacht has six decks, and
in impressive. Exceptional attention has also been paid
season
Yacht Show. Styled by Espen Oeino, this
summer But it is not just the guest areas that are
the
Mediterranean before appearing at the Monaco
by at home.
great
followed
offers
throughout allowing her guests to feel completely
Kismet set out on her first cruise to the Caribbean
Kismet
deck,
As soon as she was delivered in January 2007,
KISMET 3.65 M STEEL & ALUMINIUM 12 GUESTS IN 6 CABINS
DRAFT: HULL & SUPERSTRUCTURE: ACCOMMODATION:
@ 12 KNOTS – 5000 NM LROS + 100A1 SSC YACHT MONO, G6+LMC
RANGE: CLASSIFICATION:
REYMOND LANGTON DESIGN JANUARY 2007 LÜRSSEN YACHTS
INTERIOR DESIGN: DELIVERY: BUILDER:
www.lurssen.com
e-mail yachts@lurssen.com
Tel: +49 421 6604 166
ESPEN ØINO INTERNATIONAL
EXTERIOR DESIGN:
UMS MCA
MAX – 15.5 KNOTS
SPEED:
SCAC – 1500 KW @ 1600 RPM
2 X CATERPILLAR 2 3512B DI TA
18 CREW IN 10 CABINS
12.80 M
BEAM:
ENGINES:
68.15 M
LENGTH OVERALL:
TECHNICAL SPECIFICATIONS
KISMET
© KLAUS JORDAN
from the steering pedestals to ensure maximum sailing comfort.
first, the 57’ Nordia Cruiser Ketch Ophira III, was
delivered in 1981 and followed by the 62’ Nordia
and galley. This contrasts with modern day crew-
the ultimate holiday home.
system with separate IPod stations in every
yachts
On deck, a Hall Spars ketch rig provides the
solid foundation of a sailing system controlled by
satellite internet and retractable LCD screens.
guestroom, a fully acclimatised wine cellar, wireless
system, an Arcam/Linn onboard entertainment
rudder with skeg adds the finishing touch to the
performance
starboard guest cabin floor with its own DVD
enhancing performance and speed. A balanced
underwater
Examples include an integrated treadmill in the
optimised to preserve stability while further
impressive
reached a level rarely seen in a yacht of this length.
renowned Nordia Ballisto® keels which are
package.
The amenities onboard Ophira V have
rough weather. Her keel is to the latest design of the
the guest compartment.
connections between the pilot house, lounge area
world, Ophira V is also part racer, part explorer and
designed as a V hull, which reduces slamming in
family nature of the yacht include open
and vision on sailing. Created to circumnavigate the
accommodations are usually kept separated from
an en suite bathroom. Details that underline the
the embodiment of each family member’s lifestyle
resulted in some unique features. The hull is
guest suites and a captain’s cabin, all connected to
V is a joint effort by the entire family. The yacht is
operated yachts, where the galley and crew
fabrics. It incorporates a master stateroom, two
designed solely to the owner’s requirements, Ophira
This vital combination of characteristics has
custom designed in mahogany and luxurious
Unlike Ophira III and Ophira IV, which were
The fully air-conditioned interior is entirely
furls. The system incorporates push-button controls
built for the same owner by Van Dam Nordia. The
World Cruising Sloop Ophira IV in 1992.
Lewmar hydraulic winches and Reckmann hydraulic
The 24.43 m Ophira V is the third consecutive yacht
OPHIRA 6 GUESTS IN 3 CABINS
ACCOMMODATION:
ROBIN VAN HOOPE ROBIN VAN HOOPE JUNE 07 VAN DAM NORDIA
EXTERIOR DESIGN: INTERIOR DESIGN: DELIVERY: BUILDER:
E: vandam@nordia.com
T: +31 297 324517
BUREAU VERITAS ROBERT VAN DAM
NAVAL ARCHITECTURE:
SPEED UNDER POWER: CLASSIFICATION:
PERKINS SABRE M300TI - 210 KW @ 2500 RPM 12 KNOTS
ENGINES:
1 X CAPTAIN IN 1 CABIN
3.00 M ALUMINIUM
HULL & SUPERSTRUCTURE:
6.36 M
BEAM: DRAFT:
24.43 M
LENGTH OVERALL:
TECHNICAL SPECIFICATIONS
OPHIRA
marble floors.
berths. These are conveniently connected to the
E-mail: wssmith3@trinityyachts.com www.trinityyachts.com
and finish of the crew accommodation and large crew lounge on board. Forward of the guest accommodation below deck are three crew cabins, each with its own bath and shower and the crew lounge. Aft of the engine room is the Engineer’s quarters with its double berth and bath with shower. The captain’s stateroom is located aft of the pilothouse and includes a queen berth and a full bath with shower.
Another significant internal design feature is
whole beam so that diners can have the privacy of
closed doors while allowing crew to pass fore and
aft through an isolated interior passageway.
While dining on board the Owner can choose
the elegance of the formal dining area or an
alfresco experience on either the air-conditioned
aft exterior main deck, or the aft exterior
efficiently and live comfortably due to the design
that the ‘formal’ dining saloon does not occupy the
the interior staff.
Telephone: 001 228 276 1000
TRINITY YACHTS 2007
BUILDER:
large marble shower as well as heated inlaid
staterooms with king size berths and one with twin A crew of eight to ten can operate the yacht
DELIVERY:
crew area to enable them to be easily serviced by
SCOTT CARPENTER APRIL 2007
INTERIOR DESIGN:
and her baths that includes a whirlpool tub and a
180 degree panorama. A luxurious en suite his
staterooms are located below deck. There are three
TRINITY YACHTS, LLC GEOFF VAN ALLER
finished with inlaid marble. Each of the guests’
ABS, MALTESE CROSS, A1 YACHTING
CLASSIFICATION:
SERVICE, AMS, AND MCA COMPLIANT
4,000 NM
MAX 20 KN – CRUISE 18 KN
EXTERIOR STYLING:
split level design with an elegant sitting area with a
10 GUESTS IN 5 CABINS PLUS 1 PULLMAN 2X CATERPILLAR 3512B - 2,250 HP EACH
RANGE:
SPEED:
2.3 M ALUMINIUM
NAVAL ARCHITECTURE:
nine feet of headroom, incorporates an unusual
at the rear of the sundeck.
elegance by the interior designer, Scott Carpenter.
all finished in the finest walnut, with en suite baths
sunning area. A tender and two jet skis are located
The interior was created with impeccable style and
party of ten in five spaciously planned staterooms,
with a centrally placed hot tub forward of the
of exterior deck space for relaxing and entertaining.
The full beam master stateroom, with over
wings. The sundeck includes a bar and dining area
exterior design also incorporates copious amounts
Lohengrin can accommodate an Owner’s
ACCOMMODATION:
a viewing window on either side of the lower arch
of vertical pilothouse and foredeck windows. Her ENGINES:
HULL & SUPERSTRUCTURE:
DRAFT:
On the sundeck, accessed via a spiral staircase, there is a double winged radar arch with
formal or casual atmosphere.
owner in Fort Lauderdale for the first time. Her
continuous horizontal lines created through the use
8.5 M
BEAM:
the Owners to entertain their guests in either a
Mississippi in April 2007 to meet up with her new
exterior styling is smooth and curvaceous with
49 M
LENGTH OVERALL:
pilothouse deck. The full beam sky lounge allows
Lohengrin left the Trinity Yachts yard in Gulfport,
LOHENGRIN TECHNICAL SPECIFICATIONS
LOHENGRIN
also equipped with a rotating shower.
inspiration from the famous architects who
pool adjacent to a vast sunbathing space, bar and
The yachts sundeck has a ‘paradise’ Jacuzzi
back in the 1930s. cabins and the Captains cabin aft of the wheelhouse.
Sunday sails with seven twin berth crew
large umbrellas on the bathing platform, which is
connoisseur of modern art. Studio IPSO drew their
designed and created the ‘Normandy’ ocean liner
Limited jet skis. There is a facility for installing two
the owner’s wife, a very important collector and
rescue boat and crane, as well as two jet skis. The
for a very sleek and elegant yacht indeed. and 5.30 m) and two additional Seadoo GTX
This foredeck area contains petrol lockers, the
with Sunday’s smart navy blue paint finish makes
collaboration between Studio IPSO architects and
supporting, thus doing away with unsightly stays.
on either side of the bridge deck. This, combined
yachts garage accommodates two tenders (7.50 m
foredeck was specifically engineered to be self-
been the addition of curved wing control balconies
The boat’s interior design is the result of the
Kahlenberg horns! The foremast structure on the
Stefano Natucci, sport a further variation which has
heading into the turquoise Greek seas.
five decks. Her profile is very similar to that of her world’s ports, by virtue of her special five-tone
heaven as ‘Sunday’ disappears on a summer’s night
delivered by Benetti in 2005. The yacht comprises
extra two metres in length. The exterior lines, by
the stars and with candle light you can relax in
displacement yachts Galaxy and Allegro that were
Sunday’s voice is sure to be heard in the
to escape under the sun with a cocktail or under
evolved from the two successful 56 m full
predecessors but is considerably enhanced by an
dining area. Leisure time here offers guests a place
Built for a Greek owner the 58 m Sunday has
SUNDAY
BENETTI
2006
STUDIO IPSO
STEFANO NATUCCI
BENETTI
AMERICAN BUREAU OF SHIPPING/MCA
5000 NM @ 12 KNOTS
16 KNOTS MAX
1850 HP @ 1600 RPM
2 X CATERPILLAR 3512 - B RATING C HD
15 CREW IN 8 CABINS*
12 GUESTS IN 6 CABINS
STEEL AND ALUMINIUM
3.10 M
10.40 M
58.60 M
and two ticketed captains
Web: www.benettiyachts.it
Email: Info@benettiyachts.it
Tel: +39 0584 396 232
*Under Greek-flag regulations Sunday is required to carry two qualified engineers
BUILDER:
DELIVERY:
INTERIOR DESIGN:
EXTERIOR DESIGN:
NAVAL ARCHITECTURE:
CLASSIFICATION:
RANGE:
SPEED:
ENGINES:
ACCOMMODATION:
HULL & SUPERSTRUCTURE:
DRAFT:
BEAM:
LENGTH OVERALL:
TECHNICAL SPECIFICATIONS
SUNDAY
time. There was a high price to pay for challenging the wind and the weather in these sleek masters of the sea, from 1830 to 1886 alone Gloucester lost, through storms at sea, 419 vessels and 2249 men. Only five fishing schooners still remain today as working museum pieces from the more than 4000 that that the local shipyards built.
Royal Huisman yard in Holland. Finished to the
exacting standards that Huisman are famed for
the yacht set sail in early June to take her place at
the Superyacht Cup in Palma, alongside her sister
ship Borkumriff IV. She certainly gave a good
account of herself, a very good account when you
consider that effectively she was still on her shake
evolved to become a beautiful, state of the art cruising yacht, surely they would be proud men and of course would have to consider just how many fish her holds could take!
day went out in every type of weather and in every
season to make their perilous living and the
overlook the masses of open teak decking.
she will blend well into the local history. Gloucester
haddock that they provided. The fishermen of the
tabled cockpit, complete with a wood spoke helm
spiritual home, to sail the New England coast where
local sand banks for the bounty of cod, halibut and
varnished teak deck houses connected by a twin
be taking Meteor back to these historic waters, her
If only those fishermen from another age
centrepiece to her library display. Two high gloss
and early 20th century. The yachts owners will soon
could see how the old fishing schooner design has
features a beautiful wood fuelled fireplace as a
of Cape Ann, Massachusetts throughout the 19th
19th centuries, its inhabitants turning to fishing the
nostalgia and gracious comfort. Her main salon
Gloucester schooners that worked around the ports
itself evolved into a fishing port during the 18 &
style, using soft furnishings to give an air of
‘Swietania’ mahogany interior in a classic and subtle
The owners were inspired by the old
appearance at the America’s Cup in Valencia.
John Munford was asked to design a
for bringing bountiful catches to market in record
handed over to her owners in May 2007 by the
down cruise. She then went on to make an
Gloucester schooner evolved as the perfect vessel
This beautiful 52 m gaff rigged schooner was
METEOR
BUILDER:
DELIVERY:
INTERIOR DESIGN:
NAVAL ARCHITECTURE:
CLASSIFICATION:
SPEED:
ENGINES:
ACCOMMODATION:
HULL & SUPERSTRUCTURE:
DRAFT:
BEAM:
LENGTH OVERALL:
Web: www.royalhuisman.nl
Email: yachts@royalhuisman.com
Tel: +31 527 243131
ROYAL HUISMAN SHIPYARD
JUNE 2007
JOHN MUNFORD
GERARD DIJKSTRA – JOHN G. ALDEN
LLOYDS 100A1, SSC, YACHT, MONO G6
UNDER POWER 12 KNOTS
1 X MTU 12V2000 M60 600 KW@1800 RPM
12 CREW IN 7 CABINS
6 GUESTS IN 3 CABINS
ALUMINIUM (ALUSTAR)
4.30 M
9.24 M
51.90 M
TECHNICAL SPECIFICATIONS
METEOR
© RICHARD PAGE www.www.richard-page.com
THE GRAPES OF FROTH BY RODERICK SMITH MW
C
HAMPAGNE – KNOWN FOR CENTURIES AS THE WINE OF Kings and the King of Wines, any fine meal should start with a glass of Champagne as its apéritif. It is a perfect ice-breaker,
delicious palate whetter and will make a celebration out of any dinner party or lavish lunch. But all too often the flute glasses get left in the reception area and are not taken to the dinner table. This may be to deprive your guests of experiencing some of the greatest – albeit possibly less obvious – of food and wine matching accompaniments. Almost all of the great French wine regions make a sufficient variety of styles to drink throughout a meal – although sweet wines in Burgundy are something of a rarity. Champagne, perhaps incorrectly, is rarely viewed in this light, partly because almost all the production is sparkling (still wines from the area are called Côteaux Champenoise). Firstly it is important to reiterate that Champagne the wine can only originate from this region of northern France. No other sparkling wine in the world is able to style itself ‘Champagne’ any longer, and even the term ‘Methode Champenoise’ has been superseded by ‘Methode Traditionelle’. Champagne as a region is unusual in France, and Europe in that its wines & traditional cuisine appear at odds with one another. Its wine is the epitome of refinement, whilst the local food is the sturdy, rustic, cold weather fodder of the North – based on root vegetables, game, pâté & andouillettes. It is also quite tricky to come to terms with the Champenois’ idea of drinking mature vintage Champagne with game & red meat, but very often it does work surprisingly well. Examples include cold roast game birds with moderately youthful vintage Champagne – try something like Billecart Salmon Brut 1998 (subtle, complex and medium bodied with creamy vanilla flavours) with cold roast partridge or similar. However, the region’s most exclusive restaurants have also developed a repertoire of lighter dishes, often cooked in champagne sauces (think Pan-fried Sea Bream with Leeks in a Champagne & Caviar Sabayon). For these a classic non-vintage Champagne will often be a greater match than even the finest single-year wine. There are, however, some rather more obvious and heavenly food & wine marriages with Champagne. For example a classy absolutely bone dry Champagne such as Laurent Perrier Ultrabrut (light, supremely elegant, refreshingly tart, minerally and with a beautifully lime and elderflower hint to the finish) with Oysters (‘Brut’ Champagnes, the vast majority, are lightly sweetened to off-set their piercing acidity). As everyone knows, some sweet wines can work with savoury dishes – the classic pairings of Sauternes with Foie Gras or Roquefort spring to mind.
164
YACHTING MATTERS ISSUE XIII
Delivering the finest wines to the finest yachts With VSF you can rely on a superb range of top quality wines, knowledgeable and friendly staff on hand to give advice and a fast and efficient service that is second to none.
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CHAMPAGNE
(raspberry and leafy, floral scents) in its distinctive skittle-shaped bottle, or a prestige cuvée such as the ethereal Dom Pérignon Rose 1996 (sublime orchid-like perfume with redcurrant fruit flavours and gentle brioche notes). Rosé Champagne is a wonderful accompaniment to smoked salmon and scrambled eggs, or even charcuterie and other really quite strongly flavoured meaty dishes. With top Rosé Champagne the sign to look for is a delicate orange tinge which indicates that the hint of colour has been present from the very beginning, and has come from the grapes by a process called saignée (bleeding) rather than by the addition of red wine at some subsequent point in the process. This progression of the colour is due to the ageing, and with the best vintage Champagnes, this is at least 5 years. Champagne is really the only style of wine where a five-year old Rosé would still be drinkable, let alone at its apogee. So it becomes apparent that there is more to Champagne than just as an apéritif introduction to the evening’s wines or events. Champagne is truly a wine of diversity, something that was so neatly encapsulated by Madame Lilly Bollinger:
>||
‘I drink it when I'm happy and when I'm sad. Sometimes I drink it when I'm alone. When I have company I consider it obligatory. I trifle with it if I'm not hungry and I drink it when I am. Using Demi-Sec champagne with imagination can give some
Otherwise I never touch it, – unless I'm thirsty.’
heavenly results, for example Seared Scallops served with such as Pol Roger's splendid ‘Rich’ Demi-Sec (perfectly balanced with hints of ginger, cream and baked apples) – it must however be an exemplary example as cheap sweet fizz simply won't do a delicate seafood dish justice. Gravadlax, Smoked Salmon and even delicate Smoked Trout work well with Chardonnay dominant Champagne blends such as Ruinart ‘R’ NV Brut (stylish crispwith biscuitty hints but apple & citrus flavours). Another delightful quality of Champagne is that it is one of few wines that can be enjoyed throughout the day without either ill effects or a guilty conscience! Indeed breakfast is a perfect time to crack open a bottle, and if wine at that time of day seems a shade too much then try Bucks Fizz made with freshly squeezed orange juice and a champagne with plenty of tangy fruit with a zippy mousse such as Perrier Jouët
The Author
NV. Good Brut champagnes with some weight such as Louis
Rod Smith is one of only 257 people in the world to have passed the
Roederer Brut Premier NV (smoky, rich, complex and restrained)
notoriously difficult Master of Wine (MW) examinations. Part of the
with more black grapes in the blend work well with Thai and Asian
new enlarged VSF Group team in Nice, he is available to assist you
flavours where hot, sour, salty and sweet are often found
with your wine needs, enquiries and questions.
together. These flavours risk making a Brut champagne taste a little sweeter & more bland so complementing the food perfectly
VSF Group. Tel +33 49229 8866
– in this instance a Demi-Sec would be a complete mis-match!
Fax +33 49229 8877
Rosé Champagne of course has now acquired ubër-trendy status, whether it is the best-selling Laurent Perrier Brut Rosé NV,
166
YACHTING MATTERS ISSUE XIII
E-Mail info@vsfgroup.com In St. Maarten sm@vsfgroup.com
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Office: +33 (0) 493586584 Fax: +33 (0) 493589963 Or call our mobile showroom on 0685802399 E-mail: Christine.keating@wanadoo.fr www.acdc-energy.com
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LA CIOTAT â&#x20AC;&#x201C; A NEW DAWN!
LA
CIOTAT NESTLES IN A BAY WITH THE bustling ports of Marseilles to the west and Toulon to the East. The closeness of these two
major maritime centres has no doubt been the driving force behind the development of the major shipbuilding and repair facilities that have sprung up over the centuries on an 84 acre site to the west of the town. The small port area fronting La Ciotat has over recent years lost much of its local fishing industry, to be replaced, as has happened in many of todayâ&#x20AC;&#x2122;s Mediterranean waterfront towns, with marinas and a yachting community that nourishes the old
BY COLIN SQUIRE
168
YACHTING MATTERS ISSUE XIII
towns flourishing tourist trade. As is to be expected the port area
LA CIOTAT
the centres of so many small French towns. At the end of the 19th century Antoine Lumière bought an
BOTTOM: STITCHING SAILS CIRCA 1900
estate in La Ciotat which he called Le Château du Clos des Plages. His sons Louis (1864-1948) and Auguste (1862-1954) invented the Cinématographe and one of their first films, shown for the first time in the Grand Café in Paris on 28 December 1895, was L'arrivée du train en gare de La Ciotat (The train coming in the station of La Ciotat). Other Lumière films were shown in the Eden Theatre, opened in 1899 in La Ciotat, which still survives to this day and is said to be the oldest cinema in the world. In 1910, Jules Lenoir, crippled with rheumatism, could no longer play the traditional Provencal bowl game because he was not able to take the necessary run up. In his club La Boule Etoilée (The Starry Bowl), he invented a new game with les pieds tanqués (the feet together), which became very popular as pétanque and eventually superseded the older bowl game in Provence and then the rest of France. There is a history to La Ciotat going back to the late Neolithic Age when evidence proves that ancient man inhabited the nearby Terreveine cave. The bay of La Ciotat and its relationship to the early trading routes made it a welcome haven for navigators way back to the 5th Century BC when it is believed the first port was established. The charter of 1429 reveals that at that time La Cotat was a thriving town in its own right and in the 1500’s the town gained many wealthy inhabitants fleeing from the turmoil surrounding Genoa during a period of Italian unrest. Even though a small local boat building history had sprung up throughout these years it was not until the early 1600’s that large wooden boat building yards appeared. These were placed on more of an industrial footing in 1836 by Louis Benet, a French businessman, and two of his friends. They set about building one of the world’s first commercial steam ships, The Phocéen. This early vessel had most of its parts imported from England, where the early steam engine was helping to guild a new age. Over the next few years further hulls were assembled and fitted out, still
has its share of good restaurants, café’s and shops but stand with your back to the town and look out over the rusting remains of the old shipyard, with its ever watchful cranes, and you can sense the past. You can almost hear the sound of the rivets being knocked home over 100 years ago as steel plates were riveted together, or the sound of chains being dragged down the slipway as another great ship launched itself into the bay to began its life travelling throughout the oceans of the world. But before we get to shipbuilding, this little town has other reasons to be proud. Here was the birthplace of two great pastimes, one that would give pleasure to billions around the world, and the other to millions in those little squares that grace
YACHTING MATTERS ISSUE XIII
169
LA CIOTAT
RIGHT & BOTTOM: PICTURES OF THE WORKERS FROM A BYGONE ERA
170
YACHTING MATTERS ISSUE XIII
M Y PA I n
v
M as r t e
iY a
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- Advice - Survey - Consultancy - Inspection - Arbitration - Training - Seminars -
Preferred consultant by the worlds leading yacht painters
EXPERT FOR:
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van Ommenstraat 3 8326 CP Sint Jansklooster Tel. +31527 - 246855 Fax. +31527 - 245688 Mob. +316 - 20429425 email. info@mypai.nl www.mypai.nl
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LA CIOTAT
RIGHT & BELOW RIGHT:
throughout the 1950’s the need for liners
PICTURES OF VESSELS BEING LAUNCHED CIRCA 1955 – 1959
diminished as quicker forms of air travel evolved. This caused the yards to search for orders wherever they could find them, soon they were building a great diversity of shipping as they fought the threat of job losses to more efficient far eastern yards. To improve proftability a consortium of yards from La Ciotat, La Seyne and Dunkirk were harnessed together under the group name of Chantiers du Nord et de la Mediterranee, (NORMED). In 1986 the French government finally announced the ending of all aid to the group of yards and two years later on the 31st July 1988 the with imported parts, when James de Rothchild saw the potential
gates of the 85 acre shipyard site closed spelling an end to
of the yard, but only if he could convince the present owners to
centuries of shipbuilding and a way of life for the local inhabitants
take the mechanical work in house. This they did successfully,
of the town.
culminating in 1847 with the launch of the First French steam
The unions were furious at their government for letting
ship to sport a propeller, the Liner Bonaparte. These vessels were
them down, the proposals to turn the area into a yacht repair
at the time of great historical interest and at the cutting edge of
facility, first mooted during 1992, was signed into a state accord
the development of the ship as we know it today.
in 1994 and a Société was formed, SEMIDEP, to oversee the
Four years on and the La Ciotat yard was taken over by the
redevelopment of the land. The old unions fought hard until the
Compagnie des Services Maritimes des Messageries Nationales, which was to become one of the great shipping companies throughout the next century, to build and maintain the ships and liners it needed to transport passengers and mail around the world. The opening of the Suez Canal on the 17th November 1869 was a pivotal time for the company. This new and quicker route to many trading centres of the world caused shipping to expand rapidly and as the companies world footprint grew so did the shipbuilding activities around La Ciotat. Things went well for the company until the 1st World
172
War when its fleet of ships were commandeered by the French
end of the 20th century, often using extreme violence in an effort
government and converted to troop carriers and hospital ships, 22
to prevent the yachtsmen and their new companies taking over.
ships, one third of the fleet, did not see out the war. The company
The old port area of La Ciotat itself was converted into a modern
prospered between the two great wars and when the 2nd World
marina with over 700 yacht berths during the 1990’s, and the
War began its fleet was again taken for war service by the
shipyard itself nearly became prey to the developers who were
government resulting this time in half of the company’s vessels
wanting to build 650 homes with moorings on the site.
being destroyed. Work at the yard almost came to a standstill
In 1998 the first of several marine companies moved into
during those war years and when it restarted, with the help of
the old yard buildings. Composite Works specialises in the
large government subsidies, it was a different world. These large
construction of modern composite boats, originally they
injections of money only lasted until 1951 before they began to
specialised in tenders but have now also worked on larger projects
be withdrawn, tight controls were put into place to force the yards
including the Wally yachts Stealth and Tiketitan. Southern Spars,
into becoming competitive again and less reliant on state aid. Also
a leader in rig design and technology have space there as have
YACHTING MATTERS ISSUE XIII
LA CIOTAT
H2X Yachts who specialise in ship repair. Peters & May who transport yachts around the world as deck cargo also have opened an office. E3 the electronics specialist who have a main base in Mallorca has also announced recently the opening of an office to service the electronics of yachts calling not only into La Ciotat but also Marseilles and Toulon. The largest investment to date on the site has only just recently opened for business. In just over a year Monaco Marine built what they claim to be the biggest refinishing shed in the Mediterranean. The yard they have established covers a total area of 35,000 square metres, 33,000 of this area is covered by a
YACHTING MATTERS ISSUE XIII
173
LA CIOTAT
RIGHT:
concrete base with rails linked to the 2000 ton cradle lift.
BUILDING THE MONACO MARINE SHED 2006
This area can comfortably accommodate 14 yachts up to a size of 80 metres. The shed itself is 90 metres in length and built to the latest of environmental
BOTTOM:
standards. It has air handling and filtration units
THE NEW MONACO MARINE REFINISHING SHED
throughout to give the perfect conditions for refinishing work to take place. La Ciotat once flourished as a major ship building centre, those days are long gone, what you now have is a unique area offering a unique opportunity to the inhabitants of the town and fulfilling the need along the coast of France for a major yachting facility. The remains of the old shyipyard can still be seen and it is no doubt an eyesore and needs to be cleaned up, but with a little imagination and some further major investment this whole site, which has 5000 ft of available dockage, could be converted into something special to serve the needs of the ever growing fleet of superyachts that cruise French waters. In another 20â&#x20AC;&#x201C;30 years we will maybe look back at the companies that have already moved in as pioneers, the problems with the outdated unions mere historical memories, and once again La Ciotat will have become a great shipyard, only this time it could just become the worldâ&#x20AC;&#x2122;s largest dedicated yacht service facility!
174
YACHTING MATTERS ISSUE XIII
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© REUTERS
THE 32ND AMERICA’S CUP
THE 32ND AMERICA’S CUP
ALINGHI TRIUMPHS AGAIN BY JOHN BERTOLA
I
©ACM 2007/PHOTO: VINCENT BOSCH
RECENTLY REALISED AN AMBITION OF MINE AND travelled to Valencia to watch the last races of the Louis Vuitton Cup, between Luna Rossa and Emirates Team New
Zealand, not the ending that the experts had predicted and hoped for including ‘BMW Oracle’. Following this I stayed and watched the first races in the final of the America’s Cup between Emirates Team New Zealand and Alinghi. Between the Louis Vuitton final and the start of the America`s Cup on Saturday June 23rd there was plenty for me to see and do around the port. What surprised me most about the organisation of the Cup was the effort and money that had gone into the spectator experience, ensuring that visitors had plenty to see to fill their day. There was no charge for entry into the port and the exhibits one of which, ‘The House of the America`s Cup’ featured large scale models of all the Cup winners since 1851, you can imagine the enjoyment I found here being a model maker myself. Since Valencia was selected to host the 2003 event the pace of change in Spain’s third largest City has been immense and all revolving around the large development of the port for the America`s Cup. This has transformed a part of the commercial port into a purpose built facility for this great race and created excellent berthing for a large number of Superyachts on the new
cup by 5 wins to 2, convincingly ensuring the next America’s Cup
pier. If you read the press releases that are added below you will
will be held in Europe.
see that there is a good chance that this venue will be put to good
32ND AMERICA'S CUP MATCH
use again in just a few years.
(The first team to five points wins the America's Cup)
The first race of the America’s Cup final between the
TEAM
1 2 3 4 5 6 7 8 9 TOTAL
defender, Alinghi, and the challenger, Emirates Team New Zealand,
Alinghi
1 0 0 1 1 1 1 /
/ 5
Emirates Team New Zealand
0 1 1 0 0 0 0 /
/ 2
took place on Saturday 23rd June with the two boats being launched just before 1300 hours local time to a massive pyrotechnic display and a fly past by the Swiss Airforce. Racing began at 1500 hours. The racing carried on throughout the time
When setting off for Valencia, I did not really know what to
that I spent here and culminated on July 3rd when Alinghi lifted
expect, I left having experienced something totally different, I
the old silver jug for the second time, thus keeping the next
enjoyed it and to be honest cannot wait until the next Cup in a
America’s Cup in Europe
few years time. Judging by the press release on the following page
I had to leave for home before the end but as you can see from the chart below Alinghi, having gone 2 – 1 down at the start
the yachts are to be much larger next time around which should ensure an even greater spectacle.
came back in race four and then never failed to pass the post first again over the remaining three starts, allowing them to lift the
Contact: supermodelyachts@aol.com
YACHTING MATTERS ISSUE XIII
177
THE 32ND AMERICA’S CUP
THE 32ND AMERICA’S CUP – THE PRESS RELEASES
successful defence, Alinghi President and after guard member
ALINGHI HOISTS THE AMERICA'S CUP FOR A SECOND TIME
his team at his side, in front of a crowd of nearly 40,000 who had
On Tuesday afternoon, July 3rd, Alinghi successfully defended the
gathered in Port America's Cup to share in the excitement.
Shortly after crossing the finishing line to secure the Ernesto Bertarelli hoisted the America's Cup trophy over his head,
America's Cup for the Société Nautique de Genève with a thrilling
‘This is definitely bigger and better than last time. It has
one second win in Race Seven over Emirates Team New Zealand.
been much, much harder than I ever thought it would be,’
Alinghi won the 32nd America's Cup Match by a 5-2 score.
Bertarelli said after the prize giving. ‘I think I was a bit naive in
That scoreline doesn't reflect just how close the racing was.
2003 when I won. I have learned more about the America's Cup
In each of the last three races Alinghi has had to come from
over the last ten days than I have learned over the last seven
behind to snatch its victory. None was closer than today's contest
years. It has really been an unbelievable experience in team
when the Swiss were barely able to hold on for a 'photo-finish'
building – to work with unbelievable people, through highs and
win over the challenger, Emirates Team New Zealand.
lows and we have had a lot of them. I want to thank and mention ©ACM 2007/PHOTO: CARLO BORLENGHI
178
YACHTING MATTERS ISSUE XIII
THE 32ND AMERICA’S CUP
the whole team. It's been a real lesson in life. One of the hardest things I've ever done and today is probably, beside the birth of my kids, the best day of my life.’ ‘This is a fantastic day for Alinghi,’ agreed skipper Brad Butterworth. ‘To win the America's Cup again after four years of hard work. The crew, the designers and the shore team have done an incredible job throughout the series; we have fought hard against a strong challenger and have won!’ The challenger, Emirates Team New Zealand, just fell short of its goal to bring the America's Cup to Auckland. The Kiwi team made this the closest America's Cup in living memory. Although the 1983 score line was closer, the races in that contest were one-sided. Here, nearly every race was a battle where the outcome wasn't clear until the winning boat crossed the finishing line. Grant Dalton, the Managing Director and leader of Emirates Team New Zealand, said it was a disappointing loss, but Alinghi was the better team: ‘Our guys have done an amazing job and right now the guys aren't feeling that sharp – it's been a long four years. I'm of course enormously proud of them but Alinghi did a better job than us,’ he said. ‘We enjoyed the Louis Vuitton Cup but knew it was a just a step along the rung to the ultimate prize of the America's Cup. We didn't come here to take part. We just came here to win it and we haven't done that. So now we have to re-group and see what the future holds.’ The 32nd America's Cup was the largest, most open and widely accessible America's Cup in 156 years of history. Over 6 million people visited its venues, and its television footage has reached 4 billion viewers. The four years of sailing in the Louis Vuitton Acts represented one of the largest changes. For the first time, the teams and the public could enjoy meaningful America's Cup racing during each year between the two America's Cup Matches. The result was the closest America's Cup in
YACHTWEAR
recent history, where all 12 teams were quite evenly matched. The best example was the America's Cup Match itself, with the closest score line
SPORTSWEAR
since the advent of the America's Cup Class, numerous lead changes, and a final race decided by just one second. The host city selection process which saw Valencia selected as
UNIFORMS
the best venue for the first America's Cup in Europe guaranteed the creation of Port America's Cup – the biggest and most modern sailing venue in the world.
ACCESSORIES
THE 33RD AMERICA'S CUP WILL FEATURE BIGGER, FASTER BOATS The Protocol for the 33rd America's Cup was revealed July 5th, detailing the broad outlines of the next event. Among the highlights was the introduction of a new class of boat, to be 90 feet in length overall, sailed by a crew of around 20 sailors. The final design rule for the new class will be issued on or before 31 December 2007. The Challenger of Record is the Club Náutico Español de Vela which has agreed on the Protocol for the 33rd America's Cup with the Defending Yacht Club, the Société Nautique de Genève (SNG). The Protocol was announced at a press conference in Port
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THE 32ND AMERICA’S CUP
America's Cup by Michel Bonnefous, the CEO of the event organisers, Brad Butterworth, the skipper of the winning Alinghi team, and Hamish Ross, General Counsel of Alinghi.
before 31 December 2007. As with the 32nd America's Cup, the SNG has appointed ACM to manage, organise and finance the 33rd America's Cup.
The venue for the 33rd America's Cup has not been
Clearly, the biggest change will be the new class of boat,
announced. But it was acknowledged that there is an existing
which Butterworth described as being something that will open
relationship with Valencia and a host city agreement with the city
the door to new teams, as all the teams in the next Cup, even
is being pursued. The selection of Valencia, or an alternative
existing ones, will start from the same level.
European venue, will be made and announced on or before 31 December 2007.
‘Everybody seems to want a new boat that is bigger, more exciting and difficult to sail, and faster which is the emphasis
‘Today we have a natural relationship with Valencia and
behind it,’ Butterworth said. ‘We're trying to develop something
Spain, and obviously we are discussing extensively the renewal of
more exciting. These boats have been fantastic but I think they
Valencia as a venue, but we haven't reached an agreement so far.
have got to the end of their life and people are looking for
I imagine if we can reach an agreement with Valencia it will
something bigger and faster, harder to sail. The guys will have to
happen fairly soon, so we will be able to announce it quickly,’ said
be athletic; they will be tough boats to sail.’
Michel Bonnefous, who also confirmed he would be stepping back
In the pre-regattas, teams will compete in the existing
his involvement in the next Cup, but not retiring. ‘If not, we start
America's Cup Class boats. There will be at least 18 months
the process – for two or three months – to select another venue.
between the publication of the new Class Rule and the first race
We have a few cities already who have told us of their interest in
in that class.
hosting the America's Cup.’
ACM will now work on fleshing out the details of the new
The 33rd America's Cup will take place no earlier than 2009 and no later than 2011. It will consist of pre-regattas
Class Rule, selecting the venue, and publishing the Competition Regulations and Event Regulations.
(potentially to be used as qualifying for the main event), along with the 'main event', comprising Trials, Challenger Selection, and the America's Cup Match. This schedule will be confirmed on or
Contact: www.americascup.com
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180
YACHTING MATTERS ISSUE XIII
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TWO MEN AT THE TOP CHARITY EXPEDITION TEAM TRIUMPH
C
APTAIN JUSTIN NEWCOMB, CO-DIRECTOR OF
turned to MatrixLloyd’s own contacts network for sponsorship,
consultants MatrixLloyd and Doog Menzies, an engineer
allowing many of the superyacht industry’s key players to dig
with PalmaWatch, retuned back to Palma this week
deeply into their pockets in support.
after a gruelling month in the high Alps, climbing in aid of
It is said that no man is king of Mont Blanc, and sensible
Alimentar Ensenando, a grassroots charity helping extremely
decisions had to be made around the weather. The team had
impoverished children in Argentina. Justin and Doog took this
decided that they wanted to make the ascent the hard way: from
ideal opportunity to raise money for these children, and initially
the Italian side. After weeks of altitude training, polishing off
RIGHT:
many of the well-known peaks around Chamonix and climbing
JUSTIN NEWCOMB & DOOG MENZIES
Petit Mont Blanc and Gran Paradiso amongst others, they felt they were ready. Their summit times had been impressive for amateurs, so it was time to take on the notorious ‘Pope’ route up. Conditions were terrible: there was fresh snow each evening and it was far too warm, barely getting to zero degrees at night. This made ascending the slopes much tougher: like climbing a soft sand dune. It took them five hours just to get to their advanced camp, Gonella, with snow shoes. They tried to start at midnight each ‘day’. On the first night it was overcast, still too
182
YACHTING MATTERS ISSUE XIII
CHARITY EXPEDITION
warm and avalanches were going off all
BOTTOM:
around them, every ten minutes or less,
THE CHILDREN THAT NEED YOUR HELP
covering their tracks behind them. The following night a few stars were out so they felt they had to go. Again the snow was horrendous, it never froze over so they were breaking trail above their knees. It was so exhausting that for seven hours they had to take it in turns to lead. The main glacier and serrac field was hell. It took them quite a while to find their way through, with huge walls of ice the size of hotels bearing down on them, and with huge crevasses everywhere. Once they made it up onto the ridge, and after Justin fell into a crevasse, the view changed dramatically: they were standing on a knife-edge of ice and snow, with drops of thousands of feet on both sides. They were aware that there had been many accidents there over the years, and that you just don’t survive from accidents here. Luckily, they
The charity is driven by Dr David Irons of Ocean Medical
were in cloud so they couldn’t actually see the valley floor. At
International. David spent four months in Argentina providing
4300 metres the cloud lifted and the conditions improved until
medical services and developing a medical screening system. At
after nine hours of hard slog, they were standing on the top, 4810
the last count over 120,000 children had been screened. Average
metres in glorious sunshine. Bizarrely, they found themselves
income locally amounts to only US$20 per month for a family of
sharing the summit with the Webb Ellis Rugby Trophy: some
between 10 and 18. Such extreme poverty has a devastating
members of the French rugby team had brought it with them on
effect on the children's health and society in general. The charity
their publicity climb, so at least there were other people there to
relies on donations to maintain this vital work.
take their photo, flag and all. The conditions were too dangerous
If you have any money that you can spare to help to
to return to Italy, so they descended the mountain with the rest
improve the lives of these beautiful children please help us. You
of the climbers down into Chamonix. In all it took them sixteen
can donate via MatrixLloyd’s dedicated charity account.
>||
hours, non-stop. On a good day, as many as two hundred people might summit Mont Blanc via the various routes. They were
For further details:
probably only the third and forth people to summit via the ‘Pope’
Email: info@matrixlloyd.com.
route this year.
www.matrixlloyd.com.
The condition of the mountain for climbing is directly
Tel: +34 971729198
related to the weather. It is warmer than it should be and it’s easy to hazard a guess as to the cause. They were not even allowed near the Matterhorn as the mountain was closed. The ice essentially holds the surface layer of the mountain together. Melting ice leads to continuously falling rocks, making it impossible to go anywhere near it. ABOUT THE CHARITY ALIMENTAR ENSENANDO The charity Alimentar Ensenando helps extremely poor children in Argentina. The main aim is to improve the appalling malnutrition endemic in the area, then to provide education and trade skills, and ultimately to generate self-sufficiency and self-respect.
YACHTING MATTERS ISSUE XIII
183
MOST PEOPLE UNFAMILIAR WITH THE YACHTING LIFE WOULD FIND IT HARD TO IMAGINE HOW ANYONE PAID TO BE ON A YACHT COULD BE ANYTHING BUT ECSTATIC. THE BEAUTIFUL LOCATIONS, HEALTHY FOOD, OUTDOOR ACTIVITIES; ALL THE ASPECTS OF LIFE WE WOULD NORMALLY CONSIDER IDEAL ARE PART OF THE DAILY ROUTINE. BUT WHAT IS NOT EASY TO RECOGNISE IS THE REALITY OF WORKING ON YACHTS. THE EXCEPTIONALLY LONG DAYS, THE CONSTANT PRESSURE TO MEET THE DEMANDS OF OWNERS AND GUESTS, TIME AWAY FROM FAMILY, ‘LIVING WHERE YOU WORK’ AND OTHER FACTORS MAKE IT A CHALLENGING ENVIRONMENT IN WHICH TO REMAIN CONSTANTLY HAPPY AND UPBEAT.
THE BLUEWATER BLUES BY BILL MAHAFFY
I
n previous articles, we have examined drug and alcohol abuse, stress and fatigue. While these conditions contribute significantly to an individual’s overall mental health status, in this article we will review specific features of the most common psychological ailments. DEPRESSIVE DISORDERS As with many aspects of physical health, mental health constitutes a broad range of clearly identified conditions. It is unreasonable to expect everyone will be happy all the time – that just isn’t how life works. There are obvious incidents where feeling anything other than sad or depressed would be abnormal. It is when these feelings persist and significantly impact your general health that they fall into the category of mental illness. MAJOR DEPRESSION The WHO estimates that about 340 million people worldwide suffer from major depression and this condition accounts for roughly 800,000 suicides per year. Depression can affect anyone regardless of age, race,
ethnic background, religion or social class. It affects women twice as often as men. Recent studies show that, at any given time, as many as one in every 33 children may have clinical depression with the rate of depression among adolescents as high as one in eight. Major depression is the leading cause of disability in the US and many other developed countries. In order to be diagnosed with a major depressive episode, the patient must meet a series of well-established criteria. It is often difficult to differentiate major depression from profound sadness, which is a normal reaction to loss. However, the key
DEPRESSIVE DISORDERS
features are the duration and severity of symptoms and the
symptoms last for years and occur equally in both men and
absence of an obvious event causing bereavement. Concern for a
women. The challenging aspect of dysthymic disorder is that
major depressive episode should arise if the following conditions
many patients do not recognise their feelings as being abnormal.
are observed:
They often believe that this unending absence of happiness is
• Persistently sad or irritable mood
just part of the way life is meant to be and continue to tolerate
• Pronounced changes in sleep, appetite, and energy
their condition instead of seeking help.
• Difficulty thinking, concentrating, and remembering • Physical slowing or agitation
BIPOLAR DISORDER
• Lack of interest in or pleasure from activities that were
This is another type of depressive disorder, also known as manic-
once enjoyed • Feelings of guilt, worthlessness, hopelessness and emptiness • Recurrent thoughts of death or suicide
depression. The key element of this condition is the ‘cycling’ of mood from that of the depression described above to one of mania – the ‘polar’ opposite of depression. The manic phase will often include some or all of the following:
• Persistent physical symptoms that do not respond to
• Feelings of euphoria, extreme optimism and inflated
treatment, such as headaches, digestive disorders and
self-esteem
chronic pain
• Rapid speech, racing thoughts, agitation and increased physical activity
When several of these depressive illness symptoms occur at the
• Poor judgment
same time, last longer than two weeks, and interfere with
• Recklessness or taking chances not normally taken
ordinary functioning, major depression is a distinct possibility
• Difficulty sleeping
and professional evaluation/treatment is needed.
• Tendency to be easily distracted
As mentioned above, suicide is a tragic possibility for
• Inability to concentrate
someone suffering major depression. A persistent misconception
• Aggressive behaviour
is that we should never ask someone if they have any thoughts or plans to do themselves harm for fear of ‘giving them the idea’.
The shift from the highs of mania to the lows of depression can
In reality, almost the exact opposite is true. The individual may
take weeks to months, with occasional periods of normal
actually feel relieved that they can share their feelings with
behaviour. However, there are some patients who experience
someone else and don’t feel quite as isolated. Should they admit
‘rapid-cycling’ with dramatic mood shifts occurring in less than a
to feeling like they ‘want it to end’ or other phrasing, this person
month (a very small group have also been shown to cycle within
needs immediate referral for medical care ashore. Ignoring the
a day or even hours but these are definitely the exception). The
behaviour is not an option since this may reinforce their feelings
focus for treatment is to smooth out the range of extremes and
and lead to a disastrous but preventable outcome. One other
‘stabilise’ the mood. This often requires medication as discussed
important characteristic to watch for is a person who has
below.
appeared severely depressed and suddenly seems to be ‘back to
The cause of Bipolar disorder is not known but studies
normal’. This can signal that they have made a distinct suicide
clearly indicate a genetic link. First degree relatives of patients
plan and are ‘at peace’, almost relieved, that their internal
with bipolar disorder have 10 times the risk of developing manic-
suffering will soon be over. Fortunately, it is unlikely that these
depression than those without affected family members. Current
signs will go unnoticed in the close-quarters living arrangements
studies at Johns Hopkins and other major medical centres are
aboard most yachts.
attempting to isolate genes that may be responsible for this and other psychiatric conditions.
DYSTHYMIA
186
Many people who suffer a normal loss, stress or transition in their
TREATMENT
lives may have a period of low mood that lasts a few weeks. It
The good news about depression is that between 80-90% of
generally improves in a couple of months and can be categorised
those diagnosed can receive effective treatment and return to
as an ‘Adjustment Reaction with Depressed Mood’. Dysthymia,
normal functioning. The therapeutic options are determined by
however, is a depressive condition that is characterised by many
the nature and severity of the illness and are frequently more
of the same features of major depression but with lesser severity.
effective when used in combination.
It is one of the most common mood disorders and affects up to
Psychotherapy
3-5% of the general population. Unlike major depression, the
Successful resolution of depressive episodes can be
YACHTING MATTERS ISSUE XIII
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DEPRESSIVE DISORDERS
accomplished through discussion with a trained
years until a signal event occurs. As with depression, there are
psychotherapist. This activity helps the patient identify
clearly ‘normal’ levels of anxiety present in our daily lives. If you
both internal and external conflicts that are the root of
have ever been offshore in gale conditions (Beaufort 7-9) and
their feelings. I know this may sound like some kind of
not experienced some anxiety, you probably didn’t understand
psychobabble, but think about it! Often, the problems are
your environment! In this situation, the anxiety reaction can
contained to a specific part of your life. You can’t
produce beneficial responses for safety and survival. It is when
effectively discuss these issues with others who may be
the symptoms occur without provocation and affect the
part of the problem. You may also be reluctant or
individual’s daily routine that a true anxiety disorder exists.
embarrassed to take the problem to an uninvolved friend or confidante. You need an experienced, objective 3rd
GENERALISED ANXIETY DISORDER
party to help work through the issues in a non-
GAD is characterised by ‘chronic, exaggerated worry, tension and
judgmental, secure fashion.
irritability that appear to have no cause or are more intense than
Medication
the situation warrants. Physical signs, such as restlessness,
While you can’t fix all your problems with a pill, there is
trouble falling or staying asleep, headaches, trembling,
clear evidence that depressive disorders can be caused by
twitching, muscle tension, or sweating, often accompany these
organic causes within the brain. Numerous studies point
psychological symptoms.’ If these symptoms continue for more
to abnormalities of serotonin, dopamine and other
than several months, a diagnosis of GAD is likely.
neurotransmitters that specifically affect our mood and response to stress. There are a wide range of medications
PANIC DISORDER
designed to address different aspects of brain-chemical
People with panic disorder experience white-knuckled, heart-
regulation. The most obvious beneficial effect of these
pounding terror that strikes suddenly and without warning.
medications is to help the patient overcome the
Many patients comment that the attack ‘comes out of the blue’
symptoms
depression. Fatigue, concentration
with no identifiable cause or trigger. Since they cannot predict
problems, sleep and appetite disturbances can all be
of
an onset, many people live in persistent fear of the next attack.
notably improved with the proper medication. It is often
As with GAD, the frequency and severity of the symptoms
necessary to limit these symptoms so that the patient
determines the existence of the disorder vs. an isolated incident.
has the energy and focus to make the lifestyle
Most panic attacks last only a few minutes, but can last as long
modifications necessary to overcome the depression.
as an hour. The classic symptoms can dramatically mimic that of
Clearly, the combined use of medication and
a heart attack and include palpitations, chest pains, nausea,
psychotherapy can be an extremely effective program of
sweating, shortness of breath, lightheadedness, fear of dying and
battling depression.
a feeling of going out of control.
ECT
The lack of predictability often leads the person to begin
Electroconvulsive Therapy is a well established, though
avoiding places and situations in which they previously
poorly understood, method of managing the most severe
experienced an attack. If left untreated, this coping mechanism
depression, specifically those cases that respond
can lead to development of a social phobia (below).
inadequately
to
the
psychotherapy/medication
combination already mentioned. This highly effective
SOCIAL ANXIETY DISORDER
therapy was dramatically portrayed in the classic 1975
Also called social phobia, this condition is diagnosed when
film, One Flew Over the Cuckoo’s Nest. It is used for
people become overwhelmingly anxious and excessively self-
short-term management of acute depressive episodes
conscious in everyday social situations. People with social
and, while still a controversial practice in many areas,
phobia have an intense, persistent, and chronic fear of being
research has shown it can provide symptomatic relief in
watched and judged by others and of doing things that will
over 75% of patients.
embarrass them. They can worry for days or weeks before a dreaded situation. There are a number of specific social phobias
188
ANXIETY DISORDERS
the most common of which is the fear of pubic speaking. Others
Another exceedingly common psychological condition that
include a fear of flying, being in large crowds or any situation
affects tens of millions of people worldwide is anxiety. Like the
that could trigger a panic attack as described above. While many
depressive disorders, a spectrum of severity and symptoms for
people may experience these feelings to a lesser degree, those
anxiety exists and, often, can remain unrecognised for many
with a phobia have symptoms that become so severe that it
YACHTING MATTERS ISSUE XIII
DEPRESSIVE DISORDERS
interferes with ordinary activities and limits their ability to
disasters can spawn a flood of PTSD patients. The
interact with their surroundings. While many people with social
most susceptible individuals are those engaged in first-
phobia realize that their fears are excessive or unreasonable,
responder roles â&#x20AC;&#x201C; law enforcement, fire and emergency medical
they are unable to overcome them.
personnel. Fortunately, these professionals are trained to recognise and manage the psychological effects of their chosen
POST-TRAUMATIC STRESS DISORDER
careers. However, there will always be innocent bystanders
Unfortunately, this condition is becoming commonplace as
affected by a trauma either as victims or witnesses. The
the world becomes a more dangerous place to live. Any
psychological damage such incidents cause can interfere with a
situation that directly or indirectly exposes a person to severe
person's ability to hold a job or successfully function in
physical harm or the threat of harm has the potential to
relationships and social settings.
develop PTSD. The recent UK/Scotland bombing, the US 9/11,
Once again, the distinction between a normal emotional
the Christmas tsunami, any and all made-made or natural
response and that of a psychological disorder is focused on
YACHTING MATTERS ISSUE XIII
189
DEPRESSIVE DISORDERS
duration and severity. PTSD can manifest with many of the reactions described for anxiety and depression and will persist beyond three months. An additional troubling symptom is that of recurrently reliving the event, often called ‘flashbacks’. People with PTSD typically avoid situations that remind them of the traumatic incident,
because
they
provoke
intense distress or panic attacks. The management for PTSD, as well as the other anxiety disorders, mimics
that
of
treatment
for
depression with the hallmarks being psychotherapy
and
medications.
Recognition of a problem and expedient professional evaluation and intervention can often limit the disabling symptoms and help the individual continue to participate in social and professional activities. ON THE WATER So what does all this mean in the setting of life aboard yachts? As I mentioned in the beginning, there are basic characteristics of yachting that both help and contribute to stress and, therefore, the potential to experience anxiety/depression. As yachts continue to grow in both size and complexity, greater demands are placed upon an expanding crew. It becomes vitally important for the senior officers aboard to maintain contact with each crew
References
member and remain alert for any signs of emotional difficulty.
The National Institute of Mental Health
Many articles in this and other magazines reinforce the
Mayo Clinic Resources
fact that the pool of well-trained crew is being outpaced by the
National Alliance on Mental Health
number of huge new vessels sliding off the ways. Recruitment
PsychNet
and retention of qualified staff is a constant anxiety (!) for yacht
Current Medical Diagnosis and Treatment
managers. Maintaining the mental health of the crew becomes
National mental Health Information Centre
just as important as their physical health and, additionally, limits the stress and expense of crew turnover. Remember… happiness
Bill Mahaffy is a practising physician assistant in critical care and acute
and positive attitudes are infectious. A happy crew is an obvious
in-patient medicine and a former megayacht Captain. In addition, he
sign of a well run vessel and invariably leads to satisfying
is President of Offshore Medical Consultants, LLC and welcomes any
experiences for owners and guests.
questions you may have about this and other medical topics.
>||
Contact: wmahaffy@offshoremedical.com Happy sailing!
190
YACHTING MATTERS ISSUE XIII
VIOLENCE ON BOARD â&#x20AC;&#x201C; YOU DONâ&#x20AC;&#x2122;T HAVE TO TAKE IT! BY CAPTAIN JOHN PERCIVAL MNI MRIN
but just as serious. Verbal violence can take many forms. As children we
T
HERE ARE THREE DIFFERENT TYPES OF VIOLENCE;
learn early on that some
verbal, physical and psychological. All of these can, over
individuals are singled out as targets for any number of reasons. A
time, cause lasting damage to the victim. None of these
different religion, appearance, accent, interest or intelligence level.
differing types of violence is easy to spot; assaults can easily take
Any and all of these can make someone the punchline for endless
place behind closed doors particularly taking into account the
cruel jokes. We all remember someone from school who suffered
close confines crew experience on yachts today. No form of
this way.
violence is ever acceptable on board and if identified, must be dealt with immediately.
Verbal violence is often jointly found with physical and psychological violence. It might start off with a couple of light
Violence is a worldwide epidemic. We see it outside
hearted comments, but can swiftly descend into an unacceptable
nightclubs, on the football terraces, in entertainment and on the
level of abuse. It is likely you have been on board a yacht where a
news. Violence on board is neither this frequent nor this obvious,
particular person has suffered relentless taunting. This is abuse,
YACHTING MATTERS ISSUE XIII
191
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VIOLENCE ON BOARD
and one of the easiest forms to identify. Physical violence can occur in open view but is more likely to take place in a cabin, storeroom, on watch at sea or even on watch in port when an individual is alone. Contrary to what you might think, an experienced bully is unlikely to leave bruises or other tell-tale marks – he is much more subtle than that. It may start off with something as small as a push or light slap. If no aggressive physical response is forthcoming, the aggressor will likely decide this is an easy target and step up the abuse. Violence is an addiction and like all addictions it escalates until is it no longer controllable or acceptable. Like all forms of abuse it is often impossible for the victim to prevent the abuser continuing their campaign of violence. Psychological violence is the hardest for an outsider to identify. It can take many forms which can – to an observer – seem meaningless or trivial. Hiding someone’s possessions, not passing on information or wilfully misinforming the victim, excluding them from activities etc. The individual who indulges in psychological torment of another is often extremely intelligent and adept at covering their tracks. Theirs is very much a game of power, one which can escalate to an unacceptable level very quickly, with little evidence for the victim to show. A victim of any of these kinds of abuse will often feel very isolated and that no-one will believe them or have any sympathy
persuasion – those personality elements which make them such
should they make a complaint. Clever abusers will put
an effective abuser in the first place – to suggest that they are in
themselves in unassailable positions on board; a friend to
fact the victim of this situation. Once the decision has been made
everyone – often a senior officer. Often the only way to see that
to discipline, action has to be swift and meaningful.
a crew mate is being abused is to keep one’s eyes and ears open.
In my view bullies have no place on board any yacht and
Has a crew mate’s manner changed? Have they become sullen,
those found guilty of such behaviour should be barred from
withdrawn or quiet? Do they avoid the Mess Room if it’s
employment at sea. A harsh viewpoint? Not when you consider the
crowded, or if a particular group of people are present? Whilst
deep and lasting damage sustained abuse can have on the victim.
subtle and possibly hard to spot, all of these could point to
Victims of abuse often commit suicide to escape their abusers;
someone being the victim of abuse.
there can be no discipline too harsh if it prevents such a tragedy.
Once an abuser has been identified, he cannot be ignored.
If you are being abused, talk to a friend on board and push
Dealing with it is fraught with difficulty as the victim is not likely
to have your abuser brought to task. If you truly feel you cannot
to want to draw attention to himself and will often shy away
deal with your situation and you do consider the ultimate step of
from even trusted people taking action on their behalf. The victim
leaving the yacht, bear this in mind; if you leave, the abuser will
needs to realise that the abuse will not stop unless action is taken,
move onto making someone else’s life a misery. The only way to
that the more people who know what’s going on, the less likely
stop them is to bring them into the open.
the abuser will be to recommence his actions. Under no
Perhaps now would be a good time to remind all our readers
circumstances should anyone lower themselves to the level of the
that many yachts operate under the red ensign and therefore comply
abuser and indulge in threats of any kind, as this will almost
with the various Merchant Shipping Regulations and also the
certainly have the reverse effect. Bringing the abuse into the open
Merchant Navy Code of Practice for Discipline.
>||
is the key step. Once the abuse has been brought to the attention of the
Captain
John
Percival
operates
John
Percival
Marine
Captain, the abuser will be subject to disciplinary procedures. A
Associates/Hoylake Sailing School and holds an STCW 95 Master
decision will be made as to whether the abuse constitutes
(Unlimited) Certificate. John has undertaken ocean crossings in
Misconduct or Gross Misconduct. What a Captain must
many types of craft of various sizes since first going to sea in 1961!
remember is that the abuser will use all their powers of
Contact: captain@hss.ac.uk
YACHTING MATTERS ISSUE XIII
193
MANAGING YOUR STATE OF MIND – REASONING AND THE YACHT PROFESSIONAL BY DEBORAH PETERS
S
EVERAL YEARS AGO AS I STOOD IN LINE AT THE store of my cell phone provider to resolve an issue that couldn’t be handled over the air, I was witness to a classic case
of adult rage. The gentleman (I’ll give him that) stood at the counter, red in the face, yelling and screaming to the attendant. Clearly making no headway, his colour went white at the sheer lack of oxygen, all the while elevating his outburst. I could empathize, after all, I had held several marathon conversations with customer service, and now found myself standing in a line, with a mountain of work at the office that wasn’t getting handled due to my absence. What was most interesting was that I actually knew this gentleman from a professional circle I frequented. To enable him to save face (I assumed he would want to) I avoided revealing my presence to him …but the entire episode has served well in my consulting practice. This fellow, well accomplished, well dressed and quite a leader in his field was displaying an alarming inability to manage his state and communicate his needs effectively. What could be so wrong that someone of his training, education and background, not to mention wealth, would become so unnerved and obviously loose control of his mental and emotional state?
ANGER MANAGEMENT
This was not the first time that I had encountered such a
auditory and visual). The reason for this is that sets of experiences
display… and not just in a retail environment. In the office, in the
were anchored into your unconscious mind through thought,
boardroom, in the car, and yes on the Yacht.
sound, feeling and seeing. You can access that fun and excitement
We’ve all been in relationships that ‘push our buttons’ and understandably dealing with certain folks can truly be a challenge,
What’s most interesting is that this anchor could last for
but when the relationship is with the owner, the captain or
10, 20, 30, 40+ years…hearing a song at 50 that reminds you of
someone in the crew and the space is confined, there are many
your teenage years can fire that anchor, and your virtual reality
dynamics that come into play and get played out.
theatre takes off and you find yourself ‘reminiscing’ about the
Before we venture into the pressure of small spaces and
good old days, through feeling what you felt, hearing what you
confinement, let’s first discuss the mental emotional process and
heard, seeing what you saw and thinking what you thought. This
it’s impact on behaviour.
can happen in the blink of an eye.
After 20 years of studying human behaviour in a coaching
This process is also run with negative experiences. This
and consulting role, and working with executive management of
explains how when someone ‘pushes our buttons’ (unknowingly
a broad array of industries, I have developed a ‘radar’ if you will for
fires one of our negative anchors) we then re-act. And often, like
an abusive individual. There are immediate signs in their non-
the gentleman in the mobile phone store, we re-act in a NON-
verbal communication, which will reveal their internal strategies
RESOURCEFUL manner. Additionally, any behaviour used is the
for handling people and situations.
BEST resource the individual has access to in that moment or
To back that up, typically when we run a Leadership
they would display a different behaviour.
Assessment on an individual the resulting graph will reveal any
It is difficult to give a low down on human behaviour in a
tendencies toward lack of control over their mental/emotional state.
single article, however in understanding the unacceptable
It’s not uncommon for people who have abusive
behaviour that can take place in the confines of a yacht I may be
tendencies to be in positions of authority, or heads of teams.
able to create a greater awareness that could in turn help in
Additionally it is not unusual for folks with abusive tendencies
addressing a problem.
to choose careers that provide them with a certain level of
In introducing the term Resourcefulness as it relates to
‘space’ where their behaviour is ignored and tolerated by those
behaviour, it simply means, is the behaviour utilized resourceful
around them.
enough to create the desired outcome. As in the case of my
I can’t even begin to imagine what the costs to productivity, job satisfaction, loyalty and role efficiency are when
‘professional colleague’ in the mobile phone store, his behaviour did NOTHING to get his problem resolved….quite the contrary.
a crew is either headed up, or has within it’s ranks an individual
Whenever I witness someone struggling to manage his or
that lacks the ability to manage their mental state and conduct
her state I am grateful I do not live in his or her mind….it’s an
themselves in a respectful and professional manner.
unpleasant place to be, using aggression, verbal or physical force,
Also, I would speculate, if it is a yacht owner or their
or violence to get another individual to comply with a directive.
offspring that are creating the abuse, it can make for a revolving
Sadly, the person exhibiting the behaviour has a limited well of
door in keeping personnel.
resources to draw from or they would utilize different
Let’s look at the behavioural structure, and then outline some resourceful ways of moving beyond behaviour that is counter-productive.
methodology. All of this comes from the contents of our unconscious mind, as that is where the buttons are stored. Professional relationships can push those buttons as easily
It is worth knowing that ALL Behaviour, ALL Change and
or to a greater extent than personal relationship. The old saying
ALL Learning is an unconscious process. This means that however
‘we marry our unconscious mind’ is not far off here, and working
one acts or re-acts is really a product of a previous conditioning
in a team environment is like being in a marriage, especially in a
or learned response. Change the root cause at the unconscious
small confined space.
level and the subsequent behaviour will correct itself.
196
simply by ‘firing’ the anchor through hearing the song.
Just like in a marriage, there must be an agreement
Not unlike the theory of Pavlov’s Dog, mental and
between parties as to what is an acceptable use of one’s power
emotional anchors are created every time a significant experience
and authority. This enables the assertion of appropriate
takes place, providing the initiation of a pattern of the same
‘boundaries’. The respect and definement of boundaries come
response in a variety of situations, perhaps for a lifetime. A
from an individual’s Values System or Thinking System as we call
positive case in point would be, if you were to NOW listen to a
it in our Organizational Architecture processes.
song from a fun, exciting time in your life, and you could re-live
Small and confined spaces merely amplify and magnify the
the experiences you had, in full sensory mode (kinesthetic,
dysfunctions of the individuals, further increasing the possibility
YACHTING MATTERS ISSUE XIII
ANGER MANAGEMENT
to push one another’s buttons and then distort the situation. In
they determine how we spend our time, and secondly, work as our
the distortion, someone might remark, he/she makes me so angry,
conscience filter, determining how we feel about ourselves and
I have to re-act this way. Well no, actually the re-action is a
our actions, after we’ve done something.
limited choice based on a limited set of communication resources and the inability to manage one’s state. Here are three things to look for in an individual to ascertain their Mental/Emotional IQ if you will. 1. Cause/Effect… do they blame others for their inability to interact in a professional manner on board? This ranges from making decisions, taking action/lack of action, managing their state, job performance.
The top 4-5 values on the list will provide insight into what drives that individuals behaviour. You might look for particular atributes such as authority, power, discipline, rules, regulations, etc. These will assist in knowing how that individual generates their decision-making and determines acceptable behaviour and use of power to get compliance. If you find yourself in bad or offensive situation onboard, then the simple process of matching another’s non-verbal
2. Boundaries… are they clear on their behavioural and
communication (body language/breathing etc.) to build rapport,
relationship boundaries and comfortable with expressing
while defining and owning your boundaries are a good place to
and asserting them? Do others who have firm boundaries
start. Once at sea, unless flown home, you best practice the Art of
threaten them?
War (always give your opponent a way out) in the most
3. Values/Thinking System… what drives them? Power,
resourceful way possible to diffuse the situation and to enable
control, money, autonomy, fear, etc. This speaks volumes
communication whereby new agreements, whether conscious or
about how they will handle situations.
unconscious, can be formed in order to develop a reasonable
It can all sound quite complex really, having to sort through the
working relationship.
milieu of resumés, references, communication skills, effective use
Bottom line, as in any relationship, you must know your
of authority and then of course the Thinking System that one
deal breakers. It is unreasonable to be in any relationship where
operates from.
the other person is in any way abusive, unprofessional or that
Depending on how a team is formed, whether privately through referral or through an agency that does placement for
disrespect your personal boundaries. If indeed that is the case – take care of yourself first and find another job!
Yacht Owners, there are a couple of useful processes that any
If you are the individual who has an inability to control
layperson can use prior to the mixing of personalities into a team.
your temper, or otherwise manage your state and conduct
Do the obvious first, review their history, check references
yourself in a professional manner providing your staff or co-
and enquire through a three-step interview process ‘how’ they
workers the appropriate respect – take action and make changes
would handle various situations. Are their answers congruent with
within yourself. It’s critical that I mention you abstain from all
their history? Have they moved around a lot? Sometimes this
alcohol consumption and/or recreational drugs as these
may be due to them running a self defeating pattern and
substances alter one’s state and reality.
choosing abusive scenarios for themselves, so dig a little deeper as to their motivation. If you are considering a post on a Yacht and know to whom you will be reporting directly, interview THEM. If you don’t know,
Long hours, confinement, contrasting personalities can all contribute to a heightened mental/emotional state – and if you are incapable of managing yourself under these conditions – move ashore – and get some coaching or counseling.
ask to meet with that person prior to accepting your post. Is there
Admitting you have a problem, taking action and handling
a revolving door, are you next in a long line of staff, are other staff
it may save your career. Ignoring it could lead to a plethora of
members fearful of their authority/presence?
problems; ranging from loosing your job, destroying your
Watch for congruency between what is being said and the non-verbal communication, commonly known as body language.
reputation/career and potential legal issues. One of the keys to happiness in life is working at
The other most important exercise I recommend you run,
something that you love. Often our work occupies the bulk of our
is asking the individual what they value about their career. What
time – if you are working in a negative environment, or the
is important to them about what they do and what they like
instigator of a negative environment, make the necessary
about their chosen career path. You can ask them to do this on
changes immediately.
>||
paper, writing a dozen or so ‘buzz words’ that we refer to as values. The second step would be to then have them number
Deborah Peters is an expert in Human Behaviour and provides
those values in numerical order, in order of importance. This will
training and consulting services to companies around the world.
reveal the hierarchy of their values and tell you loads of
Deborah will be available for consultations during the Monaco
information. You see, values have two criteria in human behaviour:
Yacht Show and can be contacted at: deborah@nei-mind.com.
YACHTING MATTERS ISSUE XIII
197
YOU’VE SURVIVED THE OCEAN… NOW FOR THE HARD PART! BY CPT. KONSTANTINOS ANDREOU
E 198
VERY NOW AND THEN IN THE LIFE OF EVERY MAN
at least once in our lives after we have obtained our ‘sea legs’.
comes a moment when a challenge arises. Every
When crossing these vast oceans the only thing you will be able
yachtsman who truly enjoys his profession, and I mean
to see for a week or four are the variations in the palette of blue.
literally everybody, from captain to deck hand will possibly meet
Sky meets the sea during dawn and sunset and the new world
more than their fair share of these challenges throughout their
mystery is waiting for you at the other end.
working life! These challenges, for some strange reason, have a
But enough with the lyrics. The streams and the winds will
habit of rearing their head when entering USA waters with a
not be our subject here. We assume that a well prepared vessel,
yacht! This awesome experience is often the final stage of an
sail or power, has triple checked its engines and arrived safely
Atlantic or Pacific crossing. Crossings that we all dream of doing
outside of a US port. Let’s focus on the bureaucratic side of this
YACHTING MATTERS ISSUE XIII
ENTERING AMERICA
BOTTOM:
journey and get an idea of what is
FORT LAUDERDALE
expected from our vessel on the other side. First of all prior of entering any US port it is of the utmost importance to know the rules off by heart that apply to your vessel and also any rules applying locally. A general rule indicates that every vessel private, recreational or commercial, entering into US waters should file an ANOA/D (Advanced Notice of Arrival/Departure which gives details about your vessel, it’s type, registration, certificates and purpose of visit, last five ports visited, visitation schedule with ETA and ETD for each port, crew details etc.) Register this at least 96 hours prior to actually entering the port.
Well, from my experience I can say that the best thing to do is to be well prepared for everything and if you don’t understand
This ANOA/D should be filed with the National Vessel
something then ask again. Under the NVMC - ANOA/D rules (after
Movement Centre in West Virginia. However a lot of discussion
Sept 11th) all vessels larger than 300 gross tons must initially file
and misunderstanding surrounds this demand. The Coast Guard
an ANOA/D with the National Vessel Movement Centre in West
(which is mainly responsible for ANOA/D) has said that private
Virginia, (check with Coast Guard authorities) and secondly with
yachts less of than 300 gross tons do not need to file a 96 hour
the port captain in the port of interest. This second ANOA/D is
notice. Instead they are covered by notifying the port captain. But
supposed to be filed with the port captain unless he decides the
does this apply to all kinds of yachts in every port, and what type
vessel doesn’t threaten safety, environmental protection or
of papers does a vessel need in order to determine if it’s private,
national security upon contacting him.
pleasure or recreational?
Commonly, and in most cases, a port captain will ask for
YACHTING MATTERS ISSUE XIII
199
ENTERING AMERICA
some kind of identification letter mentioning the vessel’s name,
front of the authorities in person within 24 hours. They should also
flag, port of registry and purpose for visiting the US. He may also
contact the US Customs and Border Protection Authority for
ask for a copy of the ANOA/D you filed with the National
getting a Cruising Permit Certificate. This translates into a Cruising
Movement Centre. The report to the NMVC can be e-mailed:
License valid for one year from the date of entry. Of course for
sans@nvmc.uscg.gov faxed,: 1-800-547-8724, 1-304-264-2684 or
larger yachts if you successfully complete the ANOA/D procedures
phoned in at : 1-800-708-9823, 1-304-264-2502, 96 hours prior to
and make contact with the local port captain on time you can
your arrival. You have to follow the same procedure each time you
arrange for the local authorities to meet you on board. This might
change port even if you travel from Miami to Charleston or to Saint
be easier to accomplish during the early afternoons of week days
Thomas. If you intend to cruise around the Caribbean islands (ie.
(rarely on mornings and ‘once in a blue moon’ during weekends,
visit two islands per day and stay less than 24 hours in each port)
which is the most difficult time period to enter a US port).
do mention your cruise schedule in your initial ANOA/D.
Another very important matter is the visas your crew
As already mentioned captains are given the opportunity
presents to the authorities. The easily accepted visa is the B1/B2
to prepare the ANOA/D for the National Vessel Movement Centre
type. The inspecting customs officer will seal the passports and
on-line and forward it to the port of interest, but you can never
provide your crew with a free pass from one day to six months. It
be absolutely sure if both authorities (Coast Guard and Port) have
all depends on the statements made to the officer. The crew should
received your file and are aware of your arrival. So Check, Check
be ready to answer questions regarding their payment source and
and Check again! If your yacht is less than 300 gross tons confirm
home address in order to establish their residency in another
with the Coast Guard in case they do have another type of form
country. The officer should be re-assured that your crew has
for you to complete. AGAIN be careful 96 hours is 96 hours and
absolutely no intention of entering into the US and relocate there.
no exception is made on that! The port captain should also be
In case we are talking about a very large vessel or cruise
notified on time. Occasionally a 24 hour notice (as it was prior to
ship (where a C1/D type of visa could possibly appear) you should
Sept 11th) may work nicely for a small vessel up to 100 gross tons
be aware that you can expect a 29 day pass (the maximum). In
but I would never suggest leaving this to luck. It’s better to be safe
that case the crew with a C1/D visa should leave and re-enter US
than sorry.
soil every month with the yacht for as long as the yacht remains
Vessels without the right ANOA/D will be asked to remain
in the US.
outside US waters until the form is processed and received
Unfortunately the whole process of entering the US does
correctly. For yachts or vessels more than 500 gross tons you have
not have a ‘What to Do’ manual to follow and things may change
additional security requirements and procedures via ISPS
from one day to another (they definitely change from port to
inspection and rules. AGAIN thorough contact with the Coast
port!) The Coast Guard is trying to simplify things since it takes
Guard and proper timing will do the trick. Visit the web site of the
them long hours to successfully process each vessel but things
National Vessel Movement Centre at www.nvmc.uscg.gov – or e-
won’t easily alter. The right preparation as well as the correct
mail them your questions at sans@nvmc.uscg.mil. Another useful
documentation will bring you safely across. Keep your crew well
web address is the United States Coast Guard. You can find them
informed and your certificates ready and that New World is in
via this address www.cgfdn.org.
front of you to explore!
>||
Now, your yacht certificates should determine your vessel’s commercial status. The number of passengers and crew is also important in putting the vessel into a certain category (The NVMC and Coast Guard can provide details since limits may vary
Cpt. Konstantinos Andreou was born into a Greek seafaring family
from port to port). The certificates should be well written and
and has spent over 25 years at sea. Cpt. Kostas graduated from the
kept in immaculate condition. The Coast Guard will also accept a
Merchant Marine Academy of Greece and began his sea time
certificate of registry from the flag administration authority
transporting wood from Alaska, coffee from Trinidad and cotton
indicating what type of vessel you are sailing in. A statement
from Cape Town. He soon became involved in private yachts
mentioning ‘This is a pleasure yacht not engaged in trade and
working for a mix of royal families, tycoons and movie stars. His
exempt from SOLAS’ will help. In that way SOLAS certificates
yachting career has taken him to many parts of the world and given
(necessary for commercial yachts) won’t be involved in the
him unforgettable experiences. For the past six years he has lived
entrance procedure.
and worked in Miami, Florida and will soon be relocating to Europe
Additionally all vessels that enter from a foreign port must
to be with his family.
get a Clearance Number from the US Department of Homeland Security, Phone Number : 1-800-432 1216 and then appear in
200
YACHTING MATTERS ISSUE XIII
Contact: cptcosta@otenet.gr
WEATHER MATTERS
EASTERN PACIFIC WEATHER: SOMETHING FOR EVERYONE BY DAVID CANNON & JEREMY DAVIS
W
HEN ONE LOOKS AT THE AREA BETWEEN THE Central American coast and the west coast of the United States, a fairly obvious observation can be
made: this is a fairly large area to consider. With that in mind, changes in the weather can always be expected when travelling throughout this area, and of course the weather can be changeable from one particular time period to the next. Thereâ&#x20AC;&#x2122;s a lot to keep in mind weather-wise when one makes travel plans throughout this part of the world.
YACHTING MATTERS ISSUE XIII
201
WEATHER MATTERS – EASTERN PACIFIC WEATHER
In knowing this, in this latest installment, we will be looking at year-round weather patterns from the Panama Canal northward
will become enhanced during wind surges, often reaching gale or near gale force.
to the Baja coast, and further north along the west coast of the US.
Seas of course build as higher northerly/easterly winds
Everything from cold fronts and associated strong wind surges to
take over and persist. Seas will tend higher the further offshore
tropical cyclones will be examined. We will mention the best travel
one travels, where ‘fetch’ is greater. Often, during stronger, more
times across individual regions and routing options to consider, as
persistent wind surges will reach as high as 10-13 feet in waters
well as what to look for when changes are in the offing, and how
well offshore.
to properly plan for such an excursion. So let’s have a look and shed some light on what is often a very interesting travel area… regardless of the time of year.
The approach of a cold front will bring 1-2 day ‘lulls’, with more east to southeast winds prevalent, and much lighter, normally no more than force 3-4. Any seas at all will tend to consist of a shorter-period wind ‘chop’ of no more than 3-4 feet,
PANAMA CANAL TO THE MEXICAN RIVIERA
quite pleasant traveling conditions for the vast majority of vessels.
Two rather distinct weather ‘regimes’ are noted in this area over
In the Gulf of Tehuantepec, we find wind surges as well, but
the course of a year. Winter patterns tend to be more changeable
these are more northwest to northeast in direction (northeast
and volatile, whereas summer patterns tend to be more persistent
winds in the western gulf, northwest winds further east), as north
and benign (aside from the tropics of course! More details on the
winds just inland ‘fan out’ into the gulf itself. Wind speeds during
tropics will follow a bit later).
surges are generally gale force, but severe surges can bring winds
Winter patterns are actually more prevalent during the
as high as hurricane force! Northwest to northeast combined seas
period from November through April. The main ‘role player’ in the
will typically be upwards of 10 feet across the mouth of the gulf,
weather during this period is large, ‘cold’ high pressure ridges
but 20-25 foot seas are not unheard of during severe and
moving across the eastern US, the Gulf of Mexico, and well into
prolonged periods of higher winds. Of course, coastal waters offer
and across much of Central America and the northwest
lower combined seas as fetch becomes more limited.
Caribbean. These ridges are found in the wake of cold fronts
Across the Mexican Riviera, the weather becomes far
passing north of the region, which are normally spaced about
quieter. General wind directions are west to northwest and lighter,
three to four days apart (see figure 1).
generally no more than force 3-4, with general west to northwest combined seas of no more than 4-5 feet. However, higher winds,
FIGURE 1: WINTER PATTERN ACROSS THE EASTERN PACIFIC
related to the passage of cold fronts well to the north and the arrival of high pressure behind fronts, will bring larger seas, as much as 3-5 feet higher than those mentioned above. These seas do tend to be long-period, though, consisting mainly of west to northwest swells, particularly in the largest of sets. As time goes on and we move through the spring and into the summer, large cold highs become less frequent and less
Generally, quiet weather is usually found along the Mexican Riviera.
prevalent. This means wind surges and resultant large seas become less of a concern over time. Don’t breathe a sign of relief just yet, though, because now our focus turns toward the tropical cyclones and the concerns they bring along the way.
Northerly winds in the Gulf of Mexico funnel through the Gulf of Tehuantepec, then spread out. Northeasterly winds are found in the western portions, with northwesterly winds in the eastern portions.
202
Tropical cyclone season in the Eastern Pacific begins on 15 May, with tropical cyclone development in May occurring (on Northeasterly winds funnel through the Gulfs of Papagayo, Fonseca, Dulce, and Nicoya due to higher pressures to the north.
average) about every other year. However, the frequency of cyclones increases during June and much of July, with the peak period for development occurring during late July/August. Cyclone
As these highs build in, ‘surges’ of higher north to northeast
frequency diminishes significantly during September/October with
to east winds are found along and near much of the Central
development becoming quite rare in November, as tropical season
American coast. These winds tend to be especially high near the
nears its conclusion (tropical season concludes on 30 November).
Gulfs of Papagayo, Dulce, Fonseca, and Nicoya, where gale force
Development of cyclones is found within the so-called
winds (force 8-9) are common during such surges. Similarly, gaps
‘Inter-Tropical Convergence Zone’ (ITCZ). Simply put, the ITCZ is
in coastal ranges and northeast to east winds ‘wrapping around’
the convergence area between northerly/easterly winds to the
the south side of the Peninsula de Azuero (southwest Panama)
north and easterly/southerly winds to the south. The location and
YACHTING MATTERS ISSUE XIII
WEATHER MATTERS – EASTERN PACIFIC WEATHER
coverage of the ITCZ shows a north/south ‘oscillation’ over the
morning and afternoon hours and in cloud/rain-free areas, as
course of the year, typically reaching its northernmost coverage
daytime sea breezes take hold. Also, offshore land breezes
zone in July, as cyclone frequency nears its peak. Generally
(generally force 3 or less) will occur at night along these
speaking, tropical cyclones will form in the far eastern Pacific
immediate coastal areas. Combined seas region-wide will tend to
(east of 110W toward the Central American coast, and in waters
be west to northwest in direction, generally no more than 5-6 feet.
between approximately 06N and 15N). Once development occurs, the primary track for tropical
SEA OF CORTEZ, GULF OF CALIFORNIA AND BAJA PENINSULA
systems will be toward the west or west-northwest, into the open
Over the course of the year, two weather features are ever present
Pacific. Cooler waters (typically below 80 degrees F/26.5 degrees C)
across this region: a thermal trough (low pressure) across the Sea
west of approximately 110W will allow for weakening of cyclones.
of Cortez and further east across mainland Mexico, and high
An alternate track for cyclones will be one that takes systems on a
pressure further west across the Baja Peninsula and across
track more toward the northwest to north, toward the Mexican
adjacent waters just to the west. These features tend to be at their
coast. This is more likely to occur later in the season, near or past
weakest during much of the winter season (December through
the peak development period (August and beyond), as larger
February), though the passage of cold fronts across the northern
troughs of low pressure in the upper levels of the atmosphere ‘pick
Baja, the Gulf of California, and further north across the Western
up’ and re-curve cyclones toward this track (see figure 2).
US will bring higher wind surges in northwest to northerlies. Wind surges mainly occur during the period from mid
FIGURE 2: SUMMER PATTERN ACROSS THE EASTERN PACIFIC
autumn through early spring (late October through April), when cold fronts are more likely to pass through. Gale force winds are common during stronger wind surges throughout the region, with severe surges along the northwest Baja at times bringing periods of storm force, especially near capes and headlands, and in local ‘funnelling’ of winds between Cedros Island and the Baja coast. Northwest to north-northwest combined seas often reach as high as 10 feet during wind surges, though much larger sets, as high as 15 feet, can occur during severe surges. This is most likely to occur
Tropical cyclones typically form in this region, and track west to west-northwest. Rarely do they turn northward into the Mexican Riviera. Northeasterly surges abeam gulfs and valleys are much less common in summer.
along the western Baja coast, where there is greater ‘fetch’ in place. Northwest winds along the southwestern Baja coast will actually tend to ‘wrap around’ the southern tip of the peninsula, becoming more of a west-southwest to west direction. Gale force winds are still common during wind surges especially just to the west of Cabo San Lucas, near Cabo Falso (see figure 3). Occasional frontal passages move through the northern Baja peninsula and northern Mexico, causing northwesterly surges.
Without the presence of tropical cyclones, the weather tends to be rather benign (for the most part) along the Central American coast and across the Gulf of Tehuantepec. General wind
A thermal trough of low pressure is usually found in the Gulf of California/ Sea of Cortez.
directions in that area are northeast to southeast to south and much lighter. Only periodic bouts of higher north to northeast to east winds occur as high pressure builds westward into the
Ridge of high pressure is weakest during the winter months.
western Caribbean. These higher winds are most common near the Gulfs of Nicoya, Dulce, Papagayo, and Fonseca, as well as near and gaps in coastal ranges and along the south side of the
Eastern Pacific tropics are usually quiet during the winter months.
Peninsula de Azuero. In these areas, wind speeds generally reach as high as force 5-6, with northeast to east combined seas in offshore waters as high as 6-7 feet.
FIGURE 3: WINTER WEATHER PATTERNS ACROSS THE BAJA AND SEA OF CORTEZ
Further north along the Mexican Riviera, west to northwest winds are most common, speeds generally no more than force 3-
Surges weaken and winds become more of a west to
4. Along immediate coastal areas (within approximately 2 miles
northwest direction as cold fronts approach from the north and
from shore), these winds will tend to be highest during the late
west. These ‘lulls’ tend to last about 1-2 days at a time, with winds
YACHTING MATTERS ISSUE XIII
203
WEATHER MATTERS – EASTERN PACIFIC WEATHER
generally from force 3-5, and west to northwest combined seas
occur, and where fetch is greater. Periods of stronger northwest to
becoming longer-period, abating to only as high as 6-7 feet. Seas
north winds will induce seas as high as 8-10 feet across this
will tend to be longer-period the further south one travels,
region. However, further east and closer to the thermal trough
particularly across the Sea of Cortez and along/near the southern
axis, seas will tend to be lower, generally northwest to north, only
and southeastern Baja coast.
as high as 5-6 feet.
Later in the spring and during the summer months, cold fronts are less common, meaning wind surges become more of a
US WEST COAST
rarity, almost never occurring during the summer. However, as
One word stands out in this area from a weather standpoint from
with areas further to the south and east, the tropics become more
late autumn through early spring: active. During this period, we
of a concern during this period. These concerns are exacerbated
see larger, stronger gales and storms taking on a more southern
later in the tropical season (late August through November), as
track. Accompanying these gales/storms are stronger, more
the possibility of a ‘recurvature’ in cyclone tracks toward the
frequent cold fronts making their way into and across the region.
Mexican coast, the southern Baja, and the Sea of Cortez becomes
Weather windows are tough to come by, especially as one looks
greater. This recurvature occurs as increasing south to southwest
further north toward and across Washington and Oregon, closer
winds aloft from large troughs of low pressure steers cyclones
to the gale/storm track.
toward a northwest to north track.
The flow aloft within the jetstream ‘splits’ into a northern and
Recurving cyclones will tend to weaken due to the stronger
southern branch during this period. It is the northern branch that more
winds in the upper levels of the atmosphere, although the warmer
active and dominant branch, more likely to bring bouts of adverse
waters within the Sea of Cortez and Gulf of California can actually
weather to the area, as gales and storms track toward southwestern
allow cyclones to sustain themselves longer or allow for a slower
British Columbia and Washington/Oregon, before moving inland
weakening of systems under a less hostile environment in the aloft.
across southwest Canada and the far northwestern US.
Otherwise, the thermal trough tends to be stronger during
During El Nino winters, we find ourselves more likely to see
this period, extending well into and through the Gulf of California
an active southern branch of the jetstream. This means more
and the Baja Peninsula. Interaction between the thermal trough
frequent and stronger lows/gales tracking along the southern
and high pressure further west will bring generally northwest to
branch toward the California coast. Winds and seas often rival
north winds to the region, higher when the axis of the trough is
those of their northern counterparts along coastal California
further east, though generally no more than force 5-6. Along or
north of Point Conception, both in southerlies and westerlies
near the trough axis, the winds tend to be very light, no more
preceding such lows/gales and in west to northwesterlies in their
than force 3, and one might even find lighter southeast to south
wake (see figure 5).
winds, generally no more than force 3-4 (see figure 4). Any southeast to southerlies will tend to occur on the east side of the
FIGURE 5: WINTER UPPER LEVEL PATTERN ALONG AND OFFSHORE US WEST COAST
trough axis, mainly occurring in the far eastern Sea of Cortez and The northern branch of the jetstream is usually much stronger than the southern branch, and drives frequent gales and cold fronts into the northwestern US.
extreme eastern Gulf of California. FIGURE 4: SUMMER PATTERN ACROSS THE BAJA/ SEA OF CORTEZ
Thermal trough of low pressure is usually at its strongest during the summer months.
Ridge of high pressure is at its strongest during summer.
Northwest to northerly winds are dominate along the Baja coast.
A thermal trough of low pressure is usually found in the Gulf of California/ Sea of Cortez. The southern branch of the jetstream is weaker, but can still steer gales and fronts into California. It is stronger during El Nino years.
Tropical cyclones typically track west to westnorthwestward and then weaken/dissipate west of 140W, but occasionally turn northwestward towards the southern Baja peninsula.
Cold fronts associated with gales/storms slam into the
204
Combined seas will tend to be larger along the west side of
west coast of the US about every three days or so, and are
the Baja, where greater trough/ridge interaction is more likely to
preceded by bouts of enhanced southwest to west winds and
YACHTING MATTERS ISSUE XIII
WEATHER MATTERS – EASTERN PACIFIC WEATHER
large southwest to west seas. With the passage of fronts and
larger seas are more likely to occur further offshore, where fetch
approach of high pressure from the west, winds shift, becoming
is greater (see figure 7).
west to northwest across the region. Both pre and post frontal passage winds often reach gale force, even as high as storm force
FIGURE 7: SANTA ANA WINDS ACROSS THE WESTERN US.
along Washington/Oregon, with seas often reaching and exceeding 15 feet. Stronger frontal passages are often followed by even larger west to northwest seas, which can reach as high as
A strong area of high pressure over the Great Basin produces a northeasterly flow across southern California. These winds funnel between valleys and increase in speed, and are called Santa Ana Winds.
20-25 feet! Certainly unsafe conditions for travelling, even for the sturdiest of vessels and the most seasoned veterans of the sea. One can find breaks in the wintertime volatility, but these are often relatively short-lived, normally not lasting more than 24-36 hours at a time. Breaks will occur more with winds, generally with speeds as high as force 4-5, as ridging from high pressure either weakens offshore or as the centres of more transitory highs edge a bit closer to the area. However, due to the rather prolonged nature of adverse weather events across the region, seas are a bit less responsive to these weather scenario, showing a bit more of a modest abatement, still often reaching as high as 7-8 feet, but a bit longer-period, especially in more
As weeks and months pass, we settle into a somewhat
southern waters (along the California coast), where seas will
quieter late spring and summer/early autumn pattern. Cold fronts
actually tend to be a bit lower as well (see figure 6).
are less frequent and not as strong, and the thermal trough
FIGURE 6: SURFACE PATTERN ALONG AND WEST OF US WEST COAST IN WINTER
Occasional highs move out of western Canada and into the northwestern US.
becomes a more dominant weather feature. The trough itself during this particular period will extend further north and be stronger, often reaching as far north as interior and coastal sections of Oregon. As this occurs, high pressure remains quasi-stationary in the eastern and central Pacific, extending further north than in earlier weeks and months. The northern extent of the ridge can be found just offshore from the Oregon coast, keeping gales and storms further north in the North Pacific, generally confined to the Gulf of Alaska, the Alaskan Mainland and points east. Interaction between the thermal trough and ridge will bring enhancement of northwest to north winds across waters north of Point Conception to Cape Flattery. This occurs when the axis of the
Frequent frontal passages across the northeastern Pacific and into the US West Coast produce frequent periods of high winds, large swells, and precipitation.
trough is further inland, across interior California/Oregon, allowing for a tightened pressure gradient along coastal sections (see figure 8 over next page). Wind speeds during these higher wind events can reach as high as gale force (force 8), particularly near any capes and headlands (Cape Mendocino in California and Capes Arago,
One other area of interest is the California coast south of Point Conception. Here, the weather for the most part tends to be
and Blanco in Oregon for example), with northwesterly combined seas often reaching and exceeding 10 feet.
a bit quieter than across areas further north. However, Santa Ana
Since the weather pattern is slower and less progressive
winds are common across this area during the period. These occur
during the summer season, the enhanced winds and larger seas
as large high pressure ridges move into and across much of the
mentioned above are more persistent. At times, these conditions
Western US, inducing a northeast to east wind flow along the
can last as long as three to four days at a time. Breaks in the
coast. These winds often reach as high as gale force, especially in
enhanced winds will occur as the axis of the thermal trough drifts
northeast winds downwind of any inland valleys or canyons. With
further west, toward, or just offshore from the California coast,
the northeast to easterlies in place, seas will tend to be lower but
inducing a slackening of the pressure gradient along the coast. This
choppy along coastal sections, generally no more than 5-6 feet
will occur as portions of the Pacific high pressure ridge ‘break away’
within approximately 15-20 miles from shore. However, much
and move northeast to eastward into and across the northwest US.
YACHTING MATTERS ISSUE XIII
205
WEATHER MATTERS – EASTERN PACIFIC WEATHER
FIGURE 8: SUMMER PATTERN ALONG THE US WEST COAST
Thermal trough of low pressure is usually at its strongest during the summer months.
come quickly, but not without warning. Here are a few signs to look for when traveling in this area during this time of year: - A shift in the winds from easterlies and southerlies to
Frontal passages in summer are less common, and are confined to more northern areas. Incursions into California are very rare.
A thermal trough of low pressure is usually found in the Gulf of California/ Sea of Cortez.
northwest to northeasterly. - A noticeable rise in sea-level pressure. - Drier air (i.e., a lowering of dewpoint readings or a morning without dew on the boat). - Altocumulus/Stratocumulus clouds (associated with fair, but cooler and drier air) When any or all of these things occur, one should seek shelter
East Pacific high pressure is found closer to the coast and further north than in winter.
from oncoming wind surges. The best plan to go with would be to keep stoppage or ‘bail out’ ports in mind prior to departure and while underway. If one should get caught in a wind surge with
A thermal trough of low pressure over inland California can extend northward into Oregon, and combined with high pressure to the west can cause strong winds along the Oregon/California coast.
Breaks in the higher winds can also occur as low pressure in the mid to upper levels of the atmosphere persist or drift southward
nowhere to stop at, an alternate plan would be to route along immediate coastal waters of Central America and mainland Mexico. While this does not mean you will avoid higher winds, it does allow for greatly reduced if not minimization of seas, as fetch becomes more limited.
off coastal waters. This is most likely to occur during the spring and
In looking for weather windows to depart, look for a veering
early summer and is most prevalent when larger, stronger upper
in winds to a more easterly and southerly direction. When this
level lows are present, allowing the circulation to ‘spin down’ toward
occurs, we know that high pressure further north has begun to or
the surface in the form of very weak surface lows.
already moved away from the area and wind surges have ceased.
South of Point Conception, the weather tends to be quiet for
Further north toward the Baja Peninsula, our focus turns
the most part. Episodes of higher west to northwest winds can
more toward northwest to north winds and seas, related to both
occur when the axis of the thermal trough is further inland, though
late fall through early spring cold fronts and the (normally) less
these higher winds are more likely to occur in areas favoured for
severe late spring through early fall wind surges. Across the Sea of
local funnelling, such as the Santa Barbara and San Pedro Channels.
Cortez and vicinity, higher winds and seas are more likely to occur
Furthermore, these winds tend to be more ‘surgy’ in nature, mainly
during the late fall through early spring period, and typical routing
occurring during the afternoon hours, with wind surges generally no
between the southern Baja and the Mexican Riviera will be one
more than force 5, and west to northwest combined seas, while
that is north of a direct route. This leaves vessels in more protected
short and choppy, generally no more than 5 feet.
waters, away from larger seas associated with wind surges.
Aside from the higher wind surges, general wind directions
Of course, there are many ports of refuge to consider and
are south to southwest to west during the daylight hours, with
pull into to avoid adverse weather across this region, and one
speeds no more than force 3-4, with overnight east to southeast
should consider transiting along the Baja coast in shorter ‘hops’.
winds generally force 3 or less. A persistent light onshore flow
This is especially necessary during the late autumn through early
across the region will bring nighttime low clouds and fog and
spring period, when cold fronts are stronger and more frequent,
reduced visibility, generally burning off or leaving hazy conditions
and higher winds/seas associated with fronts are more severe.
during the mid to late morning and the afternoon.
When one travels across the tropical Pacific during the summer season, tropical cyclones should certainly come to mind,
TYING IT ALL TOGETHER:
and one must be mindful of the possibility of tropical cyclone
WHAT TO LOOK FOR AND WHAT TO DO
development off the Central American coast. A close monitoring of
Okay, now we know what the weather is like….but some questions
satellite imagery and real time data is absolutely necessary when
remain: What is the best time to travel? What are the most optimal
travelling between the Panama Canal and the southern Baja, to
routing options to consider? What are the telltale signs that
keep abreast of the situation and to be aware of changes and
adverse weather is on the way? In this section, we will provide clues
developments across the region (or any region for that matter).
that will answer these questions, offering some help in avoiding the worst, should foul weather become a concern along the way. Wintertime wind surges south of the Mexican Riviera can
206
YACHTING MATTERS ISSUE XIII
Along the west coast of the US, weather windows from late fall through early spring are normally very difficult (at best) to come by, since cold fronts are so strong and the passage of
WEATHER MATTERS â&#x20AC;&#x201C; EASTERN PACIFIC WEATHER
fronts is so frequent, and associated gales/storms are so large and
The presence of so many potential trouble areas and
frequent. This is especially the case between Cape Flattery and
weather concerns over a given time period speaks volumes about
Point Conception, where there is more open water and more
the importance of proper planning. This is the case no matter
â&#x20AC;&#x2DC;exposureâ&#x20AC;&#x2122; to large southwest to northwest seas associated with
where one plans to travel and when... knowing the dangers of
gales/storms and fronts. One can find brief (no more than 18-24
travelling across a particular area is vital. The use of professional
hour) lulls in winds in between gale/storms, though since large
weather providers is always highly recommended when
seas will often persist, becoming much less responsive to such
considering these dangers. These trained Meteorologists and
brief â&#x20AC;&#x2DC;respitesâ&#x20AC;&#x2122; in the weather.
Weather Consultants constantly monitor data and provide proper
South of Point Conception, the weather for the most part
guidance both prior to departure and while underway. This takes
does tend to be quieter, but weâ&#x20AC;&#x2122;ll need to watch for the arrival of
the guesswork out of planning and offers peace of mind to
any large cold high pressure ridges during the winter. Santa Ana
marinersâ&#x20AC;¦.one less thing to think about when travelling from
N-NE-E winds will either require delays/stoppages in port or
Point A to Point B.
more coastal routing along the southern California coast, to minimize seas associated with these winds.
It goes without saying that being aware of present and upcoming weather is critical when travelling anywhere. Captains
Later in the year it becomes easier to find weather windows.
that know what lies ahead, who utilize a well-devised planning
The main thing to look for is the location of the thermal trough axis.
strategy are the ones who are ahead in the game. These are the
A westward progression of the trough offers good news for most in
mariners who â&#x20AC;&#x2DC;reap the benefitsâ&#x20AC;&#x2122; and enjoy their travels, no matter
that a slackened pressure gradient near the trough axis will offer
where their plans take them.
>||
lighter winds and lower, longer-period combined seas, more suitable for travel for most mariners. However, an inland
David Cannon is Yacht Operations Manager and Senior
progression and strengthening of the trough allows for greater
Meteorologist and Jeremy Davis is a Senior Meteorologist. Both are
interaction between the trough and ridging (from high pressure)
employed at Weather Routing Inc. (WRI Ltd.), which has provided
further offshore and higher northwest to north winds and seas,
meteorological consultation, including route planning and weather
especially between Point Conception and Cape Flattery. In this case,
forecasts to private yachts since 1961.
one should consider making transits in shorter hops, stopping along the way when adverse weather is imminent and â&#x20AC;&#x2DC;waiting things outâ&#x20AC;&#x2122;
Contact: Tel: 1-518-798-1110
(i.e., waiting for the arrival of the thermal trough axis closer to the
Email: wri@wriwx.com
coast, or a weakening of the trough).
Web: www.wriwx.com
YACHT CONTAINMENT SYSTEMS, FIXTURES & FITTINGS...... WEâ&#x20AC;&#x2122;VE GOT IT COVERED.. IN SPAIN & FRANCE
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VSAT
VSAT â&#x20AC;&#x201C;
THE IMPORTANCE OF YOUR SERVICE PROVIDER BY ROGER HORNER
A
VSAT IS A DEVICE THAT PROVIDES THE
to an Inmarsat Fleet terminal, a VSAT system requires not only
equivalent of a land based ADSL broadband data
physical equipment but also an airtime service.
connection to a vessel at sea or even to land based
With VSAT, there are only two well known equipment
remote locations, such as deserts, jungles or safari lodges. A VSAT
manufacturers â&#x20AC;&#x201C; Sea Tel and Orbit. Sea Tel have a virtual
on a yacht consists of a large dome housing a gyro stabilised
monopoly in the KU band yacht market with their current 4006
satellite dish and some equipment below decks that controls it
model, and have a large worldwide service organisation to
and to make the connection with the satellite.
support the product. The Orbit AL 7103 is a good product and has
The VSAT data line can be used for many applications on the yacht, just as an ADSL line is used in the office or at home. Also, as with an ADSL line the VSAT monthly running cost is usually a fixed figure for unlimited data use. Like all communication devices, from your mobile phone
208
YACHTING MATTERS ISSUE XIII
been installed on a few yachts, but the worldwide support infrastructure is not extensive. When it comes to airtime service providers however, there is an army of companies out there willing to serve you. Bear in mind that it is the VSAT service which will make or break your
VSAT
• Fixed or flexible contracts and service • Quality and serviceability of below decks equipment • Cost of the service – compare like with like and what does it include? You will initially need to make a decision as to what service you need. This is the size of the data pipe and is measured as a data speed up and down to the satellite. The typical offer is a 128k/512k service. This is for a 128 k uplink and a 512 k downlink. But is it? Usually it isn’t. Nine times out of ten what is says on the box is not what’s in the box. So let’s start with the service speed. CONTENTION RATIO To determine the actual service speed you need to ask what the ‘contention ratio’ is and you will typically be told 10:1. This means that 10 other yachts will share your 128 k/512 k service. Thus, if all are using the service simultaneously you will only experience 1/10th of those figures, ie 12.8 k/51.2 k. Contention ratios can be as high as 50:1 and we have seen ‘non-specific shared service’ as a description for one service. A service that costs $1500 per month for 10:1 (12.8 k/51.2 k) is clearly inferior to a service that costs $3000 per month for 2:1 (64 k/256 k). The $3000 service is only twice the price but it is 5 times better! For the price and for proper broadband you need a better system, and there is a lot of small print and technology to
contention ratio than 10:1 on a 128 k/512 k service. Why invest
understand before you reach the right decision when it comes to
in the equipment to access a broadband service when you are not
selecting your service provider.
subscribing to a broadband service?
Some time ago, my company E3 Systems installed the first
The 10:1 service provider will be able to offer you a
KU band VSAT on a yacht using the wrong service provider, and
reduced contention ratio but they will charge considerably more.
since then have installed and serviced over 80 VSAT’s using
You should look for a service that has a much lower contention
almost every service provider available. We are thus in a unique
ratio for around about the same price. They are available.
position to be able to advise you on what you should look for.
Thus remember ‘a low contention ratio is good’.
A VSAT service includes many components, each of which is individually important, and taken together can make the
MAXIMUM INFORMATION RATE (MIR) AND BURSTABILITY
difference between an average service, and a stunning one.
The MIR is what most service providers quote as the maximum
These are the components you should take into consideration:
speed you could experience if no one else is using the data
• The contention ratio – are you sharing the service with other yachts?
connection in a contended system. In the case above, the MIR is 128 k/512 k and the guaranteed speed or Committed Information
• Maximum Information Rate (MIR) and burstability
Rate (CIR) is 12.8 k/51.2 k. With a dedicated service or with a 1:1
• Guaranteed bandwidth to guarantee quality for
contention ratio the MIR & CIR will be the same at 128 k/512 k.
particular services such as voice
Some service providers provide Burstability for a period of time
• Satellite coverage areas – where will you be cruising?
each day. You need to look for this, as it means that you will get
• The experience your service provider has with VSAT
double the contracted speed for a few hours each day.
• Remote monitoring and 24/7 support of your system worldwide • The reliability of the service – redundancy and downtime experience
GUARANTEED BANDWIDTH Certain applications do not like sharing the bandwidth they need with other applications. For instance, if you are using Voice over IP,
YACHTING MATTERS ISSUE XIII
209
VSAT
the voice channel will need a fixed minimum bandwidth for the
centres such as casinos, Internet cafes and credit card machines.
speech to be nice and clear. If another application borrows
Thus a cruise ship VSAT service provider will be well experienced.
bandwidth from the voice channel the quality of the voice will
Beware of some service providers who are also selling
deteriorate into a gargle! Look for a service provider that will make
satellite bandwidth to use up spare satellite capacity.
the bandwidth required for applications such as voice or GSM
Also, investigate the providerâ&#x20AC;&#x2122;s support infrastructure. If they
dedicated. Be aware that applications like Skype are Voice over IP
are currently providing an excellent service, check to see how they
applications, but they are not the service providerâ&#x20AC;&#x2122;s voice services,
would cope if their user base doubled or trebled. Would the personal
as they just use the raw data channel and eat up bandwidth. Some
service they have been providing today be the same tomorrow?
service providers ban bandwidth hungry applications. FIXED OR FLEXIBLE CONTRACT AND SERVICE SATELLITE COVERAGE
In most cases, a service provider with a flexible contract is of
Look at the coverage maps to make sure the service will provide
preference. A flexible contract means that you can pay for 9
coverage in your required cruising areas. You may have to move to
months then cut the service for 3 months over the winter or refit
another service provider if you decide to venture off the beaten
period. A fixed contract means you have to pay every month.
path. Look to a service provider who can provide the coverage, and more if needed.
There are also minimum contract periods. 24 months is good. 12 months is rare and you will pay a premium for that but conversely you are likely to receive a discount for 36 months.
EXPERIENCED SERVICE PROVIDERS
210
Do not sign up for a 24 month or 36 month contract if you
VSAT is a relatively new technology and there are a large number
have not received recommendations or taken references. Ask
of new entrants into the market. Look for a service provider with
for references to call and, when you do this, ask for a Voice over
a pedigree, with their own networks, with their own Network
IP telephone number and call on this line to test the voice
Operations Centre (NOC), with redundant systems, with 24/7
quality. Once you have signed the contract and the service is
support and monitoring and specifically with years of VSAT
not up to expectations the service provider may be able to
experience. To get a good idea of the reliability of the service ask
apply penalties.
for average uptime figures. Ask whether they are confident
Recently we came across a client who thought he had made
enough to provide downtime credits. Also look at their client
a very astute purchasing decision by buying the antenna at $10,000
base and what their VSAT service is being used for. For example,
less than others had quoted and the service at a lower figure per
a cruise ship is dependant on the VSAT to run their major profit
month. It turned out the service was contended at 10:1 and was
YACHTING MATTERS ISSUE XIII
VSAT
appallingly slow, but on closer inspection of the contract this was
support equipment such as a spectrum analyser and a laptop plus
stated in the small print, so he couldn’t cite ‘non performance’. To
a UPS. The latter would be the preferred solution.
cap it all, in order to get out of the contract the supplier wanted an additional extra payment for the antenna as they had subsidised it. Make sure you read the small print to find out what these penalties are.
COST OF SERVICE AND OWNERSHIP Thus, as you will now appreciate, comparing service providers by price is not the only answer. You need to study the form carefully,
A flexible service is different to a flexible contract and you
or take advice from those with experience of all the services
should look for this. A flexible service is one where you can
available. When comparing service speed, define a comparable
increase the size of the data pipe for a period of time when the
unit and check the price of that, then look at the flexibility and
whole family or charter guests are on board and reduce it back to
the experience and, above all, ask for references.
the contracted service afterwards. For further information or advice, please visit our stand at the SPECIFICATION AND SERVICEABILITY OF BELOW DECKS
Monaco Show or go to our websites www.e3s.com and
EQUIPMENT
www.e3connect.tv
>||
The VSAT airtime service comes with a certain amount of equipment, that is in addition to the antenna and antenna control
Roger Horner is Managing Director of the E3 Systems Group. The E3
equipment. The service provider usually sells you this equipment.
Group specialises in providing solutions and solving problems in
However, other service providers include this below decks
every aspect of electronics on today’s most advanced yachts. They
equipment in the monthly price of the service. This is preferable
have offices in Palma, Antibes, Barcelona, La Ciotat and Viareggio.
to buying the equipment, as it effectively provides a lifetime warranty and an ongoing service plan for this equipment. Some service providers supply a low quality modem and others will provide a top quality modem and also include test and
Further comment or information contact Roger: Email: info@e3s.com
PHOTOGRAPH: COLIN SQUIRE
YACHT PAINT –
THE REGULATORY CHALLENGE BY DR JULIAN HUNTER DR JULIAN HUNTER, PRODUCT REGULATORY AFFAIRS
legislators keen to introduce laws reducing emissions into the
MANAGER FROM INTERNATIONAL PAINT, REVIEWS THE
environment. All aspects of pleasure boating are receiving
CHALLENGES THE YACHT PAINT INDUSTRY FACES FROM
attention – from engines to the chemicals present in paint applied
CURRENT AND FUTURE ENVIRONMENTAL REGULATIONS.
to protect and beautify boats. The coatings industry faces the challenge of producing
N
EVER A DAY GOES BY WITHOUT AN ENVIRONMENTAL
effective products for its customers which comply with ever
issue being in the news and public awareness of the key
tightening environmental laws. This article highlights some of the
issues is now greater than ever. Climate change and the
issues facing marine paint manufacturers and discusses how we
link with man-made greenhouse gas emissions has moved all
are reacting and preparing to provide products which will comply
environmental issues up the agenda of public concern. This has had
with both today’s and tomorrow’s legislation.
knock-on effects in the political arena and calls are being made to
212
reduce the environmental footprint of all of man’s activities. Key
HULL FOULING AND ANTIFOULING PAINTS
environmental issues such as air and water pollution, threats to
Prevention of settlement and growth of sea creatures on the hulls
sensitive ecosystems, the ever increasing waste mountain and the
of boats is essential, if vessels are to operate efficiently and safely.
effects of chemicals in our diet are now also under review with a
If left unchecked, fouling will result in an increase in fuel
view to further minimising emissions which may impact our world.
consumption and on engine wear, resulting in more harmful
The leisure industry is no exception to this trend and the yachting
emissions into the environment. A fouled hull can also bring a loss
and boating industry is experiencing attention from government
of manoeuvrability which compromises the safety of boating. An
YACHTING MATTERS ISSUE XIII
YACHT PAINT
European law on Port State Control in order to permit port state control authorities to inspect and sample paint films from boats they suspect may still have ‘active’ TBT on the hull. Fines and penalties for non-compliant boats are set by EU countries under national laws. In addition to these EU laws, recognising that shipping and boating is a global activity, the International Maritime Organisation (IMO) agreed a global treaty to prevent harmful effects of antifouling paints on the environment
in
2001.
The
International Antifouling Systems unprotected hull has been shown to provide an opportunity for
(IMO–AFS) Convention is likely to become active in international
non-native species brought in from overseas to hitch a ride into
law in 2008, as it is expected the number of signatures from
new waters where they may flourish, out-competing native
countries necessary to bring the Convention into law will have
species and disturbing the ecological balance in sensitive areas.
been received by IMO this year. The IMO–AFS Convention
Control of fouling on the hull is thus a key element in minimising
prevents application of TBT-based antifoulings to any vessel and
the environmental footprint of all types of boats and ships.
prevents boats with ‘active’ TBT on the hull from entering the
Probably the most scrutinised area of marine coatings is
ports, harbours and marinas of countries who have signed up to
biocidal antifouling paints. Once applied to the hull, small
the treaty from 1/1/2008. As is the case with the EU law, boats
amounts of biocide are released from the paint film over time,
over 24 metres in length must carry a certificate of compliance
preventing settlement of algae and barnacles on the hull.
and vessels over 400 gross tonnes must be surveyed and certified
Beginning in the mid 1980s, antifouling paints containing the
compliant by an official body acting on behalf of the flag state.
then state-of-the art antifouling biocide TBT (Tributyltin oxide)
Penalties for non-compliance are likely to be high, for example
were shown to affect oysters and coastal whelks close to marinas.
Greek legislation implementing the IMO–AFS Convention sets
In the 1990s effects were seen on deep sea whelks living close to
fines of €90,000 per boat.
shipping lanes and later TBT residues were detected in dolphins,
The coatings industry, working alongside representatives
sea birds and fish. Having banned their application to pleasure
from the marine industry, played an active role during
craft less than 25 m in length in 1987, in 2003 the EU introduced laws forbidding the application of TBT antifoulings in all EU boatyards and to all vessels flying the flag of an EU country. Under this law, no commercial or pleasure boat with ‘active’ TBT antifouling paint on the hull will be allowed to enter EU ports and harbours from 1/1/2008. Boats with TBT on the hull should either remove all residual TBT antifouling before this date or apply a sealer-coat to prevent any further TBT from being released from the paint film. In addition the EU law requires all vessels over 24 metres in length, flying flags of EU countries, to carry evidence that the hull is compliant. In the case of boats over 400 gross tonnes, the vessel must be surveyed and certified as compliant by a classification society acting on behalf of the flag state. In the case of boats over 24 metres and less than 400 gross tonnes the captain must self-certify the boat as TBT-free. The European Commission who drafted this law on behalf of the EU countries has also recently announced that it intends to modify the
YACHTING MATTERS ISSUE XIII
213
YACHT PAINT
negotiations of both the EU and the IMO regulations and advising
shown to be safe if it is to be listed as permitted for use in
on technologies available to prevent fouling.
antifouling paints used in Europe. Generating the required data to
In addition to banning the use of TBT, the IMO–AFS
prove a biocide as safe is expensive and estimates from biocide
Convention can restrict or ban the use of any antifouling system
manufacturers indicate a cost as much as €9 (nine) million per
in future, if the Marine Environmental Committee of IMO
biocide. A consequence of this is that many biocides used in
(IMO–MEPC) decides they are having unacceptable effects on the
antifouling paints will not be supported through the review
environment. This is a clear incentive to the coatings industry to
process and hence not available for use in antifouling paints in
develop effective products which have the lowest possible
future. Once the EU has decided which biocides are acceptable for
environmental impact. The risk to the environment from any
use, products containing these biocides must then be assessed by
product is therefore in the forefront of minds of marine coatings
government authorities before a registration for use is granted.
companies, from the antifouling paint development chemist to
The impact of the Biocidal Products Directive is already being felt.
the marketing executive.
For example of 44 biocides ‘notified’ by biocide manufacturers as
Going forward, the environmental impact and safety
used in antifouling paints sold in Europe in 1999, only 10 remain
aspects of antifouling paints containing biocides will be further
supported with required data and hence allowed for continued
scrutinised under the scope of laws governing use of pesticide and
use in the EU. The next big milestone is in 2008 when the
biocidal products. For example in Europe all biocides used in
European authorities will announce its decisions after assessing
antifoulings are currently under review following rigid procedures
the biocides it has reviewed. When a biocide is approved, paint
laid down under the EU Biocidal Products Directive. Under this
suppliers must then submit applications for use of products
law the environmental and safety profile of any biocide must be
containing the approved biocides. The first applications, which include full dossiers of information proving the product safe to man and environment, will be made in late 2009 / early 2010. How is all this impacting on the boat-owner, the boatyard and the paint supplier? Supply of effective but greener antifouling paints to the boating industry has been our primary aim for many years. Biocides have been introduced which quickly degrade in water and new sophisticated antifouling paint compositions have been developed which release the minimal amount of biocide required to be effective. Experts from the paint industry have been working with government regulators to encourage a practical and pragmatic approach in their reviews of antifouling products. If common sense prevails, boat owners can expect efficient and safe antifouling paints to be available to them after 2010. We anxiously wait to see the outcome of the forthcoming deliberations from Europe. SOLVENT (VOLATILE ORGANIC COMPOUND) LEGISLATION AFFECTING MARINE COATINGS IN THE EU Under pressure to reduce air pollution and to address the ecological impact of solvents emitted from industrial activities, the European authorities passed a series of laws restricting emissions of VOCs across Europe. In recent years this has significantly impacted industries such as auto manufacturing and building construction/decoration, but now these
214
YACHTING MATTERS ISSUE XIII
YACHT PAINT
restrictions are affecting boatyards too. As in the case of
environmental authorities and comply with restrictions on the
antifoulings, the coatings industry is representing the interests of
amount of solvent that can be emitted. From the end of October
the yacht industry alongside its partners in the marine industry
2007, new VOC emission reduction targets apply, reducing
trade association ICOMIA, to ensure that regulations are
emissions permitted from boatyards. In the second tier the total
implemented fairly and pragmatically across the EU. In the case
amount of VOCs emitted must not exceed 37% by weight of the
of VOC regulations, boat yards in the EU applying paints are
total weight of wet paint applied in the yard. In the third tier,
directly affected. The legislation, known as the Solvent Emissions
permitted VOC emissions must be reduced to 27%. As an
Directive (SED), divides facilities emitting VOCs into three tiers
alternative to making these reductions in solvent use, the
depending on the amounts used. In the case of boatyards:
legislation allows yards to take all coating operations indoors and
• Yards using below a total of 5 tonnes of solvent per year
vent and remove VOC emissions from waste gases before they are
• Yards using between a total of 5 and 15 tonnes per year
released into the atmosphere. In most cases this option is seen as
• Yards using above a total of 15 tonnes per year
unrealistic practically or economically.
For yards using below the 5 tonne threshold there is
A yard failing to work within these restrictions faces fines
currently no action to be taken. 5 tonnes may sound like a lot of
of up to €2,500 per week along with temporary shutdown and
solvent, but in terms of the amount of paint used, a yard could
revocation of any environmental permits.
easily be at the limit if more than 10 pallets of paint are used per
As yards are forced to meet new limits on the amount of
year and solvents used for cleaning equipment, wiping down
VOC that can be used, paint products containing less solvent will
surfaces and solvent found in cleaning products, sealants and
be required to help the yards comply. Along with the marine
adhesives are also included. In reality, solvent consumption in a
trades association ICOMIA, the coatings industry has been
boatyard can be up to 40% more than that which is present in
working to ensure the SED is implemented consistently and
paint alone.
practically across the EU, allowing yards the flexibility to select
So what does all this mean for the marine industry? Yards
the mix of products they need to comply whilst maintaining the
in either the second or third tier will have to register with local
high level of performance demanded by boat owners. Such a mix
YACHTING MATTERS ISSUE XIII
215
YACHT PAINT
of products could include use of solvent free adhesives where dry
chain. Once reviewed continued use will only be permitted, or
times might be less important, the use of waterbased cleaning
‘authorised’, if less hazardous alternative chemicals do not exist.
products and high solids paint products in the priming stages prior
Many of these chemicals were removed from yacht and marine
to topcoat and undercoat. In this way the high cosmetic
paint products several years ago. However there may be some
standards demanded for topcoats applied to boats and
products where alternative chemicals do not yet exist and
superyachts, at present unachievable with products containing
compromises in product performance may have to be made if
less solvent, could be maintained with minimum impact on
authorities fail to grant an authorisation to use a substance.
product performance. Tools to help yards calculate their annual solvent emission under the SED are soon to be introduced across Europe by
Other substances will be reviewed and registered over an 18 year time period, with substances used in the highest volumes considered first.
ICOMIA and the coatings industry. What stands in the way of the
How are we, as a coatings supplier, preparing for the
introduction of the new VOC reduction targets across the EU is
impact of REACH? We are reliant on our raw material suppliers to
the potential for different approaches to implementation by the
register their substances so we can keep using them in our
various member states of the EU. The marine industry as a whole
products. This demands a special relationship with our suppliers
is lobbying for a consistent approach to implementation of this
and an exchange of information has begun to ensure all our key
directive. Readers may be wondering why they have not heard
raw materials will continue to be available to us under REACH. In
about this before. The timetable for compliance and a slow rate of
addition we are working with regulators and trade associations to
implementation by national governments are probably key
ensure that uses of our products are fully understood so that the
factors. The first limits targets for VOC reductions only came into
chemicals used in them are assessed accurately and fairly.
effect in October 2005, and several member states have not fully implemented these into their national statute books, so
PRODUCT STEWARDSHIP – KEEPING AHEAD OF LEGISLATION
compliance has not been an issue until now. But from October
How do we as a coatings manufacturer develop products which
2007 new stricter limits apply and the EU authorities will expect
comply with complex legislation? How can we anticipate what
wider adoption of this directive across Europe.
we will face in the future and ensure our new products will comply and be available to customers in the foreseeable future?
NEW LAWS ON CHEMICALS USED IN THE EU
For many years we have operated an active Product Stewardship
– THE REACH REGULATIONS
programme initiative where product safety and environmental
In June 2007 a new set of European Regulations came into force
impact is a key consideration throughout the product life cycle
affecting every chemical used in any product manufactured or
and in everything we do. Unacceptable substances have been
imported into the EU. This includes components of all paint
removed from our product range and substituted with equally
products. These all-encompassing rules set out a plan to review
efficient alternatives. The way we communicate guidance to our
the environmental impact and safety of all chemicals over an
customers on the safe use of products is regularly reviewed. Our
eleven year timescale, the most hazardous to be reviewed within
product development chemists focus on developing products
three years. Ultimately the use of every chemical will be reviewed
with a viable long-term future and a key part of this is
and only those uses proven safe will be registered for use. Use of
anticipation of future environmental legislation. This is where the
unregistered substances will be illegal. As is the case with biocides
experienced regulatory affairs expert can make a significant
used in antifouling paints, expensive experimental data will be
contribution to the business and play a key role in design of
needed from manufacturers to register their substances. Some
sustainable products for the future.
key raw materials used in coatings may not be available going
Looking forward it is clear that the paint industry faces a
forward as suppliers opt to cease to produce certain raw materials
plethora of new environmental regulations. New regulations put
due to the costs involved in registration. At greatest risk are raw
constraints on the substances we can use in products but by fully
materials purchased from smaller suppliers, unable to pay to
understanding our customers’ needs and anticipating the effect of
generate data required for registration.
regulations and the changes they will bring, the boater can be
After pre-registration of all substances, the first to be reviewed will be all hazardous substances classified by the EU as
sure that we will continue to provide effective and compliant products to the industry.
having properties that may cause cancer, mutations or damage to reproduction in humans. Also up for early review within three years are chemicals known to be highly persistent in the environment and those with potential to accumulate in the food
216
YACHTING MATTERS ISSUE XIII
Contact: www.yachtpaint.com
>||
LEGAL ROUND-UP
THE LAW OF THE SEA
BY THE HILL DICKINSON YACHT TEAM SMOKING BAN: WILL YACHTS BE AFFECTED? BY IRA HARRIS
T
LARGE YACHTS: DAILY SHORE REPORTING? BY BARNABY WRIGHT
T
HE MCA HAS PUBLISHED Merchant Shipping Notice 1812 to give effect, from 1 February
2007, to various changes to SOLAS Chapter V that have been adopted by the IMO. Of the various changes coming into force, the one that stands out as having the greatest significance for commercially operated large yachts is the
HE UK GOVERNMENT IS
requirement that all vessels over 500GRT to make a daily report
proposing to ban smoking
to shore.
throughout the UK on seagoing
Regulation 28 – ‘Records of navigational activities and
and inland waterway vessels operating to
daily reporting’ – now requires such vessels, engaged on
and from ports in the UK. Legislation to make passenger
international voyages exceeding 48 hours, to provide a daily
ships and other vessels covered by the Merchant Shipping Act
report to its company. The report may be transmitted by any
1995 (MSA) smoke-free has been in force in Scotland since
means, as long as it is made as soon as practicable after
May 2006.
determination of the position named in the report. The
The non-UK members of the Red Ensign Group (Bermuda,
Regulation allows for automated reporting systems to be
Cayman Islands, Gibraltar, Isle of Man, Anguilla, British Virgin
used, provided that they include a recording function, are
Islands, Falkland Islands, Guernsey, Jersey, Montserrat, St Helena
interfaced with position-fixing equipment, and are subject to
and the Turks and Caicos Islands) will not be obliged to put in
regular verification by the master. The reports must be kept
place smoke-free provisions for their vessels or in their territorial
by the company for the duration of the voyage and should
waters. However, Jersey has already implemented similar
contain the vessel's position, course and speed, plus details of
restrictions and other members of the Red Ensign Group are
any external (eg. weather) or internal (eg. mechanical)
expected to follow in due course.
conditions that are affecting the voyage or the normal safe
The Government's intention is that the new arrangements will
operation of the vessel.
come into force as soon as possible after the main smoke-free
For further information on Regulation 28 and other
provisions under the recent legislation are implemented in England
amendments to Chapter V, contact: barnaby.wright@hilldickinson.com
on 1 July 2007. It is proposed that the regulations will apply to all vessels coming within the scope of the MSA and operating within the 12-mile UK territorial limits (except for vessels transiting UK waters without calling at a UK port). The smoke-free provisions will not apply to purely private
A RIGHT PAIN IN THE GROIN? – EVIDENTIAL DIFFICULTIES BY ELLIOT BISHOP
vessels unless carrying at least one paying passenger, or operating with crew employed under a contract. The proposed legislation is therefore likely to apply to all yachts employing crew, whether operating privately or commercially. The rationale for the legislation (to protect employees from the
W
HILE LOADING SEVERAL cases of Cristal champagne in advance of a charter, a crewmember on a luxury
yacht experienced a sudden and sharp pain in his groin causing
dangers of passive smoking) is a laudable one, but it is anyone's guess
discomfort which diminished but remained. At the end of the charter
how it is to be policed. Who, for example, will be the first captain to
the crewmember went to a doctor who told him he had a hernia.
tell his employers that they can no longer legally enjoy an after-
Does he have a personal injury claim?
dinner cigar?
First of all, what is a hernia? It is a protrusion of the intestine
You can view the Government proposals, which seek views
through the abdominal wall, usually seen or felt as a swelling beneath
on a number of specific questions on how to implement the new
the skin. The intestine can often be pushed back, or will
rules, through the following link:
spontaneously go back on lying down.
http://www.dft.gov.uk/consultations/open/smokingonvessels/smoking Contact: ira.harris@hilldickinson.com
How and why do hernias occur? Two key elements are necessary: (1) a site of potential weakness in the abdominal wall; and
YACHTING MATTERS ISSUE XIII
217
LEGAL ROUND-UP
(2) a rise in pressure within the abdomen. The most common site of
UK at different rates from UK nationals recruited locally, on grounds
weakness is the groin. Figures show that more than 75% of all hernias
of nationality. Indeed this practice has formed the basis of crewing for
are inguinal (i.e. occur in the groin) and more than 90% of inguinal
many UK employers. However, on Tuesday 13 March 2007 Shipping
hernias occur in men. Once the intestine has pushed through the
Minister Stephen Ladyman announced proposals which may bring an
abdominal wall, the tear will never heal itself. Even if the intestine is
end to this.
pushed back, any rise in pressure within the abdomen – such as
Declaring the launch of a consultation procedure aimed at
coughing or straining, or just standing up – will cause it to pop out
amending the Race Relations Act as it applies to seafarers, the
again, and the tear will eventually need an operation to repair it.
Minister outlined proposals to amend the legal position with the
Regardless of what Claimants' solicitors commonly argue, the
stated aim of complying more fully with extant EU law.
reality is that doctors do not know why a hernia can occur in a
The European Commission has written to the UK
particular case. There are a number of predisposing causes (e.g.
Government stating that it has received a complaint relating to wage
possibly prolonged heavy coughing or straining, and anatomical
discrimination against foreign seafarers on UK vessels. Currently
factors such as a congenital weakness etc) but in the majority of
section 9 of the Race Relations Act 1976 contains an exception for
cases no risk factors exist and there is no obvious cause.
seamen recruited abroad. The Commission's view is that, to comply
Whether or not heavy lifting (either a single event or repetitive
with EU law, the Act needs to be amended so that the exception no
action) will result in a hernia is the subject of debate within the medical
longer extends to seafarers from the European Economic Area – that
profession. Public perception, and also the belief of some doctors, is that
is those from the EU states plus Liechtenstein, Norway and Iceland.
inguinal hernias commonly arise as a result of some kind of trauma or
Failure to comply is likely to lead to a large fine for the UK.
injury. However, more often than not, they just appear.
However, as part of the proposed consultation procedure
Nevertheless, sympathetic judges may find it easier to
dealing with the amendment, the Department for Transport has laid
regard a hernia as a work-related injury rather than as ‘just
out three options: to retain the status quo, to implement the required
happening’, since in theory a sharp rise in pressure in the
EEA amendment or to repeal section 9 in its entirety and abolish
abdomen can occur when lifting or pushing a heavy object, or if
wage disparity for any seafarers from any nation.
there is a sudden and severe strain, or a fall from a significant
This third option clearly goes further than is required and
height. Insurers should however be aware that a hernia is rarely
could, theoretically, undermine the entire financial basis for
related to any particular incident – unlike a dramatic injury such
crewing vessels with non-UK/EU nationals, and in terms of the
as a broken arm, which has a clear and specific occurrence. In a
global shipping industry, the DfT does indeed recognise that this
recent study of 129 hernia cases, the clinical history suggested
global option would place UK flagged ships at a significant
that the complaint was due to a particular incident in only nine
commercial disadvantage. Further, the Government states that it is
cases. In only four did the patient think it was work-related, and
opposed to over-implementing European legislation; it believes
in only one was there a possible preceding injury.
that this third option would do so and would result in much higher
These figures do not support the common notion that hernias
costs to the industry.
arise from work-related trauma. On the contrary, in view of the very
Nevertheless, concerned parties should be aware of
considerable uncertainty in this area, if a Claimant is seeking to
this possibility, and should use the six month consultation
account for a hernia in this way it would be reasonable for a
period, which ends on 14 September, to make their representations
Defendant to require at least the following things: (1) an officially
to the Department.
reported incident of muscle strain (2) severe groin pain reported at
The removal of an apparent inequality with treaty partners is
the time of the strain (3) diagnosis of an inguinal hernia by a doctor,
one issue; wholesale global change is quite another. Interested parties
preferably within 3 days of the muscle strain and certainly within 30
can
days and (4) no previous history of an inguinal hernia.
www.dft.gov.uk/consultations/open/.
Contact: elliot.bishop@hilldickinson.com
Contact: aidan.loy@hilldickinson.com
obtain
copies
of
the
WAGE DIFFERENTIALS ON RACIAL GROUNDS? BY AIDAN LOY
I 218
T HAS LONG BEEN THE CASE
Contact Hill Dickinson
that UK employers or principals are
Tel: +44 (0) 207 695 1000
allowed to pay seafarers from outside the
www.hilldickinson.com/yacht
YACHTING MATTERS ISSUE XIII
relevant
documentation
at >||
THE YACHTSMANS DIRECTORY LINKING TO YACHTSMEN AROUND THE WORLD
INFORMATION – NOT CLUTTER PHOTOGRAPH: COLIN SQUIRE
JOIN AT:
www.TheYachtsmansDirectory.com Associate membership FREE online
Get connected to the best of both worlds – online at www.TheYachtsmansDirectory.com & listed in Yachting Matters – undoubtedly the best value in the industry. Superb distribution to the large-yacht community with guaranteed up-to-date listings.
LIST OF ADVERTISERS
THIS EDITION WAS MADE POSSIBLE WITH THANKS TO THE FOLLOWING ADVERTISERS COMPANY NAME
PAGE NUMBER
COMPANY NAME
PAGE NUMBER
AC/DC Energy
167
Monaco Yacht Show
46
Alexseal
117
MYPAI
93
National Marine Suppliers Inc.
Arredamenti Porto
75
Naugala Yacht And Bunker Agency
180
Astilleros de Mallorca
27
Nautichef
167
Atlas Marine Systems
119
Awlgrip Bloemsma & van Breemen
Omni Access
BC
Otto Piening GmbH
95
63
45 135
Pantaenius
31
Bluewater Alliance
175
Pelagos Yachts Limited
89
Boero
101
Pinmar
Bradford Marine
141
Polyform
Cannes Boat Show Ciris Capital Dockwise Yacht Transport Dolphin Wear E3 Systems Feadship
53
142-143 1
Protek
167
Quantum Hydraulics
IBC
41, 43
Rolling Stock S.L.
211
151
S & D Yachts Ltd.
79
129
15 3
Sardinia Yacht Services
149
Seal Superyachts
115
Femobunker
49
Sea-Tel
Fleetweather
67
Smallwood's Yachtwear
Fred Dovaston
125
Sturge
Global Services
137
Superfine
173
Global Yacht Fuel
173
Technocraft
207
Hamann AG
83
5 179 24-25
Termopetroli Versilia
97
Hamann Consulting
18-19
The Professional Yachtsmen's Association
61
Heesen Yachts
12-13
Tilse Industrie- und Schiffstechnik GmbH
111
Trafford
181
Hill Robinson
35
Hippo Marine
187
Trinity Yachts
6-7
Hoylake Sailing School Ltd.
181
Underwater Lights
131
International Paints
IFC
Vins Sans Frontieres
165
James Molinary
151
Virgin Islands Yacht Services
107
JF-Recruiting
65
Westrec
71
JLT Yacht Agency
99
World Fuel Services
21
Just World Leisure
109
World Royal
59
Kirton
87
World Yachting
73
Luxury Yachts of the World
55
YachtFile
Malta Superyacht Services
39
Yacht Forensic International
85
61
Yachting Matters
68
YPI Crew
81
Maren Megafend
220
171
Amico & Co.
YACHTING MATTERS ISSUE XIII
103
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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 were established in mid 1976 to cater for all the visiting yachtsmen to Malta. We offer berthing arrangement, Customs & Police Immigration clearance in / outwards, Duty-free fuel & Provisions, in-water repairs as well as yard repairs. We are now also operating from Tunisia. 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
yachts over 30 m+ since 1994 and have gained a worldwide 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
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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 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 Francis Vermeer - 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.
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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.icml.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.
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.
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INSURANCE 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. 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.
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JOIN AT: WWW.THEYACHTSMANSDIRECTORY.COM INTERIORS
Exterior of a Savage Illuminated Yacht is complimented by careful design, meticulous attention to detail and backed by savage’s reputable service.
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
MANAGEMENT SERVICES
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
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 AND AIRCRAFT MANAGEMENT LTD. Top Floor, 14 Athol Street Douglas Isle of Man IM1 1JA UK Tel: +44 1624 670583 Fax: +44 1624 670587 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 Apartado 276, Binissalem, Mallorca, 07350 SPAIN Tel: +49 2082 997112 Mobile: +34 971870325 Email: info@crewagency.de Web: www.crewagency.de Alex Bahn - Managing Director
Hill Dickinson’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.
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.
LIGHTING
MARINAS
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
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
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
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.
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JOIN AT: WWW.THEYACHTSMANSDIRECTORY.COM 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 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.
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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.
DIRECTORY
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.
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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.
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REGISTRATION
JOIN AT: WWW.THEYACHTSMANSDIRECTORY.COM SECURITY
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
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 Awlgrip is a registered trademark of Akzo Nobel ®