HANSA Yachts 01-2022

International 

Maritime 

Journal 

YACHTS 

ISSUE 01 | 2022 

»We see the demand 

and opportunities« 

Interview: 

Bernard Meyer about 

entering the yacht market 

with his shipyard group

After a decade at the forefront of research with exclusive partners 

various mega yacht formats with lengths over 70 meters like 

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Hamburg | Bremen 

2 HANSA YACHTS 01 | 2022

Hamburgs 

maritimesmes Herz 

The lights are green 

Michael Meyer 

Deputy Editor-in-Chief 

It is well known the maritime world is 

facing a major ecological transformation. 

Understandably, the yachting 

industry is not exempt to necessary 

decarbonisation. And it is willingly 

committed to this mission, evidenced 

by international conferences, 

trade fairs and exhibitions at which 

the topic is regularly on top of the 

agenda. It is also shown by the many 

new technical developments that are 

launched to achieving carbon compliance. 

The yachting industry is taking on a 

pioneering role within the maritime 

community; hybrid, electric, battery 

and hydrogen energy systems are gaining 

popularity, whether for »normal« 

yachts or the increasingly marketed 

Explorer types. An impressive range of 

eco-friendly products are now on offer, 

developed either by suppliers or in direct 

cooperation with shipyards. We 

take more than one look or glance at 

these »green« developments in this 

second issue of HANSA YACHTS. 

And if we broaden our view a little 

wider, we can even think about ways 

to expand the pioneering role. The 

early adoption of green technologies 

by the yacht market can inspire significant 

environmental best practices 

for other shipping segments that must 

decarbonise (i.e., ocean-going and 

merchant shipping). 

However, the necessary size and 

range of propulsion systems for ships 

in such segments still pose significant 

hurdles for one project or another. 

There is still a lack of practical experience 

with these technologies, meaning 

there will be some »trial and error« 

before lasting successes are achievable. 

Fortunately, the yacht-building industry 

can provide developments and insights 

much faster than their counterparts 

in other segments that can easily 

upscale the »green« yacht solutions for 

other vessels. While size and range are 

less important, implementation in 

practice is easier and faster. 

Accordingly, there are also quicker 

learning effects, which in turn could 

benefit the development of the entire 

maritime industry. Certainly, some 

things cannot be implemented or 

scaled up one-to-one. But it is the intention 

that matters and every small 

step can and will help. 

Ocean shipping also plays an important 

role for yacht owners and 

managers. Large numbers of yachts 

are transfered on multi-purpose and 

heavy-lift vessels before and after each 

season. It is a lucrative business – reason 

enough to take a closer look at this 

aspect. 

The topic of »green« is a growth 

area regardless of the successes already 

achieved. It offers great potential – not 

least for the many European shipyards 

and suppliers, which are already 

equipped with great expertise. 

Another of many topics in this issue 

includes how German shipbuilder 

Meyer Werft – known for high-quality 

concepts and ships, including cruise 

ships – is now entering the market of 

mega-yachts. In an exclusive interview 

with HANSA YACHTS, Meyer Werft’s 

Bernard Meyer discusses the shipbuilding 

group’s plans. 

Enjoy reading! 

HANSA YACHTS 01 | 2022 

... you won’t 

find more! 

Experience the history of seafaring 

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at Hamburg’s oldest warehouse in the 

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CONTENTS | IMPRINT 

3 EDITORIAL: THE LIGHTS ARE GREEN 

6 NEWS 

12 »THE DEMAND IS THERE« 

Interview with Bernard Meyer – Meyer Group 

16 TECHNOLOGY AND EQUIPMENT 

16–High-tech stability for any application 

18–Intelligent Object Recognition 

20 SUSTAINABLE MEGA YACHTS 

24 A FRESH BREEZE IN THE ENGINE ROOM 

26 NEW PROJECTS 

32 PROFESSIONAL GUIDANCE PAYS OFF 

34 IS LESS MORE? 

38 WHEN SUPERYACHTS BECOME PASSENGERS 

40 »AS LIGHT AS PRACTICALLY POSSIBLE« 

42 »BOOM AT SEA« 

International 

Maritime 

Journal 

YACHTS 

HANSA YACHTS 

Responsible in the sense of the German »Pressegesetz«: Chief Editor Krischan Förster | redaktion@hansa-online.de 

Editorial consultancy: Krall Media GmbH 

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Layout: Sylke Hasse 

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www.hansa-online.de | Phone +49 (0)40–70 70 80–0 


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CREATING DREAMS 

 

Interior Design, Equipment and 

Technology for the Cruise & Ferry Industry 

 

 

As the cruise markets recover gradually, the industry’s players 

keep on investing to meet new demands and requirements. 

Seize the unique opportunity to present your ideas to the 

decision-makers of the world’s leading cruise and ferry lines, 

shipyards as well as architecture and interior design studios – 

live and in person at the area at 


Co-located 

with 

5

NEWS 

»Phi« cuts the sea 

© Royal Huisman 

Royal Huisman delivered the motor 

yacht »Phi« and, once again, proved 

that the shipyard is one of the top addresses 

worldwide when it comes to 

custom projects. 

The Van Oossanen-designed hull cut 

through moderate North Sea swells 

with its narrow bow and tomahawklike 

stem – at 58.50 m, »Phi« is the longest 

motor yacht under 500 gt, giving her 

a similar slenderness to the sailing 

yachts Royal Huisman usually builds. 

Up to 12 guests are accommodated on 

board, the crew consists of 11 

members. The yacht has an aluminium 

hull and aluminium superstructure and 

is powered by twin MTU engines, giving 

her a top speed of 22 kn. 

At sea, however, other details of the 

Cor D. Rover lines were evident: a 

stern pool – with raised mosaic bottom; 

and, the required rescue tender 

on the foredeck. 

All other tenders will be outsourced 

to the 36 m utility vessel »Phi Phantom,« 

which was built at Alia Yachts in 

Turkey. 

 

Abeking & Rasmussen is completing its two largest superyachts to date 

With the 118 m Project 6507, the 

Bremen-based Abeking & Rasmussen 

shipyard is currently completing one of 

its two largest superyacht projects to 

date. The interior design is by renowned 

French architect and interior 

designer Joseph Dirand and still »top 

secret«. All that is clear now is that Project 

6507 will have a whole range of 

tenders, including a submarine. Also 

confirmed is a Neptune lounge and 

pool on board. When delivered in 2022, 

the superyacht will be the largest yacht 

in the fleet, at least until the next project 

is launched. Because Abeking & Rasmussen 

has already confirmed the sale 

of a new superyacht – this time over 

120 m long. 

Abeking & Rasmussen also announced 

the construction of three 

multi-purpose vessels – each 90 m long 

and using liquefied natural gas, and two 

mine-hunting vessels for the Indonesia’s 

navy – both 62 m long. 

»A particular strength of us has always 

been the ability to work on a range 

of projects and technologies for different 

clients and purposes,« Matthias 

Hellman, CEO at Abeking & Rasmussen, 

declared. »This has allowed us 

to gain expertise with technologies in 

one market before they were even in demand 

in other markets. That has always 

been very helpful for us.« 

The shipyard from Bremen, Germany 

was founded in October 1907. 


NEWS 

Vitruvius introduces superyacht »Shinkai« 

Philippe Briand‘s Atelier Vitruvius Yachts 

launches its eighth superyacht, the new 

»Shinkai«. The 55 m Explorer was built 

by Feadship De Vries and the interior was 

designed by Daniela Boutsen. While the 

yacht is intended to serve as a base of operations 

for a 6.3 t submersible for underwater 

research, the »Shinkai« is equipped 

with the amenities and facilities of an attractive 

superyacht. The custom-built 

Explorer was recently moved from Feadship‘s 

construction hall in Aalsmeer to 

the manufacturer‘s outside dock, where 

she will be fully fitted before her sea trials 

begin. 

Briand and his team set a challenge for 

themselves to push the boundaries of 

what can be called a »superyacht« and an 

»Explorer« at the same time. The result is 

a 974 gt motor yacht capable of reaching 

the most remote places in the world. 

»Shinkai« has ice classification and is 

stabilised by a 23 t gyroscope, replacing 

conventional fin stabilisers that can be damaged 

by ice and flotsam. The monogyroscope 

is essential for the operation of 

the submersible, which requires a constantly 

stable launch platform. Apart 

from the research submarine, the superyacht 

carries a 4x4 land vehicle, a large 

limousine tender and several robust RIBs 

on its extended aft deck. Design-wise, Vitruvius 

Yachts is moving away from the 

shipyard‘s typical flat aesthetic. The 

»Shinkai« features four decks and an observation 

post. The forward part of the 

superstructure houses the owner‘s cabin 

with 73 m 2 of space and a vast panoramic 

view. Four guest suites and the seven crew 

cabins provide additional living space. 

»This is a special project for us because 

the ›Shinkai‹ is the second yacht we have 

designed for her owner. In fact, he was 

the first yachtsman to take advantage of 

the efficient Vitruvius hulls,« says Philippe 

Briand, who also took into account 

the owner‘s desire to be environmentally 

conscious in his extensive cruising plans 

when designing the hull lines. For 

example, hull resistance was optimised to 

© Vitruvius 

achieve a fuel consumption of 19.5 l/nm 

at a cruising speed of 12kn with a displacement 

of 974 gt. The buyer has a 

much planned for the »Shinkai« after delivery: 

circumnavigating the globe, 

which will take the ship from frigid polar 

waters to balmy tropical seas. With the 

accompanying submersible and many 

other apparatus, this »super-explorer« is 

ideally suited for extensive explorations 

of the oceans, both under and above the 

water surface. 

 

90 feet from Germany 

To the world premiere in Cannes and then 

off to extensive cruising – that was the 

schedule for the new »Tripp 90« this year, 

built by YYachts – specialists in custom 

yachts for sustainable luxury. 

On behalf of an American customer the 

90 ft yacht is one of the largest superyachts 

ever built in Germany, with design and 

construction coming from the desk of US 

designer Bill Tripp, with whom YYachts 

maintains a long, close working relationship. 

»The yacht sails exceptionally well. 

Together with Michael Schmidt Yachtbau, 

we have set a standard here that others 

first have to achieve,« remarked Bill Tripp 

on the occasion of the presentation. Michael 

Schmidt Yachtbau is located in 

Ladebow near Greifswald in the Northeastern 

part of Germany. The interior design 

is minimalist and open-cut, penned 

by Winch Design of London. The understated 

elegance that the ambiance exudes 

is achieved through the use of soft leather 

and light oak wood, and stylistic inspirations 

from the USA’s Eastern seaboard 

and »Mid-century« Scandinavian 

influences from the 20th century. 

© YYachts 


7

NEWS 

Sustainability stage at »boot« Düsseldorf 

At boot Düsseldorf in January 2022, there will be a new stage 

for sustainability and innovation in the boating industry with 

the »Blue Innovation Dock« (BID). Supported by the 

European Boating Industry (EBI) and the United 

Nations World Tourism Organisation, the Blue 

Innovation Dock will bring together companies, 

visionaries, investors and politicians 

and provide them with a unique platform to 

discuss the steps towards sustainable development 

for the industry. 

The aim of the BID is to offer policy makers 

and industry leaders new ideas and inspiration 

for action. 

In Hall 9, there will be an opportunity for networking 

as part of a BID B2B Lounge – it is hoped that 

there will be a lively exchange on various topics ranging from 

sustainable propulsion systems to the future development of 

marina infrastructure. 

boot Düsseldorf is an important driver of innovation in the 

water sports industry; together with the Monegasque Prince Albert 

II Foundation and the German Marine Foundation, 

it has already launched the Ocean Tribute Award and 

given sustainable and visionary projects a platform 

with the »love your ocean« campaign in Hall 11. 

With the hosting of the BID, boot Düsseldorf 

and the EBI are now continuing this tradition. 

»With the Blue Innovation Dock, we will offer 

companies, international associations and organisations 

a platform where they will present innovations, 

the latest propulsion technology or sustainable 

materials for boatbuilding« announced Petros 

Michelidakis, Project Director at boot Düsseldorf. 

»In order to be able to present the topic to a broad public 

beyond the trade fair, the highlights will be streamed and can be 

followed live on boot.de. In this way, we are giving the idea of sustainability 

the space it deserves beyond the boating sector.« 

Major refit order for Nobiskrug 

The German shipyard Nobiskrug recently received an order for 

the refit of a 120 m yacht. This is the first order since Lars Windhorst 

acquired it. Nobiskrug confirmed that it received a refit 

order for one of the »largest and most beautiful yachts in the 

world.« The shipyard is to carry out extensive refits as well as 

sophisticated repair work on the superyacht, which is likely to last 

several months, taking place in a temperature-controlled dry 

dock. This will involve both the design and manufacturing capabilities 

of all the shipyard‘s departments. Windhorst announced 

that he would support the acquisition of the company with the 

help of his own network and secure existing or initiated projects. 

In an interview on HANSA PODCAST, Philipp Maracke, managing 

director of Nobiskrug and the Flensburg-based shipyard FSG 

– which was also acquired by Tennor, highlighted yachts as a core 

market for the shipyards, alongside naval and ferry construction. 

»In the course of trusting and productive negotiations, we have 

succeeded in positioning Nobiskrug successfully on the market 

again in a very short time. We will continue to work reliably and 

professionally on the shipbuilding projects handed over to us in 

the future,« says Maracke. 

 

Enormous sailing yacht by Oceanco 

Not much was known about a project at Oceanco, as it was kept 

»top secret« at great pains for a long time – until now… The Y721 

is the new star from Oceanco, at 127 m long, she is currently 

being built in Zwijndrecht, Netherlands. This makes her the longest 

superyacht ever constructed in the Netherlands. 

The Y721 is a three-masted schooner with a bowsprit – with a 

black hull and classic lines reminiscent of ships like Royal Huisman‘s 

»Athena« from 2004 or Lürssen‘s »Eos« launched in 2006. 

There are rumours the owner could be Jeff Bezos from Amazon. 

Oceanco’s largest sailing project to date was the iconic »Black 

Pearl« at 106.7 m and Dynarig sun sails, ranks second among the 

world‘s largest sailing yachts. When delivered, the Y721 will displace 

the »Black Pearl« from is length ranking. Incidentally, the 

longest sailing yacht in the world is still the 142.81 m sailing Yacht 

»A« built by Nobiskrug in 2017 that some insiders do not consider 

as a pure sailing yacht. 

In addition to Y721, Oceanco also currently has a 111 m motor 

yacht named Y722 and a 109 m motor yacht named Y720 under 

construction. The Dutch shipyard also recently launched its longest 

superyacht to date, the 117m Oceanco Y719.. 

 

Loewe Marine celebrates ten years of excellent manoeuvring technology 

In In 2011, Carsten Löhmer, a renowned naval architect, founded 

the company Loewe Marine with the intention of defining a then 

new term »Green Shipping« with innovative solutions. The combination 

of visionary thinking, experience and competence by 

Löhmer and his team a decade later resulted in establishing Loewe 

Marine as the preferred provider of manoeuvring technology and 

ship-related consulting and services for shipping companies and 

shipyards worldwide. From its headquarters in Bremen – and a 

service centre in Hamburg, Loewe Marine supplies ships for all 

purposes with rudder and steering systems for maximum manoeuvrability, 

from which merchant and naval vessels as well as 

mega-yachts of up to 70 m in length benefit. Taking into account 

environmentally friendly ship technologies, the company‘s offering 

includes developing, producing and installing highlyefficient, 

full-spade rudder systems of all profile types and sizes 

for mega yachts. Loewe Marine‘s portfolio is completed by its 

worldwide supply, maintenance and repair of systems manufactured 

in-house and other non-Loewe brands. »After a decade of 

accumulating experience, know-how and spending time at the 

forefront of research with partners such as HSVA Hamburg and 

SVA Potsdam, we are able to find the optimal solution for every 

requirement,« averred Löhmer. 

 


NEWS 

Sanlorenzo and Siemens Energy sign exclusive partnership 

Sanlorenzo recently signed an exclusive partnership with 

Siemens Energy to develop new solutions that reduce motor 

yachts environmental impact. 

Together, the companies aim to develop solutions for the integration 

of fuel cell technology in the 24–80 m yacht sector 

and promote the development and purchase of next-generation 

diesel-electric and hybrid systems. The goal of the agreement 

is to develop new technologies that significantly reduce 

yachts’ negative impact on marine ecosystems with a positive 

impact on environmental sustainability. 

The developmental cooperation covers three areas… 

• Methanol fuel cell systems for on-board power generation. An 

initial prototype for a system that produces no greenhouse gas 

emissions and is compatible with the limited space available on 

board for use at sea on a 50 m hybrid superyacht from Sanlorenzo 

is coming soon. 

• Next-generation diesel-electric propulsion systems to reduce 

greenhouse gas emissions and fuel consumption on yachts 

longer than 50 m. Already in use on mega-yachts, these are 

now being significantly developed in terms of energy efficiency 

and the reduction of overall dimensions, and integrated 

with the latest generation of lithium batteries and 

hotel supply systems. The companies are also working to integrate 

power generation through fuel cells. Deployment on 

three Sanlorenzo vessels ranging from 50 to 70 m in length is 

already underway. 

• New-generation hybrid propulsion systems to reduce greenhouse 

gas emissions and fuel consumption for yachts less 

than 50 in length. Also already in use on superyachts, these 

will benefit in terms of cost, size and ease of use enhancements 

as part of the collaboration…and integrated with latest-generation 

lithium battery systems and a hotel supply 

system. Work is underway also to integrate power generation 

via fuel cells. The SD90S model is scheduled for 2022 and expected 

to enter service with a prototype. 

»We are very proud to have signed these agreements with 

Siemens Energy. By sharing our experience and resources, we 

will be able to best meet the challenges of sustainability by 

pioneering the development of a new generation of technologies 

that will mark a significant change in the yachting industry,« 

said Massimo Perotti, Chairman and Chief Executive 

Officer at Sanlorenzo. 

Ermanno Delogu, Country Business Unit Head of Siemens 

Energy, said, »Together…we are supporting our customers 

on their way to a more sustainable future. We have the knowhow 

and the innovative technologies. Together, we turn ideas 

into action and aim to play a leading role in the yachting 

sector.« 

 

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9

NEWS 

Volvo Penta: The road to e-mobility 

Volvo Penta will gear its business more toward producing 

and selling electric motors this year, contributing to industrial 

sustainability. The Swedish engine manufacturer 

plans to become completely CO 2 -neutral by 2050. 

The path to electro-mobility in both the marine and industrial 

segments is not an easy one, nor is it one that a renowned 

powertrain company can embark on without careful 

preparation and planning. The transition is gradual, 

maintainable and successful. 

Therefore, Volvo Penta was preparing for the road to electrification 

for a number of years by creating a roadmap for 

sustainable energy solutions, acquiring skills and experience 

to develop the necessary technologies, and establishing an 

electro-mobility development and testing laboratory at the 

company‘s headquarters in Sweden. 

»We need to perform and transform – at the same time,« 

explains Heléne Mellquist, president of Volvo Penta. »We 

will deliver performance by improving our current portfolio, 

based on current customer and market needs. At the 

same time, we will look to the future, forecasting future 

needs and using innovative technologies to evolve and 

The acquisition of battery specialist ZEM was a milestone for Volvo Penta 

© Volvo Penta 


NEWS 

Change your 

perspective. 

change accordingly. Balancing the development of 

today‘s technologies with future solutions is a demanding 

but inspiring challenge.« 

The first steps were already achieved with automatic 

docking and the electric motor of the Lucia 40, 

an electric catamaran developed in partnership with 

Fountaine-Pajot. Furthermore, Volvo Penta recently 

reached a new milestone with the acquisition of a 

majority stake in Norway’s ZEM AS, a supplier of 

marine batteries and electric propulsion solutions. 

With 12 years of market experience and an extremely 

stable track record in Norway as a marine battery 

systems and electric powertrains supplier, ZEM AS is 

a strong partner on the road to e-mobility. 

»We believe that bringing together different perspectives 

and experience is key to the development 

and progress in maritime e-mobility,« said Peter 

Granqvist, Volvo Penta’s chief technology officer. 

»The goal of this acquisition is to take another step in 

our development of e-mobility, thanks to the specific 

maritime expertise and offering that ZEM has 

today.« 

Granqvist assures that both companies have a 

broad range of knowledge, experience and expertise 

that will expand Volvo Penta‘s offering and capabilities 

in the field of marine electro-mobility. 

In line with this acquisition, Volvo Penta recently 

committed officially to the goals of the Science- 

Based Targets Initiative (SBTi), with the goal of becoming 

carbon neutral by 2050. The initiative helps 

companies in this and similar endeavours by setting 

a clearly defined path to reduce greenhouse gas 

emissions and provide transparency. 

While switching to electric-based drive systems is 

unlikely to happen tomorrow, the steps already taken 

toward electro-mobility and sustainability show 

changes in the industry are expected in the foreseeable 

future. Volvo Penta also made it clear there 

will not be a complete changeover for the time being, 

as diesel and gasoline-powered primary drive systems 

still remain the most suitable energy source for 

many energy applications in the coming years. 

Dr. Tim Schommer 

tim.schommer@clydeco.com 

Dr. Volker Lücke 

volker.luecke@clydeco.com 

Clyde & Co Europe LLP 

Esplanade 40, 

20354 Hamburg 

+49 40 8090 30200 

@ClydeCo_SYLaw 


11

»The demand is there« 

Up until now, the Meyer Group has been predominantly 

known for building mammoth cruise ships. As it 

enters the mega-yacht business, HANSA YACHTS 

spoke to managing director Bernard Meyer about 

the Papenburg-based company‘s future plans for 

this expanding market 

The mega-yacht business seems to be 

well-established in Germany with busy 

shipyards in Bremen, Hamburg and 

Rendsburg. Why does it need another 

player like the Meyer Group? 

Bernard Meyer: We are targeting a very 

exclusive niche with the Meyer Yachts 

brand. Our capacities and our set-up are 

aimed at newbuilds that are larger than 

120m. We have the largest covered shipbuilding 

docks in the world and are familiar 

with the project management of 

complex ships. And we also set new accents 

for this segment: sustainability and, 

for example, new propulsion systems are 

very important to us. We also have the 

necessary know-how for this. And when 

more and more enquiries came our way, 

we knew that now was the right time to 

launch our yacht brand on the market. 

You chose the Monaco Yacht Show for 

this launch. What was the response? 

Meyer: The Monaco Yacht Show is certainly 

the most important superyacht 

show in the world and that‘s why we 

chose this time quite deliberately. The 

feedback from the press, brokers and 

owner representatives was extremely 

good. We are now using this momentum, 

even though we can of course only realise 

a limited number of projects at the same 

time. 

That means there are concrete enquiries? 

Meyer: Of course. You know as well as I 

do that very strict confidentiality agreements 

are signed, especially in the yacht 

business. I can‘t reveal details about enquiries, 

but I can say that we have very 

detailed projects that fit the segment in 

which we want to operate. So, stay tuned! 

At the Monaco Yacht Show you presented 

your own design, the »One 50«. What is 

it about? 

Meyer: The »One 50« is a 150m concept 

that we developed in-house. With this, 

we want to show – above all – what 

Meyer Yachts is capable of delivering. 

The propulsion system with fuel cells 

and batteries was particularly important 

to us; and that is just the beginning. For 

the »One 50«, our designers developed 

the exterior design and layout, which 

features, among other things, a spa over 

two levels, a gallery and a voluminous infinity 

pool in the stern. A lot of aspects 

that are currently trendy among superyacht 

owners have been incorporated. 

With a length of 150m, you are addressing 

a very limited clientele. 

Meyer: Yes, we are aware of that. However, 

more and more customers are being 

generated worldwide who can afford a 

yacht of 100, 120 or even 150m in length. 

On the other hand, the number of building 

sites is not increasing. Especially, not 

those with such experience and reputation 

as the Meyer Group. Since 1795, 

we have delivered over 700 ships – including 

some very complex constructions 

that can certainly be compared 

to what is claimed to be a megayacht. 

Where do the customers for such large 

yachts come from? 

Meyer: It‘s no secret that the Arab states 

are a yacht-savvy environment; there are 

© Meyer Group 


also some very solvent customers in Russia. 

However, with our concept – which 

is strongly geared towards sustainability 

– we also look to America and its tech 

billionaires. 

What does this mean in concrete terms? 

Meyer: We fulfil almost all wishes. There 

is currently a lot of talk in the industry 

about sustainability and alternative 

drives. With current R&D underway, expectations 

are that an environmentallyfriendly 

propulsion system will be available 

within the next few years. However, 

we can say that we are already there with 

the Meyer Group. Our other field of 

business, the cruise industry, simply demands 

this of us and it is also our claim 

to always lead the way. Our goal is to deliver 

a zero-emission yacht. It is no coincidence 

that we have employed more 

than 1,000 engineers and see ourselves as 

pioneers. To make the «One 50”as sustainable 

as possible, fuel cells and battery 

systems are installed in the engine room. 

With an electrical output of 25,000kW, it 

will reach a top speed of 23kn. 

Are yacht owners rather conservative 

and only trust in proven solutions? 

Meyer: We don‘t go to the market with 

the claim that we only offer yachts with 

environmentally compliant propulsion 

systems and want to convince prospective 

customers of this. If a customer 

wants a conventional propulsion system, 

he will get it from us. Nevertheless, we already 

have the next generation of owners 

in mind, who will be ready to buy a yacht 

of this size in the next five to ten years. 

Your halls are up to 504m long. So, even 

larger formats than the »One 50« are 

conceivable, is this reasonable to presume? 

Meyer: Of course. We don‘t know of any 

other shipyard that has covered building 

docks as large as ours – and we have several 

docks with similar dimensions. We 

are open for orders beyond this size 

range, but also for those below. However, 

a certain size is still necessary for our facilities 

and docks to make an order interesting 

for us. 

When do you expect construction of the 

first Meyer yacht to begin? 


13

© Meyer Group 

Meyer: What hardly anyone knows is 

that we already delivered a yacht at the 

beginning of the 20th century, the »Herzogin 

Elisabeth«. What became of her, 

however, is beyond our knowledge. With 

the «Njord” we are just starting to create 

a very yacht-like ship. 

Will separate staff be recruited? 

Meyer: We can already cover many aspects 

with our current staffing, but in 

some specialised areas we will certainly 

have to strengthen ourselves. The focus 

was first on the launch of the brand, now 

all the other steps will follow. The next 

big «impact” for Meyer Yachts will be the 

Dubai International Boat Show. There, 

too, we want to set new standards in 

terms of sustainability. 

Thank you for sharing your time and vision 

with us. 

Your reliable 

propellershaft 

seal solution 

since 1995 

 

 

 

 


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15

High-tech stability for 

any application 

No matter how modern the stabilisers are on a yacht, passengers will 

still feel the swell, making many on-board activities impossible. 

Desk work, ball games, dining or simply sitting relaxed in the lounge 

reading become virtually impossible in a corresponding swell. 

A company aptly-named »Stable« from Arendal, Norway deals intensively 

with the stabilisation problem for the past 20 years and offers effective 

solutions for it. While Stable has just five employees, it carries out 

development, engineering and testing of its products in-house. 

Stable developed customisable stabiliser platforms for almost any application 

using sophisticated technology. Whether it is a billiard table, a 

desk, a couch or a landing platform for drones, Stable‘s platforms are able 

to neutralise any roll, pitch or lateral movement of a vessel with the help 

of sensors and computerised electrical actuators. Since the devices can 

compensate for up to 40 degrees of roll, they are also suitable for racing 

or sailing yachts. This allows passengers to sleep, work or play without 

seasickness. 

The on-board stabilisation platforms are based on technology developed 

for use with active heave-compensated cranes of the offshore industry. 

They consist of a platform balanced and secured to a pedestal by 

a rod end, allowing both roll and pitch movements independently. While 

tilt and gyro sensors measure the vessel‘s movements, processing of the 

data is handled by proprietary Stable software and unique algorithms 

and filtering technologies, which then provide the required speed signals 

to the electric actuators. 

Stable’s technology allows the creation of highly-accurate horizontal or 

acceleration-free environments. While a horizontal platform is always 

aligned parallel to the horizon regardless of roll and pitch angles, an acceleration-free 

platform balances any forces parallel to the platform. 

An excellent example of how this functions is the one of an on-board 

pool or billiard table from Stable. To ensure that the game balls are truly 

stationary until they are bumped, an acceleration-free environment 

must be created here, otherwise the balls would roll away at the first 

turn or change in direction of the boat. The system for stabilised pool 

and dbilliard adtabes tables is sthe eut ultimate reference eee for the high degeeo degree of ac- 

Up: Productivity even in high seas with the Stable Desktop 

Below: The Stabilized Billard Table is always a wow factor 

16 HANSA 

YACHTS 01 | 20222

© Stable 

curacy achieved by Stable’s devices. It gained 

much acclaim by this and was featured in 2017 

on a popular the show »Outrageous Acts of 

Science« on the internationally popular Discovery 

Channel. 

The stabilisation solutions for extremely sensitive 

equipment such as telescopes or medical 

devices are perhaps more impressive. The platforms 

from Stable make it possible to install lifesupporting 

machines such as dialysis equipment 

on board and use them regardless of weather 

and sea conditions. The developers focused 

much attention on the simplicity of retrofitting 

Stable. With a fairly low weight and a 220/110V 

plug as the only external connection, Stable’s 

platforms are quick and easy to install. Because 

of its scalable size, the stabilisers can also adapt 

to almost any fixture. 

The versatility of Stable’s technology and customisability, 

means it enables a wide range of 

possibilities for furnishing luxury and mega 

yachts with an added layer of comfort and luxury…actually 

putting discriminating clients in 

this sector on »firm footing«. 

 

The high accuracy stabilizing platforms eliminate accelerations 

due to roll and pitch movements oft he ship. 


17

Intelligent 

Object 

Recognition 

© Oscar 


First introduced in 2018, Oscar 

Navigation’s own intelligent object 

recognition solution »Sentry« closes a 

wide information gap that radar and 

AIS receivers leave dangerously empty. 

Oscar accurately identifies nonsignalled 

small craft, buoys and other 

floating objects by combining a set of 

RGB and thermal cameras with learning 

artificial intelligence (AI). Oscar’s 

AI is based on the experience of identifying 

millions of previously-detected 

objects at sea. Oscar is so exact that it 

can support search efforts in POB situations. 

Now, the company extends the Oscar 

range to motorised vessels, bringing 

360° advanced detection and identification 

capabilities to the bridges of 

motor yachts, SAR / Coast Guard 

vessels and commercial craft. 

The Oscar Sentry solution provides a 

range of situational awareness tools 

that include scanning ahead of the 

vessel, identifying and mapping obstacles, 

providing intelligent warning 

of collision risks, and supporting decision-making 

with its unique augmented 

reality viewing capabilities. 

Powerful multipurpose tool 

Integrating the system’s data-feed into 

a vessel’s on-board computer adds a 

vital real-world dimension to radar, 

AIS and digital charts – including 

acoustic alerts when Oscar’s AI identifies 

collision risks or approaching objects. 

Oscar Sentry covers a full 360° 

field of view or can intensely focus on a 

selected sector, automatically warning 

of any approaching faint or fast objects, 

including small dinghies or jet-skis. 

In addition, the unit is able to connect 

with mobile devices, such as tablet 

PCs and smartphones through a convenient 

Oscar app allowing users to access 

Oscar Sentry from almost anywhere 

on the main ship or on a supporting 

vessel, such as a RHIB or other 

tender. 

Raphael Biancale, CTO and founder 

of Oscar, says: »(The) Oscar Sentry is a 

powerful multi-purpose tool for the 

safe operation of cruising, commercial 

and government vessels. This latest 

technology, proven in 300,000 miles on 

the water and in the most trying conditions, 

is capable of substantially improving 

the safety in a wide variety of 

conditions.« 

 


19

Sustainable mega yachts? 

Hydrogen could be the solution to environmental friendly yachting. Several designers, shipyards 

and engineering companies are researching alternatives to combustion engines 

Humans long ago learned to harness 

the power of clean hydrogen to generate 

power. In plentiful supply for fuel, 

hydrogen is relatively easy to produce 

and can react without noise or vibration 

to generate energy and pure water and it 

is a clean fuel yacht owners want. 

Present presence 

Numerous demonstration craft exist, 

from a commercial barge on the Seine to 

the passenger shuttle »Hydroville« in 

Lürssen is partnering with Freudenberg 

Antwerp. As with any new marine technology, 

it is not quite so simple to adapt 

and transfer it from the lab aboard a ship. 

The »Energy Observer« project successfully 

sent a solar-powered hydrogen 

yacht around the planet without using a 

drop of fossil fuel. 

Oceanco and Lürssen are both building 

yachts that will contain hydrogen fuel 

cells, but it is not thought these will be capable 

of long-term propulsion. The 

Lürssen version shows promise, with up 

to 20 days energy supply when at anchor 

or up to 1000 nautical miles propulsion 

when using only hydrogen. 

Superyacht projects like this are slow to 

materialise. Last year, France’s VPLP design 

released the »Nemesis One«, a jetblack 

»stealth fighter« of a catamaran engineered 

in pure carbon to foil at over 50 

knots. With 750 m 2 of solar panels and a 

hydrogen-electric powertrain it should 

have a huge range. 

In 2019, the lavish 112 m motor yacht 

»Aqua« presented by Dutch design 

powerhouse Sinot. At the core of this achingly-stylish 

creation were two 28-t hydrogen 

vacuum tanks capable of storing 

the gas in liquid form at –253 degrees 

Celsius. This was only a concept with significant 

physical requirements: storage 

and temperature. 

© Lürssen 

Finding space 

The key challenge is storing the hydrogen 

on board. In pure gaseous form, it must 

be compressed to 350 bar or even superchilled 

to a liquid. Between the cylinders, 

pumps and handling systems, hydrogen 

propulsion requires twie the technical 

space of a diesel system, according to 

Royal Huisman. »There, you have to 

make a choice,« says Henriko Kalter, their 

proposals manager. »If you want to build 

the same vessel with the same range, you 

will lose a lot of space on board.« 


© Ocaenco 

Being one of the smallest molecules found in nature 

and highly flammable, hydrogen gas (as H2) needs to be 

stored in tanks outside the hull whereby they can vent 

safely. This requires re-thinking traditional designs while 

offering opportunities, according to Lateral’s Simon 

Brealey, whose team engineered the plans for Aqua. »We 

can totally re-imagine where the technical spaces on a 

yacht should go and what they look like.« 

Filling up 

Owners are also dissuaded by the lack of hydrogen refuelling 

stations, according to Thibault Tallieu of 

French hydrogen pioneer EO Dev. »(They need) to have 

that infrastructure in place, so owners know they can go 

from Monaco to St Tropez; Capri to the Balearics.q 

Yet, there are many promising developments: EO Dev 

is testing a futuristic floating hydrogen fuel station, 

which would generate hydrogen from seawater 24 hours 

per day and Fuel Cell Systems is testing a mobile refuelling 

station capable of supplying up to 40 kg of pure hydrogen. 

In summer 2021, the system toured along the 

French Riviera, supporting the launch of an innovative 

40ft hydrogen tender from Hynova. 

»We aim to move the boundaries,« says Hynova’s 

Laetitia Vichy. »Without hydrogen in the ports, we can’t 

grow the number of (hydrogen) boats.« She hopes that 

the mobile stations will stimulate demand and give way 

to fixed hydrogen fuel pumps with a capacity of 

100–200 kilograms. Marine energy experts believe the 

necessary infrastructure can be ramped up quickly 

using tankers to deliver fuel, just like petrol or diesel. 

The key for sustainability is to produce hydrogen 

using only renewable electricity. If it is made from fossil 

fuel or dirty energy, as 95 % of global supplies currently 

are, then there is very little benefit to using hydrogen. 

Unending power 

One dream is to design a boat capable of making its 

own hydrogen, so it will not ever need refuelling. Elec- 


21

The 112 m motor yacht »Aqua« presented by Dutch design powerhouse Sinot 

trical power from solar panels or from 

hydrogeneration on sailboats can be 

used to keep hydrogen tanks topped up. 

The principle was proven by »Energy 

Observer« and Swiss company Aquon 

recently launched such a concept for its 

very swish 64 ft power catamaran 

»Aquon One«. 

The »Aquon One« can generate up to 

13 kW of electricity using 70 m 2 of solar 

© Sinot 

panels. »Excess energy is transformed 

and stored in the form of green hydrogen,« 

explains CEO Christine Funck. 

In optimum conditions, she assures the 

yacht can operate indefinitely at 3 to 6 kn 

and she sees no reason why it shouldn’t 

work for a sailing version. 

Daedalus Yachts designed a high-performance 

sailing catamaran that makes 

its own hydrogen using a 10 kW solar 

array, wind turbines and hydrogeneration. 

The model D88 catamaran can 

store hydrogen in custom-made carbon 

fibre tanks set in special containment 

boxes in the bilge of each hull. »Everybody 

else is just talking about hydrogen – 

we’ve actually done the engineering,« 

says founder Michael Reardon. »It can 

work on a monohull too, but the optimum 

size is 120 ft plus.« 

Hydrogen-rich liquids 

Another approach making gains in the 

commercial sector is ammonia and me- 

 

and complete propulsion units 

©Abeking & Rasmussen 

ACCURACY IS OUR KEY TO SUCCESS 

 

made by 

22 Schaffran HANSA YACHTS 01 | 2022 

SCHAFFRAN Propeller + Service GmbH 

Bei der Gasanstalt 6-8 I D-23560 Lübeck 

Tel: +49 (0) 451-58323-0 I info@schaffran-propeller.de 

www.schaffran-propeller.de 

®

thanol as fuels. Both are hydrogen-rich 

liquids that are easily stored in traditional 

fuel tanks. However, they are not 

without problems: ammonia produces 

toxic nitrous oxide requiring exhaust 

treatment removal; and, methanol generates 

CO 2 

when it reacts in a fuel cell. 

Nevertheless, Mathias May of Alva 

Yachts sees some potential for his 25 m 

Ocean Sail mono-hull, generating up to 

about 15 kW of power. »We have developed 

a fuel cell solution using either hydrogen 

or methanol for hotel and propulsion 

applications,« he says. »We substitute 

the diesel genset for a fuel cell, but 

the whole boat is still a serial hybrid.« 

The system offers a range of around 

500 nm nautical miles under power. 

»Over a long distance, you can’t store all 

the power you need even with a diesel 

motor,« he points out. 

Lying between the leisure and commercial 

sectors, each with their own approaches 

to hydrogen power, superyachts 

will be pulled in both directions. »We can 

The Daedalus concept: A catamaran that makes its own hydrogen using a solar array 

say for certain that future-proofing 

requires electrification,« says Oceanco 

group marketing director Paris Baloumis, 

»which means we need to keep pushing 

forward with energy reduction.« 

Henriko Kalter at Royal Huisman 

hopes to see a pure hydrogen yacht being 

built within 10 years. »We need some 

brave owners who are willing to make 

that step.« 

 

© Daedalus Yachts 

RESILIENCE at its most BRILLIANT 


www.jotun.com 

23

A fresh breeze in the engine room 

The demand for powerful marine engines has risen sharply in recent years – 

and so has the supply. Engine manufacturers from all over the world are presenting 

new concepts with ever-improving performance 

Yanmar 6LF 

© Yanmar 

Yanmar has high hopes for the new 6LF 

series with 485, 530 and 550 hp V8s. 

Designed for gliders and semi-gliders 

up to 16 m, the EPA Tier 3 and EU RCD 

Stage 2 6LF common rail diesel has fallen 

on unexpectedly fertile ground in 

the superyacht tender sector. »It has taken 

us a bit by surprise,« says Floris Lettinga, 

director of sales and marketing at 

Yanmar Marine. »The superyacht world 

is growing – and towards larger yachts. 

This in turn means an increasing demand 

for larger tenders in the 12–15 

metre range. And for such applications, 

six-litre, 500 hp waterjets are usually of 

interest.« With the new 6LF engine also 

comes the new VC20 electronic control 

system, which Lettinga says is designed 

to be more flexible in terms of scalability 

and more of a future-proof platform. 

Accordingly, a whole range of new options 

are likely to be offered in the near 

future. The VC20 is also designed to be 

more user-friendly in terms of system 

integration. There are several new features, 

including a Perfect Pass option 

offered for the towing market. 

MAN Smart HYBRID 

Known for its powerful diesel engines 

that power larger vehicles such as 

trucks, cranes and ships, MAN presented 

its own marine engine hybrid system 

for the first time at the Cannes 

Yachting Festival 2021. 

The MAN Smart HYBRID Experience 

generates a power rating of 184 kW or 

368 kW with extremely high efficiency 

of up to 96 %, depending on the length 

of the unit. It is a permanent magnet 

synchronous motor, combinable with 

all MAN marine engines of the current 

series. This allows total system outputs 

per driveline of up to 2,500 hp and, hybridisation 

efficiencies of up to 56 % of 

the total output are achievable, depending 

on the combination of components. 

»We combine our know-how with the 

countless technical possibilities we have, 

and create each customer‘s individually 

tailored MAN Smart HYBRID 

Experience,« explains Reiner Roessner, 

Head of Sales at MAN Engines. 

© MAN 


© Hyundai 

Diemmax D6LR 

© Scania 

Scania V8 

Scania Motors is entering the US 

market with two new V8 engines 

for the DI range. This consists of 

the DI13, a 13-litre V8 with 900 

hp, and the DI16, a 16-litre V8 

with 1150 hp. 

Scania‘s new engines are based on 

a robust design with a strengthoptimised 

cylinder block that includes 

wet cylinder liners that can 

be easily replaced. The equipment 

includes a Scaniadeveloped 

engine management 

system (EMS) that ensures control 

over all aspects of engine performance. 

The XPI (Extra High 

Pressure Fuel Injection) system 

also ensures low exhaust emissions 

and high torque with noteworthy 

fuel economy. 

Hyundai G7 

The popular R200 and R270 diesel 

engines remain at the heart 

of Hyundai SeasAll recreational 

craft engine sales. The new G7 

engine uptake is increasing while 

the 200 hp and 270 hp – respectively 

– variants of the 

16-cylinder engines are very popular 

with agile pleasure boat 

owners. »The G7, which is available 

in 300– and 350-horsepower 

variants, is in a size range 

that is suitable for a large portion 

of recreational boating,« says 

Ted Fagerburg, director of international 

operations at Hyundai 

SeasAll. 

»We have increased our focus on 

the recreational marine sector as 

boat builders seek innovative 

propulsion solutions. Our electronically 

injected R-, S-, G-, H- 

and L-class engines now far outperform 

mechanically injected 

products.« While light variant of 

the G7 manages 350 hp at 

2800 rpm, the peak power of the 

heavy variant is 300 hp and 

2500 rpm, so ideal for work and 

pleasure boats. 

© Diemmax 

Diemmax introduced two new marine 

engines last year. There was the 

launch of the D6LR, a 3-litre twinturbo 

six-cylinder in-line engine. 

With the relatively small size of 

770 mm width and 900 mm length 

and composition of lightweight materials 

– such as aluminium, titanium 

and carbon fibre, the D6LR 

weighs just 265 kg and is one of the 

lightweight power options in the 

250 to 350 hp segment. The engine 

generates up to 700 nm of torque 

and is ideally suited for fast, lightweight 

day cruisers and tenders, according 

to Diemmax Marine CEO 

Gert van den Brink. 

An all-new aluminium V12 engine 

developed specifically for the marine 

sector was also launched last year. 

This twin-turbo, 6-litre powerhouse 

is available in 520 bhp and 

600 bhp variants, with maximum 

torque of 1000 nm, and 1200 nm respectively. 

During the course of last year, 

Diemmax produced 500 units each 

of the D6LR and V12, according to 

Van den Brink. 


25

NEW PROJECTS 

CUSTOM LINE 140 

New flagship 

With »Custom Line 140«, Ferretti brand 

Custom Line announces a new superyacht 

project in a class of its own. 42.14 m 

long and 8.57 m wide, the brand‘s new 

flagship is to be developed in collaboration 

with the Product Strategy Committee 

headed by Piero Ferrari and the 

Ferretti Group‘s Engineering Department. 

With almost 400 t, it is Custom 

Line‘s largest project to date. The concept 

involves the use of innovative lightweight 

technologies and hybrid materials to provide 

the highest standards of performance, 

strength and safety. 

The 140-ft yacht is powered by twin 

MTU 16 V 2000 M 96 L engines producing 

2,638 hp, enabling her to reach a top speed 

of 21.5 kn, according to preliminary data. 

Like all Custom Line models, the 140 will 

be certified to IMO TIER III standards. To 

minimise vibration and noise levels, 

sound-absorbing engine exhaust systems 

and engine supports will be used. 

Francesco Paszkowski Design is responsible 

for the exterior and interior design 

of the Custom Line 140‘, while the 

interior was designed in collaboration 

with Margherita Casprini and the Custom 

Line Atelier. The project‘s exterior 

design stands out for its extremely sporty 

»Apex« is the name of the new superyacht 

concept for exploring owners. The 

Monaco-based design studio The A 

Group is responsible for the robustlooking 

exterior design, while the naval 

architecture was designed by Lloyd Werft 

Bremerhaven. 

»Apex« is 115 m metres long, 18.5 m 

wide and has a volume of 8,000 gt. With a 

range of around 9,000 nm at a cruising 

speed of 16 kn, the explorer yacht is designed 

to get to anywhere in the world – a 

fact matched by the almost four-deck 

high, ice-going bow, which is designed to 

cope with even the heaviest weather. Two 

20-m tenders are carried on superstructures 

at the side and allow for extended 

excursions. There is also a certified 

helipad in the stern area, as well as a 

dedicated hangar for the helicopter to 

safely transport it in rough seas and 

weather conditions. 

The yacht‘s exterior, meanwhile, features 

large open spaces – particularly at 

the stern, where an infinity pool forms 

the transition from helipad to party deck. 

The side walls of the 12-m pool are glazed 

and almost reach the height of an entire 

deck. From the interior, which is fully 

customized to the owner‘s wishes, passengers 

have an unobstructed view of the 

outside thanks to the large window areas, 

which consist of the largest panes ever 

used on a yacht. 

On board, there are cabins – split between 

the main and upper decks – for 22 

guests and 48 crew members. The separate 

owner‘s deck houses changing rooms, 

bathrooms, a private office and a lounge, 

and there is direct access to the party area 

and the infinity pool. At waterline level 

aesthetics, while the interior layout spans 

three decks and features, among other 

things, a large 30 m 2 lounge and a luxurious 

owner‘s cabin, which also measures 

30 m 2 . The lower deck houses four more 

cabins, three of which are VIP cabins and 

one guest cabin with two single beds. 

LLOYD WERFT | THE A GROUP 

Superyacht concept »Apex« – Ice-going bow and a range of 9,000 nm 

there is a spa area with fitness and massage 

room, while a multifunctional room 

further forward offers a variety of uses, 

for example as an infirmary. 

The A Group concept also includes two 

lounges: one on the upper deck with a 

large dining table for up to 26 guests and 

one on the main deck, which accommodates 

a cinema/conference room and 

an entertainment area. In total, »Apex« 

offers 2,400 m 2 of living space. 

© Lloyd Werft © Custom Line 


NEW PROJECTS 

As one of the world‘s first companies to be 

awarded RINA Biosafety Trust Certification, 

LOEWE BIOSECURITY offers highly effective 

hygiene engineering for mega yachts. 

With its state-approved disinfectors and 

hygiene consultants, LOEWE BIOSECURITY 

achieves the maximum possible hygiene 

safety, so that owners, guests and 

crew can experience a 

new kind of well-being 

on a mega yacht. 

www.loewe-biosecurity.com 

Hamburg | Bremen 


27

LÜRSSEN 

»Alice« with green methanol 

At the Monaco Yacht Show 2021, the 

Lürssen group presented a new concept 

that seems as if it had sprung straight 

out of a dream. The innovative and climate-neutral 

yacht model bears the 

name »Alice« – after the main character 

in Lewis Carrol‘s novel Alice in Wonderland. 

On closer inspection, it becomes clear 

how appropriate the name »Alice« is, because 

the design actually seems to come 

from Wonderland: Green parks and clear 

ponds transform the deck of the yacht into 

a natural paradise that makes you forget 

you are on board a ship. Instead of teak, 

fast-growing and light wood from organic 

cultivation is used. This sustainable variant 

is in no way inferior to conventional 

teak in terms of look and feel and also 

meets the high standards for yachts. The 

interior also impresses with its modern 

design, which is reminiscent of a luxury 

spa with its lightness and spaciousness. If 

this is what the interior of the rabbit hole 

looks like, anyone would jump in. 

As a climate-neutral yacht, »Alice« features 

various energy-saving technologies. 

For instance, an emission-free fuel cell 

generates electrical energy based on hydrogen 

reformed from green methanol, 

while an additional methanol engine is 

SANLORENZO 

Multi-tasking terrace 

The 44 m, five-deck yacht features an exterior 

by Zuccon International Project 

and an interior design by Pierro Lissoni, 

with the first hull set to launch in 2023. 

The »X-Space« has a remarkable volume 

of 495 gt, a sub-500 gt figure typically 

associated with 50 m superyacht. 

The signature feature is the open aft area 

on the main deck, a multi-tasking terrace 

with an 18 m 2 swimming pool that can 

also be »closed up« during transfers or 

while in the marina. The outdoor space 

can be extended by another 18 m 2 due to 

the fold-down balconies that connect to 

the living area inside. The wheelhouse is 

located on the bridge deck, so the upper 

deck can be entirely dedicated to the 

owner. Independent from other areas, the 

owner’s deck includes a study, living 

room and a large master cabin, framed by 

glass walls, overlooking a 30 m 2 private 

foredeck with sunbeds and a pool. Bernardo 

Zuccon of Zuccon International 

Project, a regular collaborator with Sanlorenzo, 

said: »I think it has never been so 

important as it has in this project to seek 

used for higher speeds and energy 

requirements. 

At the same time, waste heat recovery 

systems recover heat emissions to then 

feed into the HVAC system for heating or 

cooling purposes. Mirrored glass 

windows on the owner‘s deck complement 

the energy concept by reflecting 

heat, thus contributing to thermal insulation 

and reducing the energy load on 

the air conditioning systems. 

»Alice« is 98 m long and 17 m wide, 

with a draught of 4.30 m. She is a milestone 

for the dawn of the new era of sustainable 

yachting – but of course, for 

now, she is just a model that has yet to 

be realised. 

 

to identify with the owner, who will be 

the great commander of this boat, hence 

the desire to create an entire deck dedicated 

to their needs. This is a solution 

normally found on larger boats.« 

© Zuccon © Lürssen 

28 HANSA – International Maritime Journal 12 | 2021

EUROPE AND THE SEA 

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29

NEW PROJECTS 

TANKOA 

Flagship from Genoa 

At 76 metres overall with a maximum 

beam of 12.5 m, the steel and aluminium 

»Apache« project is based on a brand new 

technical platform with beautifully sleek 

exterior styling and a chic interior design 

by Alberto Mancini. 

Inspired by modern architecture, 

Apache’s clean exterior lines are based 

on crisp horizontal, vertical and diagonal 

lines. Resembling the fletching or 

feathers of an arrow, they offer dynamic 

good looks as well as minimised bulwarks 

for uninterrupted views outboard 

and intimate contact with the sea. 

Apache is projected to have a displacement 

of 1,350 t and a gross tonnage 

of 1,515 GT. There are two propulsion 

options: twin CAT C3512E (2 x 

CASTAGNOLA 

In harmony with nature 

The new 24 m project »Zattera« is based 

on an idea by Renzo Piano and Olav Selvaag 

and is currently being built by Castagnola 

Yacht in Lavagna, Italy. Among 

others, Nauta Design and Francesco Rogantin 

are also involved, while the propulsion 

system was developed by 

Siemens Energy. Unlike most other yacht 

concepts, the Italians are not focusing on 

performance, pure luxury or the most 

impressive exterior possible with »Zattera«. 

Rather, the project is based on a philosophy 

of harmony with the natural environment. 

The focus is on serenity and 

peace at sea – which is why »Zattera« has 

a sleek, modern design with clear and 

simple hull lines and is made of sustainable 

but durable wood. The fundamental 

aspects also include reducing noise 

emissions to an absolute minimum. In 

combination with the low freeboard, the 

large width of the hull and the transparent 

glass superstructure, which allows 

unhindered visual contact between 

human and nature, the impression is created 

on board that one is immersed directly 

in nature – as if one were not on a 

yacht but on a raft. It is no coincidence 

that »Zattera« translated from Italian 

means nothing other than »raft«. The 

raft, however, has a modern hybrid propulsion 

system from Siemens Energy, 

consisting of two 180-kW variable-speed 

1901 kW) or twin MTU V 4000 M 73 (2 

x 1920 kW) engines for a top speed of 

16.5 kn, cruising speed of 15 kn and a 

range of 5,000 nm. 

 

diesel generators and a 95-kWh battery 

pack connected to a 700-volt continuous 

power supply, and thus causes comparatively 

low emissions. Particular attention 

has been paid to sound insulation 

here; the generators rest on a double antivibration 

pad and noise suppression has 

also been considered in the generator 

housing, engine room and even the 

underwater exhaust system. The vessel‘s 

traditional shaft drive is powered by two 

135 kW permanent magnet motors directly 

connected to the shafts, again with 

the aim of minimising noise and vibration 

caused by rotation. In addition, 

»Zattera« has solar panels that allow it to 

operate on a renewable energy source. 

The unusual hull shape of the Castagnola 

yacht requires a keel beam and counter 

keel made of cold-formed iroko wood, 

which increase in size towards the bow. 

All the wooden planks in this area were 

made from five different layers laid crosswise 

to each other. The hull, deck and 

superstructure are made of solid wood 

treated with silica-added epoxy for optimum 

adhesion, and marine-grade plywood. 

 

© Nauta Design © Mancini 


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31

Professional guidance pays off 

The construction or purchase of a superyacht is a complex undertaking in which parties 

and stakeholders have to be integrated and coordinated. At the same time, the yacht‘s 

operation must be planned and prepared with a high degree of cost and risk 

For the specialized yacht lawyer, 

five topics are at the centre of his 

guidance: 

1. Creating an international 

legal basis 

Every deal and operation of a superyacht 

is almost exclusively a business 

in different legal worlds and jurisdictions. 

Consequently, many stakeholders 

and interfaces in the public 

and the private sphere have to be coordinated. 

Without the appropriate expertise, 

the business is challenging to 

manage. 

Especially in yacht law, the common 

law world meets the civil law world. 

One of the most fundamental differences 

between common and civil 

law is that common law focuses to a 

much greater extent on the objective 

explanatory value, behind which even 

the otherwise ascertainable, concordant 

will of the parties takes a back seat. 

The worst mistake constantly made 

is that these principles are mixed up in 

contracts through risky copy-paste. As 

a result, regulatory text modules of one 

legal world get a choice of law from another, 

which does not fit. For example, 

with many civil laws, one automatically 

chooses a dedicated GTC 

control, which renders many provisions 

or the entire contract ineffective. 

Good contract work consists of 

checking in which legal system the 

parties can operate effectively, and the 

contract can be drafted in a systemcompatible 

way without false crossovers. 

2. Contract drafting – do not 

trust a template 

In hardly any other industry are complex 

contracts with a high transaction 

value so often drafted by mostly legal 

laymen or salespeople with the help of 

unreflective templates and copy-paste 

sample modules as in the yachting industry. 

It is then gladly claimed that 

this is standard. A pattern is never 

„standard“. Just because many do it 

that way does not make it right. 

A contract is a place of commitment. 

A contract is systematic work. Attention 

must be paid to logic, structure, 

transparency, synchronicity, precise 

allocation of topics and divisibility 

of language and content and, above all, 

freedom from contradiction. Sometimes 

one word decides over millions. 

The error rate is high, especially with 

cobbled-together sample texts. The 

price for incorrect, missing and ineffective 

regulations is paid later. 

I want to pick out just one small case 

here where one wrong word made a big 

difference: 

A German yacht dealer sells a used 

yacht with a model contract containing 

the following clause: „If the object 

of purchase is defective, the seller 

is obliged to remedy the defect within 

two years in the case of new objects of 

purchase. In the case of used objects of 

purchase, the seller is ONLY obliged to 

rectify hidden defects that were present 

at the time of handover within one 

year.“ After one year, there are problems 

with liability for defects, and he is 

sure that he will not have to answer for 

them because of the statute of limitations. 

Unfortunately, this is not the case 

because his contract does not legally 

regulate the possible reduction of the 

liability period to one year for used 

boats. I have highlighted the small but 

decisive word »ONLY« in the text. A 

one-year limitation period cannot be 

assumed because, according to the 

specific case law of the Federal Court 

of Justice, this reduction is invalid 

under the law of general terms and 

conditions (a sample contract is one of 

these) because of this word »ONLY«. 

Furthermore, this word invalidly excludes 

the claim for damages existing 

in addition to the claim for supplementary 

performance, which would 

make the whole clause invalid. A limitation 

of the warranty is, therefore in 

the case properly two years to the expensive 

disadvantage of the trader. 

3. Legal & Tax inseparable 

Taxes on the acquisition and operation 

of a large yacht are already a relevant 

cost factor because of their sums, 

which can be legally optimized and 

save a lot of liquidity if well thought 

out. 

As in law, conflicts between national 

and supranational legal systems await. 

The tax sovereignty of nations 

usually means that one state allows a 

structure that „falls on the toes“ of the 

tax resident there in another state. I am 

thinking here only of Germany‘s 

foreign tax regulations or the CFC 

rules of other nations, which many 

countries in the EU already do not 

know. 


4. Economy and efficiency versus 

legal certainty 

All design must reconcile legally safe 

and economic efficiency. However, 

legal safeguards in this asset class deserve 

more attention than is usually the 

case in the industry. The consequential 

costs of faulty design and its risks 

otherwise bury any apparent efficiency. 

This is a traditional area of tension 

for the yacht lawyer with clients and 

stakeholders because there the awareness 

of forward-looking, preventive 

and holistic design is often seen as an 

obstacle and unnecessary for emotional 

reasons. As a result, the lawyer 

is quickly portrayed as a „problem 

bear“ who only complicates the 

beautiful deal. 

Professional guidance pays off, 

usually when emotions give way to the 

reality of a yacht business, and farsighted 

regulations bring clarity. 

5. Central Compliance, Legal, 

Tax and Fiscal Project 

Management 

Still not well known in the yachting 

industry is comprehensive „legal project 

management“. For many years 

© CPS 

now, CPS Schließmann Wirtschaftsanwälte 

has been supporting the overall 

management of yacht projects in 

addition to individual tasks, integrating 

all service providers in a yacht 

project and the associated legal-tax 

controlling. 

In doing so, it is not only essential to 

comply with national regulations and 

to be represented there on-site, but 

also – and this is what makes the competence 

and training of a „specialist 

lawyer for international business law“ 

– to know and manage the interfaces of 

the international legal worlds that are 

usually in conflict. 

Author: 

Christoph Ph. Schließmann 

Bar Approved Specialist Lawyer in 

International Business Law 

CPS Schließmann 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 


33

Is less more? 

Explorers don‘t have to be 

80 metres long. Three 

formats, half as long, prove 

what is possible in 

this category 

Until now, it seemed classic explorer 

yachts must be a certain size. If you 

look at »Senses« – the mother of all explorers, 

so to speak – measures just 

under 60 m. »Octopus« is more than 

120 m, as are »Andromeda«, »Ulysses« 

and the spectacular »Olivia O« are 

about 90 m each. 

However, smaller formats are becoming 

popular on the scene. At around an 

untypical 40 m long, the smaller boats 

have advanced equipment to allow long 

© Cantiere delle Marche 

»Aurelia« 

Overall length . . . . . . . . . . . . 39.37 m 

Length at waterline . . . . . . . 38.23 m 

Beam . . . . . . . . . . . . . . . . . . . . . 8.6 m 

Draught max. . . . . . . . . . . . . 2.6 m 

Gross tonnage . . . . . . . . . . . . 453 

Full load displacem. . . . . . . 392 

Naval . . . . . . . . . . . . . . . . . . . . . Hydro Tec 

Exterior . . . . . . . . . . . . . . . . . . Hydro Tec 

Interior . . . . . . . . . . . . . . . . . . . Francesco Paszkowski 

Max. speed . . . . . . . . . . . . . . . 14.0 kn 

Cruise speed . . . . . . . . . . . . . 10.0 kn 

Speed/range . . . . . . . . . . . . . . 10.0/8000 n/M 

Fuel capacity . . . . . . . . . . . . . 60,000 L 

Water capacity . . . . . . . . . . . 8,500 L 

Builder . . . . . . . . . . . . . . . . . . . Cantiere delle Marche 

Port . . . . . . . . . . . . . . . . . . . . . . Ancona 

Country . . . . . . . . . . . . . . . . . . Italy 

Year . . . . . . . . . . . . . . . . . . . . . . 2020 


journeys to remote areas as an »explorer«. 

Here, we present three of them: 

»Aurelia« a Flexplorer from Cantiere 

delle Marche; »K-584« from Yachting 

Expertise; and, »Emocean« from Rosetti 

Superyachts. 

A crane for all reasons 

Of »Aurelia’s”«unique aspects, the folddown 

bulwarks that enlarge the deck 

space astern are worth mentioning. 

They create a huge terrace while an 

A-frame crane perfectly fits into the 

deck‘s flooring. 

The A-frame crane is a remarkable 

piece of engineering purposely developed 

by Cantiere delle Marche to provide 

a powerful crane to launch or haul 

a tender of up to 2.5 t without requiring 

all of the deck space. When the crane is 

not is use, it collapses and lays flush, disappearing 

into the deck‘s becoming part 

of the deck surface. 

Once the craned is stored, smooth 

teak decking becomes a sunny, comfortable 

115 m 2 area for lounging and sunbathing, 

replete with sofas, tables, 

sunbeds, and stylish beach umbrellas – 

should shade be necessary. Not surprisingly, 

the A-frame crane also allows 

much safer loading and off-loading operations 

and eliminates inclining issues. 

Fold-down bulwarks on both sides of 

the cockpit provide an outstanding 

benefit: when down, they sit flush with 

the teak flooring; and, when extend 

from the cockpit they provide uninterrupted 

views. It is not just a matter of 

square metres added to an already large 

area, it is the sense of being in full contact 

with the sea and surrounding landscape 

that gives one an ineffable sense of 

freedom. 

Because »Aurelia« is meant to sail 

afar, storage is a priority consideration. 

Ample storage compartments on all 

decks allow for long passages without 

stopping to resupply. To maximise enjoyment, 

there is an ingenious port-side 

toybox on the main deck: a stainlesssteel 

drainable storage rack for boards 

that electro-hydraulically pops-up on 

the deck so the boards are at hand when 

needed and disappear below deck when 

not in use. There are different slots for a 

carbon fibre removable 500 kg crane to 

haul or launch toys and tenders at different 

spots around the boat. A huge 

lazarette can store any diving equipment. 

»Aurelia« as the first unit of the new 

Flexplorer line, sporting a proper gym 

with plenty of natural light from skylights 

installed into the deck. More than 

a large toy that adapts to the whims of 

owner and guests, she is a strong a reliable 

vessel too. Wrapped in an elegance 

by Sergio Cutolo for Hydro Tec, 

she fulfils Cantiere delle Marche expectations 

for superlative style in construction, 

design and equipment. 

Her eye-catching physique – nearvertical 

bow and huge deck – is more 

than an exercise in bravura. Her flawless 

form makes her a perfect ocean-going 

vessel, calculated to face almost any 

weather conditions in total safety, panache 

and comfort. 

With a length over all of 39.37 m and a 

beam of 8.50 m, guest areas are spread 

over four decks. With twin Caterpillar 

C32 delivering 746 kW each, »Aurelia 

can reach a top speed of 14 kn. At a 

steady 8.5 kn, her remarkable range can 

reach circa 5,000 nm. 

Aggressive sound goal 

Showing-off an exterior design by Andrea 

Vallicelli and Alessandro Nazareth, 

the project »K-584« was developed, 

engineered and overseen by 

Yachting Expertise, which was closely 

involved with the project since its early 

development. Accurate project planning 

despite COVID-19 restrictions 

meant Yachting Expertise delivered 

»K-584« contractually on-time, less 

© Yachting Expertise 

»K-548« 


Length at waterline . . . . . . . 34.44 m 

Beam . . . . . . . . . . . . . . . . . . . . . 7.96 m 

Draught max. . . . . . . . . . . . . 2.25 m 

Gross tonnage . . . . . . . . . . . . 297 

Exterior . . . . . . . . . . . . . . . . . . Andrea Vallicelli 

Interior . . . . . . . . . . . . . . . . . . . Pierluigi Floris 

Naval . . . . . . . . . . . . . . . . . . . . . Yachting Expertise 

Max. speed . . . . . . . . . . . . . . . 14.0 kn 

Cruise speed . . . . . . . . . . . . . 12.0 kn 

Speed/range . . . . . . . . . . . . . . 10.0/4600 n/M 

Fuel capacity . . . . . . . . . . . . . 47,000 L 

Water capacity . . . . . . . . . . . 9,600 L 

Builder . . . . . . . . . . . . . . . . . . . CPN 

Port . . . . . . . . . . . . . . . . . . . . . . Ancona 

Country . . . . . . . . . . . . . . . . . . Italy 

Year . . . . . . . . . . . . . . . . . . . . . . 2020 


35

»That is why we created the K-Yachts line. 

We aim to continue raising the bar in yacht design and technical performances, 

to exceed client’s expectations and make them happy.« 

Gianluca Fenucci – K-Yachts 

than 25 months after the deal was 

signed. The project also inspired Yachting 

Expertise to create a new line of 

motor yachts, K-Yachts, headed by 

Gianluca Fenucci and Antonio Longobardi 

alongside Vallicelli and Nazareth, 

with whom they have cooperated 

for more than twenty years. 

»Our K-584 journey started in early 

January 2018 with a call from the 

owners who dreamed of travelling the 

world and enjoying their passion for the 

sea, diving, and life,« said Gianluca, cofounder 

of Yachting Expertise. »Working 

on the project was pure pleasure, filled 

with positive energy exchange, constructive 

brainstorming and intense 

teamwork where everyone respected 

each other‘s expertise and the project 

mission.« 

Based on the design features and technical 

platform of »K-584«, the K-Yachts 

line offers several sizes of motor yachts 

between 24 m and 50 m. All are under 

500 GT, fully-customisable with a broad 

range of layout choices and technical 

set-ups. K-Yachts can be built to any 

class – including Ice-Class, if requested. 

Longobardi personally designed the 

»K-584« line’s hull and worked closely 

with the renowned Marin Institute to 

achieve the optimal results. Everything 

was tested from the hull line’s bulbous 

bow to the yacht’s CMC’s electric fin 

stabilisers. 

Architect Pierluigi Floris worked closely 

with the owners of »K-584« throughout 

the build to create a modern, warm interior 

that accommodates up to 10 

guests in five cabins. Even though bearing 

minimalistic, elegant clean lines, her 

cosy interiors luxuriously combine dark 

veneers with white lacquers and a few 

splashes of colour, creating a welcoming 

atmosphere on-board. New owners of a 

K-Yachts can select which materials, 

colour palette and style they wish to incorporate, 

as the interiors are completely 

bespoke too. 

Conceived for luxurious adventures, 

mechanical disturbance on board the 

»K-584« are held at an unbelievable 

minimum, a technical advantage for all 

K-Yachts. Multiple strategies and techniques 

were employed to dramatically 

suppress sound. When underway, the 

audio level in the owner’s cabin is only 

45d bA because the vessel has underwater 

exhaust, correct-sized air conditioning 

ducts, engine room fan silencers, 

elastic engine mounts, mineral 

wool for damping materials, and a careful 

study of the doors was made to ensure 

noise abatement. 

»To have exceeded the client’s expectations 

and the contractual terms, 

while fully respecting the delivery day 

during a global pandemic, is an incredible 

result,« asserted Fenucci. »Following our 

experience with K-584, the appreciation 

we received from the owners – and market 

recognition, we decided to take things 

further. That is why we created the 

K-Yachts line. We aim to continue raising 

»Emocean« 

© Rosetti Superyachts 


Beam . . . . . . . . . . . . . . . . . . . . . 8.85 m 

Draught max. . . . . . . . . . . . . 2.4 m 

Gross tonnage . . . . . . . . . . . . 432 

Exterior . . . . . . . . . . . . . . . . . . Hydro Tec 

Naval . . . . . . . . . . . . . . . . . . . . . Hydro Tec 

Interior . . . . . . . . . . . . . . . . . . . Burdisso Capponi 

Speed/range . . . . . . . . . . . . . . 10.0/5000 n/M 

Builder . . . . . . . . . . . . . . . . . . . Rosetti Superyachts 

Port . . . . . . . . . . . . . . . . . . . . . . Ravenna 

Country . . . . . . . . . . . . . . . . . . Italy 

Year . . . . . . . . . . . . . . . . . . . . . . 2021 


»The owner wanted to be able to interact with the builder, 

to know the suppliers, to speak with them and select the best contractor 

for each element that was to be installed on board.« 

Andrea Giora – Rosetti Superyachts 

the bar in yacht design and technical performances, 

to exceed client’s expectations 

and make them happy.« 

Grounded in commercial vessels 

Still a relatively young enterprise, Rosetti 

Superyachts was created at the end of 

2017 and is backed by the Rosetti Marino 

Group, which is proudly approaching its 

centenary and is listed on the Milan Stock 

Exchange. Built for an experienced yachting 

couple, who were closely involved in 

all aspects of the design and construction 

of the yacht, the 38 m (124 ft) Rosetti 

Superyachts »Emocean«. It was designed 

to allow them to spend long periods on 

board in complete comfort and safety no 

matter the sea conditions. 

»The owners of Emocean came to us because 

of our background in building 

thoroughly reliable commercial vessels – 

this was the first thing that they put on 

their brief,« said Andrea Giora, Rosetti 

Superyachts’ sales and marketing director. 

»On the other hand, they wanted to 

be able to interact with the builder, to 

know the suppliers, to speak with them 

and select the best contractor for each element 

that was to be installed on board.« 

With a beam of 8.85 m (29 ft) and 

432 GT, the Rosetti Superyachts 38m 

explorer has volumes that are typical of 

larger yachts. Her 700 m 2 of space are 

divided almost equally between the interior 

and exterior. The exterior profile 

is classic in proportion but contemporary 

in style with intense, sharp 

angular lines. At the request of owners, 

the windows and openings are as large 

as possible. 

The RSY 38 m EXP is powered by 

twin MAN D2868 LE 425 engines 

(588 kW) with a round-bilge displacement 

hull, bulbous bulb, electric 

CMC stabilisers and an extended skeg 

that is optimised for cruising at between 

10 and 11 kn. 

 


37

When superyachts 

become passengers 

From Genoa to Antigua, from Hong Kong 

to Palm Beach – to transfer a yacht from 

one region to another often requires owners 

use specialised transport companies 


If a superyacht is to be transferred to another area, many captains 

handle the transfer on their own keel. However, there are 

also some owners who prefer to entrust their valuable asset to a 

transport company because the yacht’s material suffers less, engines 

do not work extra hours and the weather problems are minimised. 

Yacht transport companies have heavy transport experience, 

logistical requirements and the vessels and equipment 

necessary to safely deliver yachts – even superyachts – on time to 

their destination. 

Leaders in this business include two Dutch companies Sevenstar 

Yacht Transport, and DYT Super Yacht Transport. Both have 

their own fleets of modern freighters, equipped with cargo cranes 

and submersible decks, and can call at many different ports within 

relatively short intervals. 

Many providers also use the cargo ships in the liner service of 

large container shipping companies. For example, Global Boat 

Shipping regularly uses liner vessels in addition to ships from its 

own fleet, while independent international freight forwarder 

Peters & May Group has the flexibility and contacts to most shipping 

companies and ship owners to arrange the right transport for 

any yacht. While Hamburg founded, but Singapore headquartered 

AAL Shipping offers a mix of liner services and charter solutions. 

Depending on the route, duration and cost, a place is booked on 

an existing liner or a chartered transporter on which as many 

yachts as possible are accommodated. 

Depending on the size of the yacht, transport companies resort 

to different solutions. Transport on container platforms of liner 

vessels is considered a cost-effective method for yachts up to 70 

feet in length. Because it is shipped together with other cargo on a 

container vessel, the advantages are a comparatively lower price, 

faster transit time and highly-frequent departures via most trade 

lanes. 

For yachts up to 45,750 feet in length, the RoRo method is often 

used. As the name suggests, yachts are rolled up and down a ramp 

onto and off of the transport vessel. 

If a yacht is too big to be stored in the belly of a ship, it has to be 

transported on deck, lifting the yacht onto the deck with the ship‘s 

own cranes. This method is called »LoLo« (Lift on / Lift off). Then 

it is secured with a so-called »cradle« – a custom-made steel construction 

that is welded to the deck and supports the yacht, 

keeping it safely in place during transport. 

For very large superyachts, there is the »FloFlo« method (Float 

on / Float off) that uses special semi-submersible transport 

vessels. These submerge their cargo bay by ballasting so yachts can 

float into position over cradles in the cargo bay. Then water is then 

pumped out of the cargo bay and the deck is raised again. Once 

the yachts are secured and dried, the ship can set sail. However, 

this method is relatively expensive due to the large amount of 

mechanical effort required. 

As a result, prices can vary greatly between providers and without 

a specific enquiry it is difficult to predict how much a voyage 

will cost. However, costs are based on several factors; Yacht size, 

shipping method, route and freight rate level. As a result, prices 

can vary greatly between providers and without a specific enquiry 

it is difficult to predict how much a voyage will cost. 

It is also important to compare other factors too that indicate 

value for money: How long has the transport company been in 

business? How experienced are the loadmasters? Who are their 

main customers? Who will be the main point of contact? How are 

they insured or bonded? Where is their office(s)? Have they an experienced 

agent in the ports of loading and discharge? 


39

»As light as practically possible« 

Capt. Jan Stapenhorst manages and owns the consultancy and surveying company Triton 

Marine headquartered in Bremen, Germany. He is a specialist in yacht transportation and 

shares his years of expertise with HANSA YACHTS 

For which yacht sizes do you recommend 

external transport? 

Jan Stapenhorst: There are many reasons 

why yacht transport may be a more feasible 

option than having the yacht transferred 

under own steam, may it be reduction 

of operating hours, avoidance of 

wear and tear on the yacht’s equipment, 

observance of crew change and resting 

period, avoidance of pirate-infested 

areas, carrying-out change in ownerships 

during transportation and cutting on 

fuel consumption. Yachts transported 

range from smaller-sized private used 

sailing yachts (from 35’ to 60’), entire 

yacht charter fleets, larger sailing or 

motor-yachts in private or commercial use (from 60’ to 150’). But 

also larger units are transported. Basically, there are no limits for 

yacht transportation. Each yacht can be transported properly depending 

on the chosen method of conveyance. Here, there are different 

procedure to assess, like lift-on/lift-off (on MPP vessels), 

roll-in/roll-out (on vehicle carriers), and sail-in/sail-out (on dock 

vessels). Each yacht will require her own transport demands and 

needs hence choosing the proper partner as consultant is so vital. 

What are the best/most common ports of departure? 

Stapenhorst: For yacht transportation, the largest hubs are 

Genoa, Italy, and Ft. Lauderdale, United States of America. These 

ports are widely used for transportation of yachts interchanging 

in between the Mediterranean season and the Caribbean season . 

In the past, also the east side of the Med had been strongly addressed 

and requested by many yacht owners. West side of Central 

to South America, the Caribbean Sea in general, the Mediterranean 

Sea in general, the Arabian Gulf and all over Asia with 

Thailand, Maldives, Seychelles, Hong Kong, Singapore, Shanghai 

up to Japan are all covered and can be called upon request. 

How must the interior fittings of a yacht actually be secured before 

transport? What specifications are there? 

Stapenhorst: The interior of each yacht needs to be properly secured 

by the yacht’s crew. Same will not be boarded during transportation 

preparation by the vessel’s crew. All interiors should be 

fastened, stowed and secured in such a manner that it would withstand 

so-called »regular mechanical accelerations«, typical for 

ocean passage – which can substantially differ from standard accelerations 

strains during the regular use and running condition of a 

yacht. Doors and hatches should be secured against unintentional 

opening from the outside, cabinets and drawers should be secured 

against sliding open, all heavier interior items are to be lashed in 

position or to be stowed and blocked at the deepest point inside the 

yacht. Same applies for all outdoor equipment as well, such as toys, 

gym equipment, et cetera. I would always recommend to have the 

yacht inspected prior to transport to determine 

which items are to be fastened 

and which items are to be stowed away. 

Is there a different configuration to be 

considered per route? 

Stapenhorst: The configuration in 

which a yacht is shipped does not differ 

per route. Here, the standard preparations 

to be undertaken are basically all 

the same. The yacht is the transported as 

light as practically possible with all consumables 

and tanks emptied, all loose 

equipment properly stowed and lashed 

and all exterior surfaces properly protected, 

for example: stainless steel parts 

such as hand-rails may be waxed, running areas to be covered/ 

taped-off (scuppers and drains to be kept open), window face 

shields to be mounted. Again, a standard inspection of the yacht’s 

exterior conjointly with the yacht’s command can determine which 

areas would need extra attention and preparation. 

© Triton Marine 

What information must be given to the transport handling company 

about the hull? 

Stapenhorst: During a yacht’s lifespan, some changes to the wetted 

surfaces of a yacht’s underside might be carried out. It is important 

to keep the yacht’s GA plan updated and to ensure, that all changes 

to the original layout (such as additional transducers, logs, echosounders, 

etc.) are properly documented. The transporting company 

will need the GA plan in its latest version to determine where 

to place lifting belts or where to place stands to the underside of 

the hull for stowage. If a GA plan is outdated and does not show latest 

changes, the planned lifting and stowage for transport onboard 

a freighter vessel might not be carried out without damage. 

Also, any restrictions known by the yacht’s builder as to possible 

weak points of the hull shall also be openly communicated, such as 

asymmetric hull layout, non-supportable sponsons, stabiliser fins 

and bilge keels. If the yacht’s GA plan is up to date, then it can be 

clarified during a standard haul-out/dry-dock period of the yacht. 

Can the crew even be on board during the transport or must the 

yacht be 100 % prepared beforehand? 

Stapenhorst: This strongly depends on the method of transportation 

chosen by the individual yacht owner. Each yacht presented 

for loading should be prepared in the best way possible prior 

to loading. After completion of loading, stowage and securing, 

usually each yacht’s crew is granted the possibility to stow last 

items (such a fenders and mooring warps), close down all electrical 

systems on-board and lock the yacht for key handover to the 

vessel team. During the voyage, some carrier companies offer the 

possibility for a so-called »rider« of the yacht’s crew to join the 

vessel during transportation of the yacht. Further, some yachts 


might require permanent power and water supply from the vessel 

to maintain the yacht’s AC operation. Again, this needs to be addressed 

in the booking process prior to the actual preparation process 

for loading. International power and water supply sockets are 

usually carried both in the yacht as well as on the vessel and the 

vessel’s electrician will usually assist the yacht team with connecting 

to/from the vessel’s supply station. 

What should be observed during transport on board? 

Stapenhorst: If a rider is carried on-board the carrying vessel, he/she 

needs to have proper documentation as a valid seaman’s book, and 

must familiarise him-/herself with the vessel’s operational conditions. 

Besides monitoring the yacht’s basic components during the 

passage, some carriers allow the yacht’s rider small maintenance jobs 

to be conducted, such as hull-cleaning, regular rinse and wash-down 

of the yacht, engine/pumps/generators overhauls, cleaning of seachests, 

change/replacement of sacrificial anodes and GRP repairs. 

Larger works such as paint appliance and polishing jobs, heavy cutting 

and grinding, welding, etc. are understandably not permitted 

for safety reasons of the vessel and other yachts and cargo carried. 

What insurance actually applies if the yacht suffers damage during 

transport? Do I have to take out an additional policy for this? 

Stapenhorst: The standard hull & machinery insurance of a yacht 

does not cover transport risks. During transportation, the hull & 

machinery policy usually rests void and the yacht owner is obliged 

to take on an extra all-risk marine cargo insurance, which 

will ensure the yacht is properly ensured during transportation. 

Each yacht transport company offers such a service to potential 

clients but also the standard insurance broker of the owner might 

be able to assist. In any case, the yacht owner will need to inform 

his standard hull & machinery underwriters on the planned relocation 

of the yacht. Additional marine cargo insurance will cover 

not only the transportation phase including loading and discharging, 

but might also be broadened to necessary delivery actions 

to/from the carrying vessel. It is strongly emphasised that 

the yacht’s insured value is recorded as accurately as possible, 

which can be carried out by an assessor. 

Are there any legal aspects to consider when transferring from Europe 

to the USA/Caribbean? 

Stapenhorst: The most important legal aspects during yacht transportation 

is customs clearance. The yacht needs to clear out of the 

departing country and clear into the destination country. Here, 

nominated custom agents in the port of departure and port of arrival 

can assist. Arriving into the United States of America might 

also bring some challenges such as bunker remains and any food 

provisions on-board. Each yacht shall keep a proper record of all 

items carried to be presented upon clearance. But also any change 

in ownership (it might be a standard purchase agreement or a new 

delivery) is to be properly documented with all supporting certificates 

(such as sales contracts with VAT addresses) at hand. 

CROATIA · CYPRUS · ITALY · SPAIN · FRANCE · GREECE · MALTA · USA 

TRUST 

THE ORIGINAL 

AND NOT A COPY 

We design complete international legal, fiscal 

and economical solutions around your yacht and 

take care of during her life cycle. 


YACHTING: EMOTION · GUIDANCE · SOLUTION 

Prof. Dr. Christoph Ph. Schließmann 

Der Y acht Anwalt 

The YachtAttorney 

Hansaallee 22 

D-60322 Frankfurt am Main 

Tel. +49 (69) 663779-0 

Fax +49 (69) 663779-99 

www.der-yacht-anwalt.de 41 

BLOG: https://superyachtforum.eu/

»Boom at sea« 

© Bavaria AG 

Insurance experts such as Bavaria AG are considered the yacht industry‘s barometer. 

HANSA YACHTS spoke to CEO Sandra Ahrabian about current developments 

Mrss Ahrabian, looking back over the 

past 18 months, could you describe in one 

word how the yachting industry has developed? 

Sandra Ahrabian: I am always careful 

with superlatives. But if I have to choose a 

term, I would choose »gigantic«. Since 

May/June 2020, we have experienced a 

real run on yachts of all categories, despite 

some economic uncertainty. I have 

never experienced anything like that in 

my career. 

Where does this »yacht hunger« come 

from? 

Ahrabian: Well, a yacht, no matter what 

size, seemed to be the ideal asset for many 

people in a pandemic that no one knew at 

the time how long it would last. It was 

bought, sometimes it seemed as if there 

was no tomorrow. Not only dealers of 

new yachts did good business, but also 

the second-hand market emptied quite 

quickly – even so-called »building sites« 

often found the next lover. We received a 

lot of enquiries and knew that the market 

was on the move. The fourth quarter of 

2020 was one of the best ever for some 

brokers, followed by an even better first 

and second quarter of 2021. As a point of 

contact for many owners and traders – 

and one of the largest insurance brokers 

in yachting, we are, after all, a very accurate 

barometer of the industry. 

Is this trend just a »flash in the pan« or 

will demand remain high? 

Ahrabian: The demand is there, but 

sometimes the supply is not. This applies 

to the brokerage or second-hand market 

as well as to the new boat business. The 

blockade of the Suez Canal, the closure of 

some Chinese ports, the semi-conductor 

issue, the huge demand and some other 

factors came together and created a situation 

that we last saw before the Lehman 

crash. The market became a seller‘s market. 

Shipyards of large formats, i.e. yachts 

beyond 24 m in length, report delivery 

times into the year 2025. I even heard »a 

very large address« say 2028. People have 

long been buying faster than in previous 

years, yachts that have just been delivered 

are immediately put up for sale again. For 

some owners, the yacht is no longer an 

investment in their own quality of life, 

but a pure investment. 

How do you assess this development? 

Ahrabian: The market has always moved 

in waves in the past decades. However, we 

have seen a similar, somewhat overheated 

situation before. At the Cannes 

Yachting Festival in particular, I saw 

brands that I had never heard of before, 

that had virtually mushroomed. I discovered 

at least five new addresses, most 

of them without any boat-building history 

and most likely triggered by the 

enormous demand, which is not closed to 

anyone who knows something about the 

scene. The last time I observed this was in 

the mid-2000s. The brands came in 

2004/05 and disappeared immediately 

after 2008. 

What advice do you have for people who 

are currently interested in yachts and 

want to buy one? 

Ahrabian: I am not a consultant, although 

we have an external service for 

that. A yacht always has to fit the current 

life situation and a purchase is not made 

completely rationally. Those who think 

they have to buy now should do so – who 

knows how prices will develop. Those 

who only have the casual desire to own a 

yacht at some point should perhaps wait 

a little longer until the supply improves 

again. 


My Passion. 

Right now. 

Buy your tickets now! 

Tickets only available 

! online: boot.com 

#FOLLOWTHECALL 

Messe Düsseldorf GmbH 

P.O. Box 10 10 06 _ 40001 Düsseldorf _ Germany 

Tel. +49 211 4560 01 _ Fax +49 211 4560 668 


www.messe-duesseldorf.de 

43

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the standard 

for navigation. 

We are moving navigation forward by bridging innovation and 

experience, and matching it with a passion for providing safe and 

reliable seafaring solutions. 

This focus on quality is at the root of everything we do, from customized 

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customers. Because when you are at sea, trust is everything. 

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HANSA Yachts 01-2022

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