HANSA Yachts 01-2023




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International<br />

Maritime<br />

Journal<br />

YACHTS<br />

ISSUE <strong>01</strong> | <strong>2023</strong><br />

»Rough seas produce<br />

stronger sailors«<br />

Interview:<br />

Arthur Brouwer, CEO of the<br />

Dutch Heesen shipyard, on the<br />

prospects for the superyacht<br />

industry after the pandemic<br />

and during the Ukraine war

GD<br />




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+65 69163760<br />

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Westplein 12-14<br />

+31 10 266 3842<br />



It’s time for flexibility<br />

Michael Meyer<br />

Deputy Chief Editor<br />

What is the course for yacht owners,<br />

designers, builders and suppliers? Not<br />

that there aren’t regularly one or two<br />

question marks in this industry. However,<br />

several aspects seem to be culminating<br />

at the moment. Inflation,<br />

economic downturns, (still) supply<br />

chain problems, (still) Corona restrictions<br />

and, last but not least, the<br />

turmoil resulting from Russia’s war<br />

against Ukraine are also casting their<br />

shadows on the yacht industry.<br />

So, there they are, the various uncertainties.<br />

Not to mention the significant<br />

environmental component: Decarbonisation<br />

is no longer a strange<br />

idea, not even in yacht building. As<br />

with other shipbuilding markets, the<br />

same applies here: Which card do you<br />

play now, especially when it comes to<br />

the choice of fuel or propulsion technology?<br />

Who knows what will be<br />

available when, how much and, above<br />

all, where and at reasonably affordable<br />

prices? At the moment, no one knows.<br />

Therefore, flexibility is needed regarding<br />

technologies, logistics and<br />

customer groups – a task the yachtbuilding<br />

industry must face.<br />

But one thing is also clear: The industry<br />

has already proven to be<br />

relatively robust in the past. The market<br />

has always reacted to the most diverse<br />

shifts. It is likely to remain the<br />

case in the future. As is well known,<br />

the industry has no shortage of knowhow,<br />

curiosity and creativity. That is<br />

also necessary. When there are many<br />

uncertainties, one must be prepared<br />

for many potential opportunities and<br />

markets.<br />

The <strong>HANSA</strong> <strong>Yachts</strong> team has again<br />

tracked down some interesting developments<br />

and trends. Various shipbuilders<br />

and suppliers are working on<br />

innovative projects. Currently, of<br />

course, the topic of »green yachting«<br />

remains at the top of the agenda. This<br />

issue focuses on hydrogen and methanol,<br />

among other things.<br />

This issue also takes a special look at<br />

the Netherlands. In addition to a portrait<br />

of the Royal Huisman shipyard,<br />

there is also an exclusive interview<br />

with Arthur Brouwer, CEO of the shipyard<br />

Heesen <strong>Yachts</strong>. He talks about the<br />

»post-Corona boom« from which the<br />

entire industry will continue to draw<br />

for some time to come, but also about<br />

the consequences of the Ukraine war<br />

and global economic trends.<br />

He says that uncertainty is hard for<br />

everyone to bear, »but although it<br />

would be easy to fall into pessimism,<br />

we are not yet on the edge of the cliff.«<br />

Thanks to full order books, he expects<br />

that most shipyards will be able to<br />

bridge this period with relative ease<br />

and absorb the drop in demand.<br />

Heesen has orders for deliveries up to<br />

2025, with twelve yachts currently<br />

under construction. In competition,<br />

the shipyard is counting on a certain<br />

proportion of »speculative« builds for<br />

which there is not yet a buyer.<br />

Brouwer hopes this will bring advantages<br />

in terms of shortened delivery<br />

times and competitive prices.<br />

He says it is necessary to be prepared<br />

for various contingencies to keep future<br />

viability ... True words – in these<br />

times more than ever.<br />

Enjoy the read!<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />

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3<br />


<strong>HANSA</strong> YACHTS<br />





International<br />

Maritime<br />

Journal<br />

YACHTS<br />







18<br />

22<br />





30<br />




34<br />

<strong>HANSA</strong> YACHTS<br />

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

Editorial consultancy: Krall Media GmbH<br />

Sales | Marketing | Advertising: Florian Visser | f_visser@hansa-online.de<br />

Layout: Sylke Hasse<br />

Schiffahrts-Verlag »Hansa« GmbH & Co. KG | Stadthausbrücke 4 | 20355 Hamburg | Germany<br />

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

4 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

Joyful docking<br />

To make the often arduous and errorprone<br />

mooring process easier, engine<br />

manufacturer Volvo Penta has now<br />

launched a joystick docking system for<br />

Aquamatic single drives. The device works<br />

similarly to joystick controls on larger<br />

vessels with multiple engines but is intended<br />

as a simple one-handed control for<br />

smaller boats with only one diesel engine<br />

and the in-house Aquamatic sterndrive<br />

system. With the push of a button on the<br />

joystick control, all manoeuvring functions<br />

– steering, gear shift, bow thruster,<br />

throttle – can be controlled with just one<br />

hand. A rotate function on the joystick<br />

makes it easy to set a direction in which to<br />

move the boat. It eliminates the need to<br />

consider traditional factors such as<br />

counterintuitive direction of travel, gear<br />

selection and working with multiple controls,<br />

replacing them with easy-to-learn<br />

fingertip control. »By combining multiple<br />

tasks into one easy-to-use system, we‘ve<br />

made it easy for people to avoid mistakes,«<br />

says Jonas Welinder, product planner for<br />

marine electronics at Volvo Penta. »Captains<br />

have told us how this new control has<br />

made them more confident – especially in<br />

tight manoeuvres, crowded harbours and<br />

strong currents. It‘s just more fun, relaxed<br />

and comfortable to dock a boat with our<br />

Volvo Penta joystick controls.« Volvo<br />

Penta offers the Joystick Docking System<br />

for new Volvo Penta Aquamatic Z-drives<br />

with DPI or as a retrofit for existing Volvo<br />

Penta DPI installations. The company also<br />

plans to introduce the option without bow<br />

thrusters in the coming months. <br />

© Volvo Penta<br />

Nobiskrug’s »Miza« completes sea trials<br />

Nobiskrug’s 70 m project »Miza« has<br />

completed technical sea trials in the Baltic<br />

Sea. The superyacht is also known as<br />

Project 795 and is scheduled for completion<br />

in early <strong>2023</strong>. She will be the first<br />

delivery from the German shipyard<br />

since it resumed operations following a<br />

takeover in 2021. Project »Miza’s« interior<br />

and exterior design was created by<br />

Winch Design. Prominent features include<br />

a sweeping bow and angular<br />

windows in the forward section of the<br />

main deck. Onboard, a large sundeck<br />

with a counter-current system, a<br />

spacious swim platform and a beach<br />

club with a spa area provide luxury.<br />

»This superyacht is designed to provide<br />

long-distance cruising with low noise<br />

and vibration levels, which means exceptional<br />

comfort for everyone onboard,«<br />

explains Scott Wightman, who<br />

represented the owner and construction<br />

manager during construction. »In addition,<br />

the vessel features extendable<br />

azimuth thrusters with electronic anchor<br />

function to maintain position in<br />

areas where you can’t drop anchor.«<br />

Project Miza has a length of 70 m, is<br />

12.4 m wide and has a draft of 3.6 m and<br />

a volume of 1,900 GT.<br />

<br />

New Managing Director at Lloyd Werft<br />

The shareholders of Lloyd shipyard in<br />

Bremerhaven, the Rönner Group and<br />

the Gustav Zech Foundation, have appointed<br />

Friedrich Norden as the new<br />

Managing Director of Lloyd shipyard.<br />

The previous project manager has<br />

spent his entire professional career at<br />

the German shipyard and has experienced<br />

the company’s ups and downs<br />

from the beginning.<br />

»I look forward to the challenges and<br />

projects that await me at Lloyd and<br />

thank the shareholders for their trust,«<br />

Norden said. »I am certain that we will<br />

be able to restore Lloyd shipyard to its<br />

former glory despite the current difficult<br />

conditions. To achieve this goal,<br />

we have started dry docking and repair<br />

work again for all ship types.«<br />

Friedrich Norden started his career as<br />

an industrial mechanic at Lloyd Werft<br />

and later studied mechanical engineering<br />

for two years. Since 2006 he has<br />

been the project manager for major<br />

newbuilds and conversions at the shipyard.<br />

His grandfather Friedrich »Fiedel«<br />

Norden, was already managing director<br />

at Lloyd Werft for several years, and his<br />

father held a position as project manager<br />

until 1994. Friedrich Norden will<br />

now continue the family tradition as the<br />

third generation taking over the management<br />

of Lloyd shipyard. Friedrich Norden<br />

© Lloyd Werft<br />

6 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

Saving energy with electric stabilisers<br />

In line with the ongoing electrification trend in the yachting industry,<br />

SKF Marine has developed an electrically operated<br />

stabiliser for superyachts that is versatile and actively saves<br />

electricity.<br />

Ship stabilisers have the task of preventing, or at least significantly<br />

reducing, the rotational movement of a ship around its<br />

longitudinal axis – rolling. The new type EFZ fin stabiliser<br />

from SKF Marine offers effortless stabilisation for yachts over<br />

50 m and is fed oil-free by a powerful and compact electric<br />

drive. A gearbox with minimal moving parts ensures maximum<br />

reliability and low maintenance. The fin is foam-filled<br />

and consists of a single component, preventing water ingress.<br />

Extremely smooth torque transmission provides precise fin<br />

movement, providing increasing buoyancy and improved roll<br />

reduction. The fin can be rotated 360°, which opens some<br />

unique possibilities. For example, the unit offers an automatic<br />

walkback function – without moving the vessel forward at zero<br />

speed, and automatic heading assistance. The fins have an<br />

adaptive start-stop operation for single or double fin mode,<br />

allowing the stabilisers on each side of the vessel to operate<br />

separately when required. »The future is electric – and so are<br />

our marine stabilisers!« says Michael Christiansen, Sales and<br />

The fin can be rotated 360°, which opens some unique possibilities<br />

Project Manager at SKF Marine. »Our all-electric stabilisers<br />

minimise noise and vibration and give yacht builders more options<br />

to create space for yachting experiences beyond the traditional.<br />

Increasing the stability of your yacht while stationary<br />

and underway has never been so convenient.«<br />

A special feature of the EFZ eStabiliser is the ability to save<br />

power actively. The unit features an advanced energy recovery<br />

system that uses the energy stored during cruising to power the<br />

fin, minimising the vessel’s power consumption. The stored<br />

energy can be fed into the yacht’s energy circulation system. <br />

© SKF<br />

When tradition meets innovation –<br />

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<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />

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<strong>HANSA</strong> YACHTS<br />

One yacht, four modes<br />

The »SeaCat« project emerged from a<br />

collaboration between Rossinavi and<br />

Fulvio de Simoni Yacht Design and is the<br />

Italian shipyard’s first multihull project.<br />

The central theme of the project is solar<br />

energy. »SeaCat« will therefore have four<br />

different operating modes. The first is intended<br />

for day trips, during which the<br />

yacht can operate on just electric. The<br />

second is for trips over several days, during<br />

which some nights will also be spent<br />

at anchor. On such trips, »SeaCat«<br />

should be able to operate in »full-electric<br />

mode« for 90 % of the time. On longer<br />

voyages, such as an Atlantic crossing, the<br />

Cat will still run in 80 % electric mode,<br />

corresponding to a reduced CO 2<br />

emission of about 40 t compared to a<br />

traditional yacht of the same size. In the<br />

last mode, nicknamed »wintering«, the<br />

hybrid catamaran can be completely<br />

energy self-sufficient in the harbour and<br />

even feed excess energy into the marina<br />

or private facilities.<br />

»A sense of responsibility drives the<br />

new generation of yachts,« says Rossinavi<br />

Chief Operating Officer Federico Rossi.<br />

»I wanted to set myself the goal of building<br />

avant-garde products beyond the obstacle<br />

that better express our meaning of<br />

the cruising experience and increasingly<br />

move in a more sustainable direction.«<br />

Fulvio de Simoni Yacht Design is responsible<br />

for the exterior design, which<br />

has a sleek look that sets it apart from the<br />

traditional image of catamarans.<br />

The interior design, meanwhile, is<br />

being created by New York-based design<br />

firm Meyer Davis and is intended<br />

to »complement the ultra-modern yacht<br />

to bring relaxed luxury and sustainable<br />

design to the fore,« according to a statement<br />

from the shipyard. The decorative<br />

elements will be inspired by nature, especially<br />

the sun, the sea and the sand.<br />

The interior design will focus on sustainable<br />

materials to ensure the yacht<br />

feels casual, light and warm. Highlights<br />

on board include an expansive saloon,<br />

spacious owner’s suite and sundeck,<br />

which are significantly larger than on a<br />

monohull thanks to the Cat’s width, and<br />

the many relaxation areas. In addition,<br />

»Sea Cat« has a sauna room in the beach<br />

club area, a pool in the cockpit of the<br />

main deck, a large forward outdoor<br />

space with a Jacuzzi, fire pits and a cinema,<br />

as well as an American bar on the<br />

sun deck. The yacht accommodates up<br />

to ten guests. The cabins are located in<br />

the hulls and all are the same size, so<br />

ideal for charter.<br />

<br />

© Rossinavi<br />

NextGen FUSION – the future of Internet on board<br />

A reliable internet connection is a mandatory<br />

feature on any superyacht these days.<br />

Owners and passengers want to check their<br />

mail, stream movies, or upload vacation<br />

pictures to social media. But a stable Internet<br />

connection is important not only for<br />

the well-being and comfort of passengers<br />

but also for navigation and safety aspects.<br />

But depending on the yacht’s location and<br />

the number of people on board, it can be<br />

difficult to ensure stable Internet access.<br />

There needs to be more than the mobile<br />

WiFi of end devices such as smartphones<br />

or tablets is not sufficient here – especially<br />

if the yacht is on the open sea, i.e., far away<br />

from any transmission towers. In this case,<br />

an Internet connection via satellite is often<br />

the only solution. However, in most cases,<br />

this is very expensive and has a severely limited<br />

bandwidth.<br />

OmniAccess, a company based in Mallorca,<br />

specialises in Internet solutions for<br />

superyachts and has introduced a new system<br />

that is as effective as compact. With<br />

the so-called nextGen Fusion technology,<br />

the company can provide multiple network<br />

connections simultaneously, ensuring<br />

unrestricted connectivity on board.<br />

»Fusion« combines global nextGen<br />

broadcast VSAT (GEO) speeds of more<br />

than 400 Mbps, 4G/5G mobile data connectivity,<br />

local WiFi/WiMAX networks<br />

and high-speed, low-latency Low Earth<br />

Orbit (LEO) Internet into a single solution.<br />

For example, LEO services covered by OmniAccess<br />

include Starlink’s recently deployed<br />

high-speed broadband Internet access.<br />

»Low Earth Orbit satellites orbit the<br />

Earth at a distance of about 1,000 km,<br />

while typical VSAT satellites fly in a geostationary<br />

orbit of about 36,000 km. This<br />

shorter distance reduces latency – the time<br />

it takes for your data to travel back and<br />

forth (RTD) from Earth to the satellite and<br />

back again – by a factor of ten. This results<br />

in a much lower price per Mbps and a<br />

much better Internet experience,« explains<br />

company founder Bertrand Hartman. <br />

© OmniAccess<br />

8 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

Ocean Signal RescueME PLB3 wins DAME Design Award<br />

The Ocean Signal RescueME PLB3 AIS<br />

Personal Locato Beacon has been named<br />

the overall winner of the DAME Awards<br />

at METSTRADE 2022. The device is said<br />

to represent a significant step in the evolution<br />

of PLBs, combining an AIS manoverboard<br />

device and GPS with a Cospas<br />

Sarsat personal locator beacon, Galileo<br />

return link service and integration of visible<br />

and infrared signal lights. With its<br />

blend of long- and short-range detection<br />

technologies, the product offers the best<br />

chance of survival in an emergency. In<br />

naming the PLB3 the overall winner of<br />

the awards, the jury recognised the impressive<br />

combination of multiple technologies<br />

in such a small device, and the<br />

attention to design in every detail. In addition,<br />

the judges highlighted Ocean Signal’s<br />

determination to produce worldclass<br />

products capable of saving lives.<br />

A total of 48 products in 14 countries<br />

were nominated for the final round of the<br />

DAME Design Award 2022.<br />

<br />

Italian Sea Group reports strong increase in sales<br />

The Italian Sea Group is a global player in<br />

constructing and refitting motor and sailing<br />

yachts up to 140 m. Recently, the<br />

company published its quarterly annual<br />

report from 2022 and, in the process, reported<br />

a 65 % increase in sales and an<br />

order backlog of nearly one billion euros.<br />

The group reported total sales of over<br />

210 mill. €, an increase of 64.6 % year-onyear,<br />

and a gross order backlog in shipbuilding<br />

and refit of 983 mill. €. »The results<br />

of the first nine months of 2022 confirmed<br />

strong and constant growth,<br />

which allowed TISG to position itself at<br />

the upper end of the 2022 revenue forecast.<br />

With an EBITDA margin of 15.7 %<br />

as of September 30, well above the target<br />

already announced to the market,« said<br />

Giovanni Costantino, founder and CEO<br />

of The Italian Sea Group. »The soundness<br />

of our strategy is also confirmed by the<br />

success of our series projects, which have<br />

already generated strong commercial interest<br />

just a few months after their<br />

launch, with the sale of two 50 m Admiral<br />

Panorama motor yachts in the third<br />

quarter of 2022.« Currently under construction<br />

at The Italian Sea Group are 35<br />

yachts, 19 superyachts and 16 Technomar<br />

for Lamborghini.<br />

<br />

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9<br />


<strong>HANSA</strong> YACHTS<br />

Superyacht under water<br />

As the world leader in small submersibles,<br />

Dutch manufacturer U-Boat<br />

Worx has succeeded in developing a realistic<br />

combination of luxury and safety in<br />

a fully certified private submersible.<br />

»Nautilus« is diesel-electrically powered,<br />

has a diving depth of 200 meters, a cruising<br />

speed of 9 kn on the surface and a<br />

submerged speed of 4 kn. Above the<br />

waves, »Nautilus« offers a huge sundeck<br />

equipped with a freshwater pool, a bar<br />

and a luxurious dining table. This facility<br />

is retracted before the boat descends.<br />

The interior of the »Nautilus« features<br />

a 50 m2 dining and lounge area with four<br />

circular windows, each nearly 4 meters in<br />

diameter. This gives guests an unobstructed<br />

view of the underwater world.<br />

The proposed layout for the submarine<br />

includes a master bedroom, four cabins,<br />

and sleeping quarters for up to six crew<br />

members. Also included is a fully<br />

equipped galley.<br />

The superyacht submarine can remain<br />

submerged for up to four days. At<br />

cruising speed, the endurance underwater<br />

is six hours. When not in use, the<br />

»Nautilus« can be docked at any quay<br />

suitable for a draft of 6.5 m. A newly designed,<br />

fully pressure-resistant electric<br />

dinghy is stowed under the aft deck and<br />

remains outside when diving. For<br />

example, this tender, the »Aronnax,«<br />

can transport up to five divers underwater<br />

to the designated dive site. The<br />

cost of the diving superyacht is around<br />

25 mill. €. »People who have decided to<br />

buy a conventional yacht now have to<br />

ask themselves whether their vessel of<br />

choice can also dive to depths of up to<br />

200 m,« says Bert Houtman, chairman<br />

and founder of U-Boat Worx. »Seasickness<br />

in high waves is now history. When<br />

the sea gets too rough, you dive and<br />

continue your journey in comfort. With<br />

the Nautilus, the yacht market will never<br />

be the same.«<br />

<br />

© U-Boat Worx<br />

Separate yet connected<br />

Dutch yacht builder Feadship recently unveiled<br />

a new superyacht concept that<br />

breaks completely new ground in terms of<br />

accommodation. For example, the 87 m<br />

EXPV concept, conceived by Harrison<br />

Eidsgaard in collaboration with Feadship,<br />

takes a completely new and unconventional<br />

approach to large explorer<br />

yachts. The most striking feature is the distinctive<br />

split superstructure with the private<br />

owner’s area at the front of the yacht<br />

and the guest area at the rear. The two<br />

deckhouses can be reached via separate<br />

staircases and lifts. The owner’s and guest<br />

accommodations are completely separated<br />

from each other and connected only by a<br />

floating glass bridge and the Ocean<br />

Lounge, an expansive beach club on the<br />

lower deck. »The glass bridge was a big<br />

challenge and we worked closely with De<br />

Voogt engineers to figure out how to make<br />

it happen,« says Jan-Bart Verkuyl, Feadship<br />

director and CEO at Royal Van Lent Shipyard.<br />

»The bridge floating in the air is a<br />

completely new idea and an engineering<br />

feat.« The open deck above the Ocean<br />

Lounge and under the glass bridge will<br />

house the large tenders. Typical of an Explorer,<br />

there is plenty of capacity for<br />

tenders and dinghies – including space for<br />

two 13.5 m long tenders with no height restrictions.<br />

Additional tenders and toys can<br />

be stowed in a side-opening garage under<br />

the foredeck. Meanwhile, at the very front<br />

of the bow, level with the bridge deck, there<br />

is a cosy corner for sunbathing or al-fresco<br />

dining. The owner’s office is located aft of<br />

the wheelhouse, while on the deck below is<br />

a spacious and very private master suite. At<br />

the top, the owner’s area also features an<br />

observation lounge with floor-to-ceiling<br />

windows and a private terrace overlooking<br />

the foredeck. The helicopter deck above the<br />

observation lounge is fully certified and<br />

has direct access to the owner’s suite. There<br />

are six guest suites in total, arranged on two<br />

decks around the stern, all with sea views<br />

and private terraces thanks to this unusual<br />

layout. The guest deckhouse represents a<br />

self-contained unit, with easy access to the<br />

transport platform for swimming, accommodation<br />

on the main and upper decks<br />

and its own lounge and bar connected to<br />

the owner’s area via the glass bridge.<br />

EXPV offers accommodation for up to<br />

nine guests, 28 crew members and, of<br />

course, the owner himself. A diesel-electric<br />

propulsion system brings the Explorer<br />

Yacht to a cruising speed of 14.5 kn. The<br />

distance until the ship needs to be refuelled<br />

will be around 6,000 nm. <br />

© Feadship<br />

10 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

»NOx reduced by 80 %«<br />

© Benetti<br />

With the B.YOND, the Benetti shipyard developed an almost revolutionary model.<br />

<strong>HANSA</strong> <strong>Yachts</strong> talked with president Paolo Vitelli about the project<br />

The concept of the B.YOND has never before<br />

been implemented on a yacht of this<br />

size. Why has no one before you come up<br />

with such a split-level layout?<br />

Paolo Vitelli: Because no one has ever<br />

asked such geniuses as Stefano Righini<br />

– God rest his soul – and me (laughs).<br />

But seriously, we have a lot of experience,<br />

35 years of thinking about how to<br />

optimise yachts – this B.YOND is perhaps<br />

the essence of that. Just look at the<br />

main deck. Flooded with light, with<br />

hardly any interruptions and big<br />

enough to host parties with 400 guests.<br />

We’ve got an extreme amount of space<br />

everywhere on board and made the<br />

most of the 35 m in length and 12 m in<br />

width.<br />

How did the idea come about?<br />

Vitelli: Back then, we were the first to put<br />

a large GRP yacht on the water, and now<br />

we are again the first to bring steel as a<br />

material for yachts of this size. We dare<br />

to leave the old familiar routes when it<br />

makes sense. I wanted a stable yacht and<br />

had customers like me in mind who<br />

might want to spend a few months a year<br />

on the yacht. Comfort, lots of windows<br />

and a close connection to the outside<br />

world were important guidelines. Stefano<br />

was then instrumental in the design.<br />

In addition, the yacht is exceptionally environmentally<br />

friendly.<br />

In what way is it environmentally friendly?<br />

Vitelli:We’re using exhaust gas purification<br />

technology already used in the automotive<br />

industry for Euro 6D diesel engines and<br />

combining it with Siemens Energy‘s innovative<br />

E-Mode hybrid system based on an<br />

integrated add-on architecture. The result<br />

is a straightforward management system<br />

that allows switching from mechanical to<br />

electric drive and vice versa. This innovative<br />

solution offers the possibility to<br />

choose between four different operating<br />

modes. We arrive at an incredible range<br />

that is almost double that of traditional navettas<br />

of the same size – 8,200 nm at nine<br />

knots in eco-transfer mode, in which the<br />

two diesel generators are switched off, and<br />

only one propulsion engine is running. Reducing<br />

the fuel consumption and CO 2<br />

emissions by up to 16 % and NOx<br />

emissions by up to 80 % compared to traditional<br />

propulsion systems.<br />

Is the B.YOND an Explorer?<br />

Vitelli:Yes, you can go almost anywhere<br />

with the yacht. Owners should spend a lot<br />

of time on board; that’s what it’s designed<br />

for. In the meantime, we are already at a<br />

double-digit sales figure shortly after the<br />

launch. The exclusive furniture from<br />

Giorgetti is worth mentioning here, as<br />

well as the large tenders that allow you to<br />

sail in areas that are too shallow for the<br />

mother ship.<br />

Paolo Vitelli<br />

Is this yacht size currently in good<br />

demand on the market?<br />

Vitelli:Very much in demand, yes. Anything<br />

under 500 GT is doing very well,<br />

and anything under 40 m in length because<br />

it can be used to access smaller<br />

marinas. We have several models in this<br />

size range – Oasis, Motopanfilo, and<br />

B.YOND. Then above that comes the<br />

Diamond, which is a real gem. If someone<br />

is looking for a yacht between 30 and<br />

50 m in length, he will find it with us. <br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />


<strong>HANSA</strong> YACHTS<br />

Engine room with walkway<br />

With »Apho«, Lürssen put one of its latest<br />

deliveries on this year’s Monaco Yacht<br />

Show which left a strong impression not only<br />

by its design but also by some details hidden on<br />

the lower decks. One of the yacht’s most pleasantly<br />

surprising areas is a glass walkway<br />

through the engine room on the lower deck behind<br />

a luxurious twelve-seater cinema and just<br />

down the hall. This futuristic addition allows<br />

the owners and guests to view the impressive<br />

engines and mechanical spaces from above<br />

whenever they like.<br />

In the engine room, twin MTU 20V 4000<br />

M73 engines propel the yacht to speeds of 18<br />

knots and for up to 7,000 nm at 12 kn. Efficiency<br />

and the desire to be as green as possible<br />

was a key driver behind the engineering on<br />

board. The yacht has an exhaust after-treatment<br />

system that reduces nitrogen oxide levels<br />

and generates less noise and vibration.<br />

Similarly, every diesel generator set is<br />

equipped with an additional heat exchanger,<br />

which is used to heat an extra heat cycle connecting<br />

the pool, jacuzzi and service water<br />

systems. This helps reduce thermal energy<br />

loss by repurposing it and reduces the need<br />

for electric heating systems elsewhere on<br />

board. »For Lürssen, the task was to build a<br />

motor yacht for a repeat client, an upgrade<br />

from his 86 m Lürssen, who had many years<br />

of owning and chartering different types of<br />

yachts behind him« says Peter Lürssen. »He<br />

required top-notch design and engineering as<br />

well as seagoing comfort for his family, guests<br />

and crew. The launch of ›Apho‹ is a testament<br />

to the excellent team of builders, designers<br />

and engineers at Lürssen and the strong relationship<br />

with the client. Lürssen prides itself<br />

on meeting challenges, and this one was no<br />

different.«<br />

<br />

12 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />

© Lürssen<br />


<strong>HANSA</strong> YACHTS<br />

© Sunreef<br />

14 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

Electric record<br />

Sustainability is becoming increasingly<br />

important even in super yachting,<br />

which tends to be less than sustainable –<br />

many owners, especially younger ones, demand<br />

ecologically correct solutions. With<br />

the Sunreef 43M Eco, the Polish shipyard<br />

debuted what it dubbed the »ultimate ecocatamaran«<br />

in January 2022, and the first<br />

unit has been sold. Tim Quinlan, sales<br />

broker at Ocean Independence, closed the<br />

deal at the 2022 Monaco Yacht Show. He<br />

comments, »After relatively long research,<br />

we went to Sunreef with the proposal and<br />

the client. This synergy between Sunreef ’s<br />

industry-leading experience in building<br />

large superyacht catamarans and the<br />

client’s vision for their yacht meant that the<br />

decision of which yard to use was made<br />

very quickly.« Quinlan says the client, got a<br />

taste for owning a large yacht by chartering<br />

larger yachts. He first rented a format in<br />

2<strong>01</strong>7 and will now take delivery of his 43 m<br />

long yacht in September 2025.<br />

The 43M Eco’s hull, superstructure and<br />

other components feature integrated<br />

solar panels that power the yacht with<br />

green energy. At the same time advanced<br />

hydrogenators generate clean electricity<br />

for emission-free cruising, creating a virtually<br />

infinite range.<br />

Highlights of the 43M Eco include a<br />

large »Ocean Lounge« aft that combines<br />

the aft deck, swim platform and fold-out<br />

balconies into a single space. The area<br />

can be customised to meet each owner’s<br />

needs, including a massage room, bar<br />

and fitness area. Dinghies and toys are<br />

stored in the yacht’s hidden aft garage; a<br />

second sunbathing option is located on<br />

the flybridge, complete with a spa pool,<br />

oversized sun pads, a bar and dining area,<br />

and outdoor cinema.<br />

<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />


<strong>HANSA</strong> YACHTS<br />

Intelligent<br />

anchoring<br />

16 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

Anchoring is part a yachts routine, but<br />

numerous uncertainties can cause<br />

headaches for the crew and skipper. The<br />

grounds nature, the currents strength and<br />

how the anchor comes to rest are among<br />

the essential factors in anchoring, which<br />

are often difficult to assess. Mistakes or inattention<br />

can then quickly lead to catastrophes<br />

– from collisions with other vessels<br />

to running aground to damage to submarine<br />

cables or pipes. The team at Swiss<br />

Ocean Tech has therefore set itself the task<br />

of making life on board easier and ensuring<br />

increased safety when anchoring for boat<br />

and environment alike. With the Anchor-<br />

Guardian, the eight-person startup company<br />

led by founder Thomas Frizlen has<br />

developed an innovative piece of technology<br />

that has the potential to become essential<br />

equipment on private yachts and<br />

boats as well as commercial vessels.<br />

The device, inconspicuous at first<br />

glance, consists mainly of a cylinder made<br />

of SuperDuplex steel. Inside, however,<br />

hides a lot of sensor technology and engineering.<br />

The AnchorGuardian is installed as<br />

a connecting piece between the anchor<br />

and the anchor chain and is underwater<br />

when used. There, the device collects a<br />

wealth of information on bottom conditions,<br />

anchor position, movement of the<br />

anchor, force on the anchor and much<br />

more. It then transmits the information via<br />

ultrasound to a receiver on the ship‘s hull,<br />

which in turn communicates with a Bluetooth-compatible<br />

terminal and displays<br />

the information clearly on the smartphone,<br />

tablet or computer screen. This<br />

gives skippers full visibility into all factors<br />

of the anchoring process at all times. However,<br />

the system provides not only information<br />

but also concrete instructions<br />

for action. A dynamic colour scale, for<br />

example, provides information on how securely<br />

the anchor is lying, taking all values<br />

into account. If the display changes from<br />

green to red, it is time to repeat the anchoring<br />

process or look for another anchoring<br />

location. In addition, the device<br />

determines the ideal chain length for the<br />

respective anchoring situation and provides<br />

a corresponding recommendation.<br />

According to company founder and<br />

Managing Director Thomas Frizlen, the<br />

environmental aspect also plays a crucial<br />

role in anchoring. »A drifting anchor, for<br />

example, causes considerable environmental<br />

damage. Within minutes, the anchor<br />

upsets the seabed and thus destroys<br />

the sensitive ecosystem whose growth has<br />

taken decades,« explains Frizlen. „AnchorGuardian<br />

contributes to the protection<br />

and preservation of the oceans,<br />

seagrass and the animals living in them<br />

by providing a wealth of information<br />

when the anchor is being laid and raised<br />

and during anchoring. For the first time,<br />

smart anchoring is enabled by Anchor-<br />

Guardian and will also minimise the risk<br />

of drifting at anchor.“<br />

Currently, the AnchorGuardian is still<br />

a prototype. After a successful sea trial,<br />

the manufacturer is looking for more<br />

captains willing to test the device on a<br />

crossing. This is intended to optimise the<br />

technology further before it is expected<br />

to be launched on the market at the end<br />

of <strong>2023</strong>. The anticipated cost of the system<br />

for superyachts of 30–50 m in length<br />

is to be around 20,000–50,000 €. <br />

© Swiss Ocean Tech<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />


<strong>HANSA</strong> YACHTS<br />

»Rough seas produce stronger sailors«<br />

Arthur Brouwer is the CEO<br />

of the Dutch Heesen shipyard.<br />

At the Monaco Yacht Show 2022,<br />

we spoke to him about the latest<br />

happenings in the market and<br />

the impact of current crises<br />

on the yachting industry<br />

18 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

© Heesen <strong>Yachts</strong><br />

Mr. Brouwer, in recent years more than<br />

one crisis has had a global impact. To<br />

what extent have these hard times affected<br />

global wealth?<br />

Arthur Brouwer: The Global Wealth Report<br />

by Credit Suisse shows that by the<br />

end of 2021, global wealth totalled an estimated<br />

463.6 tn $. Showing an increase<br />

of 9.8 % compared to 2020, far above the<br />

average annual 6.6 % increase recorded<br />

since the beginning of the century.<br />

We are talking about an increase in global<br />

capital. In which countries are most of<br />

this global wealth concentrated?<br />

Brouwer: At the top of the wealth pyramid,<br />

the United States ranks highest by<br />

far, with over 140,000 ultra-high-networth<br />

individuals (those with wealth<br />

above 50 mill. $), followed by China with<br />

32,710 individuals. Worldwide, Credit<br />

Suisse estimates that there were 62.5 milllion<br />

millionaires at the end of 2021,<br />

5.2 million more than the year before.<br />

The number of millionaires worldwide is<br />

on the rise. Is the same true for the<br />

number of billionaires?<br />

Brouwer: The SYBAss Economic Report<br />

also tells us that the billionaire population<br />

has risen 8 % annually over the last<br />

two decades.<br />

What does this mean for the superyacht<br />

industry?<br />

Brouwer: The superyacht market experienced<br />

a boom after the Covid-19 crisis,<br />

with record-breaking orders for superyachts<br />

over 40 m in length: 134 in 2021<br />

alone!<br />

2022 became a memorable year, but unfortunately,<br />

for the wrong reasons. Not<br />

everything was positive: the invasion of<br />

Ukraine by Russian troops triggered the<br />

worst security crisis in Europe in decades.<br />

What does this mean for the global<br />

economy?<br />

Brouwer: The economic damage from<br />

the war in Ukraine has contributed to a<br />

slowdown in global growth in 2022, and a<br />

rise in inflation. In its July 2022 World<br />

Economic Outlook update, the IMF<br />

noted that global growth will slow from<br />

an estimated 6.1 % in 2021 to 3.6 % in<br />

2022 and <strong>2023</strong>. That’s 0.8 and 0.2 percentage<br />

points lower for 2022 and <strong>2023</strong>, respectively<br />

than forecast in January. Following<br />

the pandemic-related slowdown<br />

in 2020, we experienced a surge in global<br />

demand after the pandemic. Along with<br />

supply chain disruptions due to closures<br />

in China, increased raw material prices<br />

and input costs. Russia’s invasion of Ukraine<br />

and its aftermath exacerbated the<br />

problem. It also triggered a global cost of<br />

living crisis and led to a humanitarian<br />

disaster.<br />

How badly has the yachting industry<br />

been affected by economic instability?<br />

Brouwer: Global economic uncertainty is<br />

difficult for all of us to bear. But while it<br />

would be easy to fall into pessimism, we<br />

are not yet on the cliff ’s edge. The post-<br />

Covid boom for yachting is still creating<br />

more demand than supply in our industry.<br />

Thanks to full order books, I expect<br />

that most shipyards, and certainly our<br />

colleagues at the Superyacht Builders Association,<br />

will be able to bridge this period<br />

with relative ease and absorb the drop<br />

in demand. That’s not to say that everything<br />

has been easy. At Heesen, we had to<br />

deal with the consequences of the conflict<br />

in Ukraine more than other players in our<br />

sector. But overcoming obstacles is part of<br />

our DNA. As most of you know, Heesen<br />

has earned a reputation for finding sol-<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />


<strong>HANSA</strong> YACHTS<br />

utions to design and technical challenges<br />

to build some of the most extraordinary<br />

and iconic yachts in history.<br />

How is Heesen dealing with the current<br />

situation, especially regarding the sanctions<br />

against Russia and the resulting<br />

seizures of yachts?<br />

Brouwer: They say that rough seas produce<br />

stronger sailors. Thanks to our solid<br />

and reliable Dutch organisation, we<br />

overcame the challenges and became a<br />

100 % Dutch company. Today, our shipyard<br />

is heading full steam ahead into the<br />

second part of a stormy year. It goes<br />

without saying that we will always respect<br />

national and international laws and<br />

comply with all international sanctions.<br />

As for the yachts under construction for<br />

Russian customers, this means that we<br />

can continue building them, but we cannot<br />

and will not deliver them for the time<br />

being.<br />

Has Heesen emerged stronger from the<br />

crisis, all in all?<br />

Brouwer: We have a strong workforce of<br />

1,000 skilled and committed employees, a<br />

full order book with deliveries until 2025,<br />

and a healthy financial situation. So, we<br />

can cope with the current hurdles, and we<br />

are also ready to deal with whatever the<br />

future may bring. Our shipyard in Oss<br />

and our luxury outfitting plant in Winterswijk<br />

are bustling with activity. Our<br />

workshop is like a beehive of activity.<br />

With twelve yachts under construction,<br />

we have the perfect mix of full-custom<br />

and fast delivery. We occupy a unique<br />

position in the market – we are one of the<br />

few Northern European shipyards with a<br />

strong speculative program that shortens<br />

delivery times and allows competitive<br />

pricing for high-quality superyachts with<br />

a proven track record.<br />

So how many newbuilds have Heesen<br />

been able to complete this year?<br />

Brouwer: So far this year, we have delivered<br />

three yachts. »Book Ends« and<br />

»Ocean Z« are from our successful 50 m<br />

© Heesen <strong>Yachts</strong><br />

20 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

semi-displacement and 50 m fully displacement<br />

series, and the unique Lusine<br />

joins them. »Lusine« is an awardwinning<br />

60 m, 1,079 GT motor yacht<br />

with exterior lines designed by Omega<br />

and the most complex interior ever designed<br />

by Sinot. And she is on display at<br />

this year’s show!<br />

These three yachts demonstrate the<br />

exceptional capabilities of our shipyard.<br />

We cater to customers who want to save<br />

time without compromising on quality<br />

and who want a unique yacht that is the<br />

true expression of their personality and<br />

lifestyle. We also offer Smart Custom<br />

yachts to our clients. These are projects<br />

that combine the best of both worlds.<br />

Given these uncertain times, how is<br />

Heesen <strong>Yachts</strong> going to position itself for<br />

the future?<br />

Brouwer: Recent times have forced us<br />

to up our game. Contingency planning<br />

will be critical to ensure success in the<br />

years ahead. We are strengthening our<br />

workforce by hiring new talent and<br />

continually investing in our employees<br />

through training. The people at Heesen<br />

are our most important asset – it is<br />

human capital that makes the difference<br />

and enables our shipyard to deliver<br />

yachts that are nothing but the best.<br />

We are almost in our third year of<br />

global logistical issues and shortages of<br />

various components. To deliver our<br />

yachts on time and on budget, we are<br />

highly dependent on the reliability of<br />

our supply chain. Our boats are made<br />

from millions of parts. We have built a<br />

good relationship with our suppliers<br />

and partners to ensure that everything<br />

is available on time. They have become<br />

an integral part of our extended family<br />

and contribute to our success. Without<br />

them, none of this would have been<br />

possible, and we are grateful for their<br />

commitment and loyalty.<br />

Finally, it should be noted that we are<br />

constantly investing in research and development,<br />

new technologies and design<br />

to ensure a prosperous future for<br />

our company.<br />

<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />


<strong>HANSA</strong> YACHTS<br />

The master<br />

of uniqueness<br />

When it comes to complicated<br />

custom projects, Royal Huisman<br />

is considered one of the top<br />

addresses in the world – not only<br />

for sailing yachts<br />

22 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

Docks on the water, motoryacht »Phi« in front: Royal Huisman in Vollenhove<br />

© Royal Huisman<br />

They say that sometimes no choice is<br />

the best choice. When deciding<br />

where to build a custom sailing super<br />

yacht over 50 m in length, it might be<br />

true. This market niche is tiny compared<br />

to the motor yachts sector and has been<br />

barely active since 2008. However, in recent<br />

years the increasing global wealth,<br />

and trend to sustainable yachting, have<br />

revived the attention to sailing super<br />

yachts. Usually, clients set to build one<br />

have vast experience in leisure yachting<br />

and regattas. They know what they want,<br />

and their expectations are high. They<br />

often hire naval architects and designers<br />

in advance to outline the future project<br />

and then start looking for a capable shipyard<br />

to build it. That is when the tricky<br />

part comes. You can count the number of<br />

yards with a solid financial position, sufficient<br />

production capacity, required<br />

skills and know-how on one hand. And<br />

Royal Huisman is usually the first stop.<br />

This typical Dutch family business<br />

was founded in 1884 by Jan Huisman to<br />

build small fishing and work boats.<br />

Over the next hundred years, the company<br />

switched to racing and cruising<br />

yachts, changed from wood and steel to<br />

light aluminium alloys, and moved to a<br />

better location expanding facilities and<br />

getting access to deeper water. By this<br />

time, the brand developed a spotless<br />

reputation and had been honoured<br />

with the Royal warrant by the Dutch<br />

government.<br />

Every time I come to see what is going<br />

on in Huisman’s construction sheds on<br />

the picturesque shore of the Vollenhoven<br />

channel, I become convinced again and<br />

again that the company’s motto: »If you<br />

can dream it, we can build it«, has a lot of<br />

ground behind it. And here is why.<br />

Driven by innovation<br />

One should remember that there is no<br />

such thing as a free lunch in engineering<br />

and every design solution has its advantages<br />

and price. Given that each of the<br />

custom yachts is unique in engineering,<br />

and equipment, it is wiser to establish a<br />

solid holistic approach to designing and<br />

project management to ensure optimal<br />

results.<br />

Based on years of experience Royal<br />

Huisman has developed its smart engineering<br />

framework, Featherlight. Its main<br />

idea is to minimise the weight of the aluminium<br />

structure, saving at least 10 %<br />

without compromising strength characteristics.<br />

As a result, the yard offers very<br />

lite and high performance yachts with a<br />

high level of luxury on board. Featherlight<br />

allows Royal Huisman to build aluminium<br />

yachts that are very close, if not equal, in<br />

performance to more expensive and<br />

sometimes less comfortable all-carbon<br />

sailboats. One of the examples is Project<br />

405, the luxury sloop (46,8 m) with high<br />

racing capabilities that have recently entered<br />

the final outfitting stage. It features a<br />

carefully CNC milled and welded aluminium<br />

hull, composite parts like carbon keel<br />

trunk and deck house, and foam-cored interiors<br />

with top-level finishing.<br />

Jack of all trades<br />

The sailing system is another crucial important<br />

part of any custom super yacht,<br />

and Royal Huisman also excels in this<br />

department thanks to its sister company<br />

Rondal. Located next door, Rondal develops<br />

and supplies turn-key-ready solutions<br />

making the shipyard selfsufficient,<br />

cost-effective and more<br />

profitable by executing contract work for<br />

other brands, mainly Baltic <strong>Yachts</strong>. It<br />

provides all the carbon composite production<br />

for Royal Huisman, including<br />

high-modulus single-section masts,<br />

booms, spreaders, single-mold superstructures,<br />

hatches, and various custom<br />

components. Moreover, Rondal develops<br />

and builds unique carbon captive<br />

winches with electric or hydraulic engines,<br />

smart electronic control, and<br />

windup speeds up to 100 m/min. It is<br />

worth mentioning that modern sailing<br />

systems include numerous integrated<br />

sensors to monitor load and stress. Royal<br />

Huisman develops software for collecting<br />

and analysing big data in-house to<br />

improve future projects constantly.<br />

The shipyard has all the primary skills<br />

to build – not just assemble – very sophisticated<br />

super yachts in one location and<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />


<strong>HANSA</strong> YACHTS<br />

Lightweight sailing yachts made of aluminum are one of the shipyard’s specialities<br />

serves as a one-stop shop for the client.<br />

This includes a complete furniture production<br />

cycle according to the designer’s<br />

specifications. I am always amazed to see<br />

all kinds of full-scale mockups made of<br />

plywood in their carpenter‘s store. Sometimes<br />

clients want to know how much<br />

light will be in the bedroom (»Phi«), how<br />

good the ergonomics of the steering<br />

station (»Athena«) and the layout of the<br />

lazarette (»Twizzle«); how spacious the<br />

deck house is (»Aquarius«) or how steep<br />

are the stairs. 3D modelling cannot<br />

answer these questions, while mockups<br />

help to make the adjustment at an early<br />

stage to avoid surprises upon delivery.<br />

Some years ago, Huisman built a small<br />

custom sailing dinghy for one of their<br />

clients and simulated various heeling<br />

angles tilting it on the forklift! What a<br />

meticulous approach!<br />

Refit and pricing<br />

Another important branch of the company<br />

is the specialized Huisfit division. It<br />

was set to provide refit and repair service<br />

for sailing and motor super yachts of<br />

major brands, including restoration of<br />

historic vessels. However, bringing the<br />

boat from Amsterdam to Vollenhove and<br />

back is costly and makes small refits too<br />

expensive. To solve this problem, the<br />

company acquired the facilities of Holland<br />

Jachtbouw in Zaandam after new<br />

CEO Jan Timmerman stepped in. This<br />

additional site with several sheds and<br />

large quayside allows it to accommodate<br />

yachts up to 100+ m and serves as a convenient<br />

base for sea trials.<br />

»For a long time, Huisman has been<br />

building yachts on a cost plus price because<br />

every next boat was more complex<br />

than previous, explained Jaap Gelling,<br />

technical director of the shipyard. – For<br />

example, Jim Clark, the owner of »Hyperion«<br />

(59 m, the largest sloop of its<br />

time, that was delivered in 1998), requested<br />

a system that would allow him to<br />

log into his boat from the office in New<br />

York via satellite connection and remotely<br />

hoist the sails. Of course, at that<br />

time, Huisman didn’t have a ready solution,<br />

so Jim sent IT professionals to help<br />

us develop it for his boat. The first in the<br />

world hybrid yacht (ketch »Ethereal«,<br />

58 m, 2009) was also cost plus since it was<br />

just not possible to quote for it. Nowadays,<br />

it is different: fixed price and fixed<br />

delivery time.<br />

Since then, the company has managed<br />

to master risk assessment and has increased<br />

efficiency to the level that allows<br />

it to deliver even more complex projects<br />

while staying within the budget and remaining<br />

profitable.<br />

Not by sails alone<br />

Although Royal Huisman is renowned for<br />

its sailing boats, it also builds custom<br />

motor yachts to diversify its order book.<br />

When a very motivated, technologydriven,<br />

and demanding client approached<br />

the shipyard looking into building a sleek<br />

and energy efficient 58 m vessel below<br />

500 GT, they immediately jumped in. As a<br />

result, the bespoke »Phi« designed by Cor<br />

D. Rover and Van Oossanen Naval Architects<br />

was delivered to the owner in 2021.<br />

»We spoke with a lot of Dutch, German,<br />

and Italian pedigree manufacturers<br />

and every time got the response that<br />

some of our ideas can’t be done or shall be<br />

implemented in a differently, – said »Phi«<br />

owner’s representative Guy Booth. – That<br />

would seriously affect the boat’s build<br />

and philosophy behind it. We were very<br />

frustrated and began thinking of sailing<br />

boat builders since they got used to fitting<br />

a lot of equipment into very tight<br />

spaces. Royal Huisman was very responsive<br />

and reassured us that they can build<br />

such a yacht even though they have never<br />

done something like this before.«<br />

»Phi« is much closer to a sailing yacht in<br />

terms of hull shape than one could think,<br />

which is why the initial design brief fitted<br />

very well for Royal Huisman. In fact, for<br />

the yard, this project was more like a walk<br />

24 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

in the park since there was so much less<br />

complexity than what they are used to.<br />

There is another unique motor yacht<br />

being built in Vollenhove at the moment.<br />

Project 406 (52 m) will be the world’s largest<br />

and luxurious sportfish yacht upon<br />

her delivery in <strong>2023</strong>. Designed by Vripack,<br />

this six-deck vessel has an Alustar<br />

aluminium hull and superstructure to ensure<br />

light weight and high construction<br />

stiffness.<br />

The current order book of Royal<br />

Huisman looks very healthy. There are<br />

six ongoing new build projects including<br />

a 65 m ketch, »Aquarius II«, for returning<br />

customer; the next world’s largest<br />

sloopProject 410 (85 m) designed<br />

by German Frers, and a high-performance<br />

sloop with retractable propulsion<br />

(59 m). That is enough work for the next<br />

few years; however, it seems that Royal<br />

Huisman’s team of bright professionals<br />

is always eager to keep looking for more<br />

complex tasks instead of resting on its<br />

laurels. Inhouse expertise: Lots of systems and components are developed directly at the shipyard<br />

© Royal Huisman<br />

RESILIENCE at its most BRILLIANT<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />

www.jotun.com<br />


<strong>HANSA</strong> YACHTS<br />

Gaddafi’s abandoned yacht to<br />

become »Hydrogen Viking«<br />

© Rory Coase<br />

Alternatives for the future<br />

The yachting industry is currently all about sustainability, decarbonization and alternative<br />

fuels. Promising are propulsion technologies based on methanol or hydrogen – the first<br />

projects dealing with these fuels are already underway<br />

For example, engine manufacturer<br />

Rolls-Royce and the Lürssen shipyard,<br />

both big players in the yacht business,<br />

recently announced at the Monaco<br />

Yacht Show that the two companies intend<br />

to work together to promote methanol<br />

as an alternative fuel for yachts. The<br />

aim of the joint venture is to establish<br />

methanol as a fuel for yachts from 75 m<br />

upwards.<br />

As a synthetic fuel, methanol is produced<br />

– ideally – using electrical energy<br />

from renewable sources such as solar or<br />

wind farms. During the production process,<br />

carbon dioxide is extracted from<br />

the atmosphere and converted. The<br />

amount extracted is roughly equivalent<br />

to the amount produced when an engine<br />

running on green methanol is operated<br />

– so this is a CO 2 -neutral propulsion<br />

technology that also emits significantly<br />

fewer particulates than a comparable<br />

diesel engine and does not require any<br />

SCR exhaust after treatment at all.<br />

»Methanol is currently leading the discussion<br />

on alternatives to fossil diesel,«<br />

says Daniel Chatterjee, director of sustainability,<br />

technology management and regulatory<br />

affairs at Rolls-Royce’s Power Systems<br />

business. »Storage and use challenges<br />

do exist because methanol is highly flammable.<br />

But the fuel is liquid at normal ambient<br />

temperatures, so similar to other<br />

fuels, these challenges are safely manageable.«<br />

Chatterjee and Peter Lürssen, shareholder<br />

and CEO of Lürssen, discussed the<br />

challenges and opportunities of methanol<br />

as a fuel alternative together at the Monaco<br />

Yacht Show. They also discussed the<br />

fact that methanol has about 2.4 times the<br />

volume of diesel for the same calorific<br />

value. Accordingly, the fuel tanks on<br />

board a yacht must be larger, which in<br />

turn poses a challenge for naval architects<br />

and marine engineers. »Our customers<br />

want to use as little space as possible in<br />

their hulls for propulsion and fuel storage,«<br />

says Lürssen. »Methanol has disadvantages<br />

in this regard compared to diesel,<br />

but clear advantages over other fossil<br />

fuel alternatives. We are now seeing that<br />

today’s prospective buyers of future yachts<br />

are increasingly thinking about how they<br />

can make the operation of their vessel as<br />

climate- and environmentally friendly as<br />

possible.« He said he is already registering<br />

a growing willingness among future customers<br />

to both invest in new technology<br />

for climate protection and to provide<br />

space for it in the ship.<br />

Another issue is that the power output<br />

of a methanol engine will be less than that<br />

of a diesel engine for the same weight and<br />

volume. »Despite increasing climate<br />

awareness, we therefore first have to convince<br />

our customers of methanol as a<br />

26 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

fuel,« says Justus Reinke, Managing Director<br />

at Lürssen. In order to convince<br />

customers already on land, Lürssen plans<br />

to operate a stationary methanol cogeneration<br />

plant together with Rolls-<br />

Royce in one of the company’s shipyards<br />

as a demonstrator for customers. »At the<br />

same time, the cogeneration plant will<br />

serve as an additional energy source for<br />

our shipyard, thus reducing our CO 2<br />

footprint,« Reinke adds. Despite the adversity,<br />

he is certain that the two companies’<br />

venture will be a success: »Lürssen<br />

and Rolls-Royce will write a piece of<br />

yacht history together.« At Rolls-Royce, a<br />

methanol engine based on MTU’s successful<br />

Series 4000 is already under development.<br />

Sustainable propellers<br />

Currently, »Che Guevara« is being converted<br />

German to »Hydrogen propeller Viking.« manufacturer The Otto two Piening visual has design also taken of the a big zero-emission step towards yacht,<br />

signer Rory Coase is responsible for the<br />

MTU sustainability. 16V engines The and company the two was generators<br />

pitch will be propeller replaced with by water e-motors, hydraulics a bat-<br />

a few for years the ago. shipyard‘s The advantages refit customers of a PCP when<br />

ahead of its which time will and serve introduced as a floating a controllable showroom<br />

tery (Piening bank and Controllable fuel cells from Propeller) Toyota. with The water completed. hydraulics are »The manifold: vessel On will the serve one as a<br />

pressurized hand, it is tanks of course for the cheaper required to use hydrogen<br />

available will be everywhere located aft. and The comparatively direct hy-<br />

inexpensive, pave the and way can for also further be easily projects. stock-<br />

We<br />

water instead technology of oil as a demonstrator lubricant, since and water should is<br />

drogen ed. Unlike system oil, will there be is also made no risk visible of fire. But look probably forward the biggest to developing plus point is a the zeroemission<br />

does not vessel cause that any will pollution. lead the Even way in<br />

through sustainability a glass lazarette. aspect: The water spacious is regenerative saloon<br />

in will the give event way of a to leak, a conference there would room be no environmental achieving global hazard. sustainability goals in<br />

and<br />

for up to 30 people. Bergen-based de-<br />

the maritime sector,« Erichsen said.<br />

Gaddafi yacht now H 2 showroom<br />

A concrete yacht project using alternative<br />

propulsion technology is being tackled by<br />

the Norwegian shipyard Green Yacht.<br />

The project is prestigious – not only because<br />

of the innovative technology, but<br />

also because it is a refit of a yacht whose<br />

original owner was considered rather<br />

controversial.<br />

Indeed, the 28.75 m Sunseeker 95 Predator<br />

with the illustrious name »Che Guevara,«<br />

which is the subject of this project,<br />

served for many years as a pleasure yacht<br />

for the family of Libyan dictator Muammar<br />

al-Gaddafi, who died in 2<strong>01</strong>1. The<br />

superyacht has a beam of 6.3 m, a draft of<br />

1.6 m and a volume of 75 GT. Her exterior<br />

design was penned by Don Shead Yacht<br />

Design, while the interior was dreamed<br />

up by Ken Freivokh Design. Superstructure<br />

and hull are made of fiberglassreinforced<br />

plastic (GRP). After the vessel<br />

was beached in a Maltese shipyard in 2008<br />

following reef contact, it was sold to<br />

Green Yacht. The shipyard specializes in<br />

developing zero-emission energy solutions<br />

for the maritime sector. The former<br />

Gaddafi yacht was ideal for the company’s<br />

purposes: designed for speed, with<br />

a spacious engine room and a hull whose<br />

size is perfect for a test project. She will<br />

now be used to test an energy system on a<br />

large scale, demonstrating the possibilities<br />

that lie in using hydrogen as an energy<br />

source for fast-moving yachts. »Our<br />

goal is to be the first player in the world<br />

with a multi-megawatt vessel about 100 ft<br />

long that can reach high speeds without<br />

relying on fossil fuels as a backup energy<br />

source,« says Christian Erichsen, project<br />

manager at Green Yacht.<br />

environmentally friendly<br />

becker products<br />


COBRA<br />

<br />

<br />

<br />

• DNV Type Approval<br />

• ESTRIN compliant (IEC 62619 & 62620)<br />

• Superior energy density<br />

• Compact and light-weight battery system<br />

• Integrated Battery-Management-System<br />

• Air or water cooling<br />

• Scalable and modular rack system up to several MWh<br />

• Inherently safe LFP battery chemistry for highest safety<br />

• Environmentally friendly cobalt-free battery<br />

Manoeuvring<br />

Systems<br />

Energy-Saving<br />

Devices<br />

Battery<br />

Systems<br />

478 kWh<br />

COBRA Battery System<br />

www.becker-marine-systems.com<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />


<strong>HANSA</strong> YACHTS<br />

Sustainability – with safety<br />

When it comes to alternative drive technologies,<br />

battery systems are also often a<br />

topic. After all, the energy generated by<br />

methanol or hydrogen-fed electric motors<br />

has to be stored somewhere. For<br />

75 years now, the Hamburg-based company<br />

Becker Marine Systems has stood<br />

for innovative solutions in the maritime<br />

sector. Specializing in commercial<br />

vessels such as freighters and tankers,<br />

the company has already equipped over<br />

8,000 ships with its state-of-the-art maneuvering<br />

and battery systems. However,<br />

the yacht building sector has also<br />

been increasingly moving into the company’s<br />

focus for some time. With the<br />

Cobra system, Becker Marine Systems<br />

now offers an innovative, safe and compact<br />

battery system based on LFP cells<br />

that has been specially developed for<br />

maritime applications and is also ideally<br />

suited for superyachts with electronic<br />

propulsion technology.<br />

The weak point of many battery systems<br />

is a high flammability in case of<br />

damage or short circuit. The nickelmagnesium-cobalt<br />

compound used in<br />

most batteries has a high thermal conductivity<br />

and, once ignited, is very difficult<br />

to extinguish. In contrast, LFP cell<br />

technology, based on a lithium iron<br />

phosphate mixture, is non-flammable,<br />

non-explosive and can withstand even<br />

extreme temperatures and damage.<br />

»The safety of batteries for maritime<br />

projects is being addressed on many levels<br />

right now, and so the LFP cell technology<br />

we use offers a clear advantage<br />

due to its intrinsic safety,« says Jan<br />

Kiehling, sales manager at Becker Mar-<br />

Evolution from MTU<br />

MAN XV12<br />

Rolls-Royce’s well-known MTU engine series is also evolving<br />

in an environmentally friendly direction. The company plans<br />

to offer its MTU 1163 and 8000 series as IMO III-compatible<br />

variants soon. Rolls-Royce is developing the exhaust gas after<br />

treatment with an SCR system required for compliance with<br />

the IMO directive so that it can be specifically adapted to<br />

MTU engines and customer requirements.<br />

© Rolls-Royce<br />

MAN, the engine manufacturer, based in southern Germany,<br />

is also pursuing a sustainable strategy. Just recently, the<br />

group unveiled its new MAN V12X engine series. For the<br />

first time, the model offers an output of up to 2,200 hp from<br />

30 l of displacement and several other innovations and improvements<br />

over its predecessors. In addition, the engine<br />

complies with current emissions regulations such as IMO<br />

Tier III and is compatible with MAN’s hybrid system, the<br />

»MAN Smart HYBRID Experience«.<br />

© MAN<br />

Electronic propulsion technology<br />

UK-based Ecomar Propulsion is launching a new range of<br />

outboards that are both highly efficient and carbon neutral.<br />

With a power range from 80 kW to 200 kW, the Årka engines<br />

have a number of patented features and offer a unique modular<br />

component. Årka outboard engines are designed to make<br />

replacement and repair incredibly efficient and costeffective.<br />

For example, the modular design allows drive heads<br />

or lower sections to be replaced in hours. Each outboard<br />

comprises individual modules, which can be quickly replaced<br />

by two people using hand tools and minimal lifting equipment.<br />

In addition, the units are made of 95 % recyclable materials.<br />

Meanwhile, the high-voltage equipment is housed in the<br />

drive head, an IP68 sealed unit. The covers are made of rugged,<br />

impact-resistant recycled material. All Årka motors feature<br />

integrated grab handles and quick-release power connections.<br />

The mirror mounts and tilt-trim mechanisms are<br />

designed to fit standard BIA templates, saving retrofit time<br />

and cost.<br />

28 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

© Becker Marine Systems<br />

ine Systems. »The most important issues<br />

during development, in addition to the<br />

highest possible energy density, were<br />

safety, sustainability and low weight.«<br />

Another advantage of LFP cell technology<br />

is that no heavy metals, such as<br />

cobalt, are used in the production of the<br />

battery system. This, combined with an<br />

extremely long service life and high<br />

recyclability, makes the Cobra system a<br />

high-performance and environmentally<br />

friendly alternative. Thanks to its<br />

modular design, the storage capacity of<br />

the system can be adapted as required.<br />

The individual storage modules are located<br />

in standardized racks, forming<br />

compact battery units that can hold up<br />

to 1,000 V DC. Depending on the application,<br />

Becker Marine Systems offers<br />

the system with water or air cooling.<br />

The technology is also DNV-certified<br />

and complies with the ESTRIN standard<br />

(European Standard of Technical<br />

Requirements for Inland Navigation<br />

Vessels).<br />

The yachting industry is therefore<br />

long past the point where hydrogen and<br />

methanol were merely hypothetical<br />

propulsion alternatives. Concrete projects<br />

are already being built and the corresponding<br />

equipment is being developed.<br />

Whether the technologies will become<br />

established in the future is another<br />

matter: here, of course, it also<br />

depends on the owners and customers,<br />

who must bring along a certain degree<br />

of openness and show willingness to invest<br />

their money in the green alternatives.<br />

<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />


<strong>HANSA</strong> YACHTS<br />

What a song!<br />

Damen Yachting brought a new bestseller to<br />

the market. For the propulsion of the Amels 60,<br />

the shipyard took a holistic approach<br />

S<br />

howcasing »Come Together« in Monaco this fall was quite important for<br />

Damen Yachting since she is the first hull of the Amels 60, which belongs<br />

to the second generation of the Limited Edition series. You may be confused<br />

by now, so let’s explain briefly.<br />

Being one of the leading Dutch superyacht builders, Amels is a part of the<br />

renowned Damen Group. Its owner, Kommer Damen, recently honoured<br />

with the Lifetime Achievement Award, is an apologist of standardised shipbuilding<br />

and extends this approach to luxury yachts. That is why for many<br />

years, Amels used to build semi-custom vessels providing solid engineering,<br />

competitive prices and relatively short delivery times. Their Limited Editions<br />

series had several models ranging from 55 to 83 m with an exterior design by<br />

Tim Heywood. Their high sales proved the success of Damen’s business<br />

model and provided a broad community of loyal customers. When the time<br />

to evolve had come, Damen Group decided to consolidate the Amels and<br />

SeaXplorer (yacht support vessels) brands under the umbrella of the Damen<br />

Yachting division, followed by updating the Limited Editions series to the<br />

second-generation models. The first bird, Amels 60, was introduced at Monaco<br />

Yacht Show 2<strong>01</strong>9, and since then, six units have been sold.<br />

30 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />

© Damen Yachting<br />


<strong>HANSA</strong> YACHTS<br />

How could one explain such a success when<br />

five contracts were inked before the first yacht<br />

touched the water? Above all, Amels did their<br />

homework listening to the owners of their bestselling<br />

Limited Editions 180 and carefully considering<br />

what should be significantly improved<br />

and what should receive minor updates. As a result,<br />

the new yacht became 5 m longer, gained<br />

roughly 170 GT of volume, raised the level of<br />

her main and upper decks, and the exterior design<br />

became more appealing to the younger<br />

clientèle. The credit for the latter goes to Monaco-based<br />

Espen Øino International studio that<br />

succeeded Tim Heywood. The uncluttered exterior<br />

design of Amels 60 has several significant<br />

eye-catchers, like trapezium-shaped panoramic<br />

windows on the main deck, quite a distinct<br />

teak-faced transom, and a gigantic two-level<br />

sundeck with a black hardtop and radar mast.<br />

Given that »Come Together« has a very specific<br />

colour scheme where the caramel brown hull<br />

contrasts with snow-white upper decks, teak<br />

surfaces, and multiple black elements, I can assure<br />

you that there is no other yacht like her.<br />

Original Amels 180 is a truly sea-going vessel.<br />

It was proved by Gene Machine, whose owner,<br />

American scientist Dr. Jonathan Rothberg,<br />

cruised around Svalbard reaching a latitude of<br />

81°44’ N. Amels 60 has fully inherited the ability<br />

to cope with high seas and, according to the captain<br />

of »Come Together«, he brought a brandnew<br />

vessel from the Netherlands to the Mediterranean<br />

over the lumpy Biscay with no sweat.<br />

Thanks to the almost vertical bow and high bulwarks,<br />

she does not experience slamming or take<br />

too much water on her front deck when crushing<br />

the waves. This well-protected deck serves as a<br />

garage and can accommodate the largest tender<br />

for a yacht of this size. The case of »Come Together«<br />

is a nine-meter composite boat built by<br />

Yacht werft Meyer. It is launched by a large crane,<br />

and there is a second tender as well as a couple of<br />

jet skis sitting next to it. This fleet of water toys<br />

provides enough support in remote locations<br />

and allows the guests to have a lot of fun. By the<br />

way, the front part of the sun deck serves as a<br />

touch-and-go helipad when the railings and<br />

free-standing furniture are removed.<br />

In terms of the available guest area, the sundeck<br />

of Amels 60 surpasses its bridge deck and is<br />

one of the main selling points of this yacht. It<br />

boasts a large jacuzzi, bar, and dining table and<br />

may serve as an open-air gym and superb party<br />

stage. The client asked Amels to add glass windscreens<br />

on three sides of the hardtop to protect<br />

the dining from the elements. It turned out to be<br />

a very nice optional feature that allows extending<br />

the season and does not affect the exterior design.<br />

The vessel named after the famous Beatles<br />

song »Come Together« is a highly customised<br />

yacht. Although her experienced owner down-<br />

32 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

graded from his previous Amels flagship,<br />

he did not compromise on the personal<br />

touch and luxury interiors. Famous British<br />

Winch Design studio that knows his<br />

habits and tastes very well has created a<br />

fabulous interior decoration, bringing the<br />

real home atmosphere on board. There is<br />

a rich selection of natural materials, including<br />

eel skin and Angel’s hair marble, a<br />

fine balance between wood and stone, and<br />

an astonishing variety of shapes and textures<br />

in the neatly zoned guest areas. Custom-designed<br />

furniture nicely blends with<br />

inlaid floors and tray ceilings. The wizards<br />

of details, Andrew Winch and his team<br />

managed to translate the luxury in that<br />

special way when you feel the pedigree by<br />

the sixth sense, and the interior never<br />

seems boring. While some design elements<br />

may seem to be simple, they are<br />

not. For instance, it took a year for carpenters<br />

to shape and install the twisted<br />

wooden cage around the internally lit central<br />

column of the main stair. Just try to<br />

imagine playing a huge wood tower game<br />

for twelve months!<br />

There is also one crucial change in the<br />

layout of the Amels 60 compared to its predecessor.<br />

Four guest cabins on the lower<br />

deck are now directly connected to the<br />

beach club. Passengers will not need to go<br />

up and down again to reach the sauna,<br />

gym and swimming platform. While it is a<br />

standard setup for much larger yachts,<br />

there are not many 60 m boats around<br />

with this setup. What is also significant is<br />

that the Amels 60 has hybrid propulsion by<br />

default. Being optimistically conservative<br />

when talking about new technologies, the<br />

shipyard joined the green trend quite late,<br />

delivering its first hybrid boat, »Volpini 2«,<br />

in 2<strong>01</strong>8 when she became the world’s first<br />

IMO Tier III compliant super yacht. Instead<br />

of simply following the fashion for<br />

hybrids, Amels took a holistic approach<br />

analysing the fleet data from operating Limited<br />

Editions yachts and developing an<br />

efficient yet economically feasible system.<br />

After it was tried and tested, the company<br />

decided to have it as a standard for secondgeneration<br />

models.<br />

This diesel-electric propulsion system is<br />

quite typical and consists of main engines,<br />

variable speed generators and a battery<br />

bank for peak shaving and energy storage.<br />

However, as usual, the devil is in the details<br />

of the power management system that<br />

minimises energy waste. For example, in<br />

Eco mode (7–14 kn), the main diesel engines<br />

provide propulsion and generate the<br />

electricity to top up the batteries that return<br />

it to the electric motors. Easy to say, but<br />

hard to achieve! Full throttle mode involves<br />

all available power sources, including generators,<br />

to provide a top speed of 15.5 kn<br />

and supply full hotel load.<br />

However, paying a premium for hybrid<br />

propulsion, owners want to feel its benefits<br />

and not just look at the numbers on<br />

paper. That is when the time comes for<br />

silent cruising and serenity modes. The<br />

first one allows the Amels 60 to glide<br />

quietly at 5–7 kn using electric motors<br />

powered by batteries and generators. The<br />

extensive sound insulation prevents<br />

noise and vibration from escaping the<br />

engine room. As a result, the passengers<br />

hear more of the water’s melody than the<br />

machinery’s rumble. Finally, the batteries<br />

alone can provide enough energy to<br />

cover the main hotel load when the yacht<br />

lays at anchor.<br />

<br />

Specifications<br />

Length overall<br />

Beam<br />

Draught (full load)<br />

Displacement<br />

Maximum speed<br />

Range (13.0 kn)<br />

Passengers<br />

.................. 60.00 m<br />

................................. 10.40 m<br />

............ 3.35 m<br />

.................... 839 GT<br />

............... 15.5 kn<br />

............. 4,500 nm<br />

............ 12 in six cabins<br />

Crew ............................................ 13<br />

Exterior design .......... Espen Øino<br />

Interior design ...... Winch Design<br />

Shipyard ............. Damen Yachting<br />

© Damen Yachting<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />


<strong>HANSA</strong> YACHTS<br />

Going green<br />

on deck<br />

EcoTeak: made of recycled<br />

teak and plastic bottles<br />

© EcoTeak<br />

34 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

Teak is one of the most resistant woods of all, has a durability of at least 25 years and<br />

acquires a beautiful patina over time. Soon, however, the billionaires of this world will<br />

probably have to tick something else in the options list of their super yachts<br />

Due to its water-repellent properties,<br />

durability and robustness, and highquality<br />

appearance, teak has always been<br />

a popular raw material for producing<br />

deck coverings on yachts. Hardly any<br />

other wood can compete with it, there<br />

was virtually no alternative to teak in<br />

shipbuilding for a long time. With society’s<br />

growing environmental awareness,<br />

however, it is becoming increasingly clear<br />

that the use of teak is rarely sustainable.<br />

After all, the teak tree only grows in<br />

tropical areas such as Indonesia or Thailand’s<br />

warm, humid climate. Valuable<br />

rainforests, therefore, have to be cut<br />

down to produce teak. In addition, there<br />

is a long and energy-intensive transport<br />

route to Europe.<br />

Various suppliers have now addressed<br />

this problem and offer alternatives in the<br />

form of unique woods, synthetic materials<br />

or certified sustainably grown teak.<br />

Specialising in marine decking, German<br />

company Wolz Nautic has developed<br />

a sustainable decking system designed<br />

to function as a full-fledged alternative<br />

to teak. The system uses a weightand<br />

noise-reducing 3D cork as a levelling<br />

material and a long-term tested, doublemodified<br />

wood from sustainable forestry.<br />

The so-called Tesumo wood has the same<br />

properties as teak in almost all respects<br />

but differs significantly from traditional<br />

deck lumber in one key respect: it is<br />

based on sustainably grown wood from<br />

politically safe regions. It was developed<br />

as part of a joint research project between<br />

the Lürssen shipyard and the German<br />

University of Göttingen. Tesumo is<br />

manufactured in Germany from natural,<br />

rapidly renewable wood and refined in a<br />

three-stage modification process. The<br />

wood has a rich, golden-brown colour<br />

and high-quality texture and combines<br />

technical properties such as dimensional<br />

stability, weather resistance and natural<br />

durability that rival those of teak.<br />

A different approach is taken by the<br />

company Flexiteek. By extruding<br />

»planks« of PVC, the company, founded<br />

in 2000, has created an innovative product<br />

that is visually almost indistinguishable<br />

from teak while offering significant<br />

performance advantages. The synthetic<br />

decking system has a shape-matching<br />

underside that provides better adhesion<br />

and adaptability to boats of all shapes<br />

and sizes. According to the manufacturer,<br />

the material cools 30 % faster than<br />

conventional composite deck coverings<br />

and is about 35 % lighter at 4.5 kg/m2.<br />

This makes it ideal for performance<br />

yachts and sports boats where every<br />

gram counts. In addition, the material<br />

requires much less maintenance than<br />

teak – regular hard scrubbing or expens-<br />

Areas like super yacht garages are ideally suited for artificial teak<br />

© Benetti <strong>Yachts</strong><br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />


<strong>HANSA</strong> YACHTS<br />

One of the most famous aft decks in the world. Will we see these areas<br />

covered with alternative materials in the future?<br />

© Nuvolari-Lenard<br />

ive cleaning and sealing applications<br />

are not necessary. Stains from oil, wine<br />

or fish blood can be easily removed<br />

with soap and water. Because it is a<br />

synthetic material, Flexiteek can be<br />

manufactured in various of custom designs<br />

and colours – a distinct advantage<br />

over teak. The system is already<br />

used by more than 200 of the<br />

world’s leading boat builders.<br />

EuroDesign, meanwhile, is on an<br />

highly sustainable track. The company<br />

manufactures teak decks from wood<br />

harvested in Indonesia on FSCcertified<br />

plantations. The FSC certificate<br />

is the most globally recognised<br />

and strictest certification program for<br />

sustainable forest management. But it<br />

gets innovative with EcoTeak – a deck<br />

covering made from recycled teak and<br />

old plastic bottles. More specifically,<br />

EuroDesign uses the wood waste produced<br />

in the manufacturing of teak<br />

decks in conjunction with recycled<br />

plastic bottles to create a luxurious alternative<br />

to traditional teak decks. The<br />

36 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

material created by the recycling process<br />

is extremely durable, long-lasting<br />

and customisable, has similar anti-slip<br />

properties to teak and requires significantly<br />

less maintenance than tropical<br />

wood. EcoTeak is available in three<br />

colours as standard but can be supplied<br />

in any colour upon request. It is an environmentally<br />

friendly and less expensive<br />

product than traditional teak<br />

solutions.<br />

Another environmentally friendly<br />

alternative to teak is Esthec Nautical<br />

Decking from the Esthec company.<br />

The decking system is based on a patented<br />

biobased thermoset material<br />

that is different from any other decking<br />

available on the market. While<br />

most other solutions are based on<br />

thermoplastic materials containing<br />

PVC or wood, Esthec does not use<br />

these two ecologically questionable<br />

raw materials. It is a solid material<br />

consisting of natural components,<br />

fibres, colour pigments and fillers and<br />

is relatively light at 7.8 kg/m2. Visually<br />

and haptically, the decking boards are<br />

in no way inferior to natural teak. In<br />

terms of flexibility and adaptability,<br />

the synthetic material is even far<br />

ahead: Esthec’s unique production<br />

and application process allows designers<br />

to incorporate any imaginable<br />

design. From abstract patterns and<br />

geometric motifs to text and logos –<br />

there are no limits to the imagination.<br />

Esthec was certified to the international<br />

ISO 140<strong>01</strong> standard for a sustainable<br />

environmental management<br />

system in 2002.<br />

However, if you want to experience<br />

the charm of real teak on your yacht,<br />

you can also opt for sustainable solutions.<br />

It is possible to grow teak in a<br />

controlled, sustainable way, as the<br />

company GreenTeak from Thailand or<br />

the already mentioned company Eco-<br />

Teak does. However, the supply chains<br />

from Asia are not exactly reliable at the<br />

moment – which is why the vanStyn<br />

company is breaking new ground and<br />

operating FSC-certified teak plantations<br />

in South America.<br />

Boat builders and owners are now<br />

spoiled for choice with all these alternatives<br />

to conventional, ecologically<br />

problematic teak. Whether one<br />

chooses real teak, a different kind of<br />

wood, or a synthetic material is ultimately<br />

a matter of individual taste –<br />

and price. The decks of the 66 m »Okto« are covered with Esthec<br />

© Esthec<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />


<strong>HANSA</strong> YACHTS<br />

Four-pack from Germany<br />

German yacht builders Nobiskrug, Lloyd Werft, Meyer Werft and Abeking & Rasmussen<br />

plan exciting projects for the owner of tomorrow. Wind and solar power are on the agenda<br />

as well as extravangt designs and the world’s largest superyacht<br />

With its catamaran concept »Albatross«,<br />

the Lloyd shipyard from<br />

Bremerhaven has presented a project that<br />

is as spectacular as it is sustainable, with<br />

which it aims to counter climate change<br />

and rising energy prices.<br />

The twin-hulled concept measures<br />

125 m in length, 29 m in beam and has a<br />

draft of 5.6 m with a measurement of<br />

10,000 GT. The mega yacht is designed<br />

to use free fuels such as wind, solar and<br />

water as energy sources, reducing its CO 2<br />

footprint and energy consumption by<br />

about 40 %. This minimises the yacht‘s<br />

environmental impact and significantly<br />

reduces operating costs. This is achieved,<br />

among other things, by what is probably<br />

the most striking feature of the »Albatross«<br />

– the rigid wing sails with a surface<br />

area of 1,000 m2. These can be<br />

folded in when not in use and support<br />

the ship’s propulsion with a free propulsive<br />

power of about 1,200 kW in favourable<br />

winds. The sails alone should<br />

be able to propel the ship to a speed of<br />

7 kn. Another power source will be the<br />

solar panels, which measure 1,150 m2<br />

and can harvest an average of 120 kW<br />

per hour over 24 hours. Thanks to the<br />

additional five vertical wind turbines installed<br />

on the upper deck, »Albatross«<br />

can generate up to 50 kW of electricity<br />

per hour in good conditions, both during<br />

the day and at night.<br />

The concept also provides for a division<br />

into two operating modes. In anchor<br />

or port mode, energy is generated by six<br />

methanol fuel cells, each producing<br />

200 kW, with support from the wind and<br />

solar generators. A lithium-ion battery<br />

stores energy around the clock. If the methanol<br />

fuel is ever unavailable – for<br />

example, due to a tight market or because<br />

the ship is in a remote location – the<br />

required energy can be generated by one<br />

of the two 1,000 kW shaft generators,<br />

each located at the gearboxes of the main<br />

propulsion system. In cruising and sailing<br />

mode, the catamaran is powered by<br />

four 1,800 kW main engines running on<br />

conventional fuel – but consumption is<br />

significantly reduced thanks to the fixedwing<br />

sails. Economically, »Albatross« is<br />

expected to cruise at 12 knots, with a top<br />

speed of 15 knots.<br />

The interior and exterior, designed by<br />

Stay Star Design, are dominated by sustainable<br />

and low-maintenance materials.<br />

Amenities include a large gym, spa,<br />

and multiple dining areas and lounges,<br />

providing enough space for up to 14<br />

guests on board. Outside, the yacht features<br />

an infinity pool and beach club<br />

near the stern swim platform. An area<br />

of 2025 m2 is reserved for owners and<br />

guests on board, and 1750 m2 are available<br />

for a crew of up to 46 people. The<br />

»Albatross‘ concept emphasises on details<br />

in all interior and exterior areas,<br />

using lightweight and sustainable materials.<br />

At the same time, all materials<br />

have been designed to be easy to maintain<br />

so that the areas always look fresh<br />

and new,« explains Friedrich Norden,<br />

Head of Projects & Sales at Lloyd Werft.<br />

Lloyd Werft’s catamaran concept »Albatross«<br />

© Lloyd Werft<br />

38 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

Nobiskrug’s »Bullseye«-concept<br />

© Nobiskrug<br />

Nobiskrug with 80 m »Bullseye«<br />

German shipyard Nobiskrug has begun<br />

work on an 80-meter superyacht with five<br />

decks. The contract was awarded by international<br />

superyacht broker Cecil Wright in<br />

July of this year and is scheduled for delivery<br />

to the owner in 2025.<br />

In close consultation with the future<br />

owner, broker Cecil Wright & Partners<br />

chose the internationally renowned Rensburg-based<br />

shipyard to construct the custom<br />

superyacht, which has impressed<br />

with its recent builds such as »Artefact«.<br />

The impressive exterior and elegant interior<br />

design of the new superyacht project,<br />

named »Bullseye,« were penned by<br />

London-based Winch Design. The collaboration<br />

between Winch Design and<br />

Nobiskrug represents a proven synergy<br />

that has already been used several times<br />

in successful superyacht projects. »Bullseye«<br />

features a spacious interior as well<br />

as an expansive beach club and spa and is<br />

very much in the tradition of exceptional<br />

superyachts from Nobiskrug. »Winch<br />

Design is delighted to continue its longstanding<br />

partnership with Cecil Wright<br />

and Nobiskrug to design and deliver another<br />

incredibly exciting superyacht. The<br />

project will be unique and tailored to the<br />

owner‘s high expectations,« comments<br />

Jim Dixon, Director of <strong>Yachts</strong> and Aviation<br />

at Winch Design.<br />

Nobiskrug will be responsible for all<br />

engineering, ensuring the highest quality<br />

standards and high standards of sound<br />

and vibration. In addition, throughout<br />

the design process, to keep energy<br />

requirements as low as possible, the design<br />

of all systems for the vessel‘s operation<br />

will be strictly monitored. »We have<br />

held our own in a high-demand market.<br />

We won this contract because our goal as<br />

a German shipyard is to combine the latest<br />

technology with the highest quality<br />

and we have the expertise to implement<br />

the owner‘s unique wishes,« says Philipp<br />

Maracke, managing director of Nobiskrug.<br />

Handover of the ship to the owner,<br />

who wishes to remain unnamed, is<br />

scheduled for 2025.<br />

Your reliable<br />

propellershaft<br />

seal solution<br />

since 1995<br />

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<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />


<strong>HANSA</strong> YACHTS<br />

Extravagant Explorer<br />

In Lemwerder by the Weser, Abeking &<br />

Rasmussen has been building large firstclass<br />

yachts for over a hundred years, and<br />

their quality is well known in all parts of<br />

the world. The cooperation with the design<br />

studio Valentin Design from Switzerland<br />

has now resulted in an explorer<br />

yacht for which the title »unique« is unquestionably<br />

appropriate.<br />

As an explorer, the yacht named<br />

»TIME« is suitable for cruising in cold<br />

and warm waters and offers a vast living<br />

space on seven decks. Externally, the Explorer<br />

features an unusual design with an<br />

axe bow and large glass areas that appear<br />

to extend over several decks.<br />

Valentin Weigand, founder of Valentin<br />

Design, explains what makes »TIME« so<br />

special: »This project is unique because it<br />

opens up the possibility of making the<br />

most of every single minute spent on<br />

board.« One important element is the<br />

yacht’s exclusive features. »The equipment<br />

of »TIME« will make for unique<br />

moments,« continues the young designer.<br />

»These include an extra-wide duplex<br />

owner’s suite, a certified helicopter platform,<br />

a submarine as well as an observation<br />

deck and other great elements.« The<br />

extravagant Explorer is designed as a versatile<br />

platform intended for adventurous<br />

exploration in all climates. As such,<br />

»TIME« is designed to be not safe and extremely<br />

seaworthy and offer extreme luxury<br />

indoors and outdoors.<br />

The centrepiece is the maisonette-style<br />

owner’s suite, which spans 165 m2 on the<br />

main and upper decks. It includes two<br />

bathrooms, a discreet office and a private<br />

terrace with a Jacuzzi in the bow. The interior<br />

is coordinated to the smallest detail:<br />

Wool and silk carpets, marble surfaces,<br />

and warm, homey woods tell a<br />

story of craftsmanship, comfort and freedom.<br />

The concept is intended to create an<br />

atmosphere of personal openness. The<br />

remaining guest accommodations are divided<br />

between two VIP suites and four<br />

double cabins. Below the deck are berths<br />

for 26 crew members.<br />

Other standout features include a heliski<br />

room, three swimming pools, a German<br />

brewery, a gym, a sundeck cinema<br />

and two Nemo lounges. Another lounge,<br />

called the Gentleman’s Retreat, is located<br />

below the helipad and offers a more informal,<br />

social space with darker colours<br />

and a central fireplace and wine cellar.<br />

From here, a corridor leads amidships to<br />

a »sports club« with a pool table. A walkthrough<br />

crow’s nest that rises above the<br />

yacht’s superstructure provides unparalleled<br />

and unrestricted views of the surrounding<br />

area. As befits a superyacht,<br />

there is, of course, an extensive fleet of<br />

tenders on board.<br />

»TIME« will be equipped with a dieselelectric<br />

propulsion system and POD<br />

drives, providing it with a range of<br />

5,000 nm. The yacht will cruise at 14 kn<br />

and will be able to reach a maximum<br />

speed of 16 kn.<br />

Explorer project »TIME«<br />

by Abeking & Rasmussen<br />

© Abeking & Rasmussen<br />

40 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong>

<strong>HANSA</strong> YACHTS<br />

The »Two10« illustrating the capacities<br />

of the Meyer Group »in every respect«<br />

© Meyer <strong>Yachts</strong><br />

World’s largest superyacht project<br />

The Meyer <strong>Yachts</strong> brand has unveiled its<br />

second superyacht project at the Monaco<br />

Yacht Show. Last year, Meyer presented<br />

the 150m long »One50«. Now the<br />

shipyard’s portfolio is being complemented<br />

by the impressive 210 m<br />

»Two10« equipped with green propulsion<br />

technology: a project of superlatives<br />

that will stand at the top of the<br />

world’s largest yachts when completed.<br />

Highlights on board include a helipad at<br />

the bow that can be converted into a<br />

tennis court if required, a beach club<br />

that extends over two decks and the largest<br />

glass pane ever installed on a yacht,<br />

through which guests can look out to<br />

sea aft. The design of the Two10 also focused<br />

on novel solutions. For example,<br />

drones are also used on the helipad for<br />

passenger transport and can be recharged<br />

immediately with the green<br />

electricity generated on board. Lars<br />

Kruse, sales manager at Meyer <strong>Yachts</strong>,<br />

says: »The Two10 illustrates the capacities<br />

of the Meyer Group in every respect,<br />

and we are currently very pleased<br />

with the response to our yacht activities.«<br />

Meyer Group has its roots in the<br />

cruise sector and can build yachts up to<br />

500 m in length at its Papenburg shipyard.<br />

The shipyard aims to construct the<br />

»largest and most environmentally<br />

friendly mega yachts in the world.«<br />

»The development of LNG propulsion,<br />

for example, has cemented our position<br />

as a technology leader in the construction<br />

of cruise ships and is also a<br />

great incentive for us to continue researching,«<br />

said Jan Meyer, managing<br />

director at Meyer <strong>Yachts</strong>. »Our goal is to<br />

build climate-neutral yachts with alternative<br />

and renewable fuels – we put all<br />

our passion and courage into developing<br />

new ideas.« For example, the<br />

»Two10« will also feature a sustainable<br />

methanol-based propulsion system. The<br />

propulsion concept is based on fuel cells<br />

that generate electricity and heat from<br />

the combination of hydrogen and<br />

oxygen. Hydrogen is obtained from methanol,<br />

which can be produced sustainably<br />

from renewable energy sources.<br />

Fuel cells also operate completely without<br />

harmful emissions – they produce<br />

only harmless water vapour and cause<br />

significantly less noise and vibration<br />

than a conventional drive.<br />

<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />


<strong>HANSA</strong> YACHTS<br />

The legal consequence of delay<br />

in Yacht-Building-Agreements<br />

Covid-19 and the war in Ukraine have caused severe disruptions<br />

in supply chains worldwide. Not surprisingly, the<br />

Yacht building industry is also affected. After all, yacht builders<br />

often purchase their supplies from a many of the manufacturers<br />

worldwide. Due to the complexity of a yacht building project, delays<br />

of just one supplier often become a real issue. How can you<br />

deal with delay legally?<br />

In principle, the legal background is relatively simple: The parties<br />

of a yacht building contract have to fulfil their contractual obligations<br />

in time. If they do not do so, specific circumstances, as<br />

well as the relevant clauses in the building contract, will answer<br />

the question of the legal consequences.<br />

The main contractual obligation of the buyer is to pay the instalments<br />

in time. The main contractual obligation of the shipyard<br />

is to deliver the yacht to the buyer without defects at the agreed<br />

delivery date. Delays on the part of the shipyard can have a variety<br />

of reasons. As a matter of principle, it is possible differentiate between<br />

reasons caused negligently and those for which the shipyard<br />

is not at fault. For the first category, the parties normally<br />

agree that damages to be paid by the shipyard for the delay are<br />

either excluded (for some time), limited, and/or capped.<br />

Permissible delay and force majeure<br />

It is not uncommon to include clauses in a building contract<br />

which allow the shipyard, under certain circumstances, to postpone<br />

the delivery – so-called »permissible delay«. For instance, a<br />

delay caused by a change order request by the buyer would be<br />

considered a permissible delay. However, not all delays can easily<br />

be attributed to the responsibility of one party. When negotiating<br />

and agreeing on a shipbuilding contract, special attention should<br />

be paid to how delays caused by third parties, such as suppliers,<br />

are dealt with under the contract. Additionally, the so-called acts<br />

of God can interrupt the building process. Such events are typically<br />

enumerated (exhaustively or not exhaustively) in so-called<br />

»force majeure« clauses. Due to Covid-19, force majeure clauses<br />

and related questions of interpretation have become the cause of<br />

many disputes. Not only should the definition of a force majeure<br />

event be carefully considered, but also the notification obligations<br />

that fall upon the party intending to rely on it.<br />

Consequences for non-permissible delay<br />

If the delay does falls within one party’s responsibility, it is normally<br />

not considered a permissible delay. Consequently, the responsible<br />

party has to bear the legal consequences of such delay.<br />

As mentioned above, the parties often agree on a limitation of the<br />

legal consequences. Three principal legal consequences can be<br />

found in yacht-building agreements. They might apply exclusively<br />

or simultaneously.<br />

1. Liquidated damages: By agreeing liquidated damages, the parties<br />

agree, before the event, the amount of damages is to be<br />

paid by day or week in case there is a breach of the obligation to<br />

deliver the yacht in time.<br />

2. Contractual Penalty: Some parties agree that contractual penalties<br />

are to be paid in case of delay. The concept is similar to<br />

that of liquidated damages. However, it is only permissible in<br />

some jurisdictions. Depending on the contract’s wording,<br />

further damages can be claimed in addition to the penalty.<br />

3. Termination/ Recission of the contract: The ultimate consequence<br />

of delay is the right to terminate the contract and/or<br />

to withdraw from the contract.<br />

In a nutshell:<br />

• Factually, delays can never be ruled out. Legally, the consequences<br />

of delay are manageable: By negotiating appropriate<br />

compensation.<br />

• However, pay attention to the applicable national law. Also,<br />

plan ahead and agree under which circumstances extensions of<br />

the delivery date are permissible. In addition, make sure that<br />

the wording of the force majeure clause is appropriate. <br />


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oder telefonisch unter<br />

040/70 70 80 322<br />

42 <strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />

Maximilian Verlag GmbH & Co. KG | Stadthausbrücke 4 | 20355 Hamburg

Book<br />

your stand<br />

now<br />


DREAMS<br />

Interior Design, Equipment and<br />

Technology for the Cruise & Ferry Industry<br />

<br />

<br />

Be there when the cruise industry’s most innovative<br />

protagonists present their ideas and meet the decision<br />

makers of the world’s leading cruise and ferry lines,<br />

<br />

<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />

Co-located<br />

with<br />



With our partners and in combination with own FPP and CPP systems,<br />

Piening Propeller can realize Hybrid solutions for any kind of demand, with:<br />

„OPV“ equipped with systems from Piening Propeller<br />

• Multi Mode, Electric Drive Mode,<br />

Boost Mode, Generator Mode or<br />

Recuperation Mode<br />

• Hydraulic pitch control of the CPP,<br />

using ordinary water<br />

• High efficiency with low noise<br />

and vibration<br />

• Very low operational costs<br />


• E-Motor Port propulsion<br />

• Thermal engine other side as propulsion<br />

• E-Motor Stbd uses spare thermal capacity<br />

as generator<br />

• Hotel load by battery or E-Motor generation<br />

Design and Manufacturing of complete Propulsion Systems<br />

with Fixed-Pitch Propeller or PCP > 800 mm Ø<br />

<strong>HANSA</strong> YACHTS <strong>01</strong> | <strong>2023</strong><br />

info@piening-propeller.de<br />


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