HANSA Yachts 01-2023

International 

Maritime 

Journal 

YACHTS 

ISSUE 01 | 2023 

»Rough seas produce 

stronger sailors« 

Interview: 

Arthur Brouwer, CEO of the 

Dutch Heesen shipyard, on the 

prospects for the superyacht 

industry after the pandemic 

and during the Ukraine war

GD 

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MARINE INSURANCE BROKERS 

YACHT INSURANCE 

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EDITORIAL 

It’s time for flexibility 

Michael Meyer 

Deputy Chief Editor 

What is the course for yacht owners, 

designers, builders and suppliers? Not 

that there aren’t regularly one or two 

question marks in this industry. However, 

several aspects seem to be culminating 

at the moment. Inflation, 

economic downturns, (still) supply 

chain problems, (still) Corona restrictions 

and, last but not least, the 

turmoil resulting from Russia’s war 

against Ukraine are also casting their 

shadows on the yacht industry. 

So, there they are, the various uncertainties. 

Not to mention the significant 

environmental component: Decarbonisation 

is no longer a strange 

idea, not even in yacht building. As 

with other shipbuilding markets, the 

same applies here: Which card do you 

play now, especially when it comes to 

the choice of fuel or propulsion technology? 

Who knows what will be 

available when, how much and, above 

all, where and at reasonably affordable 

prices? At the moment, no one knows. 

Therefore, flexibility is needed regarding 

technologies, logistics and 

customer groups – a task the yachtbuilding 

industry must face. 

But one thing is also clear: The industry 

has already proven to be 

relatively robust in the past. The market 

has always reacted to the most diverse 

shifts. It is likely to remain the 

case in the future. As is well known, 

the industry has no shortage of knowhow, 

curiosity and creativity. That is 

also necessary. When there are many 

uncertainties, one must be prepared 

for many potential opportunities and 

markets. 

The HANSA Yachts team has again 

tracked down some interesting developments 

and trends. Various shipbuilders 

and suppliers are working on 

innovative projects. Currently, of 

course, the topic of »green yachting« 

remains at the top of the agenda. This 

issue focuses on hydrogen and methanol, 

among other things. 

This issue also takes a special look at 

the Netherlands. In addition to a portrait 

of the Royal Huisman shipyard, 

there is also an exclusive interview 

with Arthur Brouwer, CEO of the shipyard 

Heesen Yachts. He talks about the 

»post-Corona boom« from which the 

entire industry will continue to draw 

for some time to come, but also about 

the consequences of the Ukraine war 

and global economic trends. 

He says that uncertainty is hard for 

everyone to bear, »but although it 

would be easy to fall into pessimism, 

we are not yet on the edge of the cliff.« 

Thanks to full order books, he expects 

that most shipyards will be able to 

bridge this period with relative ease 

and absorb the drop in demand. 

Heesen has orders for deliveries up to 

2025, with twelve yachts currently 

under construction. In competition, 

the shipyard is counting on a certain 

proportion of »speculative« builds for 

which there is not yet a buyer. 

Brouwer hopes this will bring advantages 

in terms of shortened delivery 

times and competitive prices. 

He says it is necessary to be prepared 

for various contingencies to keep future 

viability ... True words – in these 

times more than ever. 

Enjoy the read! 

HANSA YACHTS 01 | 2023 

... you won’t 

find more! 

Experience the history of seafaring 

through the artefacts of the biggest 

private maritime collection worldwide 

at Hamburg’s oldest warehouse in the 

heart of the HafenCity. 

KAISPEICHER B | KOREASTRASSE 1 

20457 HAMBURG | PHONE: +49 (0)40 300 92 30-0 

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3 

OPENING TIMES: DAILY FROM 10 AM TO 6 PM

HANSA YACHTS 

3 EDITORIAL: IT’S TIME FOR FLEXIBILITY 

6 YACHT INDUSTRY NEWS 

11 INTERVIEW WITH BENETTI PRESIDENT 

PAOLO VITELLI: »NOX REDUCED BY 80 %« 

International 

Maritime 

Journal 

YACHTS 

12 ENGINE ROOM WITH WALKWAY 

14 ELECTRIC RECORD 

16 INTELLIGENT ANCHORING 

18 INTERVIEW WITH ARTHUR BROUWER, 

CEO OF SHIPYARD HEESEN YACHTS: 

»ROUGH SEAS PRODUCE STRONGER SAILORS« 

18 

22 

22 HUISMAN: THE MASTER OF UNIQUENESS 

26 ENGINE ROOM TALK: ALTERNATIVES FOR THE FUTURE 

30 DAMEN YACHTING: WHAT A SONG! 

34 ALTERNATIVE DECKING: GOING GREEN ON DECK 

30 

38 PROJECTS: FOUR-PACK FROM GERMANY 

42 THE LEGAL CONSEQUENCE OF DELAY 

IN YACHT-BUILDING-AGREEMENTS 

34 


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

Editorial consultancy: Krall Media GmbH 

Sales | Marketing | Advertising: Florian Visser | f_visser@hansa-online.de 

Layout: Sylke Hasse 

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

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

4 HANSA YACHTS 01 | 2023


Joyful docking 

To make the often arduous and errorprone 

mooring process easier, engine 

manufacturer Volvo Penta has now 

launched a joystick docking system for 

Aquamatic single drives. The device works 

similarly to joystick controls on larger 

vessels with multiple engines but is intended 

as a simple one-handed control for 

smaller boats with only one diesel engine 

and the in-house Aquamatic sterndrive 

system. With the push of a button on the 

joystick control, all manoeuvring functions 

– steering, gear shift, bow thruster, 

throttle – can be controlled with just one 

hand. A rotate function on the joystick 

makes it easy to set a direction in which to 

move the boat. It eliminates the need to 

consider traditional factors such as 

counterintuitive direction of travel, gear 

selection and working with multiple controls, 

replacing them with easy-to-learn 

fingertip control. »By combining multiple 

tasks into one easy-to-use system, we‘ve 

made it easy for people to avoid mistakes,« 

says Jonas Welinder, product planner for 

marine electronics at Volvo Penta. »Captains 

have told us how this new control has 

made them more confident – especially in 

tight manoeuvres, crowded harbours and 

strong currents. It‘s just more fun, relaxed 

and comfortable to dock a boat with our 

Volvo Penta joystick controls.« Volvo 

Penta offers the Joystick Docking System 

for new Volvo Penta Aquamatic Z-drives 

with DPI or as a retrofit for existing Volvo 

Penta DPI installations. The company also 

plans to introduce the option without bow 

thrusters in the coming months. 

© Volvo Penta 

Nobiskrug’s »Miza« completes sea trials 

Nobiskrug’s 70 m project »Miza« has 

completed technical sea trials in the Baltic 

Sea. The superyacht is also known as 

Project 795 and is scheduled for completion 

in early 2023. She will be the first 

delivery from the German shipyard 

since it resumed operations following a 

takeover in 2021. Project »Miza’s« interior 

and exterior design was created by 

Winch Design. Prominent features include 

a sweeping bow and angular 

windows in the forward section of the 

main deck. Onboard, a large sundeck 

with a counter-current system, a 

spacious swim platform and a beach 

club with a spa area provide luxury. 

»This superyacht is designed to provide 

long-distance cruising with low noise 

and vibration levels, which means exceptional 

comfort for everyone onboard,« 

explains Scott Wightman, who 

represented the owner and construction 

manager during construction. »In addition, 

the vessel features extendable 

azimuth thrusters with electronic anchor 

function to maintain position in 

areas where you can’t drop anchor.« 

Project Miza has a length of 70 m, is 

12.4 m wide and has a draft of 3.6 m and 

a volume of 1,900 GT. 

 

New Managing Director at Lloyd Werft 

The shareholders of Lloyd shipyard in 

Bremerhaven, the Rönner Group and 

the Gustav Zech Foundation, have appointed 

Friedrich Norden as the new 

Managing Director of Lloyd shipyard. 

The previous project manager has 

spent his entire professional career at 

the German shipyard and has experienced 

the company’s ups and downs 

from the beginning. 

»I look forward to the challenges and 

projects that await me at Lloyd and 

thank the shareholders for their trust,« 

Norden said. »I am certain that we will 

be able to restore Lloyd shipyard to its 

former glory despite the current difficult 

conditions. To achieve this goal, 

we have started dry docking and repair 

work again for all ship types.« 

Friedrich Norden started his career as 

an industrial mechanic at Lloyd Werft 

and later studied mechanical engineering 

for two years. Since 2006 he has 

been the project manager for major 

newbuilds and conversions at the shipyard. 

His grandfather Friedrich »Fiedel« 

Norden, was already managing director 

at Lloyd Werft for several years, and his 

father held a position as project manager 

until 1994. Friedrich Norden will 

now continue the family tradition as the 

third generation taking over the management 

of Lloyd shipyard. Friedrich Norden 

© Lloyd Werft 



Saving energy with electric stabilisers 

In line with the ongoing electrification trend in the yachting industry, 

SKF Marine has developed an electrically operated 

stabiliser for superyachts that is versatile and actively saves 

electricity. 

Ship stabilisers have the task of preventing, or at least significantly 

reducing, the rotational movement of a ship around its 

longitudinal axis – rolling. The new type EFZ fin stabiliser 

from SKF Marine offers effortless stabilisation for yachts over 

50 m and is fed oil-free by a powerful and compact electric 

drive. A gearbox with minimal moving parts ensures maximum 

reliability and low maintenance. The fin is foam-filled 

and consists of a single component, preventing water ingress. 

Extremely smooth torque transmission provides precise fin 

movement, providing increasing buoyancy and improved roll 

reduction. The fin can be rotated 360°, which opens some 

unique possibilities. For example, the unit offers an automatic 

walkback function – without moving the vessel forward at zero 

speed, and automatic heading assistance. The fins have an 

adaptive start-stop operation for single or double fin mode, 

allowing the stabilisers on each side of the vessel to operate 

separately when required. »The future is electric – and so are 

our marine stabilisers!« says Michael Christiansen, Sales and 

The fin can be rotated 360°, which opens some unique possibilities 

Project Manager at SKF Marine. »Our all-electric stabilisers 

minimise noise and vibration and give yacht builders more options 

to create space for yachting experiences beyond the traditional. 

Increasing the stability of your yacht while stationary 

and underway has never been so convenient.« 

A special feature of the EFZ eStabiliser is the ability to save 

power actively. The unit features an advanced energy recovery 

system that uses the energy stored during cruising to power the 

fin, minimising the vessel’s power consumption. The stored 

energy can be fed into the yacht’s energy circulation system. 

© SKF 

When tradition meets innovation – 

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*equipped with 

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7


One yacht, four modes 

The »SeaCat« project emerged from a 

collaboration between Rossinavi and 

Fulvio de Simoni Yacht Design and is the 

Italian shipyard’s first multihull project. 

The central theme of the project is solar 

energy. »SeaCat« will therefore have four 

different operating modes. The first is intended 

for day trips, during which the 

yacht can operate on just electric. The 

second is for trips over several days, during 

which some nights will also be spent 

at anchor. On such trips, »SeaCat« 

should be able to operate in »full-electric 

mode« for 90 % of the time. On longer 

voyages, such as an Atlantic crossing, the 

Cat will still run in 80 % electric mode, 

corresponding to a reduced CO 2 

emission of about 40 t compared to a 

traditional yacht of the same size. In the 

last mode, nicknamed »wintering«, the 

hybrid catamaran can be completely 

energy self-sufficient in the harbour and 

even feed excess energy into the marina 

or private facilities. 

»A sense of responsibility drives the 

new generation of yachts,« says Rossinavi 

Chief Operating Officer Federico Rossi. 

»I wanted to set myself the goal of building 

avant-garde products beyond the obstacle 

that better express our meaning of 

the cruising experience and increasingly 

move in a more sustainable direction.« 

Fulvio de Simoni Yacht Design is responsible 

for the exterior design, which 

has a sleek look that sets it apart from the 

traditional image of catamarans. 

The interior design, meanwhile, is 

being created by New York-based design 

firm Meyer Davis and is intended 

to »complement the ultra-modern yacht 

to bring relaxed luxury and sustainable 

design to the fore,« according to a statement 

from the shipyard. The decorative 

elements will be inspired by nature, especially 

the sun, the sea and the sand. 

The interior design will focus on sustainable 

materials to ensure the yacht 

feels casual, light and warm. Highlights 

on board include an expansive saloon, 

spacious owner’s suite and sundeck, 

which are significantly larger than on a 

monohull thanks to the Cat’s width, and 

the many relaxation areas. In addition, 

»Sea Cat« has a sauna room in the beach 

club area, a pool in the cockpit of the 

main deck, a large forward outdoor 

space with a Jacuzzi, fire pits and a cinema, 

as well as an American bar on the 

sun deck. The yacht accommodates up 

to ten guests. The cabins are located in 

the hulls and all are the same size, so 

ideal for charter. 

 

© Rossinavi 

NextGen FUSION – the future of Internet on board 

A reliable internet connection is a mandatory 

feature on any superyacht these days. 

Owners and passengers want to check their 

mail, stream movies, or upload vacation 

pictures to social media. But a stable Internet 

connection is important not only for 

the well-being and comfort of passengers 

but also for navigation and safety aspects. 

But depending on the yacht’s location and 

the number of people on board, it can be 

difficult to ensure stable Internet access. 

There needs to be more than the mobile 

WiFi of end devices such as smartphones 

or tablets is not sufficient here – especially 

if the yacht is on the open sea, i.e., far away 

from any transmission towers. In this case, 

an Internet connection via satellite is often 

the only solution. However, in most cases, 

this is very expensive and has a severely limited 

bandwidth. 

OmniAccess, a company based in Mallorca, 

specialises in Internet solutions for 

superyachts and has introduced a new system 

that is as effective as compact. With 

the so-called nextGen Fusion technology, 

the company can provide multiple network 

connections simultaneously, ensuring 

unrestricted connectivity on board. 

»Fusion« combines global nextGen 

broadcast VSAT (GEO) speeds of more 

than 400 Mbps, 4G/5G mobile data connectivity, 

local WiFi/WiMAX networks 

and high-speed, low-latency Low Earth 

Orbit (LEO) Internet into a single solution. 

For example, LEO services covered by OmniAccess 

include Starlink’s recently deployed 

high-speed broadband Internet access. 

»Low Earth Orbit satellites orbit the 

Earth at a distance of about 1,000 km, 

while typical VSAT satellites fly in a geostationary 

orbit of about 36,000 km. This 

shorter distance reduces latency – the time 

it takes for your data to travel back and 

forth (RTD) from Earth to the satellite and 

back again – by a factor of ten. This results 

in a much lower price per Mbps and a 

much better Internet experience,« explains 

company founder Bertrand Hartman. 

© OmniAccess 



Ocean Signal RescueME PLB3 wins DAME Design Award 

The Ocean Signal RescueME PLB3 AIS 

Personal Locato Beacon has been named 

the overall winner of the DAME Awards 

at METSTRADE 2022. The device is said 

to represent a significant step in the evolution 

of PLBs, combining an AIS manoverboard 

device and GPS with a Cospas 

Sarsat personal locator beacon, Galileo 

return link service and integration of visible 

and infrared signal lights. With its 

blend of long- and short-range detection 

technologies, the product offers the best 

chance of survival in an emergency. In 

naming the PLB3 the overall winner of 

the awards, the jury recognised the impressive 

combination of multiple technologies 

in such a small device, and the 

attention to design in every detail. In addition, 

the judges highlighted Ocean Signal’s 

determination to produce worldclass 

products capable of saving lives. 

A total of 48 products in 14 countries 

were nominated for the final round of the 

DAME Design Award 2022. 

 

Italian Sea Group reports strong increase in sales 

The Italian Sea Group is a global player in 

constructing and refitting motor and sailing 

yachts up to 140 m. Recently, the 

company published its quarterly annual 

report from 2022 and, in the process, reported 

a 65 % increase in sales and an 

order backlog of nearly one billion euros. 

The group reported total sales of over 

210 mill. €, an increase of 64.6 % year-onyear, 

and a gross order backlog in shipbuilding 

and refit of 983 mill. €. »The results 

of the first nine months of 2022 confirmed 

strong and constant growth, 

which allowed TISG to position itself at 

the upper end of the 2022 revenue forecast. 

With an EBITDA margin of 15.7 % 

as of September 30, well above the target 

already announced to the market,« said 

Giovanni Costantino, founder and CEO 

of The Italian Sea Group. »The soundness 

of our strategy is also confirmed by the 

success of our series projects, which have 

already generated strong commercial interest 

just a few months after their 

launch, with the sale of two 50 m Admiral 

Panorama motor yachts in the third 

quarter of 2022.« Currently under construction 

at The Italian Sea Group are 35 

yachts, 19 superyachts and 16 Technomar 

for Lamborghini. 

 

 

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9 

®


Superyacht under water 

As the world leader in small submersibles, 

Dutch manufacturer U-Boat 

Worx has succeeded in developing a realistic 

combination of luxury and safety in 

a fully certified private submersible. 

»Nautilus« is diesel-electrically powered, 

has a diving depth of 200 meters, a cruising 

speed of 9 kn on the surface and a 

submerged speed of 4 kn. Above the 

waves, »Nautilus« offers a huge sundeck 

equipped with a freshwater pool, a bar 

and a luxurious dining table. This facility 

is retracted before the boat descends. 

The interior of the »Nautilus« features 

a 50 m2 dining and lounge area with four 

circular windows, each nearly 4 meters in 

diameter. This gives guests an unobstructed 

view of the underwater world. 

The proposed layout for the submarine 

includes a master bedroom, four cabins, 

and sleeping quarters for up to six crew 

members. Also included is a fully 

equipped galley. 

The superyacht submarine can remain 

submerged for up to four days. At 

cruising speed, the endurance underwater 

is six hours. When not in use, the 

»Nautilus« can be docked at any quay 

suitable for a draft of 6.5 m. A newly designed, 

fully pressure-resistant electric 

dinghy is stowed under the aft deck and 

remains outside when diving. For 

example, this tender, the »Aronnax,« 

can transport up to five divers underwater 

to the designated dive site. The 

cost of the diving superyacht is around 

25 mill. €. »People who have decided to 

buy a conventional yacht now have to 

ask themselves whether their vessel of 

choice can also dive to depths of up to 

200 m,« says Bert Houtman, chairman 

and founder of U-Boat Worx. »Seasickness 

in high waves is now history. When 

the sea gets too rough, you dive and 

continue your journey in comfort. With 

the Nautilus, the yacht market will never 

be the same.« 

 

© U-Boat Worx 

Separate yet connected 

Dutch yacht builder Feadship recently unveiled 

a new superyacht concept that 

breaks completely new ground in terms of 

accommodation. For example, the 87 m 

EXPV concept, conceived by Harrison 

Eidsgaard in collaboration with Feadship, 

takes a completely new and unconventional 

approach to large explorer 

yachts. The most striking feature is the distinctive 

split superstructure with the private 

owner’s area at the front of the yacht 

and the guest area at the rear. The two 

deckhouses can be reached via separate 

staircases and lifts. The owner’s and guest 

accommodations are completely separated 

from each other and connected only by a 

floating glass bridge and the Ocean 

Lounge, an expansive beach club on the 

lower deck. »The glass bridge was a big 

challenge and we worked closely with De 

Voogt engineers to figure out how to make 

it happen,« says Jan-Bart Verkuyl, Feadship 

director and CEO at Royal Van Lent Shipyard. 

»The bridge floating in the air is a 

completely new idea and an engineering 

feat.« The open deck above the Ocean 

Lounge and under the glass bridge will 

house the large tenders. Typical of an Explorer, 

there is plenty of capacity for 

tenders and dinghies – including space for 

two 13.5 m long tenders with no height restrictions. 

Additional tenders and toys can 

be stowed in a side-opening garage under 

the foredeck. Meanwhile, at the very front 

of the bow, level with the bridge deck, there 

is a cosy corner for sunbathing or al-fresco 

dining. The owner’s office is located aft of 

the wheelhouse, while on the deck below is 

a spacious and very private master suite. At 

the top, the owner’s area also features an 

observation lounge with floor-to-ceiling 

windows and a private terrace overlooking 

the foredeck. The helicopter deck above the 

observation lounge is fully certified and 

has direct access to the owner’s suite. There 

are six guest suites in total, arranged on two 

decks around the stern, all with sea views 

and private terraces thanks to this unusual 

layout. The guest deckhouse represents a 

self-contained unit, with easy access to the 

transport platform for swimming, accommodation 

on the main and upper decks 

and its own lounge and bar connected to 

the owner’s area via the glass bridge. 

EXPV offers accommodation for up to 

nine guests, 28 crew members and, of 

course, the owner himself. A diesel-electric 

propulsion system brings the Explorer 

Yacht to a cruising speed of 14.5 kn. The 

distance until the ship needs to be refuelled 

will be around 6,000 nm. 

© Feadship 


»NOx reduced by 80 %« 

© Benetti 

With the B.YOND, the Benetti shipyard developed an almost revolutionary model. 

HANSA Yachts talked with president Paolo Vitelli about the project 

The concept of the B.YOND has never before 

been implemented on a yacht of this 

size. Why has no one before you come up 

with such a split-level layout? 

Paolo Vitelli: Because no one has ever 

asked such geniuses as Stefano Righini 

– God rest his soul – and me (laughs). 

But seriously, we have a lot of experience, 

35 years of thinking about how to 

optimise yachts – this B.YOND is perhaps 

the essence of that. Just look at the 

main deck. Flooded with light, with 

hardly any interruptions and big 

enough to host parties with 400 guests. 

We’ve got an extreme amount of space 

everywhere on board and made the 

most of the 35 m in length and 12 m in 

width. 

How did the idea come about? 

Vitelli: Back then, we were the first to put 

a large GRP yacht on the water, and now 

we are again the first to bring steel as a 

material for yachts of this size. We dare 

to leave the old familiar routes when it 

makes sense. I wanted a stable yacht and 

had customers like me in mind who 

might want to spend a few months a year 

on the yacht. Comfort, lots of windows 

and a close connection to the outside 

world were important guidelines. Stefano 

was then instrumental in the design. 

In addition, the yacht is exceptionally environmentally 

friendly. 

In what way is it environmentally friendly? 

Vitelli:We’re using exhaust gas purification 

technology already used in the automotive 

industry for Euro 6D diesel engines and 

combining it with Siemens Energy‘s innovative 

E-Mode hybrid system based on an 

integrated add-on architecture. The result 

is a straightforward management system 

that allows switching from mechanical to 

electric drive and vice versa. This innovative 

solution offers the possibility to 

choose between four different operating 

modes. We arrive at an incredible range 

that is almost double that of traditional navettas 

of the same size – 8,200 nm at nine 

knots in eco-transfer mode, in which the 

two diesel generators are switched off, and 

only one propulsion engine is running. Reducing 

the fuel consumption and CO 2 

emissions by up to 16 % and NOx 

emissions by up to 80 % compared to traditional 

propulsion systems. 

Is the B.YOND an Explorer? 

Vitelli:Yes, you can go almost anywhere 

with the yacht. Owners should spend a lot 

of time on board; that’s what it’s designed 

for. In the meantime, we are already at a 

double-digit sales figure shortly after the 

launch. The exclusive furniture from 

Giorgetti is worth mentioning here, as 

well as the large tenders that allow you to 

sail in areas that are too shallow for the 

mother ship. 

Paolo Vitelli 

Is this yacht size currently in good 

demand on the market? 

Vitelli:Very much in demand, yes. Anything 

under 500 GT is doing very well, 

and anything under 40 m in length because 

it can be used to access smaller 

marinas. We have several models in this 

size range – Oasis, Motopanfilo, and 

B.YOND. Then above that comes the 

Diamond, which is a real gem. If someone 

is looking for a yacht between 30 and 

50 m in length, he will find it with us. 


11


Engine room with walkway 

With »Apho«, Lürssen put one of its latest 

deliveries on this year’s Monaco Yacht 

Show which left a strong impression not only 

by its design but also by some details hidden on 

the lower decks. One of the yacht’s most pleasantly 

surprising areas is a glass walkway 

through the engine room on the lower deck behind 

a luxurious twelve-seater cinema and just 

down the hall. This futuristic addition allows 

the owners and guests to view the impressive 

engines and mechanical spaces from above 

whenever they like. 

In the engine room, twin MTU 20V 4000 

M73 engines propel the yacht to speeds of 18 

knots and for up to 7,000 nm at 12 kn. Efficiency 

and the desire to be as green as possible 

was a key driver behind the engineering on 

board. The yacht has an exhaust after-treatment 

system that reduces nitrogen oxide levels 

and generates less noise and vibration. 

Similarly, every diesel generator set is 

equipped with an additional heat exchanger, 

which is used to heat an extra heat cycle connecting 

the pool, jacuzzi and service water 

systems. This helps reduce thermal energy 

loss by repurposing it and reduces the need 

for electric heating systems elsewhere on 

board. »For Lürssen, the task was to build a 

motor yacht for a repeat client, an upgrade 

from his 86 m Lürssen, who had many years 

of owning and chartering different types of 

yachts behind him« says Peter Lürssen. »He 

required top-notch design and engineering as 

well as seagoing comfort for his family, guests 

and crew. The launch of ›Apho‹ is a testament 

to the excellent team of builders, designers 

and engineers at Lürssen and the strong relationship 

with the client. Lürssen prides itself 

on meeting challenges, and this one was no 

different.« 

 




© Lürssen 

13


© Sunreef 



Electric record 

Sustainability is becoming increasingly 

important even in super yachting, 

which tends to be less than sustainable – 

many owners, especially younger ones, demand 

ecologically correct solutions. With 

the Sunreef 43M Eco, the Polish shipyard 

debuted what it dubbed the »ultimate ecocatamaran« 

in January 2022, and the first 

unit has been sold. Tim Quinlan, sales 

broker at Ocean Independence, closed the 

deal at the 2022 Monaco Yacht Show. He 

comments, »After relatively long research, 

we went to Sunreef with the proposal and 

the client. This synergy between Sunreef ’s 

industry-leading experience in building 

large superyacht catamarans and the 

client’s vision for their yacht meant that the 

decision of which yard to use was made 

very quickly.« Quinlan says the client, got a 

taste for owning a large yacht by chartering 

larger yachts. He first rented a format in 

2017 and will now take delivery of his 43 m 

long yacht in September 2025. 

The 43M Eco’s hull, superstructure and 

other components feature integrated 

solar panels that power the yacht with 

green energy. At the same time advanced 

hydrogenators generate clean electricity 

for emission-free cruising, creating a virtually 

infinite range. 

Highlights of the 43M Eco include a 

large »Ocean Lounge« aft that combines 

the aft deck, swim platform and fold-out 

balconies into a single space. The area 

can be customised to meet each owner’s 

needs, including a massage room, bar 

and fitness area. Dinghies and toys are 

stored in the yacht’s hidden aft garage; a 

second sunbathing option is located on 

the flybridge, complete with a spa pool, 

oversized sun pads, a bar and dining area, 

and outdoor cinema. 

 


15


Intelligent 

anchoring 



Anchoring is part a yachts routine, but 

numerous uncertainties can cause 

headaches for the crew and skipper. The 

grounds nature, the currents strength and 

how the anchor comes to rest are among 

the essential factors in anchoring, which 

are often difficult to assess. Mistakes or inattention 

can then quickly lead to catastrophes 

– from collisions with other vessels 

to running aground to damage to submarine 

cables or pipes. The team at Swiss 

Ocean Tech has therefore set itself the task 

of making life on board easier and ensuring 

increased safety when anchoring for boat 

and environment alike. With the Anchor- 

Guardian, the eight-person startup company 

led by founder Thomas Frizlen has 

developed an innovative piece of technology 

that has the potential to become essential 

equipment on private yachts and 

boats as well as commercial vessels. 

The device, inconspicuous at first 

glance, consists mainly of a cylinder made 

of SuperDuplex steel. Inside, however, 

hides a lot of sensor technology and engineering. 

The AnchorGuardian is installed as 

a connecting piece between the anchor 

and the anchor chain and is underwater 

when used. There, the device collects a 

wealth of information on bottom conditions, 

anchor position, movement of the 

anchor, force on the anchor and much 

more. It then transmits the information via 

ultrasound to a receiver on the ship‘s hull, 

which in turn communicates with a Bluetooth-compatible 

terminal and displays 

the information clearly on the smartphone, 

tablet or computer screen. This 

gives skippers full visibility into all factors 

of the anchoring process at all times. However, 

the system provides not only information 

but also concrete instructions 

for action. A dynamic colour scale, for 

example, provides information on how securely 

the anchor is lying, taking all values 

into account. If the display changes from 

green to red, it is time to repeat the anchoring 

process or look for another anchoring 

location. In addition, the device 

determines the ideal chain length for the 

respective anchoring situation and provides 

a corresponding recommendation. 

According to company founder and 

Managing Director Thomas Frizlen, the 

environmental aspect also plays a crucial 

role in anchoring. »A drifting anchor, for 

example, causes considerable environmental 

damage. Within minutes, the anchor 

upsets the seabed and thus destroys 

the sensitive ecosystem whose growth has 

taken decades,« explains Frizlen. „AnchorGuardian 

contributes to the protection 

and preservation of the oceans, 

seagrass and the animals living in them 

by providing a wealth of information 

when the anchor is being laid and raised 

and during anchoring. For the first time, 

smart anchoring is enabled by Anchor- 

Guardian and will also minimise the risk 

of drifting at anchor.“ 

Currently, the AnchorGuardian is still 

a prototype. After a successful sea trial, 

the manufacturer is looking for more 

captains willing to test the device on a 

crossing. This is intended to optimise the 

technology further before it is expected 

to be launched on the market at the end 

of 2023. The anticipated cost of the system 

for superyachts of 30–50 m in length 

is to be around 20,000–50,000 €. 

© Swiss Ocean Tech 


17


»Rough seas produce stronger sailors« 

Arthur Brouwer is the CEO 

of the Dutch Heesen shipyard. 

At the Monaco Yacht Show 2022, 

we spoke to him about the latest 

happenings in the market and 

the impact of current crises 

on the yachting industry 



© Heesen Yachts 

Mr. Brouwer, in recent years more than 

one crisis has had a global impact. To 

what extent have these hard times affected 

global wealth? 

Arthur Brouwer: The Global Wealth Report 

by Credit Suisse shows that by the 

end of 2021, global wealth totalled an estimated 

463.6 tn $. Showing an increase 

of 9.8 % compared to 2020, far above the 

average annual 6.6 % increase recorded 

since the beginning of the century. 

We are talking about an increase in global 

capital. In which countries are most of 

this global wealth concentrated? 

Brouwer: At the top of the wealth pyramid, 

the United States ranks highest by 

far, with over 140,000 ultra-high-networth 

individuals (those with wealth 

above 50 mill. $), followed by China with 

32,710 individuals. Worldwide, Credit 

Suisse estimates that there were 62.5 milllion 

millionaires at the end of 2021, 

5.2 million more than the year before. 

The number of millionaires worldwide is 

on the rise. Is the same true for the 

number of billionaires? 

Brouwer: The SYBAss Economic Report 

also tells us that the billionaire population 

has risen 8 % annually over the last 

two decades. 

What does this mean for the superyacht 

industry? 

Brouwer: The superyacht market experienced 

a boom after the Covid-19 crisis, 

with record-breaking orders for superyachts 

over 40 m in length: 134 in 2021 

alone! 

2022 became a memorable year, but unfortunately, 

for the wrong reasons. Not 

everything was positive: the invasion of 

Ukraine by Russian troops triggered the 

worst security crisis in Europe in decades. 

What does this mean for the global 

economy? 

Brouwer: The economic damage from 

the war in Ukraine has contributed to a 

slowdown in global growth in 2022, and a 

rise in inflation. In its July 2022 World 

Economic Outlook update, the IMF 

noted that global growth will slow from 

an estimated 6.1 % in 2021 to 3.6 % in 

2022 and 2023. That’s 0.8 and 0.2 percentage 

points lower for 2022 and 2023, respectively 

than forecast in January. Following 

the pandemic-related slowdown 

in 2020, we experienced a surge in global 

demand after the pandemic. Along with 

supply chain disruptions due to closures 

in China, increased raw material prices 

and input costs. Russia’s invasion of Ukraine 

and its aftermath exacerbated the 

problem. It also triggered a global cost of 

living crisis and led to a humanitarian 

disaster. 

How badly has the yachting industry 

been affected by economic instability? 

Brouwer: Global economic uncertainty is 

difficult for all of us to bear. But while it 

would be easy to fall into pessimism, we 

are not yet on the cliff ’s edge. The post- 

Covid boom for yachting is still creating 

more demand than supply in our industry. 

Thanks to full order books, I expect 

that most shipyards, and certainly our 

colleagues at the Superyacht Builders Association, 

will be able to bridge this period 

with relative ease and absorb the drop 

in demand. That’s not to say that everything 

has been easy. At Heesen, we had to 

deal with the consequences of the conflict 

in Ukraine more than other players in our 

sector. But overcoming obstacles is part of 

our DNA. As most of you know, Heesen 

has earned a reputation for finding sol- 


19


utions to design and technical challenges 

to build some of the most extraordinary 

and iconic yachts in history. 

How is Heesen dealing with the current 

situation, especially regarding the sanctions 

against Russia and the resulting 

seizures of yachts? 

Brouwer: They say that rough seas produce 

stronger sailors. Thanks to our solid 

and reliable Dutch organisation, we 

overcame the challenges and became a 

100 % Dutch company. Today, our shipyard 

is heading full steam ahead into the 

second part of a stormy year. It goes 

without saying that we will always respect 

national and international laws and 

comply with all international sanctions. 

As for the yachts under construction for 

Russian customers, this means that we 

can continue building them, but we cannot 

and will not deliver them for the time 

being. 

Has Heesen emerged stronger from the 

crisis, all in all? 

Brouwer: We have a strong workforce of 

1,000 skilled and committed employees, a 

full order book with deliveries until 2025, 

and a healthy financial situation. So, we 

can cope with the current hurdles, and we 

are also ready to deal with whatever the 

future may bring. Our shipyard in Oss 

and our luxury outfitting plant in Winterswijk 

are bustling with activity. Our 

workshop is like a beehive of activity. 

With twelve yachts under construction, 

we have the perfect mix of full-custom 

and fast delivery. We occupy a unique 

position in the market – we are one of the 

few Northern European shipyards with a 

strong speculative program that shortens 

delivery times and allows competitive 

pricing for high-quality superyachts with 

a proven track record. 

So how many newbuilds have Heesen 

been able to complete this year? 

Brouwer: So far this year, we have delivered 

three yachts. »Book Ends« and 

»Ocean Z« are from our successful 50 m 

© Heesen Yachts 



semi-displacement and 50 m fully displacement 

series, and the unique Lusine 

joins them. »Lusine« is an awardwinning 

60 m, 1,079 GT motor yacht 

with exterior lines designed by Omega 

and the most complex interior ever designed 

by Sinot. And she is on display at 

this year’s show! 

These three yachts demonstrate the 

exceptional capabilities of our shipyard. 

We cater to customers who want to save 

time without compromising on quality 

and who want a unique yacht that is the 

true expression of their personality and 

lifestyle. We also offer Smart Custom 

yachts to our clients. These are projects 

that combine the best of both worlds. 

Given these uncertain times, how is 

Heesen Yachts going to position itself for 

the future? 

Brouwer: Recent times have forced us 

to up our game. Contingency planning 

will be critical to ensure success in the 

years ahead. We are strengthening our 

workforce by hiring new talent and 

continually investing in our employees 

through training. The people at Heesen 

are our most important asset – it is 

human capital that makes the difference 

and enables our shipyard to deliver 

yachts that are nothing but the best. 

We are almost in our third year of 

global logistical issues and shortages of 

various components. To deliver our 

yachts on time and on budget, we are 

highly dependent on the reliability of 

our supply chain. Our boats are made 

from millions of parts. We have built a 

good relationship with our suppliers 

and partners to ensure that everything 

is available on time. They have become 

an integral part of our extended family 

and contribute to our success. Without 

them, none of this would have been 

possible, and we are grateful for their 

commitment and loyalty. 

Finally, it should be noted that we are 

constantly investing in research and development, 

new technologies and design 

to ensure a prosperous future for 

our company. 

 


21


The master 

of uniqueness 

When it comes to complicated 

custom projects, Royal Huisman 

is considered one of the top 

addresses in the world – not only 

for sailing yachts 



Docks on the water, motoryacht »Phi« in front: Royal Huisman in Vollenhove 

© Royal Huisman 

They say that sometimes no choice is 

the best choice. When deciding 

where to build a custom sailing super 

yacht over 50 m in length, it might be 

true. This market niche is tiny compared 

to the motor yachts sector and has been 

barely active since 2008. However, in recent 

years the increasing global wealth, 

and trend to sustainable yachting, have 

revived the attention to sailing super 

yachts. Usually, clients set to build one 

have vast experience in leisure yachting 

and regattas. They know what they want, 

and their expectations are high. They 

often hire naval architects and designers 

in advance to outline the future project 

and then start looking for a capable shipyard 

to build it. That is when the tricky 

part comes. You can count the number of 

yards with a solid financial position, sufficient 

production capacity, required 

skills and know-how on one hand. And 

Royal Huisman is usually the first stop. 

This typical Dutch family business 

was founded in 1884 by Jan Huisman to 

build small fishing and work boats. 

Over the next hundred years, the company 

switched to racing and cruising 

yachts, changed from wood and steel to 

light aluminium alloys, and moved to a 

better location expanding facilities and 

getting access to deeper water. By this 

time, the brand developed a spotless 

reputation and had been honoured 

with the Royal warrant by the Dutch 

government. 

Every time I come to see what is going 

on in Huisman’s construction sheds on 

the picturesque shore of the Vollenhoven 

channel, I become convinced again and 

again that the company’s motto: »If you 

can dream it, we can build it«, has a lot of 

ground behind it. And here is why. 

Driven by innovation 

One should remember that there is no 

such thing as a free lunch in engineering 

and every design solution has its advantages 

and price. Given that each of the 

custom yachts is unique in engineering, 

and equipment, it is wiser to establish a 

solid holistic approach to designing and 

project management to ensure optimal 

results. 

Based on years of experience Royal 

Huisman has developed its smart engineering 

framework, Featherlight. Its main 

idea is to minimise the weight of the aluminium 

structure, saving at least 10 % 

without compromising strength characteristics. 

As a result, the yard offers very 

lite and high performance yachts with a 

high level of luxury on board. Featherlight 

allows Royal Huisman to build aluminium 

yachts that are very close, if not equal, in 

performance to more expensive and 

sometimes less comfortable all-carbon 

sailboats. One of the examples is Project 

405, the luxury sloop (46,8 m) with high 

racing capabilities that have recently entered 

the final outfitting stage. It features a 

carefully CNC milled and welded aluminium 

hull, composite parts like carbon keel 

trunk and deck house, and foam-cored interiors 

with top-level finishing. 

Jack of all trades 

The sailing system is another crucial important 

part of any custom super yacht, 

and Royal Huisman also excels in this 

department thanks to its sister company 

Rondal. Located next door, Rondal develops 

and supplies turn-key-ready solutions 

making the shipyard selfsufficient, 

cost-effective and more 

profitable by executing contract work for 

other brands, mainly Baltic Yachts. It 

provides all the carbon composite production 

for Royal Huisman, including 

high-modulus single-section masts, 

booms, spreaders, single-mold superstructures, 

hatches, and various custom 

components. Moreover, Rondal develops 

and builds unique carbon captive 

winches with electric or hydraulic engines, 

smart electronic control, and 

windup speeds up to 100 m/min. It is 

worth mentioning that modern sailing 

systems include numerous integrated 

sensors to monitor load and stress. Royal 

Huisman develops software for collecting 

and analysing big data in-house to 

improve future projects constantly. 

The shipyard has all the primary skills 

to build – not just assemble – very sophisticated 

super yachts in one location and 


23


Lightweight sailing yachts made of aluminum are one of the shipyard’s specialities 

serves as a one-stop shop for the client. 

This includes a complete furniture production 

cycle according to the designer’s 

specifications. I am always amazed to see 

all kinds of full-scale mockups made of 

plywood in their carpenter‘s store. Sometimes 

clients want to know how much 

light will be in the bedroom (»Phi«), how 

good the ergonomics of the steering 

station (»Athena«) and the layout of the 

lazarette (»Twizzle«); how spacious the 

deck house is (»Aquarius«) or how steep 

are the stairs. 3D modelling cannot 

answer these questions, while mockups 

help to make the adjustment at an early 

stage to avoid surprises upon delivery. 

Some years ago, Huisman built a small 

custom sailing dinghy for one of their 

clients and simulated various heeling 

angles tilting it on the forklift! What a 

meticulous approach! 

Refit and pricing 

Another important branch of the company 

is the specialized Huisfit division. It 

was set to provide refit and repair service 

for sailing and motor super yachts of 

major brands, including restoration of 

historic vessels. However, bringing the 

boat from Amsterdam to Vollenhove and 

back is costly and makes small refits too 

expensive. To solve this problem, the 

company acquired the facilities of Holland 

Jachtbouw in Zaandam after new 

CEO Jan Timmerman stepped in. This 

additional site with several sheds and 

large quayside allows it to accommodate 

yachts up to 100+ m and serves as a convenient 

base for sea trials. 

»For a long time, Huisman has been 

building yachts on a cost plus price because 

every next boat was more complex 

than previous, explained Jaap Gelling, 

technical director of the shipyard. – For 

example, Jim Clark, the owner of »Hyperion« 

(59 m, the largest sloop of its 

time, that was delivered in 1998), requested 

a system that would allow him to 

log into his boat from the office in New 

York via satellite connection and remotely 

hoist the sails. Of course, at that 

time, Huisman didn’t have a ready solution, 

so Jim sent IT professionals to help 

us develop it for his boat. The first in the 

world hybrid yacht (ketch »Ethereal«, 

58 m, 2009) was also cost plus since it was 

just not possible to quote for it. Nowadays, 

it is different: fixed price and fixed 

delivery time. 

Since then, the company has managed 

to master risk assessment and has increased 

efficiency to the level that allows 

it to deliver even more complex projects 

while staying within the budget and remaining 

profitable. 

Not by sails alone 

Although Royal Huisman is renowned for 

its sailing boats, it also builds custom 

motor yachts to diversify its order book. 

When a very motivated, technologydriven, 

and demanding client approached 

the shipyard looking into building a sleek 

and energy efficient 58 m vessel below 

500 GT, they immediately jumped in. As a 

result, the bespoke »Phi« designed by Cor 

D. Rover and Van Oossanen Naval Architects 

was delivered to the owner in 2021. 

»We spoke with a lot of Dutch, German, 

and Italian pedigree manufacturers 

and every time got the response that 

some of our ideas can’t be done or shall be 

implemented in a differently, – said »Phi« 

owner’s representative Guy Booth. – That 

would seriously affect the boat’s build 

and philosophy behind it. We were very 

frustrated and began thinking of sailing 

boat builders since they got used to fitting 

a lot of equipment into very tight 

spaces. Royal Huisman was very responsive 

and reassured us that they can build 

such a yacht even though they have never 

done something like this before.« 

»Phi« is much closer to a sailing yacht in 

terms of hull shape than one could think, 

which is why the initial design brief fitted 

very well for Royal Huisman. In fact, for 

the yard, this project was more like a walk 



in the park since there was so much less 

complexity than what they are used to. 

There is another unique motor yacht 

being built in Vollenhove at the moment. 

Project 406 (52 m) will be the world’s largest 

and luxurious sportfish yacht upon 

her delivery in 2023. Designed by Vripack, 

this six-deck vessel has an Alustar 

aluminium hull and superstructure to ensure 

light weight and high construction 

stiffness. 

The current order book of Royal 

Huisman looks very healthy. There are 

six ongoing new build projects including 

a 65 m ketch, »Aquarius II«, for returning 

customer; the next world’s largest 

sloopProject 410 (85 m) designed 

by German Frers, and a high-performance 

sloop with retractable propulsion 

(59 m). That is enough work for the next 

few years; however, it seems that Royal 

Huisman’s team of bright professionals 

is always eager to keep looking for more 

complex tasks instead of resting on its 

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

© Royal Huisman 

RESILIENCE at its most BRILLIANT 


www.jotun.com 

25


Gaddafi’s abandoned yacht to 

become »Hydrogen Viking« 

© Rory Coase 

Alternatives for the future 

The yachting industry is currently all about sustainability, decarbonization and alternative 

fuels. Promising are propulsion technologies based on methanol or hydrogen – the first 

projects dealing with these fuels are already underway 

For example, engine manufacturer 

Rolls-Royce and the Lürssen shipyard, 

both big players in the yacht business, 

recently announced at the Monaco 

Yacht Show that the two companies intend 

to work together to promote methanol 

as an alternative fuel for yachts. The 

aim of the joint venture is to establish 

methanol as a fuel for yachts from 75 m 

upwards. 

As a synthetic fuel, methanol is produced 

– ideally – using electrical energy 

from renewable sources such as solar or 

wind farms. During the production process, 

carbon dioxide is extracted from 

the atmosphere and converted. The 

amount extracted is roughly equivalent 

to the amount produced when an engine 

running on green methanol is operated 

– so this is a CO 2 -neutral propulsion 

technology that also emits significantly 

fewer particulates than a comparable 

diesel engine and does not require any 

SCR exhaust after treatment at all. 

»Methanol is currently leading the discussion 

on alternatives to fossil diesel,« 

says Daniel Chatterjee, director of sustainability, 

technology management and regulatory 

affairs at Rolls-Royce’s Power Systems 

business. »Storage and use challenges 

do exist because methanol is highly flammable. 

But the fuel is liquid at normal ambient 

temperatures, so similar to other 

fuels, these challenges are safely manageable.« 

Chatterjee and Peter Lürssen, shareholder 

and CEO of Lürssen, discussed the 

challenges and opportunities of methanol 

as a fuel alternative together at the Monaco 

Yacht Show. They also discussed the 

fact that methanol has about 2.4 times the 

volume of diesel for the same calorific 

value. Accordingly, the fuel tanks on 

board a yacht must be larger, which in 

turn poses a challenge for naval architects 

and marine engineers. »Our customers 

want to use as little space as possible in 

their hulls for propulsion and fuel storage,« 

says Lürssen. »Methanol has disadvantages 

in this regard compared to diesel, 

but clear advantages over other fossil 

fuel alternatives. We are now seeing that 

today’s prospective buyers of future yachts 

are increasingly thinking about how they 

can make the operation of their vessel as 

climate- and environmentally friendly as 

possible.« He said he is already registering 

a growing willingness among future customers 

to both invest in new technology 

for climate protection and to provide 

space for it in the ship. 

Another issue is that the power output 

of a methanol engine will be less than that 

of a diesel engine for the same weight and 

volume. »Despite increasing climate 

awareness, we therefore first have to convince 

our customers of methanol as a 



fuel,« says Justus Reinke, Managing Director 

at Lürssen. In order to convince 

customers already on land, Lürssen plans 

to operate a stationary methanol cogeneration 

plant together with Rolls- 

Royce in one of the company’s shipyards 

as a demonstrator for customers. »At the 

same time, the cogeneration plant will 

serve as an additional energy source for 

our shipyard, thus reducing our CO 2 

footprint,« Reinke adds. Despite the adversity, 

he is certain that the two companies’ 

venture will be a success: »Lürssen 

and Rolls-Royce will write a piece of 

yacht history together.« At Rolls-Royce, a 

methanol engine based on MTU’s successful 

Series 4000 is already under development. 

Sustainable propellers 

Currently, »Che Guevara« is being converted 

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

signer Rory Coase is responsible for the 

MTU sustainability. 16V engines The and company the two was generators 

pitch will be propeller replaced with by water e-motors, hydraulics a bat- 

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

ahead of its which time will and serve introduced as a floating a controllable showroom 

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 

pressurized hand, it is tanks of course for the cheaper required to use hydrogen 

available will be everywhere located aft. and The comparatively direct hy- 

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

We 

water instead technology of oil as a demonstrator lubricant, since and water should is 

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 

does not vessel cause that any will pollution. lead the Even way in 

through sustainability a glass lazarette. aspect: The water spacious is regenerative saloon 

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

and 

for up to 30 people. Bergen-based de- 

the maritime sector,« Erichsen said. 

Gaddafi yacht now H 2 showroom 

A concrete yacht project using alternative 

propulsion technology is being tackled by 

the Norwegian shipyard Green Yacht. 

The project is prestigious – not only because 

of the innovative technology, but 

also because it is a refit of a yacht whose 

original owner was considered rather 

controversial. 

Indeed, the 28.75 m Sunseeker 95 Predator 

with the illustrious name »Che Guevara,« 

which is the subject of this project, 

served for many years as a pleasure yacht 

for the family of Libyan dictator Muammar 

al-Gaddafi, who died in 2011. The 

superyacht has a beam of 6.3 m, a draft of 

1.6 m and a volume of 75 GT. Her exterior 

design was penned by Don Shead Yacht 

Design, while the interior was dreamed 

up by Ken Freivokh Design. Superstructure 

and hull are made of fiberglassreinforced 

plastic (GRP). After the vessel 

was beached in a Maltese shipyard in 2008 

following reef contact, it was sold to 

Green Yacht. The shipyard specializes in 

developing zero-emission energy solutions 

for the maritime sector. The former 

Gaddafi yacht was ideal for the company’s 

purposes: designed for speed, with 

a spacious engine room and a hull whose 

size is perfect for a test project. She will 

now be used to test an energy system on a 

large scale, demonstrating the possibilities 

that lie in using hydrogen as an energy 

source for fast-moving yachts. »Our 

goal is to be the first player in the world 

with a multi-megawatt vessel about 100 ft 

long that can reach high speeds without 

relying on fossil fuels as a backup energy 

source,« says Christian Erichsen, project 

manager at Green Yacht. 

environmentally friendly 

becker products 

SAFE LFP BATTERY 

COBRA 

 

 

 

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• Superior energy density 

• Compact and light-weight battery system 

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• Inherently safe LFP battery chemistry for highest safety 

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www.becker-marine-systems.com 


27


Sustainability – with safety 

When it comes to alternative drive technologies, 

battery systems are also often a 

topic. After all, the energy generated by 

methanol or hydrogen-fed electric motors 

has to be stored somewhere. For 

75 years now, the Hamburg-based company 

Becker Marine Systems has stood 

for innovative solutions in the maritime 

sector. Specializing in commercial 

vessels such as freighters and tankers, 

the company has already equipped over 

8,000 ships with its state-of-the-art maneuvering 

and battery systems. However, 

the yacht building sector has also 

been increasingly moving into the company’s 

focus for some time. With the 

Cobra system, Becker Marine Systems 

now offers an innovative, safe and compact 

battery system based on LFP cells 

that has been specially developed for 

maritime applications and is also ideally 

suited for superyachts with electronic 

propulsion technology. 

The weak point of many battery systems 

is a high flammability in case of 

damage or short circuit. The nickelmagnesium-cobalt 

compound used in 

most batteries has a high thermal conductivity 

and, once ignited, is very difficult 

to extinguish. In contrast, LFP cell 

technology, based on a lithium iron 

phosphate mixture, is non-flammable, 

non-explosive and can withstand even 

extreme temperatures and damage. 

»The safety of batteries for maritime 

projects is being addressed on many levels 

right now, and so the LFP cell technology 

we use offers a clear advantage 

due to its intrinsic safety,« says Jan 

Kiehling, sales manager at Becker Mar- 

Evolution from MTU 

MAN XV12 

Rolls-Royce’s well-known MTU engine series is also evolving 

in an environmentally friendly direction. The company plans 

to offer its MTU 1163 and 8000 series as IMO III-compatible 

variants soon. Rolls-Royce is developing the exhaust gas after 

treatment with an SCR system required for compliance with 

the IMO directive so that it can be specifically adapted to 

MTU engines and customer requirements. 

© Rolls-Royce 

MAN, the engine manufacturer, based in southern Germany, 

is also pursuing a sustainable strategy. Just recently, the 

group unveiled its new MAN V12X engine series. For the 

first time, the model offers an output of up to 2,200 hp from 

30 l of displacement and several other innovations and improvements 

over its predecessors. In addition, the engine 

complies with current emissions regulations such as IMO 

Tier III and is compatible with MAN’s hybrid system, the 

»MAN Smart HYBRID Experience«. 

© MAN 

Electronic propulsion technology 

UK-based Ecomar Propulsion is launching a new range of 

outboards that are both highly efficient and carbon neutral. 

With a power range from 80 kW to 200 kW, the Årka engines 

have a number of patented features and offer a unique modular 

component. Årka outboard engines are designed to make 

replacement and repair incredibly efficient and costeffective. 

For example, the modular design allows drive heads 

or lower sections to be replaced in hours. Each outboard 

comprises individual modules, which can be quickly replaced 

by two people using hand tools and minimal lifting equipment. 

In addition, the units are made of 95 % recyclable materials. 

Meanwhile, the high-voltage equipment is housed in the 

drive head, an IP68 sealed unit. The covers are made of rugged, 

impact-resistant recycled material. All Årka motors feature 

integrated grab handles and quick-release power connections. 

The mirror mounts and tilt-trim mechanisms are 

designed to fit standard BIA templates, saving retrofit time 

and cost. 



© Becker Marine Systems 

ine Systems. »The most important issues 

during development, in addition to the 

highest possible energy density, were 

safety, sustainability and low weight.« 

Another advantage of LFP cell technology 

is that no heavy metals, such as 

cobalt, are used in the production of the 

battery system. This, combined with an 

extremely long service life and high 

recyclability, makes the Cobra system a 

high-performance and environmentally 

friendly alternative. Thanks to its 

modular design, the storage capacity of 

the system can be adapted as required. 

The individual storage modules are located 

in standardized racks, forming 

compact battery units that can hold up 

to 1,000 V DC. Depending on the application, 

Becker Marine Systems offers 

the system with water or air cooling. 

The technology is also DNV-certified 

and complies with the ESTRIN standard 

(European Standard of Technical 

Requirements for Inland Navigation 

Vessels). 

The yachting industry is therefore 

long past the point where hydrogen and 

methanol were merely hypothetical 

propulsion alternatives. Concrete projects 

are already being built and the corresponding 

equipment is being developed. 

Whether the technologies will become 

established in the future is another 

matter: here, of course, it also 

depends on the owners and customers, 

who must bring along a certain degree 

of openness and show willingness to invest 

their money in the green alternatives. 

 


29


What a song! 

Damen Yachting brought a new bestseller to 

the market. For the propulsion of the Amels 60, 

the shipyard took a holistic approach 

S 

howcasing »Come Together« in Monaco this fall was quite important for 

Damen Yachting since she is the first hull of the Amels 60, which belongs 

to the second generation of the Limited Edition series. You may be confused 

by now, so let’s explain briefly. 

Being one of the leading Dutch superyacht builders, Amels is a part of the 

renowned Damen Group. Its owner, Kommer Damen, recently honoured 

with the Lifetime Achievement Award, is an apologist of standardised shipbuilding 

and extends this approach to luxury yachts. That is why for many 

years, Amels used to build semi-custom vessels providing solid engineering, 

competitive prices and relatively short delivery times. Their Limited Editions 

series had several models ranging from 55 to 83 m with an exterior design by 

Tim Heywood. Their high sales proved the success of Damen’s business 

model and provided a broad community of loyal customers. When the time 

to evolve had come, Damen Group decided to consolidate the Amels and 

SeaXplorer (yacht support vessels) brands under the umbrella of the Damen 

Yachting division, followed by updating the Limited Editions series to the 

second-generation models. The first bird, Amels 60, was introduced at Monaco 

Yacht Show 2019, and since then, six units have been sold. 




© Damen Yachting 

31


How could one explain such a success when 

five contracts were inked before the first yacht 

touched the water? Above all, Amels did their 

homework listening to the owners of their bestselling 

Limited Editions 180 and carefully considering 

what should be significantly improved 

and what should receive minor updates. As a result, 

the new yacht became 5 m longer, gained 

roughly 170 GT of volume, raised the level of 

her main and upper decks, and the exterior design 

became more appealing to the younger 

clientèle. The credit for the latter goes to Monaco-based 

Espen Øino International studio that 

succeeded Tim Heywood. The uncluttered exterior 

design of Amels 60 has several significant 

eye-catchers, like trapezium-shaped panoramic 

windows on the main deck, quite a distinct 

teak-faced transom, and a gigantic two-level 

sundeck with a black hardtop and radar mast. 

Given that »Come Together« has a very specific 

colour scheme where the caramel brown hull 

contrasts with snow-white upper decks, teak 

surfaces, and multiple black elements, I can assure 

you that there is no other yacht like her. 

Original Amels 180 is a truly sea-going vessel. 

It was proved by Gene Machine, whose owner, 

American scientist Dr. Jonathan Rothberg, 

cruised around Svalbard reaching a latitude of 

81°44’ N. Amels 60 has fully inherited the ability 

to cope with high seas and, according to the captain 

of »Come Together«, he brought a brandnew 

vessel from the Netherlands to the Mediterranean 

over the lumpy Biscay with no sweat. 

Thanks to the almost vertical bow and high bulwarks, 

she does not experience slamming or take 

too much water on her front deck when crushing 

the waves. This well-protected deck serves as a 

garage and can accommodate the largest tender 

for a yacht of this size. The case of »Come Together« 

is a nine-meter composite boat built by 

Yacht werft Meyer. It is launched by a large crane, 

and there is a second tender as well as a couple of 

jet skis sitting next to it. This fleet of water toys 

provides enough support in remote locations 

and allows the guests to have a lot of fun. By the 

way, the front part of the sun deck serves as a 

touch-and-go helipad when the railings and 

free-standing furniture are removed. 

In terms of the available guest area, the sundeck 

of Amels 60 surpasses its bridge deck and is 

one of the main selling points of this yacht. It 

boasts a large jacuzzi, bar, and dining table and 

may serve as an open-air gym and superb party 

stage. The client asked Amels to add glass windscreens 

on three sides of the hardtop to protect 

the dining from the elements. It turned out to be 

a very nice optional feature that allows extending 

the season and does not affect the exterior design. 

The vessel named after the famous Beatles 

song »Come Together« is a highly customised 

yacht. Although her experienced owner down- 



graded from his previous Amels flagship, 

he did not compromise on the personal 

touch and luxury interiors. Famous British 

Winch Design studio that knows his 

habits and tastes very well has created a 

fabulous interior decoration, bringing the 

real home atmosphere on board. There is 

a rich selection of natural materials, including 

eel skin and Angel’s hair marble, a 

fine balance between wood and stone, and 

an astonishing variety of shapes and textures 

in the neatly zoned guest areas. Custom-designed 

furniture nicely blends with 

inlaid floors and tray ceilings. The wizards 

of details, Andrew Winch and his team 

managed to translate the luxury in that 

special way when you feel the pedigree by 

the sixth sense, and the interior never 

seems boring. While some design elements 

may seem to be simple, they are 

not. For instance, it took a year for carpenters 

to shape and install the twisted 

wooden cage around the internally lit central 

column of the main stair. Just try to 

imagine playing a huge wood tower game 

for twelve months! 

There is also one crucial change in the 

layout of the Amels 60 compared to its predecessor. 

Four guest cabins on the lower 

deck are now directly connected to the 

beach club. Passengers will not need to go 

up and down again to reach the sauna, 

gym and swimming platform. While it is a 

standard setup for much larger yachts, 

there are not many 60 m boats around 

with this setup. What is also significant is 

that the Amels 60 has hybrid propulsion by 

default. Being optimistically conservative 

when talking about new technologies, the 

shipyard joined the green trend quite late, 

delivering its first hybrid boat, »Volpini 2«, 

in 2018 when she became the world’s first 

IMO Tier III compliant super yacht. Instead 

of simply following the fashion for 

hybrids, Amels took a holistic approach 

analysing the fleet data from operating Limited 

Editions yachts and developing an 

efficient yet economically feasible system. 

After it was tried and tested, the company 

decided to have it as a standard for secondgeneration 

models. 

This diesel-electric propulsion system is 

quite typical and consists of main engines, 

variable speed generators and a battery 

bank for peak shaving and energy storage. 

However, as usual, the devil is in the details 

of the power management system that 

minimises energy waste. For example, in 

Eco mode (7–14 kn), the main diesel engines 

provide propulsion and generate the 

electricity to top up the batteries that return 

it to the electric motors. Easy to say, but 

hard to achieve! Full throttle mode involves 

all available power sources, including generators, 

to provide a top speed of 15.5 kn 

and supply full hotel load. 

However, paying a premium for hybrid 

propulsion, owners want to feel its benefits 

and not just look at the numbers on 

paper. That is when the time comes for 

silent cruising and serenity modes. The 

first one allows the Amels 60 to glide 

quietly at 5–7 kn using electric motors 

powered by batteries and generators. The 

extensive sound insulation prevents 

noise and vibration from escaping the 

engine room. As a result, the passengers 

hear more of the water’s melody than the 

machinery’s rumble. Finally, the batteries 

alone can provide enough energy to 

cover the main hotel load when the yacht 

lays at anchor. 

 

Specifications 

Length overall 

Beam 

Draught (full load) 

Displacement 

Maximum speed 

Range (13.0 kn) 

Passengers 

.................. 60.00 m 

................................. 10.40 m 

............ 3.35 m 

.................... 839 GT 

............... 15.5 kn 

............. 4,500 nm 

............ 12 in six cabins 

Crew ............................................ 13 

Exterior design .......... Espen Øino 

Interior design ...... Winch Design 

Shipyard ............. Damen Yachting 

© Damen Yachting 


33


Going green 

on deck 

EcoTeak: made of recycled 

teak and plastic bottles 

© EcoTeak 



Teak is one of the most resistant woods of all, has a durability of at least 25 years and 

acquires a beautiful patina over time. Soon, however, the billionaires of this world will 

probably have to tick something else in the options list of their super yachts 

Due to its water-repellent properties, 

durability and robustness, and highquality 

appearance, teak has always been 

a popular raw material for producing 

deck coverings on yachts. Hardly any 

other wood can compete with it, there 

was virtually no alternative to teak in 

shipbuilding for a long time. With society’s 

growing environmental awareness, 

however, it is becoming increasingly clear 

that the use of teak is rarely sustainable. 

After all, the teak tree only grows in 

tropical areas such as Indonesia or Thailand’s 

warm, humid climate. Valuable 

rainforests, therefore, have to be cut 

down to produce teak. In addition, there 

is a long and energy-intensive transport 

route to Europe. 

Various suppliers have now addressed 

this problem and offer alternatives in the 

form of unique woods, synthetic materials 

or certified sustainably grown teak. 

Specialising in marine decking, German 

company Wolz Nautic has developed 

a sustainable decking system designed 

to function as a full-fledged alternative 

to teak. The system uses a weightand 

noise-reducing 3D cork as a levelling 

material and a long-term tested, doublemodified 

wood from sustainable forestry. 

The so-called Tesumo wood has the same 

properties as teak in almost all respects 

but differs significantly from traditional 

deck lumber in one key respect: it is 

based on sustainably grown wood from 

politically safe regions. It was developed 

as part of a joint research project between 

the Lürssen shipyard and the German 

University of Göttingen. Tesumo is 

manufactured in Germany from natural, 

rapidly renewable wood and refined in a 

three-stage modification process. The 

wood has a rich, golden-brown colour 

and high-quality texture and combines 

technical properties such as dimensional 

stability, weather resistance and natural 

durability that rival those of teak. 

A different approach is taken by the 

company Flexiteek. By extruding 

»planks« of PVC, the company, founded 

in 2000, has created an innovative product 

that is visually almost indistinguishable 

from teak while offering significant 

performance advantages. The synthetic 

decking system has a shape-matching 

underside that provides better adhesion 

and adaptability to boats of all shapes 

and sizes. According to the manufacturer, 

the material cools 30 % faster than 

conventional composite deck coverings 

and is about 35 % lighter at 4.5 kg/m2. 

This makes it ideal for performance 

yachts and sports boats where every 

gram counts. In addition, the material 

requires much less maintenance than 

teak – regular hard scrubbing or expens- 

Areas like super yacht garages are ideally suited for artificial teak 

© Benetti Yachts 


35


One of the most famous aft decks in the world. Will we see these areas 

covered with alternative materials in the future? 

© Nuvolari-Lenard 

ive cleaning and sealing applications 

are not necessary. Stains from oil, wine 

or fish blood can be easily removed 

with soap and water. Because it is a 

synthetic material, Flexiteek can be 

manufactured in various of custom designs 

and colours – a distinct advantage 

over teak. The system is already 

used by more than 200 of the 

world’s leading boat builders. 

EuroDesign, meanwhile, is on an 

highly sustainable track. The company 

manufactures teak decks from wood 

harvested in Indonesia on FSCcertified 

plantations. The FSC certificate 

is the most globally recognised 

and strictest certification program for 

sustainable forest management. But it 

gets innovative with EcoTeak – a deck 

covering made from recycled teak and 

old plastic bottles. More specifically, 

EuroDesign uses the wood waste produced 

in the manufacturing of teak 

decks in conjunction with recycled 

plastic bottles to create a luxurious alternative 

to traditional teak decks. The 



material created by the recycling process 

is extremely durable, long-lasting 

and customisable, has similar anti-slip 

properties to teak and requires significantly 

less maintenance than tropical 

wood. EcoTeak is available in three 

colours as standard but can be supplied 

in any colour upon request. It is an environmentally 

friendly and less expensive 

product than traditional teak 

solutions. 

Another environmentally friendly 

alternative to teak is Esthec Nautical 

Decking from the Esthec company. 

The decking system is based on a patented 

biobased thermoset material 

that is different from any other decking 

available on the market. While 

most other solutions are based on 

thermoplastic materials containing 

PVC or wood, Esthec does not use 

these two ecologically questionable 

raw materials. It is a solid material 

consisting of natural components, 

fibres, colour pigments and fillers and 

is relatively light at 7.8 kg/m2. Visually 

and haptically, the decking boards are 

in no way inferior to natural teak. In 

terms of flexibility and adaptability, 

the synthetic material is even far 

ahead: Esthec’s unique production 

and application process allows designers 

to incorporate any imaginable 

design. From abstract patterns and 

geometric motifs to text and logos – 

there are no limits to the imagination. 

Esthec was certified to the international 

ISO 14001 standard for a sustainable 

environmental management 

system in 2002. 

However, if you want to experience 

the charm of real teak on your yacht, 

you can also opt for sustainable solutions. 

It is possible to grow teak in a 

controlled, sustainable way, as the 

company GreenTeak from Thailand or 

the already mentioned company Eco- 

Teak does. However, the supply chains 

from Asia are not exactly reliable at the 

moment – which is why the vanStyn 

company is breaking new ground and 

operating FSC-certified teak plantations 

in South America. 

Boat builders and owners are now 

spoiled for choice with all these alternatives 

to conventional, ecologically 

problematic teak. Whether one 

chooses real teak, a different kind of 

wood, or a synthetic material is ultimately 

a matter of individual taste – 

and price. The decks of the 66 m »Okto« are covered with Esthec 

© Esthec 


37


Four-pack from Germany 

German yacht builders Nobiskrug, Lloyd Werft, Meyer Werft and Abeking & Rasmussen 

plan exciting projects for the owner of tomorrow. Wind and solar power are on the agenda 

as well as extravangt designs and the world’s largest superyacht 

With its catamaran concept »Albatross«, 

the Lloyd shipyard from 

Bremerhaven has presented a project that 

is as spectacular as it is sustainable, with 

which it aims to counter climate change 

and rising energy prices. 

The twin-hulled concept measures 

125 m in length, 29 m in beam and has a 

draft of 5.6 m with a measurement of 

10,000 GT. The mega yacht is designed 

to use free fuels such as wind, solar and 

water as energy sources, reducing its CO 2 

footprint and energy consumption by 

about 40 %. This minimises the yacht‘s 

environmental impact and significantly 

reduces operating costs. This is achieved, 

among other things, by what is probably 

the most striking feature of the »Albatross« 

– the rigid wing sails with a surface 

area of 1,000 m2. These can be 

folded in when not in use and support 

the ship’s propulsion with a free propulsive 

power of about 1,200 kW in favourable 

winds. The sails alone should 

be able to propel the ship to a speed of 

7 kn. Another power source will be the 

solar panels, which measure 1,150 m2 

and can harvest an average of 120 kW 

per hour over 24 hours. Thanks to the 

additional five vertical wind turbines installed 

on the upper deck, »Albatross« 

can generate up to 50 kW of electricity 

per hour in good conditions, both during 

the day and at night. 

The concept also provides for a division 

into two operating modes. In anchor 

or port mode, energy is generated by six 

methanol fuel cells, each producing 

200 kW, with support from the wind and 

solar generators. A lithium-ion battery 

stores energy around the clock. If the methanol 

fuel is ever unavailable – for 

example, due to a tight market or because 

the ship is in a remote location – the 

required energy can be generated by one 

of the two 1,000 kW shaft generators, 

each located at the gearboxes of the main 

propulsion system. In cruising and sailing 

mode, the catamaran is powered by 

four 1,800 kW main engines running on 

conventional fuel – but consumption is 

significantly reduced thanks to the fixedwing 

sails. Economically, »Albatross« is 

expected to cruise at 12 knots, with a top 

speed of 15 knots. 

The interior and exterior, designed by 

Stay Star Design, are dominated by sustainable 

and low-maintenance materials. 

Amenities include a large gym, spa, 

and multiple dining areas and lounges, 

providing enough space for up to 14 

guests on board. Outside, the yacht features 

an infinity pool and beach club 

near the stern swim platform. An area 

of 2025 m2 is reserved for owners and 

guests on board, and 1750 m2 are available 

for a crew of up to 46 people. The 

»Albatross‘ concept emphasises on details 

in all interior and exterior areas, 

using lightweight and sustainable materials. 

At the same time, all materials 

have been designed to be easy to maintain 

so that the areas always look fresh 

and new,« explains Friedrich Norden, 

Head of Projects & Sales at Lloyd Werft. 

Lloyd Werft’s catamaran concept »Albatross« 

© Lloyd Werft 



Nobiskrug’s »Bullseye«-concept 

© Nobiskrug 

Nobiskrug with 80 m »Bullseye« 

German shipyard Nobiskrug has begun 

work on an 80-meter superyacht with five 

decks. The contract was awarded by international 

superyacht broker Cecil Wright in 

July of this year and is scheduled for delivery 

to the owner in 2025. 

In close consultation with the future 

owner, broker Cecil Wright & Partners 

chose the internationally renowned Rensburg-based 

shipyard to construct the custom 

superyacht, which has impressed 

with its recent builds such as »Artefact«. 

The impressive exterior and elegant interior 

design of the new superyacht project, 

named »Bullseye,« were penned by 

London-based Winch Design. The collaboration 

between Winch Design and 

Nobiskrug represents a proven synergy 

that has already been used several times 

in successful superyacht projects. »Bullseye« 

features a spacious interior as well 

as an expansive beach club and spa and is 

very much in the tradition of exceptional 

superyachts from Nobiskrug. »Winch 

Design is delighted to continue its longstanding 

partnership with Cecil Wright 

and Nobiskrug to design and deliver another 

incredibly exciting superyacht. The 

project will be unique and tailored to the 

owner‘s high expectations,« comments 

Jim Dixon, Director of Yachts and Aviation 

at Winch Design. 

Nobiskrug will be responsible for all 

engineering, ensuring the highest quality 

standards and high standards of sound 

and vibration. In addition, throughout 

the design process, to keep energy 

requirements as low as possible, the design 

of all systems for the vessel‘s operation 

will be strictly monitored. »We have 

held our own in a high-demand market. 

We won this contract because our goal as 

a German shipyard is to combine the latest 

technology with the highest quality 

and we have the expertise to implement 

the owner‘s unique wishes,« says Philipp 

Maracke, managing director of Nobiskrug. 

Handover of the ship to the owner, 

who wishes to remain unnamed, is 

scheduled for 2025. 

Your reliable 

propellershaft 

seal solution 

since 1995 

 

 

 

 


39


Extravagant Explorer 

In Lemwerder by the Weser, Abeking & 

Rasmussen has been building large firstclass 

yachts for over a hundred years, and 

their quality is well known in all parts of 

the world. The cooperation with the design 

studio Valentin Design from Switzerland 

has now resulted in an explorer 

yacht for which the title »unique« is unquestionably 

appropriate. 

As an explorer, the yacht named 

»TIME« is suitable for cruising in cold 

and warm waters and offers a vast living 

space on seven decks. Externally, the Explorer 

features an unusual design with an 

axe bow and large glass areas that appear 

to extend over several decks. 

Valentin Weigand, founder of Valentin 

Design, explains what makes »TIME« so 

special: »This project is unique because it 

opens up the possibility of making the 

most of every single minute spent on 

board.« One important element is the 

yacht’s exclusive features. »The equipment 

of »TIME« will make for unique 

moments,« continues the young designer. 

»These include an extra-wide duplex 

owner’s suite, a certified helicopter platform, 

a submarine as well as an observation 

deck and other great elements.« The 

extravagant Explorer is designed as a versatile 

platform intended for adventurous 

exploration in all climates. As such, 

»TIME« is designed to be not safe and extremely 

seaworthy and offer extreme luxury 

indoors and outdoors. 

The centrepiece is the maisonette-style 

owner’s suite, which spans 165 m2 on the 

main and upper decks. It includes two 

bathrooms, a discreet office and a private 

terrace with a Jacuzzi in the bow. The interior 

is coordinated to the smallest detail: 

Wool and silk carpets, marble surfaces, 

and warm, homey woods tell a 

story of craftsmanship, comfort and freedom. 

The concept is intended to create an 

atmosphere of personal openness. The 

remaining guest accommodations are divided 

between two VIP suites and four 

double cabins. Below the deck are berths 

for 26 crew members. 

Other standout features include a heliski 

room, three swimming pools, a German 

brewery, a gym, a sundeck cinema 

and two Nemo lounges. Another lounge, 

called the Gentleman’s Retreat, is located 

below the helipad and offers a more informal, 

social space with darker colours 

and a central fireplace and wine cellar. 

From here, a corridor leads amidships to 

a »sports club« with a pool table. A walkthrough 

crow’s nest that rises above the 

yacht’s superstructure provides unparalleled 

and unrestricted views of the surrounding 

area. As befits a superyacht, 

there is, of course, an extensive fleet of 

tenders on board. 

»TIME« will be equipped with a dieselelectric 

propulsion system and POD 

drives, providing it with a range of 

5,000 nm. The yacht will cruise at 14 kn 

and will be able to reach a maximum 

speed of 16 kn. 

Explorer project »TIME« 

by Abeking & Rasmussen 

© Abeking & Rasmussen 



The »Two10« illustrating the capacities 

of the Meyer Group »in every respect« 

© Meyer Yachts 

World’s largest superyacht project 

The Meyer Yachts brand has unveiled its 

second superyacht project at the Monaco 

Yacht Show. Last year, Meyer presented 

the 150m long »One50«. Now the 

shipyard’s portfolio is being complemented 

by the impressive 210 m 

»Two10« equipped with green propulsion 

technology: a project of superlatives 

that will stand at the top of the 

world’s largest yachts when completed. 

Highlights on board include a helipad at 

the bow that can be converted into a 

tennis court if required, a beach club 

that extends over two decks and the largest 

glass pane ever installed on a yacht, 

through which guests can look out to 

sea aft. The design of the Two10 also focused 

on novel solutions. For example, 

drones are also used on the helipad for 

passenger transport and can be recharged 

immediately with the green 

electricity generated on board. Lars 

Kruse, sales manager at Meyer Yachts, 

says: »The Two10 illustrates the capacities 

of the Meyer Group in every respect, 

and we are currently very pleased 

with the response to our yacht activities.« 

Meyer Group has its roots in the 

cruise sector and can build yachts up to 

500 m in length at its Papenburg shipyard. 

The shipyard aims to construct the 

»largest and most environmentally 

friendly mega yachts in the world.« 

»The development of LNG propulsion, 

for example, has cemented our position 

as a technology leader in the construction 

of cruise ships and is also a 

great incentive for us to continue researching,« 

said Jan Meyer, managing 

director at Meyer Yachts. »Our goal is to 

build climate-neutral yachts with alternative 

and renewable fuels – we put all 

our passion and courage into developing 

new ideas.« For example, the 

»Two10« will also feature a sustainable 

methanol-based propulsion system. The 

propulsion concept is based on fuel cells 

that generate electricity and heat from 

the combination of hydrogen and 

oxygen. Hydrogen is obtained from methanol, 

which can be produced sustainably 

from renewable energy sources. 

Fuel cells also operate completely without 

harmful emissions – they produce 

only harmless water vapour and cause 

significantly less noise and vibration 

than a conventional drive. 

 


41


The legal consequence of delay 

in Yacht-Building-Agreements 

Covid-19 and the war in Ukraine have caused severe disruptions 

in supply chains worldwide. Not surprisingly, the 

Yacht building industry is also affected. After all, yacht builders 

often purchase their supplies from a many of the manufacturers 

worldwide. Due to the complexity of a yacht building project, delays 

of just one supplier often become a real issue. How can you 

deal with delay legally? 

In principle, the legal background is relatively simple: The parties 

of a yacht building contract have to fulfil their contractual obligations 

in time. If they do not do so, specific circumstances, as 

well as the relevant clauses in the building contract, will answer 

the question of the legal consequences. 

The main contractual obligation of the buyer is to pay the instalments 

in time. The main contractual obligation of the shipyard 

is to deliver the yacht to the buyer without defects at the agreed 

delivery date. Delays on the part of the shipyard can have a variety 

of reasons. As a matter of principle, it is possible differentiate between 

reasons caused negligently and those for which the shipyard 

is not at fault. For the first category, the parties normally 

agree that damages to be paid by the shipyard for the delay are 

either excluded (for some time), limited, and/or capped. 

Permissible delay and force majeure 

It is not uncommon to include clauses in a building contract 

which allow the shipyard, under certain circumstances, to postpone 

the delivery – so-called »permissible delay«. For instance, a 

delay caused by a change order request by the buyer would be 

considered a permissible delay. However, not all delays can easily 

be attributed to the responsibility of one party. When negotiating 

and agreeing on a shipbuilding contract, special attention should 

be paid to how delays caused by third parties, such as suppliers, 

are dealt with under the contract. Additionally, the so-called acts 

of God can interrupt the building process. Such events are typically 

enumerated (exhaustively or not exhaustively) in so-called 

»force majeure« clauses. Due to Covid-19, force majeure clauses 

and related questions of interpretation have become the cause of 

many disputes. Not only should the definition of a force majeure 

event be carefully considered, but also the notification obligations 

that fall upon the party intending to rely on it. 

Consequences for non-permissible delay 

If the delay does falls within one party’s responsibility, it is normally 

not considered a permissible delay. Consequently, the responsible 

party has to bear the legal consequences of such delay. 

As mentioned above, the parties often agree on a limitation of the 

legal consequences. Three principal legal consequences can be 

found in yacht-building agreements. They might apply exclusively 

or simultaneously. 

1. Liquidated damages: By agreeing liquidated damages, the parties 

agree, before the event, the amount of damages is to be 

paid by day or week in case there is a breach of the obligation to 

deliver the yacht in time. 

2. Contractual Penalty: Some parties agree that contractual penalties 

are to be paid in case of delay. The concept is similar to 

that of liquidated damages. However, it is only permissible in 

some jurisdictions. Depending on the contract’s wording, 

further damages can be claimed in addition to the penalty. 

3. Termination/ Recission of the contract: The ultimate consequence 

of delay is the right to terminate the contract and/or 

to withdraw from the contract. 

In a nutshell: 

• Factually, delays can never be ruled out. Legally, the consequences 

of delay are manageable: By negotiating appropriate 

compensation. 

• However, pay attention to the applicable national law. Also, 

plan ahead and agree under which circumstances extensions of 

the delivery date are permissible. In addition, make sure that 

the wording of the force majeure clause is appropriate. 

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CREATING 

DREAMS 

Interior Design, Equipment and 

Technology for the Cruise & Ferry Industry 

 

 

Be there when the cruise industry’s most innovative 

protagonists present their ideas and meet the decision 

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

 

 


Co-located 

with 

43

YOUR PARTNER FOR HYBRID SOLUTIONS 

With our partners and in combination with own FPP and CPP systems, 

Piening Propeller can realize Hybrid solutions for any kind of demand, with: 

„OPV“ equipped with systems from Piening Propeller 

• Multi Mode, Electric Drive Mode, 

Boost Mode, Generator Mode or 

Recuperation Mode 

• Hydraulic pitch control of the CPP, 

using ordinary water 

• High efficiency with low noise 

and vibration 

• Very low operational costs 

MULTI MODE AS EXAMPLE 

• E-Motor Port propulsion 

• Thermal engine other side as propulsion 

• E-Motor Stbd uses spare thermal capacity 

as generator 

• Hotel load by battery or E-Motor generation 

Design and Manufacturing of complete Propulsion Systems 

with Fixed-Pitch Propeller or PCP > 800 mm Ø 


info@piening-propeller.de 

44

HANSA Yachts 01-2023

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