FLCN | Van der Valk Shipyard Magazine #2

FLCN

#02 // 2023

VAN DER VALK SHIPYARD MAGAZINE

Y O U R W O R L D // Y O U R Y A C H T

VA N D E R VA L K R A I S E D P I LOT H O U S E

BLUE JEANS LOA 33.74m // Delivered 2022

© YachtShot

// WELCOME

Yoeri, Bram, Wim

EXCITING TIMES These are exciting times for everyone involved with Van der Valk Shipyard, including our fast-growing family of happy owners.

Our semi-custom lines in a range of explorer, flybridge and raised pilothouse models continue to impress and we recently started work on the fourth BeachClub model. As you can read in this magazine, we’ve un­veiled a new line called the Edge, developed with repeat clients now on their third Van der Valk. And we’re also building a significant number of fully-custom yachts for people who know that the only place where they can go Dutch and bespoke in the 80-to-130-foot range is at our yard.

i­nhouse ­craftsmen have a mentality that embraces change and makes meeting one-off requirements feasible.

Based upon existing engineered platforms that are proven in practice terms of naval architecture, these tailor-made projects above the waterline have become our niche. Uniquely, you can come to Van der Valk with your own exterior designer without having to reinvent the wheel with a new hull, knowing that your yacht will be superb in terms of performance, speed and stability.

As this magazine went to press, we had nine projects in build and two projects in the engineering phase, half of which are fully-custom. While it’s hard to predict what’s next in a world with so many upheavals, there’s a clear sense that investing in the peace which comes from being on a yacht is priceless. Doing so at Van der Valk ensures a highquality boat that will hold value and last far longer because she’s created in aluminium or steel.

We’re able to offer this flexibility because of the volume of one-off builds. Yards focused solely on semi-custom projects have their entire production line geared around that approach.

Because we’ve welcomed fully-custom clients for well over a decade our technical experts and

Some clients start out inspired by one of our lines, then translate their enthusiasm into a drive to build something unique. Blue Jeans (page 34) is a fine example: initially based on Jangada, she was so radically altered by the owners to meet their personal preferences, including raising the bulwarks, that there’s virtually no resemblance.

With demand soaring, ambitious plans are afoot to expand our premises. But we remain no-nonsense Dutchies at the end of the day so will only tell you more about this exciting development when everything is ready. Watch this space…

Wim van der Valk Yoeri Bijker - Head of Sales and Marketing Bram Kooltjes - General Manager

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18 CONTENTS 2 Blue Jeans 5 Exciting times 8 Four generations, three yachts, one family 12 Journey through Patagonia - Under southern peaks

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18 Lady Lene has the world at her feet 24 Profile Captain Guilherme (Gee) Passow 26 Before taking flight - The America’s Cup 32 Top Superyacht Toys for 2023 34 The breathtaking ­interior of Blue Jeans 40 Depot Boijmans Van Beuningen 44 Talking power: Volvo Penta and Van der Valk 52 Tasting the land - New Zealand vineyards 60 Homes on land and sea - Carla Guilhem Design 64 Venera 66 Profile Bob Saxon 68 Maison Fragonard: family feel, modern fragrance 70 Profile Robert van Tol 74 Exploring the South East Caribbean 78 Happy days ahead on custom-built Felis

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84 The ultimate e-bike: meet Trefecta 86 The Vegetarian Butcher 88 Life’s a Beach Club: fourth build 92 Light up MY life: Illumination onboard 96 Divine glory: the cathedral of Mallorca 98 Venera’s Transatlantic Adventures 104 Into the deep - Submarines 110 Assessing the state of private aviation 114 EDGE 65 - Weekends will never be the same 120 Column Paul Flannery 122 Lady Lene

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FO UR GEN ERATI ONS, THREE YAC H TS, ONE FAMI LY

By Andrew Rogers

The journey of every yard is shaped to a certain degree by its clients.

It’s an ongoing process for yachtbuilders like Van der Valk which offer countless options for customisation of existing platforms as well as the chance for owners to build totally bespoke boats too.

/ / H E R I TAG E

MY LeVen

One family has had an extra influence on our yard in recent years, however, both on the three different yachts they have ordered and in the way our yard has developed. We always keep to strict privacy rules for our clients at Van der Valk and never publish people’s names. But the family kindly gave us permission to share this short story on how their thirst for innovation in motoryachting is impacting the market today.

Winning start

The first project we built together was the 90-foot LeVen, launched to public and critical acclaim in 2019.

The family had been introduced to us the year before by the new-build specialist Barin Cárdenas, founder and CEO of YachtCreators in Florida. Van der Valk was one of the yards asked to submit a tender for ­building

a design by Vripack. Winning the order brought us into contact with the third generation of the family who was overseeing the LeVen project on behalf of his parents.

Thus began a relationship that soon became a ­friend­ship with a man who dreams boats, having been brought up on the water by his yacht-owning parents and grandparents. Down-to-earth, technically astute and great fun to work with, he helped ensure that ­LeVen became a highly distinctive boat. She went on to win a prize at the 2020 BOAT International Design & Innovation Awards, with the judges describing LeVen as “a clever motoryacht that will most appeal to new owners. There is nothing quite like it for an easy-living, no-shoes-required lifestyle.”

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MY Lady Lene

Comfort and trust

The yacht was also a finalist in the ‘Innovation of the Year’ category and the success of this project led to a second order for a fully-custom superyacht for the grandparents. Now in their 80s, they were keen to own a boat that would be completely wheelchair-accessible and safe. That requires an immense amount of trust and the creation of the 34-metre Lady Lene again led to lots of visits and long leisurely lunches with the family. It also resulted in further prestigious recognition by our industry peers after her launch in 2021 (see page 18 for full story).

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A hat trick of new builds at Van der Valk was announced recently as the family are now turning their thoughts to creating the ultimate weekender for the Bahamas. The striking new EDGE 65 (page 114) will embrace elements of Lady Lene such as the large aft deck and fine blend between interior and exterior.

Being close to the water will also be a key theme as this project is for the grandson himself and his children, who of course love sailing as much as their parents, grandparents and great-grandparents. Who knows, maybe Van der Valk will end up building a boat for the fourth generation too in the future… Now that would surely be a record?

MY EDGE 65

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J OU R NE Y TH R O UG H PATAG O N IA

U N DE R S OU THE R N PE AK S Under a hulking rock surrounded by wind-beaten trees in Patagonia’s Beagle Channel, scientists announced this year they’d discovered Tierra del Fuego’s first rock art.

Geometric figures are marked on the rock, arms outstretched.

A reminder etched into the edifice that for 6000 years, people have carved life from this southern, wild, starkly-beautiful part of the world. By Isla McKechnie

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At Cape Horn, the Pacific and Atlantic rail against each other. It’s the southernmost headland of the Tierra del Fuego archi­ pelago, which cradles one of the last points of South America before it drops away into the sea and Antarctica. This is the point where South American Super Yacht Support’s Tomas Miranda recommends you begin a Patagonian cruise.

At the ends of the earth

Puerto Williams sits on Navarino Island in the Beagle Channel, and at 80 miles from Cape Horn, is the closest continental city to Antarctica. King George Island lies 530 miles, or about 48 hours by yacht in good weather, distant in the Southern Ocean.

Cape Horn holds the gravitas of a place where wild seas have claimed thousands of lives. It’s a weighty reputation, but one which began to slightly recede as the Panama Canal opened in 1914 giving vessels an alternate route. Now, it’s possible to visit as a sightseer.

Those ancient peoples who created life from this land moved through the channels and archipelagoes via beech bark canoes.

As you follow in their footsteps you’ll find fjords with plenty of safe harbours to anchor out of the wind, and a landscape which is relatively untouched.

Bracing into the buffeting wind, guests can walk to the Cape Horn Albatross Monument installed in memoriam to the estimated 10,000 sailors who died in their attempt to round the Cape. From there, you can look out over the churning seas toward Antarctica, and back towards Tierra del Fuego and the remainder of Patagonia stretching up the arm of South America.

There is just one marina for yachts here. Miranda points out superyachts moving through the region will be using commercial ports and that the logistics of provisions, fuel, and rubbish disposal need good forward planning. Worth it though, for a region where 80 per cent of yachts in his 15 years as an agent in Patagonia, have extended their planned visit due to the sheer beauty of the place.

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Fjords of ice and wildlife

As the Andes march along in parallel to the yacht, there’ll be wildlife. Patagonia is home to puma, guanacos and vicuna; both of the llama family, armadillo, the southern pudu, which at just over nine kilograms fully-grown is the world’s smallest deer, and a range of other fauna which make this place home.

Miranda recommends an itinerary that runs the length of Patagonia for preference.

Taking in Puerto Williams and a visit to Cape Horn, he then suggests turning for the north and cruising all the way up to Puerto Montt, including Glacier Alley, Punta Arenas, Puerto Natales, Puerto Eden, Tortel and Puyuguapi.

Closer still will be humpback whales, southern right whales, orca, blue whales, penguins, sea lions, dusky dolphins, southern elephant seals and marine otters, observing you moving through their territory.

Chilean Patagonia is bookmarked by the city of Puerto Montt in the north and Puerto Williams in the south. Separated by almost 1,000 miles as the crow flies, there’s close to 1,300 nautical miles of navigation through breathtaking scenery between the two points.

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Underway with the mountains as your companions, you’ll encounter glaciers by the hundreds.

The narrow 240 kilometre strait of Beagle Channel holds a stretch known as Glacier Alley. Streaks of blue ice bolt their way down to sea level from 300 metres, the colossal blue glaciers creepinglower on the Darwin Mountains from Southern Patagonia’s Cordillera Darwin ice field.

This ice field is a 2,500 square kilometre giant which sits across Isla Grande, the largest island in the Tierra del Fuego archipelago.

There’s a lot to do here – think fly-fishing, kayaking, trekking, photography, helicopter sightseeing, and wildlife spotting – and as yachts move further north there’s encounters with more of the unique pockets of society that live in this corner of the world.

A riotous display

Caleta Tortel is a coastal village where boardwalks and stilt houses wind their way over a milky-turquoise bay. There are no cars, and the more than 15 kilometres of labyrinthine wooden walkways move from the bay and up a mountainside blanketed with mosses, lichen and ferns.

While Patagonia becomes more densely inhabited as you move north, densely inhabited is a relative term. You’ll venture into cities like Puerto Natales – gateway to the Torres del Paine national park – with a population of around 18,000 people. This is the spot to climb a hill and watch for the

majestic flight of the condor, enjoy local food like the famed Patagonian lamb and make your way to the Cueva del Milodón.

This cave is complete with a startling replica of the giant ground sloth which lived here. Weighing more than one tonne, it ­­co-existed with the first humans in the region. But it’s the Torres del Paine which will capture visitors’ attention over and again in this part of Patagonia.

This is the Patagonia of postcards; a threepeaked national park of granite, turquoise and green. Hike through this UNESCO World Biosphere Reserve in summer to

‘80 PER CENT OF YACHTS HAVE EXTENDED THEIR PLANNED VISIT DUE TO THE SHEER BEAUTY OF THE PLACE.’

take in 17 hours of daylight which begin daily in a riotous display of red and purple against the granite Torres del Paine massif.

Visitors will meet locals. Foxes, deer, guanaco, condor, and the reclusive puma if they have the patience to sit and wait.

As yachts move north again, they’ll encounter jurassic landscapes with plenty of opportunity to forage for wild vegetables and herbs with a local guide. Not least the calafate berry which ripens in February, and is purported (via local legend) to see anyone who eats it return to Patagonia.

One to seek out then, in this particularly arresting part of the world.

Approaching Puerto Montt in the north, at Caleta Porcelana, hot springs flowing from dense forest in a high, steep mountain provide a quiet spot to stop and reflect on your Patagonian journey. The international airport at Puerto Montt offers easy connections via FBO or commercial flights, with the marina just 30 minutes away. Saying goodbye to this ancient, appealing landscape though, is likely to be much harder.

With thanks to Tomas Miranda of South American Super Yacht Support. sasyss.com

Need to know

South American Super Yacht Support makes these recommendations to gain the most from your time in Patagonia.

Do

Don’t

› Plan in advance and work with an

› Rush. Almost every yacht ends

›

›

›

agent on the logistics of time in Patagonia Organise a pilot; every foreignflagged vessel over 200 GRT needs two pilots onboard while cruising Yachts between 200 - 500 GRT can apply for a pilot exemption but this must be done 45 days in advance

up spending longer than they planned Underestimate the tides, or currents. In some narrow fjords there can be 7-9 knots of current so plan in advance and cross in slack waters

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L A DY L E N E HAS THE WORLD AT H E R F E E T

The 34-metre tri-deck explorer Lady Lene was custom-built for repeat clients (see page 8), perfectly encapsulating their thoughts on how an ideal motoryacht should look and feel while taking into account every stage of life. Their vision certainly inspired the judges at the 2022 World Superyacht Awards who presented Lady Lene with a special commendation.

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A multi-disciplinary team of talents were responsible for realising the highly-bespoke requirements of the owners of Lady Lene, which included making her fully wheelchairaccessible with flush floors and an elevator connecting all decks. Our craftsmen and engineers worked tirelessly with the owners’ team at YachtCreators along with Guido de Groot Yacht Design, Carla Guilhem Design, Ginton Naval Architects, Diana Yacht Design and Hull Vane.

The main deck is a firm favourite of all who step aboard Lady Lene thanks to its spacious open-plan lounge and dining area bathed in natural light. All luxury areas feature very high ceilings, just one of the many ways the owners utilised their formidable cruising experience to ensure the best of the best this time around. The same goes for the capacious aft entertainment area which has zones for lounging and dining plus an al fresco bar and inviting swim platform.

Comfort and efficiency

No rival

Together they ensured that another owners’ wish – to optimise hydrodynamic performance at both cruising and top speed – was fully met. Lady Lene’s fast-displacement hull is fitted with a hull vane appendage to lift the stern, keeping the yacht level at speed while increasing hydrodynamic efficiency. This saves some 12.5 per cent on fuel consumption at the cruising speed of 11 knots. Comfort is further assured by twin SeaKeeper gyro stabilisers and a Humphree electric fin stabilising system.

In granting her a prestigious Judges Commendation at the World Superyacht Awards in London, the panel of leading yacht owners praised Lady Lene for having ‘styling and performance quite unlike her rivals in this class’ and ‘a wealth of merits that deserve recognition’.

The jury of industry peers was also enamoured with the rugged and eye-catching exterior design for the way it ‘took into consideration the owner’s request for a high, robust bow, softly rounded lines and a spacious aft deck’.

‘STYLING AND PERFORMANCE QUITE UNLIKE HER RIVALS IN THIS CLASS’

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That’s a fine tribute to what we mean by fully-custom at Van der Valk. An elegant yacht with a sleek and slim profile that belies her height, other exterior features of note include the way a black line extends from the bow to the high dining room windows before dividing at the bulwark to head aft.

A darker ceiling where the TV domes and mast are located is another element that helps give Lady Lene a stylish allure all of her own.

Clean quality

The World Superyacht Awards judges were also impressed by other aspects of Lady Lene, signalling out ‘the clean style of interior design throughout her five cabins’.

This recognition capped off a fine yachting debut for interior designer Carla Guilhem, who had previously partnered with the owners on various prominent residential projects. Taking the many round corners in Lady Lene’s exterior design as

the starting point, she adopted a striking Art Deco theme that works exceptionally well in this maritime environment.

Curved walls, fluted woods and metal touches in champagne gold generate a calm, timeless and truly welcoming space.

An abundance of natural oak, a light-toned marble called silk georgette and lots of leather and suede add to the panache of a sophisticated interior that features an owner’s stateroom with office, a VIP suite on the bridge with its own balcony and terrace, two doubles and one single cabin.

One final quote from the judges report that was much appre­ ciated by the men and women who worked many months behind the scenes on the build of Lady Lene: ‘Her high-quality construction is the icing on the cake for a versatile vessel that offers a transatlantic capability’.

We couldn’t agree more.

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IT’S IN THE BLOOD

By Isla McKechnie

We laugh, but Captain Guilherme (Gee) Passow is genuine in his admiration when I call him for a chat about the process of building accolade-winning Lady Lene with Van der Valk Shipyard.

The 34 metre tri-deck explorer yacht was

launched in 2021 and has been awarded the prestigious Judges Commendation at the World Superyacht Awards for ‘styling and performance quite unlike her rivals’ and ‘a wealth of merits that deserve recognition’. Quite a statement, but one that Passow, who as captain is most familiar with the vessel, agrees with. Those merits began in the build.

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“I’m impressed with the construction itself; the beams, the way everything’s welded, there’s a lot of quality control, which starts in the design of the building process,” says Captain Passow.

“Plus for a 34 metre, there’s a lot of space. There’s an elevator! It’s wheelchair accessible and there’s so much room, the wheelchair can move freely. The layout is simple but very beautiful.”

// PROFILE

“I’m not being paid to say this.”

And Gee would know, yachting is in his blood.

Brazilian born, both his father and brother are also superyacht captains and he grew up on the water.

He points out that it’s the owner’s third vessel built with Van der Valk.

“We sailed together, lived onboard and travelled the world. As we got older, Dad brought a larger yacht to enter regattas and get us moving; then the hobbies became a passion.”

“That speaks for itself. It’s very different building a custom vessel with a Dutch shipyard. Dutch brings to mind quality and high standards. Seriously those guys are good - and they’re not even paying me to say it - I can’t speak highly enough of them.”

An early piece of training for his eventual career, he laughs that living onboard with family was excellent practise for the art of letting things go and learning to keep the peace.

We joke about it but Passow is serious when he says this vessel has given him the least issues in 20 years in the industry. He puts it down to time and attention to detail.

A sense of peace is something which he says comes easily on Lady Lene. Two sets of stabilisers – SeaKeeper gyroscopic and fin stabilisers – mean the experience onboard is almost as stable as being on land. Something which is crucial when operating an elevator, but which also makes for a serene time for guests.

“Van der Valk is the best team right now. You can really count on them for the build process, getting parts, anything you might need, you call them and you can count on them. So to captains, I say I can highly recommend,” says Passow.

“It’s a very pleasant experience. You could be some­ where like Italy, watching a beautiful sunset, with family on the aft deck, enjoying a meal with the people you love in total stillness.”

Passow is looking forward to taking the yacht to his favourite cruising ground. He loves the Caribbean for its warmth – of environment, ocean and people – and is looking forward to exploring the Bahamas and down into the Virgin Islands.

“The most important person though is the owner, and he’s extremely pleased with the shipyard. They are special.”

“Anyone going with Van der Valk won’t regret it. It’s delightful to work with them, they deliver what they promise.”

With a full heating system in the floor, he’s also excited about the possibility to go further afield; citing the desire to head further north, as well as one day down into the Pacific. Having already been onboard Lady Lene in snowy conditions, he’s confident in the comfort she provides onboard as well as her ability to operate in different sea states.

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BEFORE TAKING FLIGHT

By Isla McKechnie

The America’s Cup as we know it now is a marvel of technology, big budgets and courses that flit between New Zealand and the Mediterranean. While the big budgets have remained from the start, the Cup’s origins lie in a different name, and a different part of the world.

The 2007 Louis Vuitton Cup semi finals in Valencia Emirates Team New Zealand vs Desafio Espanol © ACM 2007/ Carlo Borlenghi

// SPORT

Cino Ricci at the helm of Azzurra 1987 © ACE | Carlo Borlenghi

Early years

Cup, but first up, back on the other side of the Atlantic, a new commodore was appointed to the Royal Yacht Squadron, the Earl of Winton, and at the May meeting in 1851, a £100 Cup was set for a race around the Isle of Wight.

Its roots were earlier still though, and had a transatlantic footing. In the early nineteenth century yacht racing was a time of gentleman’s wagers and a method for the wealthy to prove their yacht’s capabilities.

The five founding members of the NYYC took it upon themselves to create a vessel capable of showcasing the great skills and innovations of US shipbuilding to compete in the British Royal Yacht Squadron £100 Cup. The sum of $30,000 was bet by US East Coast boat builder, William Brown, with a letter sent to NYYC founder George Shuyler, stating that he could build a craft ‘faster than any vessel in the United States brought to compete with her’.

It started in Cowes. Long before it was the America’s Cup, it was known by the catchy title of the Royal Yacht Squadron £100 Cup, and was first awarded in 1851 for a race around the Isle of Wight.

The founding of the Royal Yacht Squadron in 1815 cemented this, as did the first recorded wager the same year between two cutters weighing in at 60 and 65 tons respectively (The Charlotte and The Elizabeth).

Sums got larger, competition became more intense, and over on the other side of the pond in 1844, the New York Yacht Club (NYYC) formed aboard John Cox Stevens’ schooner Gimcrack. This was to be a crucial step to the formation of what would be the America’s

The NYYC agreed and the the yacht America was commissioned. Built to withstand an Atlantic crossing, she was 93ft long, and weighed 170 tons. She made her way to Cowes and her visible speed, so the story goes, had the effect that wagers which had been placed on competitors quickly dried up.

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An example of the International 12-metre Class, Eagle races in the America’s Cup 1987. © Carlo Borlenghi

She was seen as radical. The first in a long line of radical America’s Cup competitors, with a refined rigging arrangement, smaller sail area and sleeker form.

That 1851 race was won by the ground­breaking schooner America, and the New York Yacht Club swung into action.

It was to hold the Cup for 113 years; a startling feat in any sport.

It wasn’t until 1956 that the clause was eliminated which said a challenger must sail to the race; a ­conten­ tious rule which meant challengers were heavier than defenders. An obvious disadvantage.

The winning syndicate took the trophy home and permanently donated it to the NYYC, under a Deed of Gift that renamed the trophy as the ‘America’s Cup’ after the first winner and required it be made available for perpetual international competition.

And until 1995, the winner of the America’s Cup competition was a best four of seven races. From 1997 until 2007 it required five of nine races to win.

In 1870 Englishman James Ashbury issued the first challenge for the America’s Cup. While his challenge to race on both sides of the Atlantic was rejected, he was soon racing in American waters.

Ashbury found himself in a race pitted against 17 American schooners from the New York Yacht Club Fleet, coming a respectable tenth in the daunting challenge.

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In the post-war boom, new money meant new challengers taking over from the blue bloods and railway tycoons who had been early backers. Their campaigns would later pale however, in comparison to the heavyweight supporters; Koch, Gardini, Bertelli, Bertarelli, Ellison, and the tiffs that came with them as the Cup entered the age of contention.

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The Controversial Cup

In 1988 the modern personality of the Cup began to emerge and its flavour was contro­­versy. The Americans had regained the Cup and racing was staged in San Diego between an 18 metre American catamaran and the New Zealand team’s 40 metre mono­hull. That was the catalyst for the race to be decided via the courts and instigated a redefinition of the rules governing future races.

Peter Blake with the America’s Cup flies to New Zealand in 1995. © ACE | Carlo Borlenghi

In 2013 the America’s Cup final saw The America’s Cup

Emirates Team New Zealand versus Oracle

© ACE | Studio Borlenghi

Team USA @ LUNA ROSSA/Carlo Borlenghi

An Oracle Team USA member during the 34th America’s Cup in 2013 @ Carlo Borlenghi

34 Luna metre Rossa Abeking AC45& Rasmussen, training in 2017 Baiurdo VI @ Luna Rossa/ Carlo Borlenghi

Emirates Team New Zealand fly to Auckland with the America’s Cup @ ETNZ | Carlo Borlenghi

Those rules saw the 1992 Cup raced between a new, faster class of yacht known as the International America’s Cup Class over a 36.4 kilometre course, while the 1995 event was raced with the same class over a shorter course.

innovation. Here was sailing for the joy of going faster.

Here was a race to innovate, do better, find new ways to win. It was reminiscent of that first America which came to race and shifted the needle on what we expected from yachting.

It did the trick for the Kiwis, giving them their first win of an America’s Cup and only the second victory by a non-American challenger in the history of the competition. It was to be the start of an endeavour which would form part of the national identity in New Zealand, but a mere continuation of the off-course squabbles that had come to characterise the Cup.

Boundary-pushing yachts which were exciting to watch – while not without the Cup’s trademark controversy – were simultaneously blisteringly modern, and a nod to the Cup’s innovative past.

From course controversies, to cheating accusations, to self-serving protocols created by the Challengers of record, to big moves by the Cup’s big backers, it’s become a sport packed with off-course drama and personality politics.

In 2013, the dramatic makeover from monohull to foiling catamaran both thrust the sailing far into the future and took the Cup back to its roots of

The controversy continues. The debate about racing the 37th America’s Cup in Barcelona has riled many New Zealanders. A number of purists feel that the AC 75s, with their foiling cant-arms and hydraulics are too far removed from the monohulls of old, and the flying speeds of 50 knots seem beyond what we’d expect from a regatta.

One thing’s certain when it comes to the race for this Cup though, there’ll be controversy, there’ll be opinions, and the innovations will keep coming.

America’s Cup Match, race day 1, 36th America’s Cup. @ ACE

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TOP SUPERYACHT TOYS FOR 2023 Summer may have come to a close, but that does not mean that it’s the end of on-water fun! Here we take a look at some of the top toys for superyachts and find out what’s looking hot for 2023 and beyond…

By Georgia Tindale

FLITEBOARD EFOIL eFoils are proving to be the most popular toy currently on the market – according to the experts from the Monaco/UK-based consultancy company Superyacht Tenders and Toys.

Delivering exhilaration for all ages and abilities while you soar above the water’s surface, the Fliteboard eFoil allows you to explore nature like never before. With power provided by its highest-grade lithium marine battery, you can reach speeds of up to 26 knots, cover distances of over 19 miles and enjoy a riding time of 1.5 hours – all totally emission-free.

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// LIFESTYLE

The Belassi Burrasca

Expect a stylish, eye-catching design, a full carbon top deck,

Perfect for all of you budding James Bonds out there,

ease of maintenance and – of course – hypercraft performance

the highly-Instagrammable Belassi Burrasca can be

capabilities (the 4-stroke engine comes complete with

described as a supercar-meets-jetski.

3 cylinders, 1602 CCM displacement and open loop cooling).

a full carbon performance sport exhaust, a generous hood for

SCORKL Finally, for those keen to explore the tantalising underwater world, there is SCORKL, the easy-to-use shallow diving kit that lets you breathe freely under the surface. Providing endless fun for all the family, the SCORKL is light, portable, refillable and easy to transport, wherever you are going on your adventures.

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THE B R E AT H TA K I N G ­I N T E R I O R O F BLUE JEANS BUILDING BESPOKE

/ / YAC H T S

Whether part of a series or fully-custom, the exterior profiles of every Van der Valk make a striking impression on all who watch them sail by. What far fewer people get to see is the superb work done by our interior craftsmen. A fine example is the recently launched 34-metre Blue Jeans, one of the most complex superyachts created to date by the artisans at Van der Valk.

The totally-bespoke Blue Jeans was built for clients who knew exactly what they wanted both outside and in. Guido de Groot’s stylish exterior design features an attractive blue hull livery and an innovative use of exterior glass. Al fresco delights visible to onlookers include dive-board balconies on the main deck, glass bulwarks and a recessed chill-out zone in the forepeak with a pop-up table. But the private world found inside this raised pilothouse, also from Guido’s boards, is equally impressive.

Intricate challenge

The Van der Valk craftsmen had to pull out all the stops on the intricate interior of Blue Jeans which features a fusion of Northern European and Asian styles. The owners pushed the window of what is possible on a yacht this size with amazing lighting and the widest variety of materials. “We were given free rein to make something truly special,” says Guido.

“The owners challenged us to surprise them with ideas and it was great fun to work with such adventurous clients. On various o ­ ccasions we offered a range of options, keeping the most radical until last, and that’s what they went for.”

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‘THE OWNERS PUSHED THE WINDOW OF WHAT IS POSSIBLE ON A YACHT THIS SIZE WITH AMAZING LIGHTING AND THE WIDEST VARIETY OF MATERIALS.’

The design team and yard went the extra mile in terms of creativity and sourcing the marbles, metals, woods and furniture. “Highlights include the liquid metal and copper walls and an exclusive use of small wooden teak slats for the walls and ceilings,” adds Guido.

“The rare lapis blue marble in the master stateroom is ­magnificent as is the Nero Marquina and Fior di Bosco in the dining area and the wonderful white Carrara in the saloon entrance.”

Metal gurus

Van der Valk’s Bram Kooltjes gives a glimpse into the work involved. “Various walls, light elements and furniture accents are made of copper, which corrodes in maritime environments. We used a special clear-coat paint for protection as a primer would have obscured the exquisite patterns in the metal. Placing liquid metal

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required us to make bespoke wall panels of a specific size onto which the alloy was poured and t­ ransformed into a pattern prior to solidification.”

The use of reconstituted teak in small wooden strips for the walls and ceilings was an immense job for the yard’s carpenters too, demanding far more time than normal as well as meticulous joinery skills. It is a fine example of how the owners refused to compromise on costs once inspired by an idea from Guido.

Quietly does it

The wooden slats also improved the acoustics on what is a very quiet boat despite her powerful engines.

“Virtually the entire salon is made of wood with glass on three of the four sides,” explains Bram. “The sound and vibration from the AV system had to be attenuated.

In-between the wooden trims in the ceiling we placed eight-millimetre sound-absorbing felt which looks like black strips of wood. Unlike in a music ­studio ashore, this material is cleanable in a salty and humid marine environment.”

Further insulation comes from the floor sandwich panels which feature aluminium sheets, rubber and honeycomb glued onto the structure. The ribs are insulated with dampening materials on top of which is a 10-­millimetre strip of foam, underfloor heating and then the parquet floor itself. It doesn’t come more ­custom than this.

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High life

From the outset the interior concept for Blue Jeans ­revolved around having significantly higher-than-­ average ceilings throughout the main deck, reaching 2.50 metres in the main salon. Versatility is the name of the day in terms of furniture and layout. The main salon sofas can be rearranged into three seating groups or removed to create a groovy dance floor. The lower deck layout allows one of the VIP suites to be used by day guests, another part of the multi­functional, multi­ generational concept that makes Blue Jeans ­equally ideal for large groups on day trips as extended stays onboard.

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/ / H E R I TAG E

D E P OT B O I J M A N S VA N B E U N I N G E N

A museum with a difference

By Georgia Tindale

Located in the tourist hotspot of Museumpark, just a ten-minute walk away from Rotterdam Central Station, is the Depot Boijmans Van Beuningen: the world’s first-ever publicly accessible art storage facility which opened its doors to the public in November 2021.

Different from a museum in its layout and dynamic, the Depot contains no formal exhibitions. Instead, for an admission price of €20 (tickets to be purchased online), guests can wander at their own pace, either alone or with a guide, surrounded by a grand total of 151,000 ­artworks – the result of 173 years of dedicated collecting.

These are housed across a total of six floors in fourteen storage compartments with five different climates made suitable for organic material, plastic, paper, metal, black and white and colour photography respectively.

As one might expect from a collection so vast, the artworks cover a huge range of subjects, time periods and styles, spanning a period from the Middle Ages to the 21st century, and are stored, organised and displayed based on their size and conservation requirements, not on the basis of the artist or theme. Headline names in the collection include Magritte and Dalí – and, of course, Rembrandt and Van Gogh.

In this way, each visitor has the unique opportunity and freedom to create and curate their own experience by discovering the artworks for themselves. In addition, they can also watch the museum’s art restorers as they work and learn what it takes to maintain a collection as vast as this one.

[2]

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‘IN THIS WAY, EACH VISITOR HAS THE UNIQUE OPPORTUNITY AND FREEDOM TO CREATE AND CURATE THEIR OWN EXPERIENCE

BY DISCOVERING THE ARTWORKS FOR THEMSELVES.’

In a typical museum, as little as six to ten per cent of its collec­tion will be on display at any one time, with the remaining 90-plus per cent hidden in storage. Depot Boijmans Van Beuningen is breaking with this tradition of concealment, bringing all of these invisible artefacts to the light of day.

Finally, if you’re in Rotterdam and are just looking for a breathtaking view without any education, you can also skip the museum part and visit the restaurant, roof garden and panoramic view on the sixth floor (approximately 35 metres), which can be accessed without purchasing an entrance ticket from 6pm.

An eye-catching design on the Rotterdam skyline, the striking bowl-shaped Depot was designed by Winy Maas, the Dutch-born co-founder of the architecture firm MVRDV. The exterior of the building is made from 1,664 curved mirrors, measuring 40 metres in diameter at its base and expanding to 60 metres at the top.

Perfect for escaping the hustle and bustle of city life, the rooftop garden is home to 75 multi-stemmed birch trees and 20 pine trees – offering a true oasis for those keen to take time away from the stresses and strains of the everyday.

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[7] Photos: © Depot Boijmans van Beuningen, [1,5,6,7] Ossip van Duivenbode; [2,4] Rob Becker; [3] Iris van den Broek FLCN. M AGAZINE

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TALKING POWER: V O LV O P E N TA A N D VA N D E R VA L K

By Andrew Rogers

// TECHNOLOGY

Amare, launched 2007

Dutch Falcon is our launch model for an innovative new take on the award-winning Flybridge range.

This 26-metre yacht is also a major milestone in our long and productive relationship with Volva Penta as she carries the 10,000th IPS 30 drive unit.

Van der Valk and Volvo Penta’s impressive shared history with IPS drives dates back to the 20-metre Amare. Launched in 2007, she was the first aluminium yacht in the world with an Integrated Propulsion System, which features both an engine and pods. Many Van der Valk clients have since benefitted from this partner­ship in power provision, including Dutch Falcon’s owners who are very much enjoying her triple IPS 1050 drives.

The joystick of efficiency

Dutch Falcon easily attains 25 knots at full throttle, an impressive speed for a yacht this size. But there’s much more to the IPS than speed alone, such as efficiency savings of around 25 per cent on fuel consumption and noise. The system improves onboard comfort levels and is easy to manoeuvre with a joystick in all directions. When rotating it even offers the assets of – and dispenses with the need for – a bow and sternthruster.

3x Volvo Penta D11-600 11.0l 6 cil. IPS800 (IPS2) installed in the 24.75 metre Flybridge motoryacht Joy FLCN. M AGAZINE

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Dutch Falcon, 26 m

The key to these qualities lies in the forward-facing, twin counter-rotating propellers with individually steerable IPSs under the hull. Having nothing interrupting the flow of water onto the props offers more precise control, while the horizontal angled drive gives a greater transfer of power and enables smaller engines to do the work of larger. An 800 hp IPS installation, for instance, is comparable with a 1050 hp conventional shaft installation.

15 years and counting

The system is also virtually plug and play, especially for yards like ours with so much experience of installing the IPS. Volvo Penta application engineer Dennis Eijking has been working with Van der Valk since 2007 and remembers the first IPS project well.

“We were already selling D12 and D9 engines to the yard but Amare was built for Wim van der Valk who has always liked to break new grounds. With a quadruple IPS system in place, Wim was impressed by the manoeuvrability offered by the joystick and the way a smaller engine could be installed further aft, opening up extra room for owner spaces. This pioneering move for a 20-metre boat led to Amare having a more modern style and a semi-displacement hull. With four helm stations and lots of wiring it was also quite the challenge for my first time at the yard!”

Dennis Eijking Application Engineer Marine Volvo Penta Europe

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Maudy, launched 2010

The success of this project and the fact that the IPS is a complete propulsion package that can be added to yachts at a later build stage encouraged the yard to offer other clients this option. “Volvo Penta take care of the entire drive installation including the exhausts, shafts, props and rudders,” continues Dennis. “This means one point of contact in case of problems and is a very efficient way for yards to work. We’re always involved in Van der Valk builds from the get-go, working closely with the designers and naval architects who took on a more prominent role as the IPS stimulated developments in the Van der Valk range.”

Worth the weight

Until the advent of the IPS, most yachts built at our yard had a top speed of up to 15 knots. The ability to reach almost twice that led to changes in design, while the

shifting centre of gravity prompted by moving the engine aft led to further discussions about weight distribution.

“Maudy was the first 23-metre yacht to be equipped with triple IPS900 engines in 2010 and we managed to achieve just over 30 knots on this prestigious wheelhouse version of the range,” recalls Dennis. “The 2012 Montana de Piedra was a flybridge model using the same hull and ended up with triple IPS1050 drives. Extra owner requests meant she added some 15 tonnes of weight during her build to reach almost 56 tonnes. The yacht still had to be able to sail from Ibiza to mainland Spain and back in a day so we had to change engines at the last moment even though almost everything was mounted in the boat. This shows the phenomenal flexibility of the Van der Valk engineers and the true value of teamwork.”

Montana de Piedra, launched 2012

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IPS drives have played a key role in our mission to optimise owner space on the BeachClub line

2x Volvo Penta D11B2-A MP 10,8l 6 cil. - IPS-950 (IPS20) installed in award-winning 19.05-metre BeachClub motoryacht Lucy Penguin

Bespoke challenges

This point has been proven in practice many times over the past decade as Van der Valk yachts become ever more custom-built. “Clients come to the yard because they don’t want to settle for a standard boat and know they will rarely be denied their wishes at Van der Valk,” concludes Dennis.

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“At Volvo Penta we hope to work with the yard in the future on hybrid and electrical propulsion. We are currently testing several pilot IPS vessels and the results are very promising.

Meanwhile, our current work together on the first Van der Valk with an after-treatment exhaust system shows that this innovative collaboration has a long way to run.”

EVOLUTION NOT REVOLUTION

With a proven-in-practice aluminium hull, a sleek-lined super­structure and show-stealing slabs of glass, Dutch Falcon heralds a rethink of the highly successful Flybridge line. This modern take is ideal for clients seeking ease of operation, stateof-the-art technology and a sophisticated look that will retain her value over time.

RESIDENCE ON THE WATER

Interior designer Carla Guilhem created a calm contemporary style for Dutch Falcon. Mirroring the theme of the Flybridge, which revolves around relaxation and a home-like feel, the interior has a wealth of round shapes and organic forms.

A comfortable feel is ensured by blending suede, leather, fabrics and finishes with light natural oak wood and various wood textures and fluted panels.

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SMOOTH VIEWS

Dutch Falcon is fitted with Humphree zero-speed stabilisers and carbon fibre fins to reduce roll at anchor and underway. As they glide smoothly through the water, all aboard enjoy splendid views through floor-to-ceiling windows in the main salon.

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SIGNATURE LOOKS

The exterior design for the modern Flybridge is by Cor D. Rover who has given extra élan to the lines while adding more glass. These touches blend harmoniously with classic features like the flared bow and softer shapes of the superstructure in a timeless aesthetic that is fast becoming a signature of the Van der Valk brand.

OUTDOOR DELIGHTS

Dutch Falcon’s 4.5-metre aft deck includes a dining area and room for two lounging chairs in one of the owners’ favourite spots. A large sunbathing area on the foredeck offers further options for relaxation and the flybridge has another dining area behind the helm.

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Tasti n g the la nd New Zealand by yacht has plenty to uncover, not least award-winning vineyards where an anchorage is part of the appeal.

By Isla McKechnie

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The land remains forever

History has been draped across the land in layers here.

The first Māori waka (voyaging canoe) arrived in Northland around a thousand years ago after a long journey n ­ avigating via the stars from Polynesia. Those early settlers were followed to this warm, fertile northern part of New Zealand

by English missionary Samuel Marsden, who landed in the Bay of Islands in 1814 and planted New Zealand’s first vines a few years later. Spread over 1000 acres, The Landing is a site layered in cultural treasures, rich in minerals, and bathed in warm sea breezes.

// WINE

And underneath it the land keeps the slow undulations of this place, its fertile soils running in a gentle slope to the Bay of Islands full of marine life. This is The Landing; a vineyard and retreat in New Zealand’s Bay of Islands, and the first stop on a wine tour of the country via your yacht.

Around the vines, The Landing is bringing the land back to its earlier iterations with the restoration of 35 hectares of native forest. Absorbing three times as much carbon as the businesses on its 1000 acres emit, the regeneration of wetlands, control of predators and improved biodiversity has seen one of the densest kiwi populations in the country flourish.

‘Whatungarongaro he tangata, toitu he whenua hoki’ Man may come and go, but the land remains forever, is the phrase that puts perspective to what The Landing is working to achieve.

That land gives back too, in the form of richly rewarding vintages.

The Landing’s ancient clay and sandstone soils, and long warm summers produce syrah, chardonnay, rosé and port, from the gentle slopes which roll down to Rangihoua Bay. Pull into the jetty at The Landing from one of the many anchorages in the Bay of Islands’ 144 islets, to embark on a private tasting or long lunch within The Landing’s tasting room.

The Landing is a vineyard and retreat on the edge of New Zealand’s Bay of Islands

Approach The Landing from one of the Bay of

Experiences are bespoke here, and available by appointment only. They can see you walking amongst the vines before a visit to the hilltop winery to taste the reds and whites imbued with the taste of the land, or being guided through the history of this place. Guides will be happy to take you on a tour of archeological sites of i­nterest across The Landing during your visit, plus there’s six private beaches to explore.

Islands’ many anchorages

A vineyard and an anchorage

Man O’ War Vineyard would like you to take off your shoes.

Set in the midst of the sheltered Man O’ War Bay which has provided safe harbour for hundreds of years, it’s best reached by tender and a barefoot stroll across golden sands.

Early Polynesian adventurers discovered the benefits of sitting out a storm here. The European explorers following in the 1700s gave it its moniker, eyeing up the stands of ancient Kauri trees as ideal masts for Man O’ War warships.

Aucklanders now consider this spot a beloved weekend destination; anchoring in the Bay or nosing into the beach in tenders to slip into the water, sandals in hand, and onto the lawn of Man O’ War’s beachside cellar door. It lies on the Hauraki Gulf’s Waiheke Island, around 120NM from the Bay of Islands.

A tree-draped lawn sits between beach and cellar door. Often festooned with picnicking groups enjoying Man O’ War’s much loved rosé and pinot gris, it’s the ideal place to order a platter

Man O War is a beachside vineyard known for its barefoot ethos and treedraped lawn

Experiences are bespoke at The Landing, and available by appointment

and while away a sunny afternoon for a quintessentially Kiwi experience. Move through and past it to the tasting room, and you’ll find private tastings of Man O’ War’s Kulta – the loved one – wines of limited production which are only available in New Zealand.

Demand often exceeds supply for Man O’ War’s Kulta syrah, white burgundy, bordeaux, and champagne. A nod to winemakers who approach their craft with a determination to give these old world wines an individual expression that reflects the Man O’ War terroir.

Unseen are the 4,500 acres of vineyards, farm, orchards, olive groves, restored native forests and beehives, all of which are foraged to supply the restaurant and cellar door.

Under the Range

Two million years ago the sea floor tilted and thrust a ragged ridge into the skyline. Sitting on the lower edge of the North Island’s east coast, Te Mata Peak holds marine fossils 399 metres above sea level, and in its shadow nestles the vineyard, Craggy Range.

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Craggy Range has been named among the world’s best vineyards

With such a bold neighbour, this Hawkes Bay vineyard would be remiss in producing wines which weren’t equally as daring. Grown in vineyards of warm stone, and sandy soils, Craggy Range produces syrah, merlot, cabernet sauvignon, and has been named amongst the world’s best vineyards.

Step into the restaurant with the escarpment of Te Mata Peak reaching over you, and you’ll have a chance to taste this ancient part of the country. The intimate space pairs a regionally-inspired menu with Craggy Range’s wine selection, and a large array of produce drawn from the vineyard’s own garden.

The generous sea and land

Approach the Marlborough Sounds by yacht and you’ll be met by battalions of green and blue. Long flanks of ­greenclad hills roll away into the deep fiords of the sounds, where dolphins, orca, seals and native birds pass you on your journey.

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Also passing could be the charter yacht of vineyard, Cloudy Bay. Gliding past as it takes guests on a foraging experience to collect the ingredients for their wine-matched evening meal, or anchored in place during paua (abalone) dives. Visitors move across the generous sea and land in a bespoke experience collecting wild produce which is later transformed by a private chef.

Marlborough sits across the top of the South Island and is one of New Zealand’s best-known wine-producing regions.

Cloudy Bay is a vineyard tucked into the heart of this region; known for its intense sauvignon blanc and immersive private experiences.

Like the foraging. Taking guests into the depths of ­Marlborough, Cloudy Bay will help them collect wild produce like crayfish, paua, fish, clams, honey, flowers, herbs and plants, before returning to the intimate dining room of the Cloudy Bay Shack. There, the private chef prepares the foraged food into a one-off menu complete with curated wine list.

There’s also guided vineyard tours by helicopter or car, and tailor made tastings where Cloudy Bay ambassadors guide guests through rare wines and vintages from the wine museum. All taking place within easy reach of one of New Zealand’s most-beautiful cruising grounds.

Good merino country

Step off the yacht, and onto a helicopter to the landscape which epitomises New Zealand. Clumps of tussock cast long shadows in the alpine sun as it drops behind stark rock faces. Central Otago is a place of sharp lines. The range of the Remarkables mountains rises abruptly out of an iconic lake, seen on New Zealand postcards, and to the west lies Gibbston.

A soft, fertile valley flanked on one side by the Kawarau River which carved Gibbston’s shape into the land, it’s also home to vineyards which carry the taste of the ancient hills and rock reefs their vines wind through. And at the head of the valley sits Chard Farm.

Once described by a local as ‘a waste of bloody good merino country’ in reference to the sheep so at home in Otago’s hills, Chard Farm’s output is now predominantly pinot noir and aromatic whites.

The team here like to take their time. They have a special press for white wines to do the job gently and slowly, and a tank room to handle aromatic whites in small parcels.

There’s a pinot noir hall where grapes are processed without unnecessary handling.

Visit and you’ll find a philosophy driven by the enjoyment of drinking wines, not tasting wines. These are wines to be savoured - not fussed over - and enjoyed. In them you’ll taste the clean, vivid cool climate flavours, and the long flavour length that comes from being grown in the bed of minerals that Central Otago’s schist and quartz deliver.

With a slightly irreverent approach and interesting wines, it’s a deeply satisfying spot to end a day, and your wine tour of New Zealand.

Cloudy Bay’s experiences sit within one of New Zealand’s most beautiful cruising grounds

Central Otago’s Chard Farm produces interesting wines with an irreverent approach

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// DESIGN

HOMES

ON LAND AND SEA Carla Guilhem and her Miami-based design studio has been responsible for a number of bespoke interiors for Van der Valk clients over the past three years. Her distinctively elegant and effortlessly feminine take on life onboard our yachts is also being applied to the latest BeachClub and Flybridge models.

In this exclusive article for FLCN, Carla explains how years of experience in creating exceptional residences onshore is being translated into homes-from-home at sea… And vice versa.

By Andrew Rogers

There are many people, especially in the US market, who are unaware of the extent to which they can customise their yacht.

They presume that customisation of a boat is similar to cars and that you only get to choose the colours, fabric types and audio system. It comes as a surprise when I tell potential owners that creating a yacht with a high-end yard like Van der Valk is closer to designing a house. That they have the chance to create some­thing very special, based on their own identity, lifestyle and personality. And that this option covers every likely use, from couples with children to spending time on the water with friends, including major choices such as the number of cabins.

In other words, whether discussing the construction of a house or the build of a new yacht at Van der Valk, we have similar starting points. For me as an interior designer, the process of understanding the style of the clients and how my team and I can fulfil their dreams is in many ways the same for an onshore residence as for their floating home. And the process of identifying the right styles, colours, materials and so on together is equally enjoyable.

Defining design

To me design is design, and coming from a residential background brings more options, especially at Van der Valk where there is such flexibility of choice. We can utilise lots of new materials and ideas from onshore and these have given me an open mind and encouraged us to create something truly different as we optimise spaces. There are distinctive limitations when building a yacht in areas such as weight and the marine environment, of course, but the overall concept of fashioning something that no one else has is very special.

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Interestingly, this process is now working in reverse too as I’ve started bringing things from yacht design into the residential sector. For instance, some of the more resilient fabrics and materials that are ideal for a maritime environment are also good in homes where kids are at play. Another example is the rounder shapes we have developed on boats to reflect the movement of the vessel; these can be cosier than sharp edges in houses too, offering a more natural ambience.

Learning curve

Moving into the yachting world did require a lot of study as there are many different factors involved and the level of design is exceptionally detailed. My first clients asked me to leverage my experiences with their residences and it was a steep learning curve as we had to work with ceilings, panelling and the structures behind them. Yachts are more complex and my work is a mix of architecture, interior and product design.

We also have to take into account factors like the ever-changing views through the windows, the use and who will be staying onboard. Yachts don’t have a singular identity as such; it’s more about the sensation the owners want to have when they are at sea. However, just as is the case on land, the journey to finding a bespoke interior style still starts with reference images, concept mood boards and material choices. It’s a privilege to be part of such an adventure.

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VA N D E R VA L K E X P LO R E R

VENERA LOA 28.50m // Delivered 2020

© YachtShot

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THE STANDARD SETTER

By Isla McKechnie

Bob Saxon is a standard setter.

A man of good repute.

With a yachting career starting in 1979,

the former Cardinal Gibbons High School English teacher parlayed a way with words into the super­ yacht industry’s largest yacht management group at the time after launching Bob Saxon Associates in 1987.

His career since has been one of creating industry benchmarks. He was the founding president of the International Superyacht Society (ISS) and is in his fourth term as president of the International Yacht Brokers Association. He’s a certified arbitrator of the International Yacht Arbitration Council, has been awarded the ISS lifetime achievement award and is an electee to the international chartering hall of fame.

A lot of work. So what drives him?

“It was about taking the yachting sector from a loosely fragmented collection of companies, to a profession,” says Saxon. And he points out that it’s not finished yet.

“We have yet to reach the ultimate and ideal but it’s a worthy pursuit with the yachting consumer in mind who benefits from the drive toward professionalism.”

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The ISS, IYBA, and IYAC represent a way for Bob to give back to a career that he’s enjoyed for four decades, and he describes the driving forces behind them as promoting trade and fostering professionalism.

He cites his time as founding, and four term, ISS president as the proudest role of his career. The organisation is dedicated to the betterment of the industry at large.

“Being awarded the ISS Lifetime Achievement Award was a thrill as well as being elected to the International Chartering Hall of Fame with my plaque hanging in the museum in Antigua, birthplace of yacht chartering.”

However there’s also the matter of introducing people to the superyacht experience. He says he’s incredibly proud that during four decades of work he’s helped introduce hundreds of new owners into the yachting arena.

That consumer has also evolved in Saxon’s time in the industry. Over 40 years he’s represented more than 2500 yacht owners, so he’s well placed to observe change.

// PROFILE

“Each generation brings with it a differing approach toward ownership and appreciation of the asset.

Today we see an approach to yachting which looks to the sea as nature’s playground, and deference to the oceans as ecosystems.”

He also describes a more pragmatic and businesslike approach to ownership which has evolved over his four decades of involvement in the industry, much of it instigated by international safety and regulatory conventions.

“However, one commonality that exists between owners then and now, is a sense of wanderlust.”

But stopping them moving further afield? The charter market. Saxon explains that the development of new destinations would be welcomed by the industry, however the current market places an inordinate emphasis on chartering.

“I learned recently that a major builder has a windowless bridge on the drawing board. The space ordinarily dedicated to helm operation will now be available to expand the creature comforts and usability for the customer, with the bridge repositioned below deck similar in manner to the way in which a submarine is commanded.”

With the industry evolving, where to next for Bob Saxon, in a career that has spanned numerous industry leaps forward and the creation of professional standards. Fittingly, alongside work with owners, sales and charter brokers, he’s focused on what he can give back to the next generation to keep the industry moving forward.

“I’ve seen some amazing things emerge from our industry.”

“I am doing a lot of mentoring; the old school teacher again.

In that way I feel fulfilled,” he says.

“And it is in fact, after all a matter of fulfilment.”

That emphasis skews the market toward the easilymarketable, mainstream charter markets. The eastern and western Mediterranean, the Caribbean, the Bahamas, and to a lesser extent New England and the Pacific Northwest.

“The industry is crying out for other markets to develop but unless they represent a viable charter market, we’ll see the charter demand dictate the return of the fleet to the charter milk-runs.”

But there is plenty changing for the better. Saxon points to design, and how impressive it is to see yacht builders push the boundaries as far as they’ll go with the good of the environment in mind.

“I’ve seen some amazing things emerge from our industry. When you combine the unlimited talents and creativity of our builders and designers with the boundless imaginations of our clients, It’s exciting to consider the possibilities,” says Saxon.

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Ma ison Frag o n a rd:

FA M I LY F E E L , MODERN FRAGRANCE Tucked away at the foot of a rock over­looking the sea, along the mythical Rivera coastal road between Nice and Monaco is the Maison Fragonard perfume factory in Eze.

By Georgia Tindale

/ / L I F E STYLE

Although the factory was inaugurated in 1968 and showcases a contemporary design, the company’s history spans back to the period just after the beginning of the First World War, when Eugène Fuchs began his love affair with perfumes in the sun-dappled hillsides around Grasse after relocating to the area with his family.

The entrepreneur purchased two Grasse perfumeries: Cresp-Martinenq and Muraour, and the Parfumerie Fragonard was born.

Fast forward to today, and the Maison Fragonard factory remains a family-run business with three women, Anne, Agnès and Françoise Costa at the helm.

After teaming up with Elizabeth Arden prior to the outbreak of war in 1939, Maison Fragonard developed its first cosmetics and skin care lines in the 1960s, creating shower gels, body lotions, creams and more.

During the inter-war period, the seafront around Monaco and Cannes became populated with the world’s best and brightest musicians, writers, painters, artists and dandies keen to enjoy the Roaring Twenties lifestyle and lending the region its new name: the ‘French Riviera’.

Continually evolving to suit changes in habits and fashion, the enduring appeal of Fragnonard cosmetics remains the same: simplicity. Often offered as unisex, the products are reliable, easy to use and provide everyday beauty essentials including face creams, body oils, serums, make-up remover and shower gels; all infused with Fragonard’s stunning and diverse range of fragrances.

To take advantage of this boom, Eugène Fuchs devised a novel concept: gifting his customers the opportunity to tour the factory’s manufacturing workshops for free.

Whether your taste is for floral, fruity, chypre, woody or oriental scents, why not pay a visit to Maison Fragonard in Eze for a free tour and to find your perfect fragrance?

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THE SUPERYACHT REVOLUTION Robert van Tol is leading a revolution in the superyacht industry. He tells us about what drives him, and how the health of the world’s oceans is critical to the health of the superyacht industry.

By Isla McKechnie

There’s a revolution happening in the superyacht world. For an industry which relies on the health of our oceans for its success, the superyacht market was slow on the uptake when it came to adopting sustainability practices. And that’s despite having the world’s leading technology – and budgets – at the fingertips of owners, designers and crew.

Enter the Water Revolution Foundation.

Conceived in 2018, its mission is to accelerate sustainability throughout the superyacht sphere. Founded by a group who came together and concluded there was no coordinated action in yachting; no collaborative platform to tackle the sector’s environmental impact and be proactive in its care of the oceans, it was designed to spearhead the sector’s environmental impact and better care for the health of oceans. One of those founders was Robert van Tol.

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“I was very pleased to be among the ­co-founders, as I felt so strongly about driving sustainability in the yachting sector; something I’d missed throughout the previous 12 years I’d worked in the industry.”

He subsequently became the executive director of the foundation, turning his hand to setting up and expanding Water Revolution’s programme and partner base. To him, it’s about creating a holistic relationship between the industry and the environment which sustains it.

“I hope to show the sector that it’s in a unique strategic position to drive transformative change. Working with yachting’s affluent clientele provides opportunities to lead the way and innovate. As such, we can become true stewards of the oceans, moving towards a mutually-beneficial relationship between yachts and the oceans.”

// PROFILE

Getting the industry onboard

That ambition depends on industry buyin. In the four years since its conception, Water Revolution Foundation has attracted some of the biggest names in the market to its side, with a roll call of well-known superyacht brands cleaving to the cause.

This year’s Monaco Yacht Show introduced an initiative which was another string to the bow. For the first time, the show created a sustainability hub, and Water Revolution Foundation was its strategic partner.

“It was an important step, in both a symbolic and concrete sense,” says Van Tol. “We were particularly pleased that the leading yacht show worked with us on criteria for who could be exhibiting in this new area. The exhibiting companies needed to back up their environmental claims with proof; either quantitative or qualitative.”

Van Tol discusses how critical this aspect of sustainability is, pointing to real change and creating a genuine impact as opposed to lip service, as crucial.

“Sustainability is not a box to tick, it requires investment and resources, but can then put companies in a leading position.”

“It is so important that environmental claims are able to be proven. The show criteria also gave visitors a certain guarantee on finding real solutions.

This was the first year, and we have high expectations on the next edition, as more companies have already reached out to indicate their interest.”

Leading the way for leading companies

While creating a sustainable business has ethical and environmental benefits, the economic payoffs are compelling. Van Tol lists them off. Attraction of new clientele, and happier clients, attraction and retention of new talent to the industry, future-proofing the company; the list goes on.

“It’s the industry’s own responsibility to have a sustainable business (model) for the future, including a healthy ocean to provide clients with a sustainable yachting lifestyle. But also to attract talent to work for the yachting companies,” says Van Tol.

“On top of that, the growth of the Ultra High Net Worth Individuals (UHNWIs) target audience is outpacing the uptake of yachts.”

He questions whether yachting is attractive to new UHNWIs, pointing out that if the industry became more environmentallyfriendly it will almost certainly gain more clients than it would lose.

“All while social pressure increases, and therefore we have to accomplish more than just reducing our environmental footprint, we need to showcase what yachting contributes to make the world a better place and justify the resources it takes up.”

But he acknowledges it’s daunting.

The foundation has created a range of tools to help companies get there. Vicechair Dr Vienna Eleuteri developed the Waterevolution model for the yachting

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sector. This became the programme which kick-started the foundation’s rollout and has provided the crucial link between sustainability science and industrial practice.

There’s also YETI. The tool was created by the Water Revolution Foundation to help yachts calculate their environmental credentials and can be used during the design, build, or refit process as a baseline assessment to subsequently improve, and know where improvements have been most effective.

“A YETI score (could) become the incen­tive to make real and significant improvements to the yachts’ environ­ mental credentials. It could play a role in choosing a charter yacht, for marinas to provide benefits to yachts with better scores, for insurance premiums, finance rates, or to resell value, for example,” says Van Tol.

Sustainability snapshot

So how does the superyacht industry score in sustainability? It’s not getting there fast enough. Van Tol points to the resources available to yachting companies and the lack of urgency at taking up sustainability practices.

“We are currently under-utilising the resources that are (or could be) available to our industry. There are many sustain­ able solutions already available that can and should be embraced to build, operate and refit yachts better.”

He puts this down to a knowledge gap, saying the right skills are missing from the industry, and there’s a dearth of sustain­ ability managers in the superyacht sector.

There’s also an absence of attention to sustainability at board level, as well as a lack of urgency and a fractured approach despite the small size of the industry. But for those who want to upskill, help is at hand.

“Our approach from the start has been to help the sector, and we are facilitating those that want to move forward with the right and scientific approach. If you are willing, and embrace our entire approach, it is a new business model that futureproofs your company.”

improvements in energy consumption could have already made a return on investment. But also with shortages of staff, one could become a more attractive employer. Using less new and more recycled material could also result in less dependency or cost, for example.”

“Ocean stewardship is to protect the biggest lungs of the planet, and puts yachting in a completely different perspective.”

And there’s something else. Van Tol warns that the superyacht industry needs to be cognizant of societal pressures and changing attitudes around the world if we want the sector to exist in the future.

A start on change

How to begin then, for companies who are yet to start their sustainability journey? Van Tol says it begins with measuring – properly measuring – which can be as simple as finding a CO2 calculator online. From there, the Water Revolution Foun­dation advocates a Life Cycle Assessment which is the leading scientific methodology for assessing environmental impact. Once the company has assessed its impact, it can choose real solutions, and Van Tol says there are a lot of low-hanging fruit which can be changed easily.

“There is a risk that yachting becomes something that was popular in the late 1990s and early 2000s, but did not adapt and then lost its license to operate.”

“It means securing your own future.

In these times of high energy prices,

“And if so the future doesn’t look that prosperous.”

“Look at the pressure society places on big, and in its opinion, unnecessary polluters, as well as increasing environmental regulations from governments. If we don’t adapt, we could enter a time where yachts can’t sail into coastal or pristine marine areas anymore, or heavy polluter taxes apply,” says Van Tol.

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EX P LO RING THE

S O U T H E AS T CAR I BB E AN Superyachts and the Caribbean: a classic combination, up there with such dynamic duos as Lennon and McCartney, strawberries and cream and C-3PO and R2-D2 (one for all of you Star Wars fans out there!). By Georgia Tindale As we continue to emerge from the complications of the COVID-19 pandemic, and the world is moving once again, ever more yachts are returning to travel hotspots such as the Caribbean to pick up where they left off.

For those still keen to avoid crowds, or looking to discover somewhat more uncharted territory, there is an alternative: the South East Caribbean. Here, we take a look at two of the best yachting destinations in the area to provide you with some much-needed wanderlust.

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Puerto Rico With 300 miles of coastline all around the island ready for exploring and year-round winds averaging 10-15 knots, Puerto Rico represents a true yachting paradise at any time of year. Famous for its pristine cays and hidden beaches, if you are looking for that classic sandy-beach, salty-skinned boating experience, there is no need to look any further.

Particularly recommended is a trip to Vieques or Culebras islands, where you can enjoy a full day on some of the world’s most coveted beaches. As well

as endless opportunities for snorkelling and sunbathing, fishing enthusiasts are also well-catered for in Puerto Rico, with several local tour operators offering bottom, tarpon and deep-sea fishing operations.

Finally, on a practical note, Puerto Rico is also home to a wide range of marinas primed to facilitate your on-water adventures, with three in San Juan and seven in Fajardo. Facilities include Puerto del Rey, the largest marina in the Caribbean, as well as the yacht club, Club Náutico de San Juan which is a fantastic events venue in its own right – best enjoyed, of course, with a rum and coke in hand!

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‘THE ISLANDS ARE PERFECTLY SET UP FOR ADVENTUROUS ISLAND HOPPING AND RANK AS SOME OF THE SAFEST LOCATIONS IN THE CARIBBEAN TO VISIT’

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Photos: Unsplash

American Virgin Islands Less well-known than its neighbouring British counter­ parts, the beautiful US Virgin Islands consist of three main islands – Saint Croix, Saint John and Saint Thomas – as well 5o other surrounding minor islands and cays. Able to be visited without a passport by US citizens/residents, the islands are perfectly set up for adventurous island hopping and rank as some of the safest locations in the Caribbean to visit.

St. Thomas is the most popular of the three, with its numerous hills offering spectacular, panoramic views of the surrounding islands. Known for its music scene and buzzing nightlife which never sleeps, St. Thomas is the ideal destination for those looking to let their hair

down in between beach trips. Other highlights include a Skyride to Paradise Point for yet more breathtaking views, a visit to the beautiful Magens Bay beach or a trip by car along the many mountains on the island.

Nature aficionados simply cannot miss out on a trip to the island of St. John. With two-thirds of the island a designated national park area, it truly is a hiker’s delight thanks to its countless trails perfect for exploration. The marine life is also not to be missed – with Maho Bay and Caneel Bay showcasing some of the area’s best snorkelling opportunities, where you can get up close and personal with sea turtles before retiring for a much-needed cocktail on the beach.

I can certainly think of worse ways to spend a holiday; where’s my ticket?

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H A P P Y D AY S A H E A D O N C U S T O M - B U I LT

F E LI S

Our ever-expanding fleet of explorer motoryachts will have a new member soon when the 23.56-metre Felis is launched. This custom project has been commissioned by very experienced owners looking to create the ultimate home-at-sea for their family. They are exceptionally-involved in every detail of the design, helping us ensure that Felis truly reflects how they enjoy life on the water.

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We don’t build many steel hulls these days at Van der Valk but the owners of Felis had very specific requirements in that respect.

Complete with a bulbous bow, comfort is at a premium thanks to the Grade A round-bilged full-displacement hull, topped off with an aluminium superstructure to retain a low centre of gravity. Van der Valk’s legendary sound and vibration engineers have excelled themselves on this self-sufficient yacht with low fuel consumption and a range that allows for lengthy spells away from busy ports.

Building on experience

Autonomy is further assured by heavy-duty twin MAN engines with RCD II approval. Usually at the helm themselves, the owners requested easy access to the engine room with a separate entrance for the crew on the occasions when they are running the vessel. Ginton Naval Architects and Diana Yacht Design have joined forces to make all this work in practice, working closely with exterior and interior designer Guido de Groot.

“The layout is impressive and everything fits really well together, with no unpleasant surprises during construction that an element didn’t fit with everything else. We’ve used lots of light materials for the interior to create an airy and fresh feel, with darker accents like walnut for contrast. The bookshelves and niches are designed to make the boat feel like home and can be used to store works of art. All in all, Felis will have a calm and rustic atmosphere.”

‘ALL ASPECTS OF FELIS HAVE BEEN METICULOUSLY CONSIDERED AND PLANNED DOWN TO THE SMALLEST DETAIL.’

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“It’s a delight to work with owner-operators who know exactly what they want based on every conceivable situation on a yacht,” says Guido. “All aspects of Felis have been meticulously considered and planned down to the smallest detail. This includes the exterior profile, which features a distinctly masculine and rugged look while taking inspiration from parts of previous Van der Valks such as the hardtop on Seawolf and the stern area of Venera.

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Social hob

A key hotspot for the family to gather will be the large country kitchen around which the main salon revolves within an entirely open-plan arrangement. A window above the kitchen unites the occupants with the flybridge and facilitates communication between the two areas so that no-one feels left out. The yacht has one generous owner’s suite, two twins and a VIP, plus individual cabins for her two-person crew to ensure maximum privacy and comfort.

Felis is fully prepared for both warmer and colder climates thanks to her cleverly designed windows, insulation and underfloor heating. Despite all the facilities for serious passage making, the owners will also have great fun around their home port in the Balearics on a yacht which will include a dive compressor and a spacious lazarette for paddleboards and much more besides.

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The ultimate e-bike:

M E E T T R E F E C TA The most powerful. The biggest. The most expensive...

Superlatives abound when describing the e-bikes from the Netherlands-based company Trefecta.

By Georgia Tindale

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// SPORT

Developed with military usage in mind, the first model of these colossally-powerful bikes (the DRT) was offered to the market with a starting price of $25,000, but this sizeable price tag is for good reason.

As Trefecta founder Haiko Visser explains: “Because we wanted our bikes to be durable enough to carry the weight of a soldier and all of their kit, there were very few existing components available for us to use, so we had to start from scratch. We are really proud that our bikes have been used in the field – including during a peacekeeping mission in Mali.”

Alongside its DRT off-road unlimited model, Trefecta also offers the URB Speed Pedelec which is perfect for daily commuting, thanks to its state-of-the-art smartphone connectivity, 14-speed gearbox, electronically controlled front suspension and top speed of up to 45 kilometres per hour (cue morning lie-ins).

Visser puts it best: “The urban model of our top range bike has proven to be particularly popular on the market because, quite frankly, it looks very sexy onboard a yacht.”

Designed with convenient transportation in mind and with numerous customisation options available, stand-out design features of the Trefecta bikes include their ultrastrong, foldable frames made from injection moulded aerospace grade aluminium, their easily-interchangeable Li-ion batteries (offering a range of over 100 kilometres over mixed terrain), as well as their 450w-4000w power unit which tops out at speeds of up to 70 kilometres per hour.

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What the Cluck…

Meat The Vegetarian Butcher From energy use to smart cities, the Netherlands is famed for its green credentials. The Vegetarian Butcher is one of the leading Dutch exponents of a sustainable food revolution. And its meat successor products are the closest to the ‘real thing’ we’ve tasted to date.

By Andrew Rogers

// FOOD

Be it for ethical, health or environmental reasons, many people feel they should eat less meat. As the son of a farming family, Dutchman Jaap Korteweg was expected to take over his parents’ cattle farm, but switched to organic crops.

But the 1998 outbreak of swine fever and mad cow disease led him to pursue a much greater plant-based revolution.

Meat from legumes

Jaap still loved the texture and ­juici­ ness of meat but no longer wanted to sacrifice animals to enjoy that sensation.

And the environment was another key issue. Animals are fed soy and grains as they grow before being slaughtered for their meat. To produce beef, for instance, cows need constant feeding, large amounts of land and up to 15,000 litres of water per kilo of meat. Jaap set out to cut out the middleman – be

it a pig, chicken or cow – and produce meat directly from legumes.

Dissatisfied with other meat substitutes, he devoted years to research and develop­ment and worked closely with a team of chefs to find what Jaap calls a meat successor. A product that would replicate the moreish taste and texture while being better for the planet and kinder to animals. Launching onto the Dutch market in 2010, it soon became apparent that his goal had been met.

Awards ranging from PETA’s ‘Most animal-friendly company of the year’ to Best Vegan Product testified to how The Vegetarian Butcher was making the switch to plant-based food easy and tasty.

Taste the difference

This orange and green success story has more recently been extended to

packaging. The Vegetarian Butcher’s chilled retail products now come in a 100 per cent post-consumer recycled PET tray. And though you may not have bought any of Jaap’s products in the supermarket yet you may well have discovered the difference offered by The Vegetarian Butcher as it supplies Burger King with the plant-based version of its Whopper burger.

In addition to supporting a food revolution, the brand has been a pioneer in its use of funny – and occasionally risqué – names for its products in the English language. Its copywriters have had a g ­ reenfield day coming up with the likes of Un­believaballs, Good Karma Shawarma, The Great Escalope and Chickened Out Burger. We’ll leave you to guess what Little Willies and What the Cluck are in reality…

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Life’s a Beach Club:

FOURTH BUILD Excellent progress is being made on construction of the fourth hull in our BeachClub line. If you’d like to enjoy the finest pleasure on the water on a brand-new yacht tailored to your personality and preferences, this new addition to the Van der Valk fleet would be ideal. Get ready to embrace the unrivalled space and comfort of a 66-foot beauty with the spaciousness and volume of a 75-footer…

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This new BeachClub 660 Flybridge will build on the success of the similarly sized Alvaro and Alvali and the BeachClub 600 Lucy Penguin. The series benefits from many years of research and development and client input and was designed together with Ginton Naval Architects and designer Cor D. Rover. The key to space is having the engines installed in the swim platform area, giving more room in the interior and optimising the aft area of the yacht.

See the space

Put simply, your BeachClub 660 Flybridge will not only feel like she has an exceptional amount of space: that’s actually the case in reality. Everyone who steps onboard one of these yachts is amazed at how they offer the kind of living space normally only seen on much larger yachts. In addition to having around a third more volume than ‘standard’ motoryachts in this size, the BeachClub line is also

much more detailed compared to anything else on the market. Add in all the customisation and personal finish choices and you have a yacht that truly stands out from the crowd.

Life at sea

The specs speak volumes. The fourth BeachClub will have four al fresco areas which you’re sure to enjoy at different times of the day: a 17 square metre beach deck and sun lounge, a 17 square metre aft deck, a giant 25 square metre foredeck and a 10 square metre flybridge. Moving indoors, the main deck salon/wheelhouse spans 21 square metre, the lower deck lounge with galley/dinette measures 27 square metre and the accommodations cover a total of 44 square metre. You will have a deluxe owners’ suite, two twin guest cabins and the option for a crew cabin if you wish. Large windows and sliding doors in both salons and the owners’ suite open up panoramic views on the world.

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Sister ship MY Alvaro

Interior innovations

A key difference with this new BeachClub will be an interior by Carla Guilhem Design, refreshing the look with a next-generation vibe and a feeling of calm within the large spaces. New design elements include the geometric look of the stairs, a kitchen island that doubles as a bar, and a day head in a funky black colour. A young-at-heart feel prevails with fewer materials than on the earlier BeachClub models and a softer ambiance. Clean style lines go back and forth in the walnut and teak floors in a yacht that will be timeless not trendy.

The ceilings have a range of groovy forms and shapes, while the colours are strong due to the use of walnut with white gloss and matte walls and black pop-ups. Dark gold features on the sofa, table and faucets create a sense of unity.

The master suite has a vivid feel with the column behind the bed housing the anchor forming part of a large piece that can be turned around to create different shapes. Adding circular elements to the superstructure sides makes it seem as if

the furniture is loose and any triangular forms have been eliminated to generate more amplitude in the space.

Added value

The dashboard of the fourth BeachClub has been given a new modern look and the outdoor spaces further enhanced. The height of the wheelhouse has been raised by 15 centimetres compared to earlier models to add a little more volume to the lower deck cabins and reduce the number of steps from the salon forward.

Built entirely in aluminium, the yacht will come with twin Volvo Penta IPS-1050 drives with IPS 2 props and have a top speed of 26 knots. You can expect very low noise levels thanks to the installation of special sound-generating equipment inside the swim platform. Readers who would like to make an appointment to see the new hull under construction and discover what incredible volume for money the BeachClub offers are invited to contact the yard.

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When it comes to establishing the correct ambience or atmosphere onboard a yacht, it is unarguable that onboard illumination can make all of the difference, transforming a vessel’s feel from ‘functional’ to ‘phenomenal’ at the touch of a button.

By Georgia Tindale

LIGHT UP MY LIFE: ILLUMINATION ONBOARD

Paulo Calado and Guido de Groot

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// DESIGN

MY Venera

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Here, we speak to Paulo Calado and Guido de Groot from the Dutch studio Guido de Groot Design and go behind the scenes to discover what really goes into lighting up today’s most extraordinary vessels.

Hailing from this highly-experienced superyacht design studio– which has worked on many of Van der Valk’s recent projects, including the 34-metre Blue Jeans, launched this September – Paulo explains that there are many factors which need to be considered when planning the lighting of a superyacht: “We always make careful calculations to determine whether there is enough light in the room, with all of the lights and fixtures we have proposed. It also depends on materials – if you have a darker interior, the lighting needs to be stronger as it will get absorbed by the dark materials you have used.

“Finally, you also need to take into account how large the windows are and how much natural light enters the space because this will obviously have a huge impact on the lighting. Of course, you also need to assess the situation on both sides: both in daylight and at night!”

MY Blue Jeans

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‘THE OPTIONS ARE ENDLESS’ As Paulo highlights, any external supplier that the studio works with on the lighting for a superyacht project would be involved as early as possible. “We send the suppliers our ideas for the layout at an early stage, with an indication of the materials used and so on and get their feedback on what we have proposed – this means any changes in the layout can be made as easily and smoothly as possible.”

Thus with ever-more flexibility and personalisation possible in today’s superyacht lighting projects, this offers an opportunity to create the perfect atmosphere onboard the vessel – whatever mood or aesthetic is desired – and can hugely heighten the onboard experience of both owners and guests.

As Guido highlights: “With our contemporary projects such as Blue Jeans, we have moved a long way from the simple purpose of illuminating rooms through the lighting. Instead, we can create different moods by lighting up different parts, using dimmable lights, lighting up different areas of a space or even playing with the colour of the light. The options are endless.”

Notably, as Guido explains, today’s onboard illumination projects are becoming increasingly complex, moving far beyond simple ‘functionality’, into much higher-level concepts.

“Nowadays, designers are finding more and more creative alternatives to the use of normal spotlights, such as the use of strip lights and hidden lighting. With Blue Jeans, we were given the opportunity by the client to go completely wild on the lighting. As a result, we had a ceiling in the main salon that lit up completely, meaning that you could have a complete light show in the ceiling! On that boat, we also have wooden wall panels in the main salon and master cabin that have hidden light features within them – this means that the panel itself is one big light feature and almost an artwork in its own right.”

MY Mikamo

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By Andrew Rogers

DIVIN E G LO RY:

T H E C AT H E D R A L O F M A L L O R C A

If you regularly sail to Palma, you’ll be used to seeing the stunning Cathedral Mallorca on the skyline. Known as La Seu, her extraordinary French-style Gothic exterior dominates the skyline. Begun in the 13th Century, this amazing edifice has been modified and reconstructed repeatedly over the centuries.

The history of the Cathedral of Mallorca is intimately linked to the local monarchy. After the conquest of Madina Mayurqa in 1229, James I, King of Aragon and Count of Barcelona, ordered the former great mosque to be consecrated to the Virgin Mary as a site for Christian worship. He also ordered the building of a new church in the style of that time, using part of the site of the old mosque.

The first historical documents relating to the construction date from 1230 when Bishop Pere de Morella consecrated the main altar stone. Work on the building we see today

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began during the second half of the 13th century as new stonework was laid in the chevet. Integrated into the Royal Chapel, this preserved the space intended for the tombs of the Mallorcan royal family. It is known as the Chapel of the Holy Trinity.

Centuries of stonecraft

Work on the bell tower and its nine bells was completed in 1498. The structural section corresponding to the Old Work of the Cathedral was also completed by then and work began on the choir enclosure in the centre of the main nave.

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In the 1570s, the decision was taken to complete the structure of the Cathedral with the stonework from the New Work, which involved building the last section comprising the last four sets of columns, the main façade and the main portal.

During the 17th and 18th centuries, an air of the Baroque appeared inside the Cathedral in the form of altarpieces, paintings and sculptures marked by post-Tridentine spirituality. Notable are emblematic pieces like the Corpus Christi altarpiece, the cloister and the new chapterhouse. An earthquake in 1851 placed the structure of the main façade at risk and a monumental restoration was undertaken by architect Juan Bautista Peyronnet from Madrid.

Into the 20th and 21st centuries

At the start of the 20th century, architect Antoni Gaudí adapted the inner space of the cathedral to meet the new liturgical and pastoral requirements. This nineyear restoration recovered space for the faithful and made visible the choir’s chancel, the bishop’s throne and the Chapel of the Holy Trinity.

The most recent contribution is the adaptation of the Chapel of the Blessed Sacrament by the Mallorcan painter Miquel Barceló between 2001 and 2006.

The installation is located in the right-hand apse of Saint Peter’s Chapel and represents the miracle of Jesus multiplying the loaves and the fish for his followers.

ACRO S S T H E O C E A NS :

T HE VA N DER VAL K EXPLO RER VE NE RA’S T RANSATLANTI C ADVE N TUR ES

© YachtShot

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The 28.5-metre motor yacht Venera has already had an eventful few years. First hitting the water in 2020 during the height of the COVID-19 pandemic, she represents the third in Van der Valk’s new generation of long-range explorers, with her striking, modern, trawler-like design developed in collaboration with Guido de Groot Design, Diana Yacht Design and Ginton Naval Architects. By Georgia Tindale

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© YachtShot

Venera made headlines in May 2022 thanks to her s­ uccessful sale in the US – completed by Eastwind Yachts and Edmiston – after which she was renamed Blondie. Prior to landing in the USA, however, Venera had embarked on her most substantial journey to date, travelling from Rotterdam to Barcelona, and then making the transatlantic crossing to Fort Lauderdale.

Here, we hear directly from the captains who took charge of Venera to discover how this vessel fared during her longest trip so far, and the highs and lows of being at the helm.

Captain Egor Krivonosov (left) with deckhand

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Leg 1: Rotterdam to Barcelona with ­Captain Egor ­Krivonosov What was your role on board Venera, and who ­accompanied you on the trip?

I was captain onboard Venera while she made her way from Rotterdam and Barcelona after leaving the Van der Valk ­shipyard – with our first stop being Cadiz, Spain. She can house a total of four crew on board – as well as up to 10 guests – but there was plenty of space during this period, as there were just three of us onboard: myself, a deckhand and the owner himself. The owner stayed onboard until Gibraltar.

How were the conditions for your trip, and where did you visit when you were captain?

In terms of the weather on the trip itself, we managed okay, aside from one strong storm we faced on the way to Cadiz during which the winds reached up to 45 knots.

Thankfully, we made it out to the other side and Venera fared very well. In our first season with Venera, we visited a diverse range of locations including Spain, Italy, Greece, Turkey, Russia, France and Sicily.

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Leg 2: Barcelona to Fort Lauderdale with Captain Tiago Palma How did you first get involved with Venera?

A friend of mine called me out of the blue when I was spending Christmas in Cape Verde with my family and said: ‘I have this boat to take from Barcelona to Fort Lauderdale, I really need you to come because the owner has decided to move the boat here last minute in order to sell.’

What were the most memorable aspects of the crossing for you?

I think it was probably the good weather, as we only had one night of bad weather on the whole trip, which was when we were between the Dominican Republic and Fort Lauderdale.

Initially, I said no, but he called me again, a couple of hours later, saying he really needed me because he didn’t have a licence to cross the Atlantic and I do, and I agreed. The crossing took place in January and took us four weeks in total.

We are taking about 15-20 knots of wind on the bow, which is not comfortable, but it was not like a huge storm or anything. Venera managed just fine. The new owner is going to install fins, alongside the pre-existing VEEM 145 gyro stabilisers – this means that they will have two systems, offering even better stability in the most adverse conditions. Although I have been a captain for 24 years, Venera was my first crossing on board a motor yacht, so that makes it quite special to me!

Where did you go and stop off on your trip?

Finally, how did the owner find the crossing?

We started off from a little port in Spain called Cambrils which is not far from Barcelona and from there we refilled in Gibraltar.

We then stopped in São Vicente (Saint Vincent), in the Cape Verde islands, where the owner met us and joined us onboard.

We then travelled to Saint Martin, where we stayed for about four days, ­before heading to the Dominican Republic. We were there for ­almost a week because of the weather and then travelled from there straight to Fort Lauderdale.

It was like a dream come true for him. When we arrived in Fort Lauderdale, he took all of us out for dinner to say thank you for crewing the boat – he was very, very grateful for the whole trip and the crew, and being able to share this experience with us was really special for him. Also, as an added bonus, he really likes fishing, and we had fresh fish literally every day.

Captain Tiago Palma (middle) with crew members

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Our world’s life is concentrated in its water. The Southern, Pacific, Atlantic, Indian, and Arctic oceans hold 94 per cent of our planet’s fauna and flora.

And while superyachts float across the surface of that vast pool of existence, slipping down amongst it is a different story. Drop beneath the waves and more than 80 per cent of the world’s ocean is unexplored. Unmapped, never viewed by human eyes; it’s the last frontier. A final bastion of adventure.

INTO THE DEEP

By Isla McKechnie

No surprise then, yachts capable of submersible ­operations are increasingly in demand and the luxury submersible market is reaching new levels of sophistication.

While we’ve mapped 90 per cent of Mars’ surface and people have walked on the moon, being one of the first people to explore the blue mysteries of the oceans around us has become something to pursue.

At the 2022 Monaco Yacht Show, U-Boat Worx released the Nautilus, a 37.5 metre design for an underwater super­yacht which will be as at ease under the waves as on top, and extend the superyacht experience to a depth of 200 metres.

Triton Submarines knows about pursuit. The Floridaheadquartered company pumps out record-breaking technology at a blistering pace as it helps push forward the limits of human exploration. Triton’s submersibles have taken David Attenborough to the Great Barrier Reef, been eye level with penguins on the world’s first private Antarctica submersible dive, been to the bottom of five oceans, and undertaken a dive to the deepest point in the Southern Hemisphere; the Tonga Trench’s Horizon Deep.

At the same show, submersible heavyweight Triton Submarines launched Project Hercules. Weaving the design pedigree of Espen Øino into a first of its kind luxury submarine, Project Hercules introduces speed and luxury to a submersible capable of diving to 200 metres and reaching speeds of eight knots.

U-Boat Worx Nemo2 discovers an elephants ear @ Gavin Newman

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‘IN THE COMING YEARS A SUBMERSIBLE WILL BE AS COMMON AS A TENDER.’

Engaging with the ocean

It’s also determined to change the way we encounter the sea around us. The company which saw early adopters use its products for adventures, foundation research, and underwater archaeology, is now seeing yacht owners and resorts use them as an extension of luxury vessels. They can be launched quickly and used purely for enjoyment.

“It’s about changing the way people engage with the ocean,” says Triton Submarine’s Craig Barnett.

“If there’s one on your yacht it should be extension of your lifestyle.

Take down your easel to paint, take down your massage table or take down your mixologist for sundowner time. It’s about changing the way people use submersibles and how they experience the ocean.”

An astronaut-esque experience is what Roy Heijdra, marketing manager of U-Boat Worx likens it to. The Netherlands-based company has built an enviable reputation designing submarines which are compact and luxurious, and designed specifically to fit the needs of superyachts. It’s in response to a superyacht

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market where hard-to-find experiences have become the final word in luxury.

“The most breathtaking experience is to find a shipwreck, find a nice patch of sand next to that wreck, set the submarine down, and turn everything off, taking in the beauty of the marine life surrounding it in total silence. I can literally do this for hours on end. And when you leave that submarine again, you leave it as a changed man,” says Heijdra.

“I have never been to space, but astronauts returning from space share a similar story.”

Technology and limitations

These aren’t token machines, taking a peek underneath the waves. While they will usually back out, or dive below areas of high current, there’s no operating limitations in terms of temperature.

Triton submersibles have been used everywhere from Antarctica to Tahiti, and have reached 11 kilometres deep; the first vessel in the history of mankind that can access all parts of the world’s oceans.

Two Triton 3300-3 MKII diving in the Bahamas ©Triton Submarines

U-Boat Worx Nemo2 can be boarded on the beach @ Tom van Oossanen

U-Boat Worx Nemo2 @Tom Van Oossanen

Heijdra reinforces the limitless approach to submersible use, saying U-Boat Worx subs are in use in more than 60 locations around the world, from the warm waters of the Caribbean, to the Arctic, to the Antarctic.

But what about the platform to carry them. Does technology of this type necessitate a larger yacht to accommodate it?

Not necessarily. There’s a range of options available to the prospective submersible owner, and custom solutions to boot.

U-Boat Worx has created the NEMO. A two seater, compact submersible with the same footprint as two jet skis and weighing 2,500 kilograms. It’s a production model; built in large volumes, it’s competitively priced, reaches depths of 100 metres, can be delivered to a new owner within a few months of ordering, and can be launched from a marina or towed via SUV. Triton specialises in building submersibles which reach the depths, with the most popular sold by the company capable of reaching up to 1000 metres, and comfortably seating three people.

With every submersible delivered, Triton provides pilot training and maintenance for up to six people, so that an owner’s existing yacht crew can develop familiarity with the craft. Crew join Triton in its facility for the last three weeks of assembly, in the same way a yacht build captain would, and once the submersible is delivered, complete 20-30 dives before being signed off.

It’s a thorough way to ensure the submersible is handed over with complete training. The submersibles are in survey, and Triton offers 24/7 support, flying in a technical support team before each annual survey.

Likewise, U-Boat Worx has its own training facility on the island of Curaçao where it send its submarines for testing and certification.

“This is one of the locations where we can do pilot training for either the owner or his crew,” says Heijdra. “Training to become a chief submersible pilot takes around two weeks of intense practise.”

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Future market

The popularity of submersibles is growing exponentially, with estimates that the market for them has doubled in the last three years. Part of this is down to the way the use of yachts is changing.

They’re now being used for discovery and adventure; for going further afield. Yachts are being built to carry the assets to remote locations, with the mothership or support vessel often purchased to fit the needs of the submersible.

“And there’s a broader context to this,” says Barnett. “There’s been a change in social currency. While luxury used to be possession-led, now it’s about creating unique experiences.”

Heijdra agrees.

“We have seen a growing interest in submersibles over the last couple of years. Just look at the vast amount of explorer vessels being put out into the market. It’s safe to say that the typical owner of a superyacht is changing from the more conventional owner that we used to know, to a more adventurous type of owner.”

“With more and more explorer type vessels being built, the market for submersibles is as large as it has ever been,” says Heijdra.

‘THERE’S BEEN A CHANGE IN SOCIAL CURRENCY. WHILE LUXURY USED TO BE POSSESSION-LED, NOW IT’S ABOUT CREATING UNIQUE EXPERIENCES.’

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“In the coming years a submersible is going to be as common as having a tender aboard a yacht.”

In essence, the submersible provides the platform to see incredible things. Barnett lists a roll call of achievements that sound like an adventurer’s handbook. Triton Submarines has provided the platform for 60 new species of marine life to be registered, for the discovery of a giant squid, provided a live broadcast for three hours a day, over five days from the waters of the Seychelles, and created the vessel for the Five Deeps Expedition to the deepest points of each ocean, amongst other things.

No wonder then, that submersibles have become such a desirable commodity.

Barnett has concise advice for yacht owners when it comes to the question of installing a submersible. Without it they’re only getting half the experience of yachting. Getting underneath the waves, and into that vast pool of life that exists just out of sight from the deck of the yacht, is what it’s all about.

“Do it and for the same reason you have landing gear on your private jet. Once you dive in a sub, you realise that owning a yacht without a submersible is like owning a plane without ever landing.”

Yachts are being built to carry submarines to remote locations @ Triton Submarines © Nick Verola

U-Boat Worx Nautilus Blue with back tender

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I S T H E S KY THE LIMIT? A S S E S S I N G T H E S TAT E O F P R I VAT E AV I AT I O N

By Georgia Tindale

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// LIFESTYLE

As we emerge from the COVID-19 pandemic and are confronted with yet more complex economic challenges - the war in Ukraine, inflation spiking, the cost of living: the list goes on - it may be tempting for those working in luxury spheres such as yachting and private aviation to paint an optimistic picture of the current market, with demand for both yacht and private jet charters having experienced a notable hike between 2020 and the early months of 2022.

But, as the quote often attributed to Isaac Newton goes: “What goes up, must come down”. Here, Alain Leboursier, managing director of LunaJets, a private jet charter company with offices in Switzerland, France, Dubai, the UK, Monaco and Latvia, gives us his candid take on the current state of private aviation, offering a glimpse of what the future might hold, and his advice on how to weather the turbulent months ahead.

Sky-high growth

As Alain explains, the current state of private aviation is far from rosy.

“Putting it briefly: the market is down and we are heading into a perfect storm.”

He continues: “We had an amazing summer, breaking record after record – with demand from customers growing, fuel prices increasing and a shortage of supply, which resulted in our company growing by nearly 47 per cent in 2020 / 2021 and by 58 per cent in the first half of 2022.

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This industry-wide growth was completely unsustainable, with customers paying double what they used to in 2019.

Many new players in the industry thought this was the ‘new normal’, but this was very naive.”

What goes up…

This gloomy picture is borne out by the numbers.

“In August, we saw a massive drop in demand. Numbers are going anywhere between minus 20 to 30 per cent.

We have seen worse in the past, like when COVID hit and we saw a drop of 80 per cent, or when the markets really crashed in 2008-9, but we really have to keep an eye on what is happening. Globally speaking, with the current state of the stock market, the interest rates, sky-high inflation and so on – I think we are going to see a big recession in the next six to nine months.”

An escape hatch?

As Alain sees it, the path out of this challenging situation for aviation companies can be found through two factors: careful preparation and prioritising the customer at all times.

“Thankfully, thanks to our long experience in the industry LunaJets is very well-positioned and saw this coming. We have a strong business model and are cash-rich, which should help us weather the storm. You also have to put the client back at the centre of your business model; make sure you are responsive to their needs at all times, flexible, and provide the best possible service at all times. This will help you retain your loyal customers, even if the market is turbulent.”

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The first EDGE 65 is under construction with outboard engines for experienced repeat clients (page 8). She will combine 40 knots of speed with the ability to make ocean crossings and explore shallow waters. With a fold-out platform spanning 48 square metres of deck space and a bespoke interior, this new scion of the Van der Valk range may be the ultimate weekender you’ve been seeking too.

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CUTTING EDGE: WEEKENDS WILL NEVER BE THE SAME

Created with exterior designer Cor D. Rover and Studio Delta Naval Architects, the EDGE 65 features a number of firsts for Van der Valk. Her draught of under three feet opens up all but the shallowest waters, while a top speed of 40 knots hastens deep water runs and the first leg of any weekender. Power for the launch model will be provided by four Mercury V12 Verados, offering an exhilarating total of 2400 hp.

“It’s unusual for a Dutch yard to install these engines on a luxury yacht of this size and the EDGE 65 will be the heaviest possible size that could be propelled by outboards,” says Van der Valk general manager Bram Kooltjes.

“Mercury Marine’s automatic gear shift technology allows us to come to just over 30 tonnes while retaining some excellent outdoor and indoor real estate. Every aspect of the yacht has been optimised to benefit speed and reduce underwater friction.”

In good step

Optimum seakeeping will also be assured as the EDGE 65 is the first of our yachts to benefit from Petestep; the hull technology.

“Combining such speeds on a 65-footer with superyacht standards of comfort was an exacting brief,” says Jonas Danielsson, CEO of this Swedish company.

“We worked with CFD software experts on simulations to see how the boat would behave in all kinds of water, calculating the resistance and pressure components of some five million air and water cells as they interacted with the design.

“Each of the fifty simulations took up to a day to complete and this wealth of data led to three Petestep deflectors being added to the EDGE 65 hull. Fitted in a V-shape to push water down and aft, they give a lower amount of wetted surface, a greater degree of lift and a forward thrust from the redirection of the spray. The ultimate result is a major reduction in resistance, a boost to speed and a very dry ride for those onboard.”

Comparing the base hull of the EDGE 65 with the Petestep hull, the programme predicted a 30 per cent reduction in slamming forces.

“While we’ve consistently seen such numbers on smaller vessels with our technology, we’d not expected them to be so high on a 65-footer. It’s really good to work with a reputable yard like Van der Valk on a project with the potential to open up a new market for luxury boats that are relatively fast and allow for both shallow water access and ocean trips.”

Close to the water

Exterior designer Cor D. Rover is also enthusiastic about the EDGE 65.

“A great deal of expertise has come together, not least from the owners with their experience of boating. Together we’ve designed a cabana on the water with an optimised amount of enclosed real estate and the ability to be as close to the water as possible on a 20-metre boat.”

The large aft deck morphs into an outdoor pleasure ­platform with fold-down balconies creating some eight square metres of additional space. This arrangement also makes it easy to launch and tie up watersports gear, which the outboards would otherwise make impossible in this area.

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There is also room on the flybridge for a dedicated crane to enable the yacht to carry a small tender and/or jet ski.

“Open the fully extending sliding doors to the interior and the entire main deck becomes one open space with accommodations below,” continues Cor. “Nothing is new here in itself but the combination of all these aspects in this size most certainly is.”

Smooth blend

The interior design is another treat as Carla Guilhem shares her unique take on an Art Deco-inspired beach style.

“The EDGE 65 will primarily be used on weekenders and bustling day trips with friends,” says Guilhem.

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“The owners have no interest in a traditional lounge, preferring to entertain guests in a country kitchen galley with bar. We’ve created a natural style with lots of oak and sophisticated textures.

Clean grey and white tones, round corners, panels with textures.

The overall theme revolves around chilling in the Caribbean.”

Other options are available for the EDGE 65. You might opt for a two cabin layout with a larger master suite with bathroom in an interior that also features an impressive wheelhouse. Inboard propulsion is also available for future EDGE 65s, all of which will benefit from the huge amount of engineering and smart thinking that’s gone into this launch model.

// COLUMN

By Paul Flannery

BOOSTING BOAT O ­ WNERSHIP:

THE IMPORTANCE OF ­P R O F E S S I O N A L H I R E S Boats are about passion. Emotion. We don’t like boating, we love boating. We don’t just enjoy our time on the water: we cherish our time on the water. But what decisions can we make to ensure that we enjoy all of these moments of boating to the fullest and make the most out of our boat ownership? The answer is simple: Always hire professionals.

What does this mean? Making sure that the driver doesn’t run aground? Ensuring that the chef doesn’t burn the soufflé? Checking that the engineer changes the oil in a timely manner? Of course, the correct answer to each of these questions is yes, but that doesn’t cover it all.

The best way to ensure the maximum level of boating enjoyment is to first make sure that you are getting good advice on all aspects of ownership. This can be achieved by taking the time to hire the right professionals for the job. Here are just some of the ways you can do this:

› Harness the expertise of a sales professional who will listen to your needs. One who will take into account all of the myriad factors that make your boating acquisition unique. One who understands your family or corporate needs, your specific likes and dislikes and has an intimate knowledge of the area where you intend to use your boat.

›

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Be sure to consult with a qualified maritime attorney.

Most boat and yacht owners have relationships with attorneys who can properly advise on real estate, business or regulatory matters, but boating and yachting are very specialised fields that require specific knowledge, so you will need to look elsewhere.

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On this note, however tempting it may be, don’t just turn a purchase and sales agreement or a new build contract over to your corporate attorney for review.

Often, they will overcomplicate a deal unnecessarily, meaning that you can lose out on what could have been a good deal.

› Ask your maritime attorney which flag state to

consider for your vessel’s registration. Many people prefer to choose the flag of their home country for the purposes of patriotism and while this an honourable intention, it may be a poor choice depending on the use of your vessel.

Some questions to think about include: “Will it be chartered? Are all of my crew going to be from my home country? Is it smarter to protect myself or a corporate entity from liability by using a particular flag?” These are the areas in which a qualified attorney’s advice is worth its weight in gold.

› Enlist the services of a qualified marine surveyor —

one with specific knowledge of the type of boat you are buying. A surveyor with specialized knowledge in sports fishing vessels is ill-equipped to advise on the purchase of an explorer yacht and vice versa.

› Speak to a dedicated marine insurance professional.

Do so early in the acquisition process. There is no worse surprise than being well along the way to purchasing the boat of your dreams, only to find out that you can’t obtain insurance, or that the premium is unaffordable in the grand scheme of things.

› If you are purchasing a larger boat, consider using

a professional management service that knows the ins and outs of crew management, classification compliance and so on. If you find one that has relationships and/or knowledge of the different shipyards to ensure a good maintenance regimen, that can be a hugely important asset.

In short, if we make clever decisions early and enlist the services of the right professionals, we can maximise the enjoyment of our boating experiences. Although utilising these services may initially feel expensive, when our most valuable asset is time, it certainly pays to get good advice.

Paul Flannery – Executive Director of IYBA (International Yacht Brokers Association)

C O LO P H O N Published by

Special thanks to

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All rights reserved. VAN DER VALK -

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are registered trademarks of Van der Valk

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may be reproduced, stored in retrieval

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Design & Layout

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FLCN. (Falcon) Magazine

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2023

Spore Creation

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of the copyright owners (Van der Valk

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Cover

Editorial team

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MY Lady Lene

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VA N D E R VA L K E X P LO R E R

L A DY L E N E LOA 34.00m // Delivered 2021

I N G EN I O US SO LU T I O N S

The Van der Valk custom promise is being taken to new heights on the beautiful Blue Jeans. Bespoke innovations on this 34-metre raised pilothouse include high ceilings, dive-board balconies in the main deck lounge, glass bulwarks for ­enhanced views, a recessed chill-out zone in the forepeak and much more besides. Both the exterior and the interior ­design are coming from the boards of Guido de Groot Design.

Contact our experience center +31 (0)416 651 562, Waalwijk, the Netherlands | Find out more at vandervalkshipyard.com