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MATTERS
YACHTING 35 AUTUMN/WINTER 2018
INCLUDING THE INDUSTRY FILE
MAN AT THE TOP CPT. CHRIS SHERLOCK THE ANTIBES RAFT RACE WHO CARES WHO WINS ST BARTHS BUCKET ARISING FROM THE RUINS ALBANIA THE NEW KID ON THE BLOCK CAPTAIN’S LOG FIDELIS AUCKLAND TO TONGA
A Colin Squire Publication
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THIS MAGAZINE IS AVAILABLE ONLINE AT
www.yachtingmatters.com 10
CONTENTS ST BARTHS BUCKET
70
10
THE LATEST NEWS & VIEWS
SUPERYACHT PHOTOGRAPHER 30
ENVIRONMENTAL RESPONSIBILITY
JEFF BROWN
44
CHEMICALS ON YACHTS
CPT. CHRIS SHERLOCK
THE INDUSTRY MOVERS
SINGAPORE & SUPERYACHTS
70
A RECOGNITION GUIDE
75
AUCKLAND TO TONGA
MAN AT THE TOP
THE PERFECT ASIAN STOPOVER
THE ANTIBES RAFT RACE THE ANAMBAS ISLANDS
MYBA, PALMA & LYBRA
100
WHATS ON WHERE 2018 – 19
THE 28TH MONACO YACHT SHOW 104 THE EVENT FOR SUPERYACHT OWNERS
THE PALMA SUPERYACHT CUP 106 THE CREW BOTTLE IT!
GLORIOUS GREECE 181
162
SORTING OUT THE RUMOURS 174
SPANISH YACHT SHOW TRIFECTA 96 THE EVENTS PLANNER
157
92
THE NEW KID ON THE BLOCK
162
150
OUT WITH THE NEW, IN WITH THE OLD
A NEW CRUISING DESTINATION
ALBANIA
CAPTAIN’S LOG FIDELIS
123
82
WHO CARES WHO WINS
92
PYA NEWS SUPPLEMENT
ARISING FROM THE RUINS
171
ECDIS & PAPER CHARTS CERTIFICATION FOR YACHT ENGINEERS
YACHT NEWBUILDS
177
THE BEST IN YACHT BUILDING & DESIGN
CYBER RISK MANAGEMENT
181
HOW TO PLAN AND REACT
REFIT & REPAIR FACILITIES
185
A GUIDE TO THE YARDS
THE INDUSTRY FILE LIST OF ADVERTISERS
190 192
116
FROM THE MAGNIFICENT FIVE
COLIN SQUIRE PUBLISHING 14a Upper Olland Street, Bungay, Suffolk NR35 1BG UK +44 (0)1986 894333 PUBLISHER & EDITOR Colin Squire E-mail: colinsquire@yachtingmatters.com ASSISTANT EDITOR Karen Leggett – E-mail: karen@yachtfile.com EDITOR AT LARGE Norma Trease – E-mail: norma@yachtingmatters.com
ADVERTISING OPPORTUNITIES: Colin Squire – colinsquire@yachtingmatters.com Karen Leggett – karen@yachtfile.com This magazine is a YachtFile publication. Whilst the publishers have taken every care to ensure the contents are correct they cannot take responsibility for any losses incurred as a result of any editorial or advertisement. The opinions do not necessarily reflect those of the publisher, who therefore cannot accept any legal responsibilities for opinions expressed herein. We acknowledge the right of reply. All rights are reserved in the format and content of this magazine and no part may be reproduced or stored without prior permission.
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COVER PHOTOGRAPH: Colin Squire
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A NOTE FROM THE EDITOR HE AMERICA’S CUP IS WITHOUT DOUBT THE MOST
of the world’s yachting playground, the Mediterranean. It would
famous of all of the trophies to be awarded for an
give an incredible boost to the superyacht industry, imagine the
international yacht race. The first race for the affectionately
spectacle it would create and the positive worldwide publicity
known ‘Auld Mug’ took place in 1851 around the Isle of Wight
as opposed to the rubbish we see almost weekly in our national
in England and was a quite friendly affair that was won, as we
press. All that is needed is a wealthy lady or gentleman with a
all know, by the schooner America. The trophy, made in 1848 by
serious business that enjoys yachting and would like to come
Garrard & Co, one of the world’s most sought after jewellers, was
along for an incredible ride. Could you imagine standing on that
originally called The Hundred Guinea Cup which was its value,
podium in Freemantle holding the cup aloft, there is nothing in
but after being won by the Schooner America it was renamed
this world to compare with the thrill of that I am sure. ‘I helped
after her and donated to the New York Yacht club, accompanied
win the America’s Cup’. It is a possibility for just one special
by a Deed Of Gift that would dictate, with several revisions over
person that would like to sponsor Team Sardinia. Me, I just dream
the years, just how the race was to be conducted. The first race
of the America’s Cup in Sardinia itself, it would be incredible,
actually to be called The America’s Cup took place in New York
great weather, a perfect setting, easily accessible and with
Bay in 1870.
literally thousands of yachts within just a short sail. If we could
Roll on 170 years and the 36th AC will be taking place
make the event more affordable it would enable more teams to
in Freemantle NZ, using yachts that would possibly have sailed
enter, imagine a team from Mallorca, Monaco, Montenegro, Fort
around the Isle of Wight and finished while the original Schooner
Lauderdale etc, that would certainly make it a more interesting
of 1851 would still be struggling past the Needles, that is
concept, and the yachts could be built by our major builders,
technology for you, but over the years the America’s Cup has
designed by our designers and so on, but of course we have to
become a very expensive event. For instance the budget for the
win it first to make this happen. Interested, then please contact
Ben Ainsley Ineos team is now standing at a mere £110,000,000
me for more details.
or $150,000,000. Larry Ellison and his Oracle team have now
Talking of bad press, I have recently seen articles about
pulled out, Larry must have spent many hundreds of millions
Superyachts that would make you think that working on them
of $ over recent years in his pursuit of victory. In Freemantle at
is the worst job in the world. When I set off on my first 150 ft
the moment only four teams will be contesting, Emirates Team
yacht way back in 1978 I lived with three other guys in the
New Zealand (The Defender), Team Luna Rossa (The Challenger
forepeak with a crew of 12. From memory we had one toilet and
of Record), Team American Magic (Challenger) & INEOS – Team
a shower between seven of us, we set off and it was to me one
UK (Challenger).
of the greatest adventures of my life. I worked seven days a week
Hoping to add their name to this exclusive group are the
and as many hours as it took to keep the old girl running, along
Adelasia Di Torres team from Sardinia under the stewardship of
with back to back charter. In today’s heavily regulated world
Renato Azara, a prominent Sardinian business and yachtsman,
crew, compared to how we ‘suffered’ have a pretty good time of
I am a part of his media team. One aim of this Challenge is to
it and if they are not, maybe they should find themselves another
promote the beautiful Island of Sardinia, its heritage, lifestyle,
job, preferably on land, this is not to say I approve of sexual
business opportunities and culture, another of course is to win
harassment as described in the PYA Supplement, but professional
the America’s Cup itself. Still in need of serious sponsorship as
yachting is not all bad and in most cases the pay and benefits
we go to press, the window is still open for a challenge to be
outshine anything shore-side. Enjoy the lifestyle, you will almost
accepted, deposit paid, by the end of November. Renato has in
certainly look back at it as being amongst one of the best things
place his team base, designers, yacht builders, in fact everything
you have ever experienced, I do!
>||
needed to win in New Zealand. Could you imagine the event being held in Sardinia in 2025, maybe the culmination of a four week regatta at the heart
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ST BARTHS BUCKET 2018 ARISING FROM THE RUINS WORDS BY JOHN BURNIE PHOTOGRAPHY BY MICHAEL KURTZ (PANTAENIUS)
N LATE 2017 FEW PEOPLE INTERESTED in sailing events in the Caribbean could have failed to have seen or read something about the terrible devastation wreaked upon the Leeward Islands by three major hurricanes that tore an ugly path of destruction through various islands in the chain during September and October. Two of these, hurricanes Irma and Maria both reached the highest measurable wind rates, achieving a level of Category 5 in strength. Those who observed the satellite meteorology were amazed to see the
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staggering images of these three major hurricanes progressing in a line through the Atlantic, Caribbean and Gulf of Mexico Who among them will ever forget the images of Barbuda and St Barths, clearly identifiable and visible as they sat in the eye of these storms? Considering how much catastrophic damage and devastation was caused to the infrastructure in some areas and considering how this destruction occurred only a matter of weeks before the opening of the Caribbean Sailing Season, one was left in little doubt that things would be somewhat different in the Caribbean in 2018. Looking back now the season was different, but not entirely as expected. Some events were cancelled and there can be no doubt a number of vessels chose to follow a different agenda by excluding their usual Caribbean participation. That being said few would have believed early in 2018 that there would be such a supreme effort made to rectify matters and to rebuild the infrastructure so quickly in the many islands affected. With notable exceptions the numbers participating in the events were down and the massive devastation in the BVI in Tortola and Virgin Gorda presented the organisers of sailing events there an impossible task to be ready in time, forcing some of them to cancel. But amazingly many regular events did go ahead as planned and I was pleased to be able to attend the St Barths Bucket on an island whose recovery after a hurricane had been as swift as seen on any island in recent years. There were 26 yachts participating at St Barths in 2018 (including three J Class Yachts) which on long term average is something like nine or ten entrants less than a full or normal year. I felt this was a very good showing with all things considered.
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I arrived on the island expecting to see devastation everywhere
ranging from 27.7 m to 77.6 m had entered providing the race
only to discover precious little evidence of the havoc that had been
committee with the usual challenging task of separating the
wreaked on the island and its inhabitants. Yes, there were buildings
different range of design and style into competitive classes. The
still damaged and the loss of vegetation in some areas was heart
Bucket has been run on the ORCSy Handicap rule in recent times
breaking to see. But to an outsider like myself I was stunned at just
and this system has proven to be successful and popular.
how organised and well revived the island seemed to be. The St Barths Bucket is usually run over a period of three days for Pursuit class races and the J Class Yachts have an extra day’s racing, normally starting one day earlier and racing in a separate fleet. There were three J class yachts in St Barths this year, including the consistently well campaigned Velsheda, as well as Topaz and the recent Vitters build Svea that was appearing for the first time at the Bucket. All the owners and Captains had arrived from their 2017 World Championships in Newport with intent. In the pursuit classes yachts
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After careful deliberation by the race organisers the 2018 pursuit class were split into five groups as follows:
LES ELEGANTES DES MERS (CLASS B) Four yachts were placed in this class including three ketches – the Royal Huisman 48 m Kamaxitha, the 42 m Rebecca (second in
LES GAZELLES DES MERS (CLASS A)
Class C last year), and the 35 m Sojana. With them was Royal
The performance-oriented superyachts were placed in this class,
Huisman 48 m Wisp, a sloop that won Class C last year.
including the 45 m Visione, who finished second at last year’s
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Bucket, and the Vitters 46 m Unfurled, which finished third and
LES MADEMOISELLES DES MERS (CLASS C)
also won its class and overall honours at the Bucket two years
This class included five sloops in the 30 m size range, all having
previously. Joining them was the 34 m Nilaya.
similar sailing characteristics and as a result sailing in a tight
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rating band, something you don’t always get in a Superyacht regatta. Notable was the 34 m Royal Huisman SPIIP who won her class and also took overall Bucket honours in 2017. This class also included other serial participants and winners including Farfalla, Danneskjold, and two Swans Leonara and Varsovie.
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LES GRANDES DAMES DES MERS (CLASS D) This class had five yachts including the two 56 m Perini Navis Rosehearty and Zenji. Rosehearty had won this class twice recently and was in competition with Whisper, Blue Too and Marae all regulars on the circuit. LES VOILES BLANCHE (CLASS E), This was the largest class with six entries. This Corinthian Class (white sails only) was started as a superyacht racing initiative last year. The Vitters sloop KOO had entered as defending champion, sailing against the returning 56 m Perini Navi sloop Bayesian and the 52 m ketch Q. New to the regatta were the Malcolm McKeon / Vitters 33 m sloop Missy, the 32 m sloop Child of LIR and the
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pursuit classes observed or practiced close by. Svea took the spoils on the first day winning both races under the guidance of US Olympic sailor Charlie Ogletree. Velsheda and Topaz both took a second and third place and ended the day tied on points. The following day the Pursuit Class racing commenced in
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earnest and on a beautiful day with light to moderate winds
designer Malcolm McKeon on the crew, took the spoils in the
enabling all classes to race competitively. None more so than
Corinthian Class E where the racing was as close as one could
the Voiles Blanche class whose first three places provided a finish
ever hope in Superyacht racing, a testament yet again to the
as close as it can get. The J Class joined the rest of the fleet on
successful superyacht rating system evolved by ORC.
a coastal course and Svea stamped her authority on the class by
With so many serial winners in every class it is always difficult for the organisers to decide how to award the overall
winning again. The Bucket is a regatta with serious racing elements, but
Bucket Trophy when there are many different classes sailing
there is of course a strong emphasis placed in the social element.
on different courses. The formula of how this is decided is very
There are daily award presentations at the event base and the
transparent and published in the official documents and after
opening and end parties are legendary as is any mandatory visit to
deliberation Nilaya was deemed the 2018 St Barths Bucket
the hot spots like Nikki Beach. In 2018 the owners and individual
winner, being the victor in the most competitive class. A trophy
receptions were held at private homes and Hermes sponsored a
was also awarded to David Cullen of Child of LIR for being the
wonderful reception at a local venue, Mayas. The traditional yacht
first ever yacht entered by a St Barths resident.
hop was held as usual with Rosehearty, Rebecca and Zenji among
This was in my mind a vintage St Barths Regatta for a
the yachts providing a wonderful reception venue for all the
number of reasons, not least because of the supreme effort made
crews to visit.
by the inhabitants of an island devastated only weeks before
The next two days provided wonderful light to moderate
by a major hurricane and by the Bucket Committee headed by
winds of 8 – 12 knots allowing all but the heaviest yachts to race
Peter Craig who ensured the event could take place. The hidden
competitively – M5 showed some good turns of speed in the
details of this were considerable, even to the extent that racing
higher wind ranges but clearly suffered in the lighter breezes. And
marks had to be laid where the normal navigation marks used
so, the final podiums were decided with Svea taking the spoils
in the past had been swept away by the storms. So well done to
in all but one race. A remarkable result in her first event taking
all who enabled this iconic event to take place in 2018, and not
into consideration the fact that she had little time to prepare
least congratulations to the owners and captains who showed
due to delayed containers. The mighty ketch Sojana, under the
faith and supported the endeavour by participating.
>||
Captaincy of Loz Mariott, was the victor in Class B after a royal battle with past winner Rebecca, with a team led by Captain Sparky Beardall and Stan Pearson on the helm. Richard Chadburn
Contact: jbaburnie@icloud.com mkurtz@pantaenius.com
the captain on Farfalla was delighted with their win in Class C
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beating the previous Bucket winner Spiip and Whisper made a
John Burnie was a Co-Founder of the RORC Caribbean 600 race
clean sweep with three firsts in Class D. The stylish Missy with
with Stan Parson and Eddie Warden Owen, the CEO of RORC.
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ADVERTISER’S ANNOUNCEMENT
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ADVERTISER’S ANNOUNCEMENT
oil change unnecessarily. The antiquated belief that oil must be changed according to a set schedule is much like thinking that your tires must be changed after so many miles instead of using simple tests and measurements to show how much they are worn. Most large yachts already send an oil sample away to be tested. These tests not only tell us if the oil is still good, they also tell us what metal types are in the oil, which suggests which parts of the engine are beginning to wear out. But by the time the report comes back, you may have already changed the oil even though the report shows the oil is still good to use. There is real value in knowing that you are giving your engines the cleanest, best oil you can, just as you do with fuel and air. I ran Puradyn systems on the 78 m S.Y. Mirabella V with MTU’s (later CATS) and Northern Lights Gens, 43 m M.Y. Daydream with two stroke Detroit’s and Northern Lights Gens, and recently installed them on the 78 m Lurssen, M.Y. Rocinante, (formerly M.Y. TV) with CATS. Puradyn filter systems are like an insurance policy for your engine. If you feel you have to, or While there are many benefits of using Puradyn on your
just want to change the engine oil at whatever
engines or generators, your reason will depend on which is most
interval the book or you say, fine, change it. It is up to the engineer/
important to you: less wear on the engine, a cleaner greener
Captain/Owner when you do that, not me, not Puradyn. Even if you
footprint, more reliability, reduction in major maintenance/overhauls
change your oil more frequently than is necessary, your engines will
or to just save money by reducing the need for oil changes. In the
still benefit hugely from running on continuously cleaner oil versus
commercial world, it is usually to save money, but all the points
only when the oil is brand new.
above will ultimately save you money. Puradyn systems are running
Puradyn filter systems can be installed on virtually any
on the diesel engines found in roughly 35% of all land-based oil rigs
engine, and they do not void any OEM warranties. They also work
in the U.S and growing fast. Their customers have publicly reported
on hydraulics, where the elimination of water is critical. They saved
savings from reduced maintenance and up to 89% less oil purchased.
my hydraulic oil on M5. I had a lot of water slowly get into the oil,
One of the largest oil drilling companies, Nabors Industries, recently
and to change it, flush it and change the flushing oil was going to
reported that they are now able to skip mid cycle, top-end engine
be a messy and expensive job. We did it in less than two days with
overhauls, and they attribute it to using Puradyn for over a decade to
special Puradyn filters and a flushing pump. Awesome, no mess and
keep their engines cleaner.
little cost. We then installed a Puradyn permanently in the hydraulic
Part of the cleaner, greener angle is using less oil overall.
system to protect it for the future.
Depending on engine type and use case, Puradyn users report
Puradyn offer multiple models and sizes based on engine type
reducing oil change frequency between 66-89%. Especially for those
and oil capacity. They are available in a few ways: National Marine
of us in marine environments, this also means a similar reduction in
Supplies in USA, Global Services in UK, the main Factory in Florida or
the potential environmental hazard of waste oil storage and disposal.
I can help you myself. I welcome any comments and questions.
Condition-Based Maintenance has taught us to perform maintenance as it is needed, not by way of blatantly following a book. That was the standard practice for over 100 years and designed to take care of those worst-case scenarios. Engine manufacturers have little to lose by proposing super safe oil change hours. If you ask them for longer oil change interval, they give you a bigger sump! That just lets you change oil less often, but the same amount of oil is changed in the long run. I consider this false advertising. So why not use the practice of CBM on engine oil? Let the engine tell the engineers when new oil is needed rather than just conducting an
Rocka Romcke Captain and Engineer rocka@akcor.net
Puradyn Filter Technologies Florida, USA http://www.puradyn.com
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PROFESSIONALL PH HOTO OTOGRA GRA APHE HER R – JE JEFFF BRO ROWN RO WN WN
TILL, TO THIS DAY I AM NERVOUS BEFORE A SHOOT, I think, I hope this will work and be good enough. The exciting part is working with the elements. I cannot predict what the weather and conditions will be. I have to be constantly vigilant and ready to adapt because the perfect lighting may only present itself once for a certain shot. When we go off for a shoot I may have done the regatta or been in the same location numerous times, but I know it is not going to be the same, it can’t be.
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PROFESSIONAL PHOTOGRAPHER – JEFF BROWN
I loved art from a very young age and through the years photography made its way into my creative direction. Growing up in New Zealand I always practiced photography in my spare time. I used to use Dad’s camera a lot, especially on family holidays. He had a nice long lens with a really good zoom. I bought my first camera and lenses when I was 15 and started taking my own photos. After high school I went to art school for three years. In my first year I studied a bit of everything including photography and film. Then realised I wanted to do graphic design as my principal subject. That’s where I learned my design skills. I went on to design websites, interactive cd-roms and animation. Anything to do with visual design. In my second job I had a German boss and I did all his screen designs. One day he would pull me into his office and congratulate me saying a design was amazing, that was a good pat on the back. But then the next day he would pull me into
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I can think of a spot in the south of France where I have
his office and say, I’m not happy with this. They would be pretty
shot hundreds of boats, but every shoot is different, and some
similar designs and I would freak out thinking, what’s going on?
really stand out. When the water goes glassy, and there is not
Then he would tell me that a button or something on the screen
a ripple, coupled with a stormy sky and the sun coming from
was out by one pixel or one line. His eye for detail was scary. But
behind then you get some incredible light and amazing shots.
it also ingrained in me an eye for detail. Now I think those are
That blows me away. It thrills me when it all comes together. That
the things that can make or break quality. People may not realise
is the moment I live for, if I see those moments and they don’t
why something looks so good or not. There may be two pictures;
thrill me then I guess it’s time to stop.
one might be slightly out with the lines and walls, then the other
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one may be absolutely straight. You don’t know what you are looking at, but you know the two don’t feel quite the same, but you don’t know why. Ever since that job attention to detail has been ingrained in me. With my photography I can see if something is out by a point of a millimetre, or the horizon is slightly out, or a wall isn’t straight, and I will pick that up. After working for the German for three years, I began looking for a new job. I saw a creative director role doing similar design work, it was a bit more money and I applied for it. That is when I met Robert Gleed. I liked him, I liked the place and I liked the environment. Robert gave me the job. We did a project for one of Robert’s contacts and made a film on a yacht. We always looked at different areas to apply design skills. We looked at the superyacht industry to see what they did for advertising. They were very bad at brochures and they had no films. This was in 2003, around the time of the 31st America’s Cup in Auckland. For the visiting superyachts there was an event called the Millennium Cup for sailing and motor yachts. We thought we could make a film out of this. We shot it and cut the film up, it went well. We carried on doing film from NZ for the next three years. We were not doing photography, just films to help with yacht marketing. In 2006 we wanted to set up in Europe somewhere. I lived in France for six months, but it wasn’t going to work, the system seemed too hard. So, I went back to NZ. In the beginning of 2007 I came to London, and Robert stayed in NZ. I knew I wanted to do more photography at some point in my life, whether personally or professionally. I loved it and I knew I could photograph the yachts. Clients would hire us for film not photography. Rather than having the business buy a camera I bought it. I purchased a 5D Canon camera, the best digital camera you
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could get at the time. To go with it I bought second-hand lenses,
That year we started to combine photography and film in the
a 24-70 lens then a 70-200 lens. Whenever we were doing film
same package.
shoots I took along my camera gear and took some photos as well. I started capturing what I could during film shoots.
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The cover stuff is great to see but getting a photo on a cover is not as exciting as taking the photo. I try to take a photo
My photography started to get noticed. I got contracted
that’s 98% ready to go and needs very little post production.
to start doing some photo shoots and I rented my gear back to
The camera is just a tool basically. It is better to have an eye for
the company. After a year the company bought the kit off me,
a shot. Anyone can be taught a camera or even shoot on auto
I upgraded it and away I went. I got my first cover late in 2007
but unless you have an eye for a shot it doesn’t really work. By
it was Lady Sheridan off the coast of France, a big stormy shot.
studying design, I trained my eye. When I take photos I always
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PROFESSIONAL PHOTOGRAPHER – JEFF BROWN
look at composition from a design, art piece perspective. I don’t just take photos and there you go, I take photos, so they can be used for covers, and print ads. When I take a photo I already know how I am going to treat it for use in design. In 2015 Robert and I founded Breed Media, which is a combination of our surnames. We often get asked for photos for marketing purposes because many places we photograph in are very hard to get to. We have always had our own media bank. So, now we have developed the Breed Media Bank which the public can access. In ten plus years of shooting one of the scariest moments was last year. I was shooting support vessel Game Changer off Monaco the day before the yacht show. I have shot a support vessel several times when they have been happy to land a helicopter at any time. On this day I was in a helicopter shooting another helicopter flying around the boat and we were preparing to get some shots of it landing. I looked out and saw an oil trail on the water. I turned to the pilot and said I think we are losing oil. The pilot looked at the oil gauge and said, no we are not. So, I had another look and leant up further and I could see the oil coming out of the back of the helicopter, down the skid and dripping in
I was panicking thinking are we going to be able to lift off,
the water. I told him. He panicked a bit, I said we need to land
so they could land. We cleaned up and the pilot said we could
urgently. I was in radio contact with the boat, I contacted them
take off if the oil gauge was above six. It was six and a half, we’d
and said we are coming in to land, we are losing oil. They were
lost a litre and a half of oil. We took off and we had one chance
surprised. The yacht was still doing 12-14 knots. I asked the pilot if
to shoot the other helicopter landing, we got the shot, just. We
he wanted the yacht to stop, he said no. We went straight up and
flew back, landed at Nice airport and I kissed the ground.
>||
landed on the boat while it was still moving. We had to apologise because we were leaking oil all over the deck. In the meantime, the other helicopter was flying around with 10 minutes of fuel left.
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Contact: Jeff Brown / Breed Media www.breedmedia.com info@breedmedia.com
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MAN AT THE TOP
CHRIS SHERLOCK INTERVIEW BY COLIN SQUIRE
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MAN AT THE TOP – CHRIS SHERLOCK
LEFT: A YOUNG CHRIS WITH HIS TWO SISTERS
AM SITTING IN AN AMAZING APARTMENT ADORNED with faux leopard skin and memorabilia, which seems quite fitting, as I am with Chris Sherlock the world renowned
BELOW LEFT: CHRIS WITH HIS DAD
yacht captain of Leopard, one of the most famous race yachts in the world. So let us start at the very beginning Chris. Where were you born? I was born in Perth, Western Australia. Tell me about your parents. Mum and Dad met at the Tax Department in Perth. Dad was about 22 and Mum 21 when they had me. Dad was an accountant. You also have brothers and sisters.
and I enjoyed school life, making friends very quickly as did my
Two sisters, Andrea and Suzanne. Andrea was born 15 months
sisters. We had a wonderful time growing up there. The Canning
after I was and then Suzanne came about four years later and
River was right on our door step – it is a major tributary of the
that made up our family.
Swan River and Rossmoyne sat along the banks of this beautiful river. We enjoyed a simply wonderful childhood with water skiing,
You mentioned earlier that your parents divorced quite young.
drag-net prawning, fishing and so much more. That river was our
Yes, they met young and divorced when I was about nine. Mum
life-blood.
took us to another area of Perth, closer to her sister in a place called Rossmoyne. That’s where I went to school along with my
A fascinating place to grow up.
sisters. Dad remarried and his wife Christine and her daughter
It certainly was. We had more freedom in those days and used to
became step-mother and step-sister. Everyone gets along well
do many things to amuse ourselves outdoors. When I was about
and both Mum and Dad plus partners share all the grandkids
nine years old, we’d play Australian rules football. We’d go training
birthdays etc…. together – quite unusual but it works well. Mum
on Monday and Friday and on Tuesday and Thursday we’d play
remarried to Peter so happy days!
‘spin the bottle’ with the local girls down by the river, all very innocent fun.
This was at the local primary school, were you a good student? Yes, although I do not remember a great deal. I played football
Did you do any sailing on the river? When I was 10, I had my first introduction to sailing thanks to my best mate at school, David, who subsequently married my sister. His dad bought us a Surf Cat, the Windrush 12, primarily to keep us off the streets. Who taught you to sail? We taught ourselves! We were already windsurfing on a Windrush Clubman, having tons of fun and the transition to the Surf Cat was just natural. There must have been a great deal of activity around the river. It was mainly us kids that used it. There was the Shelley Sailing Club which opened on Sundays – we would go racing there and win everything! At other times we would live on that river doing one thing or another. There was also something called kylying. We would go to a building site, get a flat sharp piece of metal, bend it to 90 degrees and then we would walk out on the shallow river banks and throw this thing like a boomerang to try to hit the fish. When we hit one we would walk out through the water, which was only about two or three feet deep, get the fish and then eat
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MAN AT THE TOP – CHRIS SHERLOCK
RIGHT: CHRIS AT ROSSMOYNE PRIMARY SCHOOL (2ND BACK ROW – MIDDLE) BELOW: ONE OF CHRIS’ SMALLER SAILING YACHTS
it. In those days there were fish everywhere. We caught Yellowtail and Bream and we’d light a fire on the beach and cook it – never could we do that there now. What’s the biggest fish you have ever caught? That was later on, on a boat. I was with Rob Papworth and we caught a massive spearfish. Our radar tower was 6.5 feet off the deck, we hung it up by its tail from the radar tower and it still laid on the deck so we reckon it was about seven feet, it was just off the coast of Grenada. An unbelievable fish. What did you do with it? We ate some and gave the rest away to the locals in Grenada. I have noticed in Yachting that mostly everybody loves to fish, it’s great to catch your supper and you do not get fish any fresher. It was lovely, we gave it to anyone and everyone. We had so much of that fish! What did you achieve at school, did you come away with anything? No not really, I think I got an ‘achievement certificate’ to say I had achieved being at school until I was 15, which was quite normal in those days. The work experience I did with Rolly Tasker was my foot in the door into sail-making. Rolly is a true legend – he was the first Australian sailor to win an Olympic sailing medal, which
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MAN AT THE TOP – CHRIS SHERLOCK
RIGHT: CHRIS WITH ANDREA TO HIS RIGHT AND SUZANNE TO HIS LEFT
he did at the 1956 Olympics sailing a Sharpie.
BELOW: ROB AND CHRIS WITH ‘THE’ FISH
I was a small boy, I had watched and followed him
Two years later he took his first World Sailing Championship Medal in a Flying Dutchman. When as he sailed. He was amazing – a kind of hero to me and then all of a sudden I was a part of his team. He passed away in 2012, that was a sad day for me. Were you surprised to get the job? Yes, but after my work experience, a position came up to be a junior sail maker in Fremantle. I was barely 15 years old and Rolly took me under his wing – my career went on from there. What were your first jobs? The first job I did was cutting out sail numbers, you had the metal template to cut around, but if you put it upside down it would come out backwards and I managed this a few times. I was lucky enough to have some great guys helping me back then. How long did you stay there? Eight years overall. When I was 18, the America’s Cup came and Rolly was contracted to do the night sail-making recuts for Azzura. Suddenly by default I was the night sail maker for Azzura – this was in 1987 and it was great fun. Then the team went back to Italy and Alan Hood, who worked for Rolly, was invited to join Cino Ricci, the team director for Azzura, in a commercial loft in Italy. Alan invited me to go to Italy with him, which I could not resist and so off I went. The beginning of your international career? I guess you might call it that. I think my Dad’s plan was that I become an accountant like him. I was probably expected to be a little more intellectual than I was and I think Mum and Dad always thought I would turn to it – but I never did. I like to think we are a bit like ‘Gypsies of the sea’, we like to travel and of course, especially in your case, when racing roughing it comes with the territory. Yes… it’s a funny one. We are travellers and once you have got that bug. I left Australia when I was 18 and now I am 50 years old, I have not been back to Australia for any length of time since – I’ve
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just been on the road. I try and go home every year but with the
intervention, we would get it. Even my father says that I have
kids in school etc. Naturally the only other time I go back is if
always been a ‘lucky boy’ and for some reason things just go my
someone is sick, luckily that doesn’t happen often. Do I feel guilty
way. The owner of the yacht, Mike Slade and his wonderful wife,
about leaving Australia and my family? Yes I do feel guilty but I
have always been great friends and luck shines on us.
am always drawn to another adventure, and they keep coming. How long have you been with Mike? I have been with Mike and Heather for almost 26 years.
They must be proud of you. For sure, I think they are. I consider myself as one of the luckiest men in the world.
That’s incredible, almost unheard of in the industry. Yes, people sometimes ask why, but I always knew where the
You are lucky to have experienced what you have experienced. Do
boundary was. His wife had a massive part in keeping the
you have any superstitions?
programme together and Mike, who I love to death, has always
Yes, I never leave port on a Friday – that’s about the only one.
been a hugely successful man and has taught me a lot about
Being honest and realistic right now, I really do believe I am one
life, how to make money and how to invest wisely – he is an
of the luckiest blokes around – I have had such a wonderful time.
incredible guy. It is quite funny, I have worked for him now for
One of my greatest friends Gian Ahluwalia my relief captain, who
over half my life. I went to Mike’s 50th, 60th and 70th birthday
I met when we did our COC together in 1999/2000, thinks I have
parties and it was a real honour for me, when I had my 50th
a rabbit’s foot stuck up my bum as in some cultures the foot of a
over a month ago, that he and Heather came to the party here
rabbit is carried as an amulet which is believed to bring good luck!
in Mallorca. Mike has been such a pivotal part of my life. He even gave my wife Gemma away when we married in Antigua in
I thought a rabbit, or just the mention of a rabbit, was considered
2011. We decided on neutral territory as it got complicated with
to bring very bad luck to any vessel, can’t imagine what having one
the families if we were married in either England or Australia. So
up your bum would do.
we were married two days after the Caribbean 600 with only
I really don’t know, never tried it – I was just plain lucky! Every
ten days to prepare beforehand. No family from afar came, only
time we needed that little bit of luck, a little bit of divine
friends already on island. Maybe not a very popular decision with
the hub of every major Regatta & Show in the Antiguan yachting calendar
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MAN AT THE TOP – CHRIS SHERLOCK
our parents but they have got over it – we gave them two more grandchildren! It all came together very quickly and nicely with some help from our friends. It was a wonderful day.
LEFTT: CHRIS WITH HEATHER AND MIKE AT HIS ANTIGUAN WEDDING
Let’s go back a bit now, you had gone to Italy and had done a bit of sailing. How did you get to know Mike? Through Neil Batt, he was the Repairs Manager at Rolly Tasker Sails where I worked. He left and went off to Europe. He was always my hero, 10 years older than me and he was ‘the man’. We ended up being friends and I did deliveries with him around Australia. I was 17 and he 27 and it was great fun, he is such a wonderful seaman. He went to Europe and found a job on a boat called Colt International and then he went onto Ocean Leopard and I didn’t hear anything from him for a year or two. Out of the blue I got a call from him, though funnily enough he wasn’t looking for me, he was trying to get in touch with another bloke! Nevertheless we were in touch again and I went on to be his Bowman. I moved to England for the Round Britain and Ireland race and never left! I learned a great deal with Neil, he taught me how to use a Sextant and how to ply my trade. He has been a true supporter of mine all the way through the years and I consider myself very fortunate to know such a fine sailor and man. You got the job on Leopard? Yes, he was on Leopard and I got a job with him in 1992.
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ABOVE: CHRIS AND GEMMA GET MARRIED IN 2011 – WITH NEIL BATT IN THE BACKGROUND RIGHT: NEIL BATT STANDING IN FRONT OF M5’S MAST
The owner then bought Longobarda in 1993. Mike took a trip to Antibes and on the hard were these retired IOR (International Offshore Rule) Maxis: Matador, Emeraude, and Longobarda, all stacked up with trailers full of gear and no one really wanting them. Mike bought Longobarda specifically to add race chartering to our portfolio, as well as starting single-day corporate charters out of Lymington with both Longobarda and Ocean Leopard. Neil and I worked together on Longobarda while Ocean Leopard was undergoing a refit. I went back to Ocean Leopard and took control of the programme while Neil went on to Mirabella III. So you were on Leopard and doing quite a bit of racing? Yes, that was Ocean Leopard and Longobarda. And then Mike decided on another project so we built Leopard of London and launched it in 2000. It was primarily built to be a racing cruiser and do the corporate day charters. In those days we were turning over half a million pounds. We were bringing in 500k and it was costing 500k, it was pretty good.
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MAN AT THE TOP – CHRIS SHERLOCK
What is your advice to anybody looking to buy a boat
RIGHT: OCEAN LEOPARD
in this industry and charter it, can they make a profit. I think it is reasonable to say with large yachts at best you offset running costs. You are rarely going to make a profit taking into account refits and boat maintenance. But it depends on what price you put enjoyment. With Mike and Heather, their whole gig was that the charter offset the cost of running the boat. In our heyday, running hard I would bring in considerable revenue throughout the year depending on what we did. Mike got to do everything he wanted to do and it became economical yachting. The programme was like a square with four sides to what we did. Corporate charter would bring in a substantial amount; in the summer we’d do about 40 day charters at £10,000 per day with 20 guests on board. We did the race charters at £150,000 per event and there were usually two or three of those. Termed charters at £40,000 a week plus with Mike’s time on the yacht as well, made up the programme and kept us
careers. For the owner and for myself, we couldn’t be prouder
extremely busy. This works really well while the owners use the
when we hear about how Leopard crew have gone on to
boat, but the minute they don’t in that scenario, you are only
amazing sailing careers. For the last three or four Volvo editions,
subsidising the charterer’s race programme or their holiday.
the current not being an exception, we have had at least three
One of the major motivators when running a programme
sailors on the yachts, plus shore crew that worked and started on
this busy is training good crew and seeing them fly in their
Leopard. Nothing gives me more pleasure than walking down the
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MAN AT THE TOP – CHRIS SHERLOCK
Going back to Leopard of London, how many records did that boat break?
LEFT: LONGOBARDA
Leopard of London was a compromised boat, it was reasonably successful but not nearly as successful as the current boat. Leopard 3 is the boat that we made our name with, but that was down to the owner. We had Ocean Leopard, Longobarda and Leopard of London, a good boat but probably better for cruising rather than racing – it didn’t break many records. We couldn’t beat Stealth so Mike said, ’Let’s go again,’ for another build and that was Leopard 3. We have owned the Round the Island race record since 1991, first with Ocean Leopard in 5 hrs 45 mins, then Longobarda, Leopard of London and currently Leopard 3 in 3 hrs 40 odd. Who designed Leopard 3? dock and having the captain of a J Class come over to say hello,
Farr Yacht Design and she was built by McConaghy Boats and
knowing they learned the ropes with us. We pride ourselves on
John Bremner – another very influential person in my life. He’s
that, enabling youngsters to reach their full potential. Even today
been with the owner even longer than I have. We built her
in the Palma Superyacht Cup, out of the 16 yachts sailing, a few
at McConaghy in Sydney. It was a tough build as they were
of the captains were Leopard crew. As far as I am concerned they
going through an indifferent stage in the company’s structure –
are all stars.
expanding into China and a management buyout. I had to take
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MAN AT THE TOP – CHRIS SHERLOCK
BELOW: A CHARMING PORTRAIT OF CHRIS AND GEMMA FROM THEIR WEDDING DAY
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on much more responsibility than I had bargained for. The whole
I have met your wife Gemma, she is a lovely lady.
idea was that I was there as the owner’s representative, I had to
She’s unreal. We met after we had just launched Leopard 3 and
oversee the progress of the build. It turned into seven day weeks,
brought her back to England in 2007. Gemma was a school
working 16 hours a day and cost me my long term relationship
teacher, teaching English and Law to 11-16 year olds at a large
with Louise. But thankfully it was an amicable break up and she
comprehensive school in Southampton. She continued to do this
continued to work with me. Louise and I met in Antigua in 1994
until we had the kids and I dragged her around the world for six
and we were together until ten years ago – it was one of those
years before moving to Mallorca.
situations where we drifted apart but remained friends. She was
We met at the launch of a new bar in Southampton
always the marketing manager and looked after the office with
one evening. I was out for a beer with the crew after sea trialling
John Bremner. She gets on like a house of fire with my wife
the boat. Bored with talking shop, I ended up talking to this
Gemma and we still spend time together if ever we are in the
beautiful blonde instead. Though I didn’t see her again until a
same country.
year later.
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MAN AT THE TOP – CHRIS SHERLOCK
How did that happen?
have had. We left the Azores and the weather deteriorated. We
It depends if you talk to Gemma or talk to me! I was cleaning out
didn’t have the same accuracy of weather information back then
my email address book and I contacted her. She had also been in
as what we have today. I remember it well as I was driving at the
a relationship when we first met, but a year later we were both
time. It was first light and all of a sudden we got picked up by this
single and we connected. Call it fate or luck but had our paths not
big wave which we started surfing down, we were nearly vertical.
crossed in that bar, I don’t think we would have ever met – our
At the bottom of the wave, I came up into the wind a bit to try
lives were just so different. But here we are married with two
and get out of it.
BELOW: LEOPARD OF LONDON – RTIR 2001
beautiful kids. What sort of time span are we talking about? That’s a great story. Going back to yachts which was the one you
10 – 15 seconds. We were at the top of the wave flying down to
lost the rudder on?
the bottom and I knew if I kept going down things were not going
That was Leopard of London. It was one of the roughest trips I
to end up well. So at the bottom of the wave I gave it a bit of a
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ABOVE: AT NEWPORT MAKING READY FOR A CROSSING WITH MIKE AND HEATHER ON BOARD
nudge up into the wind by which time there was not much wind in the trough and there was an almighty bang.
All this time, the weather was deteriorating even more. We contacted the MRCC in Falmouth and informed them of our status, we talked to the owner via satcom, by this time the storm
How big was the wave?
sails were in the water in front of the boat to act as a drogue to try
I don’t know, but it’s like the big fish, they always seem bigger
to hold the boat into the wind. Our crew were young and you have
than they are! But to me at the time it was massive, it was maybe
to respect the decision of the crew and a couple wanted to get off.
35-40 feet. We ended up on our side.
It was a situation of managing the crisis. We made the decision 24 hours later that things weren’t going to improve and the owner
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How many crew did you have?
was strongly of the opinion that we should get the crew off the
We had seven – there were only three of us topside at the time. The
boat. Furthermore the MRCC said that if we didn’t get off before
weather was bad and we knew we were in for a tough time. The
nightfall, then we were on our own as no one would be around to
rudder broke and the back of the boat started filling up with water. It
help us. We had a commercial ship nearby at the time.
was one of those moments you go into action mode and start dealing
The original idea had been that Hendo, Rosco and myself
with the consequences. I had to think about it quickly – the water
would stay on the boat and put the remainder of the delivery
bulkheads were shut, we couldn’t helm the boat and our only option
crew onto a passing ship and we would sit it out. All things
was to put up the storm sails to try and control our direction.
considered, I eventually concluded that it would be safer for
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MAN AT THE TOP – CHRIS SHERLOCK
all of us to get out. We got into life rafts and managed to get to the side of a Russian tanker. They dropped a scramble net and in no time there were three or four people climbing it. As they were being pulled up, one crew member lost his grip and ended in the water. Had the stronger members of the crew not been there, if they had stayed on the boat as planned, the outcome could have been different as he was brought to safety. You never get into a life raft unless you absolutely have to and we were leaving a yacht that was afloat. But I needed to look after the crew. It was a tough decision. Did I make the right
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decision? Well as all my crew lived and Leopard stayed afloat until it was picked up 10 days later by a tug, then yes. My decision to abandon ship sits well with me. I have 300,000 nautical miles under my belt including 30 trans-Atlantics, I have been in some really hairy conditions.
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in far more perilous situations than the one above. But if something added to our already dangerous situation and things
How close did you get?
went seriously wrong, we may not have
We were not far off. We got the World Speed Powered Sailing
got away with it. Sometimes there are only
Systems record which was a dozen hours outside the unassisted
a few seconds to think. If you get it wrong,
record, by that I mean we had press button winches. We went
the sea can be a very unforgiving friend.
again the next year to try and get the one without the power
During the shipping after the boat was picked up, the transporter hit another big storm in the Bay of Biscay and
assist, but we didn’t get it. Nor the following year – you need to have all the stars to line up for you to achieve the record.
Leopard of London came off her cradle and went over the side
In the heyday, we had an amazing sponsor called ICAP
– leaving two holes big enough to step through in her hull. She
with a fantastic man at the helm, Michael Spencer. We would
was rescued again, rebuilt and stayed with Mike until 2005.
leave Antigua, sail to New York, do a dozen sailing corporate days, wait in New York for the right weather window, fly the race crew
40 knots, that must have been frightening.
in and then do a run across the Atlantic. I would have 25 to 35
Yes, 40 knots going across the Grand Banks. We did three record
crew on a spreadsheet of which we would select 18, depending
attempts from New York to the Lizard when Leopard 3 was in
on when they were available and then when a weather window
her prime. We would wait for a lot of wind and low pressure. I
opened I would put them all on orange – standby. They might
realise now I was wrong in doing this as it is old school thinking.
be in New Zealand, Cape Town, England… then when it went to
The way you do a trans-Atlantic record run now is that you need
green they needed to get on the plane as we were 24 hrs from
a high pressure system and you sail across the top of the same
departure. A few times it went to red – the weather window had
high on a reach, as opposed to waiting for low pressure. Our crew
closed. The crew could be mid-air and upon arriving receive an
comprised of some of the greatest offshore sailors in the world
email only to turn around and fly all the way home – silly game
in 2009, 10 and 11 in these record attempts.
really but loads of fun.
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MAN AT THE TOP – CHRIS SHERLOCK
RIGHT: AT NEWPORT WITH THE FULL CREW BELOW: LEOPARD 3 INSHORE RACING
What steered your selection?
3 with me. When we built Leopard 3 in 2007, believe it or not,
Ultimately it was who was available. But mainly they were Volvo
Wild Oats came out of the same shed with the same technology
sailors. It’s a bit of a game with a mountain of pressure, but the
but she is a different design. She’s a Reichel/Pugh design with a
sponsorship enabled us to do it. We did three New York trans-
canting ballast and twin foils. Whereas Leopard is a wider more
Atlantic record attempts.
powerful boat. We did two Sydney Hobarts, one in 2007 where a brand new Leopard 3 was unstoppable, winning the Fastnet in
What was your fastest time?
England and then the Middle Sea race a few months later. We
Just over the seven day mark.
thought our chances were good and so we put her on a ship down to Sydney for the Hobart race. It wasn’t meant to be and we
Did you have any big mishaps, it must have been tough? No mishaps but it was hugely stressful. We could wait for a month, waiting and waiting, with just six or seven full-time crew. What races have you won? We have won them all except the Sydney Hobart Yacht race – it’s like the boxing day test and I’ve never won it! My father always ridicules me for that. It’s a tough race. It has predominately been won by the yacht Wild Oats and her owner Bob Oatley. The programme is run by John Hilderbrand who was with me for years on Leopard and Andrew Henderson who was the general manager of Oracle and who built Leopard
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MAN AT THE TOP – CHRIS SHERLOCK
RIGHT: MIKE WITH HIS WINNING CREW – ROUND THE ISLAND RACE 2007
were second to Wild Oats – for me it was a big disappointment.
bull and an unbelievable little boy. Then two years later Ria came
Undeterred we tried again the next year but missed out on first
along. There is some family history with the names. My dear old
place again. The problem with the Sydney Hobart race is that it
uncle was a William and both Gemma’s grandfathers were called
is up wind/down wind and Leopard 3 is a much better boat for
William also. And ‘Ria’ means river in Portuguese – fitting as we
going across the wind, so unfortunately we never sailed in the
spend so much time around water. Gemma named Ria and I
optimum conditions to win. It’s not the most exciting race out
named William so we are even!
there as the course is one straight line, whereas if you do the Fastnet you have five or six different points of sail; the Middle
I saw your house yesterday, a fabulous place and what a view.
Sea is the same and latterly the Carribean 600 which we were
Where are you now with your life?
instrumental in forming with Stan Pearson and John Burnie.
Right now it’s about settling down and moving into another phase of my life. I have worked for Mike Slade for 26 years and
When you win these races what do you get?
enjoyed every minute. We’ve had so much fun all over the world
A Rolex, I think we were given six as winners. All the family have
but Leopard 3 is now for sale and it has coincided with the right
got one, Mike, his wife, the three kids – and I was very grateful to
time for me to be in one place with my family.
get number six for winner of the 2009 Fastnet.
We decided to put our roots in Palma, with the other options being Antigua, Australia, England or France. Palma was
That’s probably worth a fortune should you auction it.
actually the one location of all of them where we had never
No, it’s staying on my wrist and then I will give it to my boy.
spent any time. But as it is the centre of the Med and a bit of a Superyacht hub, we thought we’d give an island neither of us had
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Talking about your boy, you have two children?
explored a go. We were so used to travelling, it actually worried
Yes, Ria and William. We had William in 2011, he was born
us a bit to be in one place for long. So a new island is our next
prematurely – nine weeks early. Just by pure coincidence, we were
adventure just minus all the travel. The family love it here so it
planning a refit for Leopard 3 and so I was in England a few days
wasn’t long after we arrived that we started looking at houses,
before William was born. It was a worrying time for Gemma and I
despite promising to ‘take it easy’ for a year. As is often the case
initially, but the nurses and doctors of the Princess Anne neonatal
with me, we go from renting a house to complete mayhem
unit in Southampton were fantastically supportive. They are the
– setting up a new container rental business – Superyacht
real heroes. He was in hospital for five weeks before he could
Container Solutions, buying and renovating a house, preparing
home with us. You would never know now, he is as strong as a
the boat for MCA and boat show and we also decided to have a
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FAR LEFT: CHRIS AND GEMMA WITH A VERY YOUNG WILLIAM LEFT: CHRIS CRADLES RIA
party for my 50th Birthday. And as if that wasn’t enough to keep me busy, Doyle sails came along! But, that is just typical of me just never stopping. Gemma has been great, it was a big ask to relocate and settle the kids somewhere new. She puts up with my brainwaves but it all pays off as we love the life here and our new home makes it even better. She is full time mum at the moment. Yes, she is being mum and has been pivotal in the renovation of the house, which as you saw last night, has been a massive undertaking. She also writes for a website ‘Nourish the Guide’
is. It was dated and not our style so there was an awful lot of
which is about all health and wellness people and places in
work that needed doing to make it our own. 550 m² of interior
Mallorca. So she is always busy too.
and exterior tiles later and a great many other improvements, we are now living in it. My sister Suzanne is an interior designer in
That is a big house, Gemma discovered it didn’t she?
Australia. She was instrumental in the renovation – using the old
Yes, she did and it couldn’t have suited us better. The location,
house plans and a few measurements from our end, she was able
the house itself…we didn’t realise at the time quite how big it
to come up with the design we wanted.
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ABOVE: LEOPARD 3
Tell me about Doyle.
tactician, invited by Tony Brooks. He is a good friend I have known
It’s one of those right time, right place situations. I still haven’t
in the industry for years and a Captain that I respect hugely. He is
quite got to grips with how it all fell into place myself. But there’s
a wonderful character with a great name in the game.
my rabbit foot again. It was one of those opportunities that
It was really weird briefly looking for another job and I
come along in your life and they are difficult to refuse. It was no
was not sure how to take it all. But the Leopard programme was
surprise to me when Mike Slade said he wanted to end his long
coming to an end and I had to look around – all of the boats I
affiliation with yachts and put Leopard 3 on the market. For me,
would have liked to run are being run by my mates! I was offered
I could see the end was in sight as his Captain. I was approaching
a two months on two off scenario on a glamour boat, but when it
50 and I wasn’t sure what was to come next. I looked around at
came down to it, if I did that for five years, it meant I would miss
which boat I would like to drive and more importantly who would
out on my kids and time as a family…I am already an older father
employ me. But I felt that I was almost unemployable. I’d proven
so I declined.
loyalty but that was not hard as I had worked for one of the best owners ever. Problem is I’ve never had management companies
Your wife Gemma is a beautiful woman.
telling me what to do; the owner never micro-managed me and
She’s fantastic! If I took that rotation job, for half my life between
I ran a successful programme all that time. To be honest it does
50 and 55 I would not be with my wife and kids. I really didn’t
also cross my mind how I would cope working on another yacht
want that so that’s why I started looking for the right job. Not
for another owner. And then the position as managing director
much came up then all of a sudden Doyle Sails happened.
of Doyle came about and it really was an opportunity I couldn’t miss. Plus I am fortunate that I have all these wonderful friends
Let’s clarify this, Doyle Sails in Palma was owned by three people,
running the big boats and if Leopard is not doing an event, I often
what percentage did Doyle own of that company?
get invited to sail on one of the top boats in that event. I guess if
None of it, only the name. Those three people sold to North Sails,
I do not get back behind the helm, I will never be short of a ride.
but they could not sell the name as it is owned by Doyle Sails International in New Zealand. When it all happened the guys in
You are on Athos at the Superyacht Cup here in Palma at the
New Zealand called me because they knew I was a sail maker
moment.
by trade and that I was a staunch Doyle supporter – Leopard has
Again, I am one of the luckiest blokes in the world, what a yacht.
been using Doyle sails since 2011. Very quickly I formed a team with my partner Phil Maxwell and we invested in the company
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Someone told me today she had 49 people on board for the race.
along with Doyle New Zealand. I already have 10 experienced
Yes, I was onboard today in a different role from Captain, as
employees and things have taken off extremely well. Right place
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right time and I’m fortunate to partner with fantastic people in the
I have seen you walking around that Super yacht Cup Village and
industry. I met Duffy, the General Manager of Doyle worldwide, on
met you on the dock five or six times over the years and every
Longobarda and Moose, aka Mike Sanderson, did Leopard 3 sails
time I can’t help thinking what a nice guy you are. You cannot walk
in the wind tunnel with me in NZ in 2006, so it was an easy fit.
5 m without someone wanting to stop you for a chat. I think you
ABOVE: ATHOS
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ASSOCIATION OF YACHT SUPPORT SERVICES
will make Doyle Sails a very successful business here. Considering everything you do, you do not seem to have a big ego! Ha ha it’s huge! I’ve no doubt it will be successful – I started as a sail maker and I understand the industry. Though I have to say, the sail making trade has changed immensely since those early days. When you first started making sails what was it like?
Come join us at our networking event in Monaco at La Rascasse
In those days I was crawling about on my hands and knees,
Thursday 27th September 15.00 to 17.00
the whole game has changed but I understand the industry and
MonacoNet in partnership with ACREW
bending, stitching and finishing – it was cruel on the body. It was very hard but also very satisfying. Then sails became larger and heavier and much more difficult to manage. In 25 years, what makes it work. Most of what I do now is project managing. Between the two top sail makers, there is very little in the product when comparing the engineering and longevity. It is a matter of marketing and people like to have choice – we all know that. If you are going to be a sail maker you have got to love sailing, love boats and love people.
email admin@ayss.org As a photographer I have today been out taking shots at
celebrating over
the Superyacht Cup with a couple of friends, we are drawn to the yachts flying coloured spinnakers as you want something to stand out on a page, to make a shot interesting. If got me thinking what is the difference in price between having a spinnaker that is purely white and say having one that is coloured with maybe graphics and a logo. Not much to be honest with you. It depends on the boat and the
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INDEPENDENT TPA AGENTS TAX RELIEF FOR NON EU YACHTS IN MALLORCA PROJECT MANAGEMENT angles that they will be sailing, but to keep it simple, if they have a coloured sail up, the difference between a red, yellow or orange and white is not much and to put a logo on a sail is not that much either. To give you an idea a big logo on a large yacht’s spinnaker would be 4 or 5k and about £40k for the sail, so not much in the big picture really. That’s amazing, I just can’t understand why someone would spend a fortune on a boat and then not have a spinnaker that would stand out in a Regatta. Costs do vary greatly depending on the product the sail is made from. For example, today I was racing on Athos and we had up 3000 m² of sail area. On Leopard 3 we fly about 1700 m² of sail. If we were running a cableless code zero downwind sail rather than a nylon sail, that sail would be about $130,000 US as opposed to the Athos spinnaker which is much bigger but in nylon and less than half as much. How long will a sail last? With main sails and genoas about four to five years. I saw a piece on my SuperyachtCaptains.com site the other day about having sails on a delivery trip, ‘delivery sails’, how does that work? It depends what you want to do and the size of the yacht. If you are a Wally 100, an Oyster 100 or a Leopard 3 you are in my belief, much better off having a delivery sail when you cross the Atlantic that is going to cost you £40,000. If you are a large sail
SHORE MARINE Nave STP, local 1 A, Palma de Mallorca tpa@shore-marine.com +34 971 134 889 | +34 650 702 987 shore-marine.com YACHTING MATTERS & THE YACHT OWNER ISSUE 35
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MAN AT THE TOP – CHRIS SHERLOCK
PREVIOUS SPREAD: LEOPARD OFFSHORE RACING BELOW: CHRIS WITH HIS CHILDREN
boat i.e. Wisp, Athos, Adela or the big new Aquarius, you would
been a quintessential sail maker from the beginning and he still
rarely use the main sail as they are just too expensive. Instead you
sails on a maxi 72 called Proteous. At 68, sailing in all the offshore
would motor with a jib and a staysail to steady the yacht. Their
races as a professional crew member, he is unbelievable. He is
engines are much easier to service and replace than a mainsail.
the brainchild behind many of the recent innovations that have allowed the amount of sail area to be carried on these modern
So where is sail technology going?
Superyachts to grow. It is pretty amazing to find myself a part of
As I said earlier, North and Doyle sails are two products that we
Doyle here in Palma.
know from extensive testing are close to each other with regard to longevity and engineering. Sail technology is getting better and
Are you going to carry on with your sailing career?
better and we are working on products where there is going to
Well I am still the race Captain of Leopard 3 but for how long
be very little or no sewing, no stitching on any of the body of the
I do not know as she is for sale. I can see me carrying on with
sails. They will all be welded / glued and sails will be a lot stronger.
Doyle Sails and building that business, well into the future. I have
The new generation of sails is going to be very interesting.
no doubt that I’ll get the urge to go to sea – short deliveries and racing will keep my tickets valid. It’s important to keep my hand in
How would you get on making traditional sails for an old Schooner?
on the engineering of large sails and how sails work at sea in the
Yes, we can make them in any colour required. We have all the
real world – our motto is sails for sailors! I cannot see me going
latest technology. At the moment we are working on blue sails
back as a permanent captain again. I have landed on my feet here.
for a 44 m Perini Navi.
But of course I’ll keep the sailing going in all forms as yachting is well ingrained into my system.
How big is your production unit? We have 800 m² of sail loft, 400 m² storage, 400 m² washing
Well Chris I can only wish you more luck as you step into another
and 40 m² of office so 1640 m² overall. We are just about to
world, good luck with the business, the house and above all your
commission the build of our new super loft here in Palma and
family, I have no doubt that settling in Palma was a good decision,
that will be 2250 m² of space when finished.
it was meant to be.
What is the biggest sail ever made?
Contact: csherlock@doylesails.com
>||
It has got to be sailing Yacht A for mainsails and we service those sails for her. They cost at a guess around a million US dollars each
Photographs supplied with thanks to Chris’s friends and family.
and we have just had them through the loft for their annual service. We also look after Black Pearl and Maltese Falcon. The sails for these big yachts are technically demanding and it’s great to have them come through Doyle Palma for service. How did Doyle begin? Robbie Doyle is the founder of Doyle sails, starting the company in 1982. He has been the Managing Director for
Doyle
Sails
North
America since way-back and he has helped win the America’s Cup god knows how
many
times
with
different teams. Robbie has
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SINGAPORE & SUPERYACHTS
THE PERFECT ASIAN STOPOVER BY Y H FANG
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INGAPORE, A FORMER BRITISH COLONY, HAS
The success of the port was the catalyst for the growth
thrived since its inception in 1819 and now boasts one of
of the local marine services needed to support the vessels.
the world’s busiest ports. Singapore is a major port city
Ship building and the repair industry have become one of the
of the world with the unique advantage of world class facilities,
major economic pillars for Singapore. The same pioneering spirit
matured infrastructure and motivated human resources to
that created Singapore only 200 years ago is now inspiring
support superyachts cruising in the region. Singapore’s maritime
Singaporeans to lead the world in various complex design and
heritage began way back when she was first used as a deep-water
build projects and is the inspiration behind Singapore’s yacht
port by European traders. Being located at the hub of various
repair industry.
maritime trading routes has encouraged the port city to evolve
Today, there are at least five professionally operated mid-
throughout the years and to embrace changing technology as it
sized shipyards actively involved in superyacht repair. All of them
has become a regular destination for the mega container vessels
have been around for 20 – 30 years in commercial ship repair,
that now ply our oceans.
conversion and even new build projects. These include Anchor
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Handling Tug Supply Vessels and work boats with a similar technical complexity as a modern sophisticated superyacht. While the majority of the yards adopt graving or floating docks to haul vessels out, there is a 500 T travel lift available to lift yachts up to 50 m. Last year there were about 25 superyachts undertaking haul out operations in Singapore. The numbers are growing at a rate of 10 – 15% in tandem with the growth of visiting yachts. The Singapore Government has been very supportive of the yacht repair industry. Regulations and bureaucracy, always a concern in many parts of the world, are transparent and pro yacht. For example, to encourage the use of the repair facilities in Singapore, yacht crew could apply to stay for up to 180 days. Workers with foreign expertise or Original Equipment Manufacturers can apply for work pass exemptions to work on yachts in Singapore. All material supplied to yachts could be zero rated GST (Goods and Services Tax). Singapore’s strategic location makes it a great base to explore world class cruising grounds, such as Komodo National Park or Raja Ampat in Indonesia to the east, Borneo in Malaysia to the north east, or the Andaman Sea in Burma to the west. Indonesia in particular has incredible cruising grounds, but the local logistics can be challenging, with limited infrastructure for yard and maintenance requirements. Many vessels visit Singapore
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to prepare for a trip through the remote laid-back cruising
Singapore is also an established MRO (Maintenance,
grounds of Indonesia, and then return to Singapore afterwards for
Repair and Overhaul) of aircraft and components centre, a place
a more structured down time.
where onboard helicopters could be serviced and major overhauls
Mr Andy Shorten of The Lighthouse Consultancy, a leading
on the airframe, engines and flight instruments could be done.
superyacht agent in Indonesia, explains that many yachting
Seletar Aerospace Park is home to a vibrant aerospace industry
equipment brands are not represented in Indonesia, or the
cluster of over 60 MNCs (Multi-National Companies) and local
customs requirements prove too complicated, and so repairs
aerospace enterprises that support a thriving community of
and replacement machinery is often more efficiently serviced
6000 professionals.
in Singapore’s straight forward logistical hub. But this is to the
Being a migrant society, each wave of migrants brought
benefit of both countries: Singapore’s excellent, regimented
along their own cultural heritage and food. The Sultan Mosque
infrastructure compliments the wonderful scenic natural wonders
built in 1824 and the precinct surrounding it used to be the
to be found throughout Indonesia. The same can be said of
meeting point for Muslims across the region, here they would
Myanmar and Malaysia, and this is one of the great attractions of
gather before their journey to Mecca. Sri Mariamman Temple is
spending time in the South East Asian region.
the oldest Hindu Temple in the area and was built in 1827 for
While Singapore has never been promoted as a free port,
Indian settlers with the help of the East Indian Company and the
dutiable goods consist only in four broad categories: alcohol,
colonial authorities. The Thian Hock Keng Temple was built in
tobacco, motor vehicles and petroleum products. Customs
1839 by Chinese migrants to give thanks to the Goddess of the
procedures are clear and efficient. On the average, goods are
Sea for safe passage across the South China Sea and is the oldest
delivered to the gangway within 48 hours from landing at the
Chinese temple in Singapore.
airport. 72 hours for sea freight. This is a significant advantage over other countries in the region.
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The 159-year-old Singapore Botanic Gardens is a UNESCO World Heritage Site, located at the fringe of Singapore’s Orchard
Marine gas oil and diesel are free of duty. In fact, Singapore
Road shopping district. Its award winning National Orchid
is a major bunkering port in terms of volume and an oil refining
Garden is a must-see site, the world’s largest Orchid display with
centre. Bunkering service and issuance of licences are controlled
over 60,000 plants. It is a very popular place for tourist and locals
strictly by the port authority. Fuel prices are competitive. In fact,
alike. Another must visit park is Gardens by the Bay, located next
Singapore supplies fuel oil to most of the neighbouring countries.
to Marina Reservoir, offering breath taking waterfront views,
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this multi-award winning horticultural delight spans some 101 hectares of reclaimed land. Make sure you see the Cloud Forest, a 35 m tall mountain veiled in mist and covered with vegetation amidst the world’s tallest waterfall. See the Flower Dome, the largest glass green house in the world and home to an ever changing display of flowers and plants from the Mediterranean and semi arid regions. Supertree Grove is a spectacular sight with iconic tree like structures measuring between 25 and 50 m tall with large canopies providing shade during the day. They come alive at night with a breathtaking display of light and sound. A stroll along the 22 m high OCBC Skyway, a 128 m long aerial walkway between two supertrees, offers a stunning aerial view of the Gardens and the iconic Singapore skyline. Singapore is a city that never sleeps. It’s a shopper’s paradise and everyday there seems to be another festival, concert or show to entertain you. Singapore is also known for its diversity and the world class cuisine that is to be found in the
Photo Courtesy of Skyflow Creations
street food and restaurants which have influences from China, India and Indonesia including a choice of some 29 Michelin stared restaurants. There are a great many things to do to keep a yacht crew and guests occupied and happy during a stay. Professionally, Singapore is also a good place for crew training and to update or upgrade crew qualifications. The Singapore Maritime Academy provides part and full-time courses and training for crew. STCW certification can be done and all courses are accredited by the Singapore Port Authority.
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“Where Experienced Chefs Take Provisions Provisions To The Next LLevel”
The #1 Provisioner in the Caribbean and Bahamas with over 20 years experience provisioning around the globe! www.nationalprovisions.com w ww nationalprovisions Around the region, Singapore’s air hub connectivity gives easy access to exotic places such as Borobudur in Indonesia and Angkor Wat in Cambodia. Crew could sign off to spend holidays in these nearby and exotic countries. The procedures for signing on and off for crew are done on-line and do not require any trips to the immigration office making it a very simple exercise. While there are cheaper options in neighbouring countries no one comes close to the efficiency and productivity of the work force in Singapore. Increasingly, owners, yacht managers and captains have come to appreciate the cost effectiveness of using Singapore as a logistics hub for haul out services and for emergency repairs. The average turnaround time in a yard is 10 days. This is fast by any standard but a norm for Singapore. Usual job scope includes anti-fouling, replacement of through-hull fittings, shaft and propeller work. Capt Grant Bowen of MY Aquamarina commented, ‘In my view as a captain, Singapore understands when it comes to shipping and superyachts and has all the facilities you would need, plus élite shipyards. If you need any parts for your vessel, it’s no problem as customs handles it in just a few hours. Singapore is an extremely safe and clean city. You can travel to any parts of Singapore alone anytime of the year, regardless of gender which is great for the crew and peace of mind for me as the captain.’ ‘As for the crew, there are plenty of attractions and entertainment available all year round to keep them occupied during their off periods. It also does not matter what passport your crew carries; your agent will give them a seaman’s pass for however long the vessel is in port. Getting around from one attraction to another is as simple as hopping on a subway or a bus. Thanks to the Mass Rapid Transit (MRT) subway system and the local bus network spreading out to all four corners of the island.’ Singapore is a major contributor in providing peace of mind for yachts operating far away from their usual comfort zone of the Med or Caribbean.
>||
Y H Fang is the founder of the yacht agency – Yachting Singapore Contact: fang@yachtingsingapore.com / Tel: +65 81831675
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THE ANTIBES RAFT RACE
WHO CARES WHO WINS BY COLIN SQUIRE LITTLE BIT OF HISTORY. THE FIRST ANTIBES RAFT RACE was organised by Julian Mills in 1981 and the first race took place without the committee having the foresight
to obtain permission from Port Vauban. The Port Captain at the time, a Mr Plym, took it in his stride and later attended the evening bash with a view to lodging a complaint, but finished up presenting the prizes, what a great start to an event that has now prevailed for nearly 40 years! SPRING MADNESS The 8th ARR began on a perfect spring day in Antibes, the 14th April to be precise. The word had been spread, the Raft Race will be held again, the first time since 2012, and be headed up by Gary Morton and his team of helpers, supported by many company sponsors and crew who rose to the occasion. Throwing sensibility, rationality, decorum, looks, reputation and just about anything else held dear or to do with personal pride out of the window, approx 150 raft crew turned up with their wonderful mix of exotic vessels and dress, to perform on the dock at the IYCA.
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The IYCA should be commended for allowing this to happen, the life of a yachtie, as we all know from the press, is one of boredom, long hours, poor pay, bad food, bad conditions and suffering as they spend months away from home, away from family, simply to keep the world’s Superyacht fleet in good order so that the rich and famous can indulge themselves during their time away from the office. It is no easy task. Being allowed to let ones hair down, just occasionally, is good for morale and being able to join in with the staff from several of the companies that help to service the needs of these yachts has to be a good thing in itself. The race brought many people together, but the effort put in by the raft crews was especially commendable and being allowed to hold the event in this sanctum of yachting, having the gates
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Counteract your carbon footprint today
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THE ANTIBES RAFT RACE
a state of almost hysteria, not helped by team ‘Let’s Get Sheep Faced’ being herded around the dock by their prophetic shepherd, or the pirate with his bottle of rum who without doubt, as early as it was, was certainly looking sheepfaced, or the obviously experienced sailor who kept dropping his pants. Many other antics were taking place as this truly international crowd, 99% South African, worked themselves into a competitive mode. Sightseers were by now filling the dock and it was tough to keep up with all that was happening but soon, after about two hours of revelling, it was time to launch the fleet and I stepped onboard the press boat supplied by Bluewater to follow the antagonists. How they managed to get this assemblage of rafts into opened to this recently publically restricted area, was I am sure no
the water I do not know, there certainly is no book written on
easy decision to make, good on you I say to the management at
launching a raft, unless in an emergency, and I most certainly
the IYCA and let’s hope you allow it again, do not allow regulation
would not want to be floating around in any ocean on any one of
to overcome sensibility, Antibes is a premier yachting destination
these, but we were in the safety of a marina with a great many
and events like this help to keep the pulse beating.
safety boats in situ complete with safety divers just in case of the
So the scene was set, the 27 rafts had arrived in their many
unexpected happening.
forms, the diversity was somewhat overwhelming and with no
And then the off, it soon became apparent that under
previous races having taken place between these exotic vessels
much of the covering material that festooned the rafts there were
there was no hope of staggered starts or handicaps, but of course
secret hulls, no doubt designed by experts in the field of racing
cheating was without doubt in the air. The rafts themselves were
and built for speed. Many also found it difficult to get underway,
made from every conceivable type of material, if it floats use it,
or if they did, found it difficult to get past the first mark. Even
seemed to be the order of the day. As for dress code, about the
the paddles were designed with speed in mind, some rafts had
only thing in common were the regulation life jackets, pirates,
peddle powered props, some even had powered paddlers to help
sheep, bananas, diving and superman suits, leopard skin onesies and in several cases very little was worn, but what a turnout. Quite noticeably nobody wore a white shirt with epaulettes, can’t think why, but this of course made it difficult to work out the Captain of each vessel, who to hold responsible when things go wrong, who to do the paperwork or speak to the authorities, but then who cared. Being press I was invited to the party early, I parked up and with camera in hand first took refreshment onboard the kindly donated Judges yacht, MY Excelerate. I then mingled among the early arrivals, it was already shaping up into something special, those in fancy dress made the most of the madness as they posed for the myriad of photographs being taken. Who should turn up next but my great friend Costas Charalambous, who had been flown in at great expense from his mansion in Cyprus where he lives as a tax exile, the money he commands for an event like this is legendary, to get him to compare this amazing event, well I just do not know how the organisers managed it, but the legend was here. Costas, known for the phrase, ‘I will not get out of bed for less than 20 Euro’ is one of those very rare people that can talk the hind legs off a donkey, he can stand in front of an audience of thousands and work the crowd into sublime submission with his wise cracks and often insults to his audience, a better man could be found nowhere. He soon whipped the assembling crowd into
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The crew on Madame Gu certainly staked their place in the history of this event, the crew wound out the fire hoses and switched on the pumps to give the competitors a good hosing as they passed, on Dibar hardly a crew member was to be seen, maybe they were on the dock, but what a great backdrop they both made. But I digress, the race was underway, the fire hoses were spewing water and a myriad of red flares were going off throughout the course as the crews fought to get to the front. After passing the bow of Madame Gu the competitors propelled their way to the dock, close to the IYCA Capitainerie, before heading back to the start, again to be strafed by water cannon fire as they passed Madame Gu. And suddenly it was all over, the rafts were back, nobody was injured, we had winners, in fact everybody who took part was a winner, I didn’t see any tears only smiles, the mess on the get them around. But the ambitions of the crew were formidable.
dock was cleared up, the rafts were transported away and all was
Some of the rafts also had sails, even though with a great lack
returned to normality in true yachting style. But what an event
of wind they seemed more of a hindrance than an asset, but
and it still had more up its sleeve with the evening party. The
what great ad space. The one metre rule was ignored, along with
prizes were awarded and again Costas, Joined by Norma Trease
every other International Race Rule, leaving these supreme racing
did the officiating.
machines to constantly collide and cause many person overboard situations. Both men and women were left floundering in the
THE WINNERS WERE:
water as they strove to regain their seats and continue the race.
The Winning Raft – as agreed by the judges for
And Costas, not to be left on the dock, took to the water on the
Best Crew Overall went to HEM!
Schiller S1-C Bike that was later auctioned for charity.
Most Exceptional Crew – The Antibes Pompier Raft
The two Superyachts that featured in the race, whether they wanted to or not, were the 156 m Dilbar and the 99 m Madame Gu.
– won the Caramba Cup from Bluewater. The Fastest Raft In Town – Edmiston’s Savage Pirates Raft – given the Speedy Gonzalez award from Nautica Assistance. Most Entertaining Crew – Sunseeker’s Best Dancers Raft – prize from Port Vauban. The Most Outrageous Outfit Award – Banana Bar’s Banana Raft – prize from Gourmet Deliveries. The Finest Built Raft – Le Blue Lady Raft – prize from HEM. The Best Equipped Raft – SNSM Cros de Cagnes’ raft GlouGlou – prize from Monaco Marine. The Most Rebellious Crew – SNSM Antibes Lifeboat’s raft Tout en Plastic – prize from YPI Crew. The Raft We Would Least Like To Insure – Port Vauban’s No Life Raft – prize from Sturge Taylor. The Biggest Cheat Award – Inter-Nett’s raft Inter-Wett – prize from Octomarine Special Judges’ Prize – MY Kingdom’s raft Lets Get Sheepfaced – prize from Excelerate Marine Most Inefficient Paddling – Dolphin Wear Decker’s raft WILSSOOOONNN! – prize from Petra Malloier of Port Vauban.
25,000 Euro was raised and given to both The Antibes Lifeboat and Restos du Couer. A great many other sponsors, other than those just mentioned, took part and these can be found online.
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Seamless Support - Best Local Knowledge
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TAHITI tahiti@asia-pacific-superyachts.com
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SEYCHELLES seychelles@asia-pacific-superyachts.com
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BY LIN NDA D CARTL TLID DGE
An Indonesian archipelago of ancient beauty and wonders… anchored in the past and now being discovered by superyachts HE ANAMBAS ISLANDS ARCHIPELAGO IN INDONESIA
silent existence never really reaching outside its own
is now being recognised as a new and exceedingly attractive
boundaries for centuries. In the past the only travellers
cruising destination, thanks to a huge improvement in
familiar with this hidden gem in the South China Sea were
facilities, in clearing yachts in and out and coupled with glowing
invariably involved in either the oil and gas industry or in the area of
reports from visiting superyachts.
marine biology.
A collection of over 200 small Indonesian islands in the
This is changing. In November 2016, the Indonesian
South China Sea, and part of the Indonesian Riau Islands Province,
Government announced the reclassification of the Anambas
the relatively seldom visited Anambas Islands group lay between
Islands as an official Port of Entry for Indonesia. Yachts no longer
Singapore and Borneo and among Indonesia’s northern-most
needed to clear at the closest POE in Nongsa Point, Batam.
border archipelagos.
Customs, Immigration, Port Captain and Quarantine offices are
Despite the Anambas Archipelago’s relative proximity
all based at the town of Terempa on Sintan Island. There has
to Singapore at a mere 150 miles, this somewhat mysterious
been huge improvement with this official port of entry where ‘e’
island group has somehow remained under the radar, its
immigration forms are accepted.
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THE ANAMBAS ISLANDS
ABOVE: VIEW FROM PASIR PETI, TAREMPA RIGHT: PULAU LANGGOK AERIAL VIEW FAR RIGHT: CPT. JEAN FRANCOIS AT THE HELM
Yet, Anambas still tends to be regarded as just a remote, off-the-beaten-track place where only the most intrepid of traveller would venture. But fast forward to 2018 and you’ll find those with a penchant for exploring new seas and lands are becoming aware of Anambas and the how it’s nothing short of a cruising paradise! Those that do venture to these most idyllic islands find breathtakingly beautiful beaches of pristine white sand lined by coconut trees and surrounded by a gorgeous turquoise gin-clear sea. Setting foot on an intriguing world of bountiful islands also awards the opportunity to meet the locals, descendants of
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the once mighty Orang Bugis. These proud seafaring people of yesteryear with their colourful past, retain their strong bond with the sea today. Facing the wide open ocean, the Anambas Archipelago provides a panoramic view of blue seas and green islands dotted with azure lagoons. Here you will find sheer endless reefs filled with a kaleidoscope of colourful coral species, as well as magnificent sea creatures, big and small. On land you’ll discover verdant jungles of exotic plant species and countless cultural and culinary unique experiences. Changing regulations have paved the way to welcoming more yachts according to Asia Pacific Superyachts Raja Ampat,
U LT I M AT E
YA C H T
F I N I S H I N G
fade fa e-o outts an a dp pe earrle lesc scen e tb en be esp spok oke fin ok finiisshe h s Trad Tr ad adit dittiio ona nal ha nal hand nd faaiiri nd ring/c ng g/c /cos ostt eff ffe ffec eccti t ve v tec echn hniq hn iq que ues/ ss//sp peccifica ifi fica cati ati tion o driv dr i en iv n app ppli plica liiccaati tion tion o /s /sym ympa ym p th thet etticc sha e hapi p ng pi ng and d re efi fini n sh hin ing g
m: + 44 (0) 7866 431273 t: + 44 (0) 1579 350688
BlueFin Yachts Ltd,
info@bluefinyacht.com bluefinyacht.com
St Dominic, Saltash,
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THE ANAMBAS ISLANDS
ABOVE: SUNSET AT TAREMPA WITH PULAU DURAI IN THE DISTANCE
Indonesia GM, Thomas Taatjes and Captain Jean Francois
RIGHT: A VIEW FROM DECK – TYPICAL OF THE ANAMBAS ISLANDS
by vessel and permits, visas, etc are all the same as elsewhere in
Cormerais, heading up Asia Pacific Superyachts Borneo. ‘Formalities wise, you can internationally clear into Indonesia Indonesia (your agent will advise details). The cruising permit is valid for three years and visas are normal for tourists: VOA, which costs $35US and is 30+30 days; or Visa Exemption, which is free but only 30 days; or pre visa which is 180 days’, reports Thomas Taatjes. ‘There’s a lot of praise for what the local and administrative people have done for cruising visitors’, adds Captain Jean Francois, ‘Now immigration formalities for arrival in Anambas can be done via email from any location or country by the yacht owner/ captain or agent (though formalities must be completed before the yacht reaches the Anambas Archipelago). The agent will know the ports where e-forms are accepted as not all ports in Indonesia accept e-forms’. Captain Jean Francois knows these waters well and in November 2017 skippered the 80 foot steel schooner, Shaitan of Corsica, on a cruising voyage from Borneo to the Anambas Islands (she is now at the Batam marina). He reports yachts can sail directly to Tarempa from Borneo (240 miles) as he did; and
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ABOVE: A VIEW OF TAREMPA
from Singapore (150 miles); from Tioman, Malaysia (130 miles);
PULAU BAWAH ISLAND
and from relatively nearby Indonesian islands such as Batam.
This Southern island has a stunning anchorage in a beautiful
Enthusing about his journey, the skipper said, ‘At a radius of
lagoon and is the perfect point of arrival or departure (according
40 miles from Tarempa there’s an amazing choice of anchorages
to your cruise). The snorkelling in the lagoon is good, however
waiting for you to enjoy diving, snorkelling, sunbathing or
it doesn’t compare with the outside of the reef where there is
meeting the locals or visiting a luxurious stayover, such as on
better visibility, mostly NE of the island.
Pulau Bawa Island. A nice surprise is the friendliness of the locals
Pulau Bawah or Bawah Island is a cluster of islands in
in the small villages scattered among the bays, which adds an
Kiabu Village, District of South Siantan. A lagoon is surrounded
enriching experience to your visit’.
by some of the islands and during the low tide it looks like a
It’s possible to cruise among the Anambas Islands any time
group of Islands that are interconnected by sandbars and reefs
of the year. However, Captain JF notes the season of SW monsoon
and form a barrier between the sea water inside and outside the
(April to September) offers drier conditions and a calmer sea,
Islands. The five islands include Bawah, Sanggah, Murbah, Lidi,
‘While most of the predominant winds come from the SW or NE
and Elang, all uninhabited.
according to the season, it is advisable to be anchored with the
A private getaway nature island, Bawah is a previously
possibility to swing 180 degrees with a switch of wind under a
uninhabited marine conservation area where you can experience
passing cloud and with reefs normally not too far away’.
nature through encounters with marine life or by trekking into
‘Many reefs border the Anambas Islands and provide well
the forest. Everything is crafted by hand and no heavy machinery
protected anchorages but because of narrow passages to enter
is allowed to help in the efforts to promote the eco-friendly
those lagoons navigation can be tricky. Paper charts, as well as some
nature of the Island. This is a great stop for a private getaway
system of electronic charts (like CM93 and Navionics charts) are not
nature island stayover.
accurate enough for this area. It is therefore advisable to use a KAP file to view Google Earth for higher accuracy. And, of course, good
PULAU RITAN ISLAND
sunlight and visual navigation is essential most of the time’.
About 15 miles NW of Pulau Bawa, this island offers more magic –
Captain Jean-Francois suggests the following islands be considered for cruising Anambas Islands:
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a small anchorage in middle of the reef. Like most of the beaches in the archipelago the beaches are deserted and uninhabited with
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THE ANAMBAS ISLANDS
a calm and beautiful anchorage, most likely alone.
DURAI ISLAND Sailing about 30 miles north towards Durai Island, you pass again in
PULAU AIRABU ISLAND
front of many good and attractive anchorages with fishing villages
Less than 10 miles north from Pulau Ritan, this much bigger island
to visit and more isolated lagoons and beaches. Durai Island is now
presents several well protected anchorages. Maybe the best one
a national park and there’s an abundance of sea turtles to view.
can be found on the South of the island. The only village can
The turtles are protected; however, you can walk around
be found on the on the West coast on the North of the island.
quite freely and see many tracks of turtles on the sand. The turtle
Excellent snorkelling and white sandy beaches welcome visitors.
eggs are collected and protected by staff until they hatch – at
LEFT: THE CRYSTAL CLEAR WATERS OF THE ANAMBAS ARCHIPELAGO
which point the baby turtles are then released to the sea. On arrival the biggest island (and a very pleasant town) is where all the formalities are done – Terempa on Sintan Island. It is a deep anchorage near a long road built on piles and the best place to resupply and also serves to welcome guests flying in to join the yacht. Note the airport on another island, Pulau Matak, less than 10 miles away and where you can anchor close by if more convenient. The East side of both Puala Sintan and Pulau Matak offer an incredible choice of anchorages, too numerous to be described and its adventure at its best! Spending a few week or even better a month in the Anambas Archipelago, you’ll find isolated anchorages with clear water and fishing villages along the way to ensure a fresh supply of seafood for your meals. A great start in Tarempa includes a stroll around its sleepy waterfront. The quaint and colourful wooden stilt-houses form a
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THE ANAMBAS ISLANDS
BELOW: ONE OF THE WILD FLOWERS OF ANAMBAS
picturesque town backdrop that breathes the rustic atmosphere
Moving on to exploring the impressive underwater world,
of years gone by. There’s a busy fish market with the same set-
the snorkelling and scuba-diving sites rival the best in the world.
up and ambience as centuries past. Nearby Pulau Siantan offers
Some of the underwater sites that should be on your list as not to
BOTTOM: SNORKELLING – TENGGILING ISLAND
a spectacular waterfall with seven separate cascading levels
be missed are Pulau Ayam, Pulau Temawan, Pulau Penjalin, Pulau
and on up a fairly steep hike there’s an excellent panorama to
Tokong Malangbiru and the shipwrecked vessels, Seven Skies and
enjoy from the waterfall of Tarempa and the sea below.
Igara, which attract a variety of indigenous marine life.
The main attraction for superyachts is, of course, the
But for a true paradise island experience, both above and
beautiful sea and countless reefs. Here days and even weeks
below the waterline, it’s hard to beat Pulau Bawah. Although the
can pass visiting the various stunning islands, gorgeous bays,
marine biota is not as rich as that in Raja Ampat in Papua, it is
serene beaches and azure-blue lagoons filled with crystal
more than enough to satisfy divers. Besides coral reefs, divers
clear water. Island-hopping is enthralling with its sparsely
and snorkellers can also discover clownfish, zebrafish and the
inhabited islands, perfect for glorious sunset beach BBQ’s
endangered Napoleon fish.
or picnics on the beach and an opportunity to visit villages
Fishing around the Anambas Sea is fantastic as the
and meet some of the locals. And of course, there’s many
waters are quite fertile and renown as rich fishing grounds. Tuna,
great spots for SUP paddling, kayaking or windsurfing.
mackerel, giant trevally, grouper and even billfish are just a few likely catches. Since the area is surrounded by sea, fish-based products are Anambas’ signature dishes, with the two most popular ones being Mie Tarempa and Luti Gendang. It’s rare in these days to cruise to a new destination that appears remote but is closer than you think and easier to access than ever before. The wonderful anchorages and significant easing of cruising formalities now welcome visiting superyachts to the >||
amazing Anambas Archipelago. For more Anambas Islands information visit www.amazinganambas.com and to plan your yacht trip visit APS Indonesia, APS Borneo, APS Langkawi and APS Singapore at www.asia-pacific-superyachts.com PHOTO CREDITS: www.amazinganambas.com
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Your way is our way
Haut Medoc in Malta, fuel in Florida, hotel in Hvar, logistics to La Ciotat, or a berth in St Barths?
ABOVE: ONE OF THE WILD FLOWERS OF ANAMBAS
We have a worldwide network of local offices that cover over 370 ports around the Mediterranean, America and the Caribbean. Truly global services which can supply all of your cruising and port needs; berths, provisioning, immigration, clearances, bunkering, we’ll be on hand for everything you need for successful cruising. info@bwayachting.com
www.bwayachting.com
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ALBANIA THE NEW KID ON THE BLOCK BY NANCY TARE NE THING FOR SURE IS ALBANIA IS OPEN FOR
or not the decision makers truly understand what is really
business. The former communist country which
happening in the yachting world today.
suffered greatly under a cruel dictatorship for over 50 years has been faced with many challenges since it opened
LOCATION LOCATION LOCATION
its doors in 1992 to the ‘New World’. One of them is understanding
Sandwiched between Montenegro and Northern Greece, Albania
tourism. Albania possess the ambition to become a part of the EU
has over 274 km (170 miles) of coastline to explore and is blessed
one day. There is an elusive belief that things can only get better.
by several sandy beaches that serve as a backdrop to the Adriatic
But dreams and reality as we all know are
Sea and the majority of them are still unscathed by development.
two different things. Albania’s yachting tourism has an amazing
This mysterious country is also blessed with vast mountains that
opportunity to develop into a leading yachting destination in the
resemble the Swiss Alps, rolling hills and pastures that feel like
Mediterranean. But the biggest challenge they face is whether
Toscana and endless farms that feel like Iowa. These fertile lands grow just about everything one could ever desire. Shepherds still heard their sheep the old fashioned way and in most places butter is still churned by hand. Albania is a small country that is 70% mountainous, with an abundance of natural springs that seem to be strategically placed on those very hot summer days. Take a
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ALBANIA
ABOVE: SARANDA’S CITY PORT
wrong turn on the main road and you will most likely find people
transfer over to Albania via ferry, the two destinations are about
still living as they did 50 years ago, not much has changed inland.
15 nautical miles apart. But with the recent announcement of a
But that is not the case for the coastline. One just has to pull
new airport being built in southern Albania, the crossing of the
into the port of Saranda which is the most southern port in the
Ionian Sea to start one’s charter will soon be history.
country to notice the questionable landscape that is transforming
So what should a captain expect when he decides to visit
the coast line. It is clearly obvious that throughout the past 20
this little country that he most likely has sailed right by for many
years the concept of urban development, strategic planning and
years? Truly, each port in the country has its quirkiness to offer.
simple logic were nowhere to be found.
Approaching each port Captains question the existing charts that
Although the town itself is every architect’s nightmare,
What you may find is some services such as tug boats that
as to what the town has to offer and why someone even
are mandatory in one port but not in another. The compulsory
gets off the vessel to begin with. Nevertheless, the amount of
laws that Albania operates with today were inherited by an
vessels coming to Albania over the past 48 months has tripled.
antiquated military controlled country during the Hoxhe period.
With the ability to provide duty-free fuel at aggressively low
The country was under such tight control that every movement
prices and undisputable quality has lured captains to build their
was monitored. Unfortunately, the ‘monitoring’ still exists today.
itinerary around bunkering in Albania. BWA Albania were the first
At least now vessels can just check into one port and sail along
superyacht marine agency to cater to visiting yachts and provided
the coast without having to check into each nearby port as you
them with comfort and peace of mind that they were in good
were once required to do. Although you will check out of the
hands and today leads the country with its ability to service
nearest port to leave the waters, it’s good to let your compulsory
yachts in any one of the three existing main ports while providing
agent know what your plans are so that authorities are properly
a consistent and transparent service.
notified. This will divert the coast guard who may speed up next
Aside from filling up the tank, Albania today does not
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are obviously outdated.
yachts are coming to Saranda. There are still many questions
to you to take a curious peek.
charge charter tax or have any restrictions as to starting or ending
Albania can provide almost everything a yacht may require.
a charter in its waters. There is a great opportunity for Charter
Whether it is provisioning items, organising excursions, activities,
companies to have their clients fly into Tirana International Airport
concierge or transfer arrangements, this can be achieved. The
and transfer to the Port of Durres which is only 35 minutes away
key is to know who to ask. The yachting industry demands top-
from the airport. Another option is maybe to fly into Corfu and
notch service, so partnering with reliable local people to assist
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ALBANIA
is important. But don’t expect to berth in a superyacht marina
fishing port on steroids or an over bearing commercial port that is
any time soon, you are more likely to find yourself in a swanky
framed with massive cranes, unfortunately these are the current facilities that Albania has to offer. Overall the people in Albania are thrilled to have foreigners visit. The country is safe and I say that with great conviction. People in general are very hospitable and enjoy speaking with foreigners. The diversification and expat community increases
ABOVE: HIMARË – TYPICAL OF THE ALBANIAN BEACHES ON THE IONIAN COAST LEFT: THE QUALITY OF SEAFOOD ON OFFER IS PARTICULARLY GOOD
with each passing year. Leading Universities from around the world have study-abroad programs in Albania. There are several textile factories, call centres and a thriving herbs and spices industry, all being exported. Top tour companies have placed Albania on their itineraries when visiting the Western Balkans. Things are moving fast and each year there are greater changes in every sector and greater challenges to face. It’s only a matter of time that the landscape of the coast will once again change. The desolate beaches are slowly being occupied by humans and concrete. The beaches show apparent signs of capitalism. Talks of super marinas and 5-star hotels along the coast soon will cater to the increasing demands. But hopefully all these changes won’t vanish the breathtaking landscape, the aqua marine waters, and the decades of local tradition. These very same values that have placed this country on several ‘bucket list’ destinations around the world. As I strongly believe that this ‘little country’ has an amazing opportunity to do something that all the surrounding countries failed at doing… making it right the first time.
>||
Contact: n.tare@bwayachting.com
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THE SPANISH YACHT SHOW TRIFECTA 2018 MYBA, PALMA SUPERYACHT SHOW & LYBRA BY NORMA TREASE – PHOTOGRAPHY: COLIN SQUIRE
OW MANY YACHT SHOWS DO WE REALLY NEED?’
marina OneOcean Port Vell was the first to open with the iconic
is a regular topic of conversation on docks and offices
MYBA Charter Show using it as a base to celebrate its’ 30th year.
worldwide and choosing where and when to spend
In Barcelona for the second year, this years’ edition of MYBA
our precious resources is a dilemma facing us all. Despite this
was bigger and more impressive than ever. Since the loosening
very valid concern, Spain has proved that their investments in
of Spanish charter regulations in 2014, the number of yachts
developing yachting destinations and chartering has proven
chartering in Spanish waters has boomed, and the size and calibre
worthwhile, successfully hosting three vibrant, and very well
of yachts on show at the MYBA Show reflects the health of
attended shows over less than three weeks during spring 2018
chartering, not only in Spain, but beyond.
was some achievement and to think that just a few years ago these events did not exist in Spain.
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A fleet of over sixty yachts, ranging from side-by-side Superyachts, Alfa Nero (82 m) and Legend (77 m), dominated
Kicking off both the massive development of suitable
the main docks, and competed for super-party honours as well.
infrastructure and the 2018 Spanish Yacht Show Trifecta, luxury
Sailing yachts were very well represented, including the 56 m
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THE SPANISH YACHT SHOW TRIFECTA 2018
Perini Panthalassa under the command of genial American
The quality of wines and beverages kept pace with
skipper Bill Bailey who sat alongside another 58.6 m Perini,
provisions, including Onshore Cellars from Antibes, which
Seahawk, skippered by the youthful Henry Bardsley. Capturing
featured the very unique liqueur from Monaco, L’Orangerie. Very
everyone’s imagination was the very modern and cool Croatian
popular also were tastings by Riviera Wines’ Master of Wines,
family-built yacht, the 46 m Aiaxaia, which included her crew
Louise Sydbeck. Her husband Ulf Sydbeck confirmed the value
dressed in traditional Croatian marine uniforms, they are now
of the MYBA by announcing his intention to double his
fully booked for the summer! The flexible berthing at OOPV
Riviera Yacht Support booth next year. Shipyards, management
allowed the inclusion of several large catamarans, such as the
companies, financial specialists, crew agencies, fueling companies
25 m Mayrilon and the 35 m Che, which were extremely popular
and many tenders, toys and luxury goods stands helped to line
with brokers who checked them out throughout the show.
the docks as well.
ABOVE: THE IMPRESSIVE STERN OF ALFA NERO BELOW: GABI AND HELEN OF GOURMET DELIVERIES OPPOSITE: AN OVERVIEW OF THE MYBA SHOW
As always, the MYBA Charter Shows hosts an amazing array of exhibitors eager to capture the attention of brokers and crew alike. The many provisioners, hailing from all corners of Europe, exerted themselves to show off their country’s culinary specialities. Luigi Spiaggi and the Mansueto team from San Remo hosted their usual daily chef demonstrations, ranging from sushi to fresh pasta, all enhanced by live music that was enjoyed by one and all. The lovely ladies in pink, Gabi and Helen of Gourmet Deliveries outdid themselves with a display of wine and gourmet goods that appeared a virtual work of art. At the end of Spanish Quay, Neko Provisioning, hailing all the way from Holland, cooked highest quality meats and seafood daily and displayed absolutely mouth-watering exotic fruit and veg – they were mobbed by chefs all day, every day!
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THE SPANISH YACHT SHOW TRIFECTA 2018
Back to Barcelona, OOPV was chosen for the inaugural Superyacht Show, organised by LYBRA (the Large Yacht Brokers Association, representing the eight largest brokerage houses). While smaller in numbers than the previous two shows, the eighteen yachts on display were of the very highest calibre. Even the exhibitors were above average, including Airbus, Aston Martin, Bootsen Design and Triton Submarines. BWA continues to show their profound industry support as name sponsors of both MYBA and the Superyacht Show. Opening the show was the very sentimental presentation of the Richard Earp Memorial Broker Award, this year won by none other than industry icon Peter Insull, presented by MYBA and sponsored by the International Superyacht Society. Despite some rain-soaked days, this show saw a very large showing of yachting VIPs and a good smattering of owners. The Superyacht Show definitely looks like it’s here to stay – although they’ve already announced that in time, it will rotate locations worldwide – yet another new concept sure to be popular with clients, industry attendees, and LYBRA members. So, what is the recipe for the surprising success and popularity of the Spanish Yacht Show Trifecta? Perhaps, as many suspect, it was merely time for a change, with new show concepts gaining traction – or maybe Spain is simply the right place at the right time. Watch out, Monaco and Fort Lauderdale, these new yacht shows are out to cut your lunch, and the yacht world apparently has plenty of appetite to enjoy something exciting and new.
>||
WINNERS – MYBA CHEF AND TABLE SETTING COMPETITION 2018: Under 31 m: 1st
Bertrand Sechet, Alures
2nd
Clare Marriage, Patea
3rd
Rebecca Yewdall, Baltizar
31 to 49 m: ABOVE: THE DOCK AT THE PALMA SUPERYACHT SHOW
1st
Dimitry Rode, Metsuyan IV
The crew worked as hard as ever, hosting countless broker
2nd
Mark Bishop, Griffin
lunches, and competing for Best Party honours – although with
3rd
Keven Kikailian, Koi
both Jaguar and The Wellesley parties on the same night we were all spoilt for choice. The winners of the hard-fought Chef and
50 m and above:
Table Setting Competition (see list below) brought the level of
1st
food and service to its’ highest level yet.
2nd
David Hawkins, Sealyon
3rd
Nichole Perry, Marjory Morningstar
Without a break, it was onwards to the 6th edition of the
Andrew Dorschner, Diamond A
Palma Superyacht Yacht Show. As expected in this sailing Mecca, about 60% of the yachts on display were sailing vessels of every
Table setting:
size and brand. The atmosphere was appropriately relaxed and
31 m and under – Nadia Kolesnyk, Patea
very social. Crew were treated to both seminars and parties daily
31 to 49 – Sarah Anderson, Manifiq
at ACREW, and the docks were packed with revelers throughout
50 m and over – Zyanya (Zy) Sebastian, Titania
the day and long into the night, proving yet again why Palma de Mallorca remains a dominant yacht business destination.
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Contact: Norma@YachtingMatters.com
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I’m Renato Azara, CEO of Sardinia Yacht Services. My promise to you is that my highly professional yacht agency team will ensure that all of your requirements are met quickly and efficiently during your cruise around Sardinia.
Tel. +39 0789 906021 Fax. +39 0789 906123 E: sardinia@sardiniayachtservices.it www. sardiniayachtservices.it Porto Cervo Marina 07021 Porto Cervo (OT) Italy
• BERTH RESERVATIONS • ITINERARY PLANNING • YACHT CLEARANCE • FOOD & BEVERAGES • BUNKERING YACHTING MATTERS & THE YACHT OWNER 99 • TECHNICAL SUPPORT • LOGISTICS & FORWARDING AGENT • ACCOUNT & BANKING • GENERAL ORGANISATION ISSUE 35
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EVENTS ROUND UP CANNES YACHT & BOAT SHOW 11 – 16 SEPTEMBER 2018 www.cannesyachtingfestival.com
ANTIGUA CHARTER YACHT SHOW 4 – 10 DECEMBER 2018 www.antiguacharteryachtmeeting.com
PALMA SUPERYACHT SHOW 27 APRIL – 1 MAY 2019 www.palmasuperyachtshow.com
SOUTHAMPTON BOAT SHOW 14 – 23 SEPTEMBER 2018 www.southamptonboatshow.com
BOOT DUSSELDORF 19 – 27 JANUARY 2019 www.boot-dusseldorf.com
MYBA CHARTER YACHT SHOW – BARCELONA 30 APRIL – 3 MAY 2019 www.mybashow.com
THE MONACO YACHT SHOW 26 – 29 SEPTEMBER 2018 www.monacoyachtshow.com
ASIA SUPERYACHT RENDEZVOUS JANUARY 2019 (TBA) www.asia-superyacht-rendezvous.com
LES VOILES DE ST. TROPEZ 29 SEPTEMBER – 7 OCTOBER 2018 www.lesvoilesdesaint-tropez.fr
THE SUPERYACHT CHALLENGE – ANTIGUA 30 JANUARY – 3 FEBRUARY 2019 www.thesuperyachtchallenge.com
THE PINMAR GOLF TOURNAMENT 18 – 20 OCTOBER 2018 www.pinmargolf.es
MIAMI INT. BOAT SHOW 14 – 18 FEBRUARY 2019 www.miamiboatshow.com
ICOMIA WORLD MARINAS CONFERENCE ATHENS 25 – 27 OCTOBER 2018 www.greek-marinas.gr
RORC 600 – ANTIGUA 18 FEBRUARY 2019 (Starts) www.caribbean600.rorc.org
FORT LAUDERDALE INT. BOATSHOW 31 OCTOBER – 4 NOVEMBER 2018 www.showmanagement.com
DUBAI INTERNATIONAL BOAT SHOW 26 FEBRUARY – 2 MARCH 2019 www.boatshowdubai.com
GLOBAL SUPERYACHT FORUM – AMSTERDAM 12 -14 NOVEMBER 2018 www.globalsuperyachtforum.com
ST BARTHS BUCKET 21 – 24 MARCH 2019 www.bucketregattas.com
METS & THE SUPERYACHT PAVILION – AMSTERDAM 13 -15 NOVEMBER 2018 www.metstrade.com ABU DHABI GRAND PRIX 23 – 25 NOVEMBER 2018 www.formula1.com
SINGAPORE YACHT SHOW 11 – 14 APRIL 2019 www.singaporeyachtshow.com ANTIGUA CLASSIC YACHT REGATTA 17 – 23 APRIL 2019 www.antiguaclassics.com
THE SUPERYACHT SHOW – LYBRA TBA – 2019 www.thesuperyachtshow.com MEDITERRANEAN YACHT SHOW – GREECE 4 – 8 MAY 2019 www.mediterraneanyachtshow.gr CANNES FILM FESTIVAL 14 – 25 MAY 2019 www.festival-cannes.fr MONACO GRAND PRIX 23 – 26 MAY 2019 www.formula1.com LORO PIANA SUPERYACHT REGATTA (BVI) TBA – 2019 www.loropianasuperyachtregatta.com THE SUPERYACHT CUP – PALMA 20 – 23 JUNE 2019 www.thesuperyachtcup.com
ALWAYS CHECK DATES ONLINE BEFORE COMMITMENT
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One land... One people... One boat Support team sardinia Let’s win the 36th americas cup
www.adelasiaditorres.com
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UNDER E THE HIGH PATRONAGE E OF HIS HIGHNESS H IGH I NESS ALBERT ALB LBERT II OF MONACO
UNDER THE HIGH PATRONAGE OF HIS SERENE HIGHNESS PRINCE ALBERT II OF MONACO
House of Fine Yachting
26 > 29 SEPTEMBER 2018
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PHOTOGRAPH: COLIN SQUIRE
THE 28TH
MONACO YACHT SHOW 26 TH – 29 TH SEPTEMBER 2018
THE EVENT FOR SUPERYACHT OWNERS OR THE LAST 28 YEARS THE PRINCIPALITY OF MONACO
discover the world of luxury offered only by the superyacht
has hosted the world’s most impressive international
industry. The MYS has a duty to offer these visitors the best
superyacht meeting in its emblematic Port Hercules.
possible experience, with the supreme quality of the yachts on
In September the Monaco Yacht Show will again welcome
display as one of the leading criteria.’
superyacht owners, future purchasers and charter clients who will
A tailor-made program of visits to specific yachts is
be able to indulge themselves in the 120 superyachts on display.
available for private superyacht clients invited by MYS exhibitors
Among the 2018 collection of luxury yachts, 40 are brand-new
and organisers. The Sapphire Experience offers exclusive services
designs that will be unveiled by leading shipyards to showcase
enabling new guests to make the most of the show as they take
their work, as is the case every year. While the final decision to
their first steps in the confidential world of luxury yachting. In
exhibit a yacht always remains with the owners, their agents and
particular, the program includes participation in the 3rd edition
representatives work closely with the organisers of the show to
of the Monaco Yacht Summit and an invitation to the Opening
allow it to offer the finest showcase of superyachts available.
Ceremony of the 28th Monaco Yacht Show.
‘The Monaco Yacht Show has a worldwide reputation for the
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exceptional quality of the collection of superyachts on display
OPTIMISED SIGHTING OF EXHIBITION AREAS
each year that average close to 50 m overall. About sixty of the
The MYS exhibition will extend once again over almost the whole
yachts exhibited are less than two years old,’ explains Gaëlle
of Port Hercules and will also benefit from the restructuring by
Tallarida, General Manager of the Show, before stressing that
the Principality of Monaco of the Quai des États-Unis, giving
‘We work in coordination with participating yacht brokers and
priority to the presence of naval architects, shipyards and brokers
shipyards in the interest, first and foremost, of the individual
on the quays right next to their yachts that are on display in
visitor, whether owner or future owner and to help new clients
the water. Visitors will also find a new line of superyachts at
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MONACO YACHT SHOW 2018
PHOTOGRAPH: COLIN SQUIRE
THE SAPPHIRE EXPERIENCE OFFICIAL VIP VISITS TO THE MONACO YACHT SHOW The ‘Sapphire Experience’ (and its premium version ‘Infinite’) are designed for visitors to the Monaco Yacht Show who are interested in a first charter experience or the purchase of a superyacht. This VIP pack comprises a program of tailor-made activities including entry to the Monaco Yacht Summit, an invitation to the MYS Gala evening, a tour of the bay of Monaco on board the MYS VIP boat, a courtesy car service, lunch in the Upper Deck Lounge or a personal concierge service to organise private visits to superyachts
right-angles to the Quai des États-Unis, replacing the former floating pontoon
on display in the show, in direct coordination with the MYS
connected to the Central T.
yacht brokers and shipyards.
The reorganisation of the display in the water is backed up by a new
The Sapphire Experience and the Sapphire Experience
themed orientation of the various exhibition zones, as ever with the aim of
Infinite are the official VIP visit programs of the Monaco
making the experience of future yacht buyers even more enjoyable.
Yacht Show. Offers available in limited numbers subject to
Future owners accompanied by their captains or representatives are
special conditions of purchase.
more and more closely involved in the building of their yachts and they can visit the exhibition tents to look for the latest in hi-tech equipment (Darse Sud)
THE ART PAVILION
or the objects and furnishings presented by prestige luxury goods firms and
A NEW EXHIBITION AT THE MONACO YACHT SHOW
craftsmen (Parvis Piscine). The Quai Jarlan will host part of the display of luxury
In September visitors to the show will discover a brand-
tenders. Since the Tenders & Toys zone launched in 2017 it has been devoted
new space dedicated to art in the MYS. Adjacent to the
to yacht tenders and nautical leisure accessories and will this year occupy more
Starboard exhibition lounge and the Car Deck on the Quai
space on the Quai Antoine Ier. The Car Deck, an exhibition of prestige vehicles
Antoine Ier, the Art Pavilion will present a collection of
and the Starboard, a Lounge and exhibition area housing the Art Pavilion, a
works of art and sculptures. Collectors and art fans can
brand-new space in the Show devoted to art, complete the theme of the
meet ten gallery owners and their artists who will be there
superyacht lifestyle on Quai Antoine Ier.
to present their works.
The purchase or construction of a yacht displayed at the MYS will benefit the whole production chain and the specialised crafts involved. The 590
Free access for all MYS participants on presentation of a
exhibitors present in Monaco cover the whole range of specialties required to
valid badge.
build a yacht from A to Z. MONACO YACHT SUMMIT VISITING MADE EASIER
SEPTEMBER 25TH 2018
Calculating the fastest route and the most efficient means of transport to get
The 3rd edition of the Monaco Yacht Summit will take place
you to an exhibitor’s booth or a yacht, the official MYS app will be your best
on September 25th, 2018, during the day at the Méridien
pocket guide during your visit. It will display a plan of the show, showing in
Beach Plaza Hotel.
particular the new floating pontoons that allow you to cross the whole of the
The event will be attended by a delegation of
port on foot, from the Quai des États-Unis (Designers’ Gallery) to the Quai
pre-qualified participants interested in embarking on a
Antoine Ier.
yachting experience.
Launch shuttles will continue to serve most quays while electric carts will
In a format combining mini-lectures and private
take you from the Quai Antoine Ier to the exhibition tent on the Quai Albert Ier.
discussions, a panel of acknowledged experts in the yachting
The entrance to the Quai Antoine Ier will be more central. All participants will
industry will examine the practical questions future yacht
again be able to use the Monaco town buses free of charge during the four days
charterers or buyers should ask during negotiations.
of the show and courtesy cars will be available for VIP clients.
>||
Organised by the Monaco Yacht Show on the eve of the show itself, the Monaco Yacht Summit is now part of the
info@monacoyachtshow.mc
calendar of confidential yachting events that are appreciated
www.monacoyachtshow.com
by extremely wealthy clients or their representatives.
#mys2018 @mys_monaco
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THE PALMA SUPERYACHT CUP
20TH-23RD JUNE 2018
THE CREW BOTTLE IT! BY PHIL RILEY
PHOTOGRAPHY BY MICHAEL KURTZ (PANTAENIUS)
EDNESDAY – VELSHEDA & SVEA, THE PARTY BEGINS. AS A CURTAIN RAISER to the 22nd Superyacht Cup it does not get much better than the sight of two superb J Class yachts strutting their stuff out on the vibrant blue waters of Palma Bay. The opening races of the Mediterranean’s largest and longest running superyacht festival pitched Velsheda and Svea head to head, a vivid reminder perhaps of the class’s distinguished match racing heritage. The contest saw near ideal wind conditions under blue skies that were punctuated by white clouds over Palma’s mountain backdrop. As perhaps an indicator of the open, even handed racing that lies ahead, the day finished honours’ even with each boat putting a victory on the board. The day saw the beginning of four days of yachts competing and using refillable drinking containers sponsored by Southern Spars and given to each yacht. A wonderful initiative and one that many owners are now introducing to their yachts, both power and sail. THURSDAY – THE FLEET GOES INTO ACTION – PANTAENIUS DAY Following a spectacular curtain raiser by Svea and Velsheda on the Wednesday the entire 16-strong Superyacht Cup fleet took to the water on this first full day of sailing. Class winners last year and Superyacht Cup victors in 2016, Win Win got the party started, crossing the line bang on her allocated 1300 timeslot as part of a staggered starting sequence,
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heading out to the left-hand side of the course. The rest of the
mark of the course, named Silver Fern, in recognition of the 100%
superyacht fraternity followed suit, starting at two-minute intervals
New Zealand’s support for the Superyacht Cup. While the staggered starts might eliminate the drama of a
in a light but steady breeze. Saudade was next up, opting for the right side to the first
crowded start line, it does nothing to detract from the intensity
windward mark, with Highland Fling following in Win Win’s wake
and focus of the racing, with all the crews aiming to wring every
to complete the Class A contingent.
ounce of performance from their yachts.
Bliss was the first of the seven-strong Class B – the largest
The ORCsy handicapping system aims to smooth out
at the regatta – to start racing, swiftly followed by the two J Class
differences in size and design and so it proved in Class A with
contenders, uniquely starting together to maintain their race-
Highland Fling demonstrating her racing pedigree to win by
within-a-race wrangle.
almost a minute and a half on corrected time ahead of Saudade
Class C and then the Corinthian Class D duo of Q and Scorpione of London joined the action, all heading for the first
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after two and a half hours of racing, with Win Win only 23 seconds further back.
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INNOVATION
Management
|
New Construction |
Financial
TRUST Knowledge
Experience
Dedication
www.wrightmaritime.com YACHTING MATTERS & THE YACHT OWNER ISSUE 35
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‘It was fantastic out there today, great conditions with a
After
racing
competitors
celebrated
a
great
nice nine to 12 knots sea breeze, and quite challenging at times,’
day on the water and enjoyed the North Sails Happy Hour
said Cameron Appleton, Highland Fling’s tactician. ‘I like this place
followed by the Paella Dock Party at Jack’s Club by St Regis.
it’s really special, the unique geography puts a bend in the wind you have to get right every time. We were fortunate to get past
FRIDAY – A BIGGER BREEZE BRINGS PALMA BAY ALIVE
the right boat at the right time and pull away on the last leg to
The fleet returned to action with an added ingredient – a shot
take first in our class. Timing was everything.’
of extra breeze. Any early concerns over the wind evaporated as
The closest contest though came in Class C, with Silencio getting the better of Bolero by just 12 seconds with Aquarius third.
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Palma’s ever reliable sea breeze kicked in to send the 16-strong fleet off to a flying start in a steady 10 to 15 knots.
Scorpione of London took Corinthian Class D honours
The extra five knots of wind around the course added spice
ahead of Q, while Velsheda not only got the better of Svea but
to an already indulgent feast of sailing, with the battle lines now
also took the win in Class B ahead of Mari-Cha III in second,
firmly established on the route to deciding the contenders for
pipping Svea by just 28 seconds on corrected time.
winner of Europe’s largest and longest-running superyacht regatta.
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Marten Yacht Painting Advice Inspection
ADVICE SURVEY INSPEC TION TRAINING SEMINARS CONSULTANCY ARBITRATION
info@mypai.nl www.mypai.nl M. +316 204 29 425 61317
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Class B on three points, Velsheda is second with five, and Sojana third with seven. In Class C, the majestic 56 m Athos made the most of the bigger breeze to win the day. However, Silencio added a second place to her first day victory to lead overall from Athos and Bolero. And it was a case of trading places in the twoboat Corinthian Class D, Q taking the win today ahead of yesterday’s winner Scorpione of London – as in Class A the two are dead level on points and anticipating tomorrow’s winnertakes-all finale. Once ashore owners, skippers and crews enjoyed the Southern Spars Happy Hour and expended any remaining That said, the close contest in Class A saw all three hard-
competitive energy in the Pendennis Paddle Board Challenge,
charging boats in lockstep around the course. With the final
which was followed by the invitation-only Owners’ Mid-Summer
results the exact opposite of yesterday – Win Win first, ahead of
Barbeque at The St. Regis Mardavall, one of The Superyacht Cup
Saudade and Highland Fling – each yacht sits on four points with
Palma’s main partners.
all to play for in Saturday’s decider. ‘The fact we are all tied on points shows that it is pretty
A dramatic day on Palma Bay saw the final outcome of the 22nd
expecting it though, it is always tight racing with these guys,
Superyacht Cup hanging in the balance until the final moments
always a challenge.’ Taylor added: ‘We are based here, so The
of competition.
Superyacht Cup Palma is a pretty special event for us.’
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Once the spray had settled at the end of the deciding
In the diverse and competitive Class B, the largest class
St. Regis Mardavall Race the overall trophy went narrowly but
at the regatta, Mari-Cha III emerged the winner ahead of Sojana
deservedly to the famous J Class yacht Velsheda after an inspiring
with Ganesha in third place.
performance over the three days of Europe’s largest and longest-
Between the J Class rivals in Class B, the day went again to
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SATURDAY – VELSHEDA TAKES OVERALL VICTORY
close racing,’ said Win Win’s skipper Ryan Taylor. ‘We were
running superyacht regatta.
Velsheda, who finished fourth in the class, with Svea fifth just 14
The venerable Velsheda, built in 1933 and since lovingly
seconds in arrears on corrected time. Overall, Mari-Cha III leads
restored and regularly optimised, took two wins from three
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THE T TH HEE S SU UP PEER PER ERY YA YAC ACHT AC T CUP 20 2018 18
races in Class B to finish level on overall points with the
Going into the finale with all three boats tied on points,
superketch Mari-Cha III, taking the class and the overall
the closest Class A race of the regatta saw Win Win eke out a
Superyacht Cup title on countback. Another well sailed ketch
narrow advantage to take the victory, immaculate boat handling
Sojana finished third overall.
and crisp manoeuvres perhaps the deciding factor. Saudade
‘To be in the mix with all the guys in Class B and to
finished second overall with Highland Fling third.
be able to hold our own was delightful, then to come out top
Bolero won the final race in Class C, but Silencio’s second
overall is completely amazing,’ said Lars Loftus, Velsheda owner’s
place to add to her earlier first and second saw her take the
representative. ‘To be able to come here and race against such
overall class win ahead of Bolero and Athos.
a diverse fleet is really a hats’ off to the ORCsy rating, the way
While the Corinthian Class D – making its first appearance
that they take the information that we give them and how they
at the regatta – were not in contention for the overall Superyacht
rate us shows that they are paying attention. This is a brilliant
Cup trophy, the two yachts involved raced hard, with Q taking the
regatta and the social side is a great complement to what we do
win ahead of Scorpione of London.
out on the water. A lot of the guys have been sailing on Velsheda
Moreover, the skipper of Scorpione of London reckons the
for many years, so to come here and take the old girl out on the
more relaxed non-spinnaker category has a big part to play in the
water and get a win is simply fantastic. An event like this, with
future of the event.
the atmosphere and all the different classes, is really conducive
‘The Corinthian Class is a nice idea to bring new owners into
to getting the owners involved and getting them out on the
this event. It is a great entry level and if we can develop the Corinthian
water and racing these boats. They have obviously got a passion
concept it will build the regatta for years to come,’ said Clive Walker.
for sailing, they are committed to it, and to be able to come out
Event director Kate Branagh summed up the 2018
and do it in an arena like this is brilliant for them.’
Superyacht Cup, saying: ‘Palma Bay delivered again as always, with
Another dazzling day out on the water in the spectacular
some fantastic close racing across a range of classes, followed by
conditions so often delivered on Palma Bay saw other class results
relaxed and friendly times ashore. The owners and crews have had
and individual rivalries settled in the friendly competition that is
a memorable time and we look forward to welcoming many of
such a hallmark of The Superyacht Cup.
them back again next year to the 23rd Superyacht Cup.’
>||
Win Win repeated her Class A winning performance of last year – which itself followed an overall Superyacht Cup win
Contact: www.TheSuperyachtCup.com
in 2016 – after holding off strong challenges from both Saudade
Contact: mkurtz@pantaenius.com
and Highland Fling.
2019 EVENT: 20th – 23rd June
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GLORIOUS GREECE
FROM THE MAGNIFICENT FIVE BY ROSEMARY PAVLATOU
NSTEAD OF WRITING ABOUT MY VISION OF GREECE I
talk to these five very experienced captains who, between them,
thought it would be interesting to offer a platform to a group
have explored almost every corner of the country and to find out
of experienced captains and to hear what their thoughts might
what keeps them, and their guests, coming back for more.
be. To accomplish this I have taken a scientifically selected sample of five captains, basically good friends of mine, who cruise Greece
CPT. SEAN WRIGLEY
almost every year and have great experience throughout the
Sean’s reasons for liking Greece include that ‘it is such a big place
Islands. I asked each of them over lunch to share their opinions
that is steeped in history and has outstanding food. Perhaps
and knowledge, as in the inimitable style of Desert Island Discs,
Greece is not big in area but is has huge diversity and hundreds
and to tell me about their Greek experiences.
of islands to choose from and there are options for a taste of city
Cruising any area is a challenge as a true Captain must strive to give his guests the best possible experience possible,
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life if people want to experience that too. It is so beautiful and the seas are so clear.’
that is what they are expecting, and when, as in Greece, there are
For guests it is important that Greece feels so safe to
so many magical and different things on offer, it is in everyone’s
explore and because of that they can relax so much more than
interest to arrange to experience only the very best. Even those
they might elsewhere. The Turquoise waters of the Ionian are
who know the area well will have their own views on what those
stunning. Corfu and Paxos as well as Cephalonia in the south are
‘best’ places are as you will read below. It was a great pleasure to
particular favourites.
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GLORIOUS GREECE
ABOVE: THE ICONIC CORINTH CANAL PREVIOUS SPREAD: SYMI
Next Sean mentioned Rhodes which he says ‘Has everything. Very importantly it has good international connections
clients anywhere else in the world. The story of the building of the canal is literally etched into the walls that line it.’
with commercial flights and also the airport offers a great service
The one downside that Sean could think of was the wind
to private planes. There is a wide range of entertainment for crew
in high summer. The Aegean can be very affected but the solution,
and guests to enjoy and also Rhodes is a place of huge historical
according to him, is either the Ionian or the Dodecanese which
interest. It is also a great place for crew when they have any down
are both more sheltered, saving the Aegean for early or late
time, which is not that often on a busy boat, it’s great to have
season. However, he did point out that wherever you are, because
somewhere that when they get time off they can enjoy it.’
of the many islands, there is always a safe-haven not far away,
Symi is however Sean’s favourite place in Greece. Nothing
whatever the weather.
can beat, according to him, tying up to the rocks in one of Symi’s all-embracing bays with their sheer, enfolding rock walls. Often
CPT. BOB KERCHER
with a small beach at its head, these bays offer total privacy
Greece has a timeless quality that is compulsive and each time
and isolation which lends a serenity to all onboard. Some water
I return I feel, in some indefinable way, that I am coming home
sports, lovely food and Greek sun! Symi town is quaint and simple
and in the way that a home feels secure, that everything will be
offering great privacy. Who could ask for more? For those seeking
ok, that I am in safe hands, that is what Greece feels like. Greece
a quiet, laid-back time; nothing much, is the answer.
has an enduring quality, it has endured for so long and through
Sean did also mention the wonder that is the Corinth Canal, which is not strictly a destination, I have included that too!
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so much that there is a pervading sense that it can and will endure, whatever.
‘It is a wonder of the world! It is very beautiful and very
There are logistical and bureaucratic challenges of course
special, transiting the canal is an unforgettable experience for
but there is never a negative feeling in Greece. Infrastructure
anybody and such an impressive sight, clients always react
and support are improving all the time and we can always get
positively to it. There are very few other similar experiences for
anything we need done, sometimes you just have to be more
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Other places he loves, but could not pick just one from the list, include: Samothraki, Sifnos and Serifos, Monemvassia, Fiscardo in Cephalonia, Pithagoron in Samos and Galaxidi. Bob loves Greek food and specifically octopus which he maintains is cooked better in Greece than anywhere else in the world! CPT. PHIL WORSLEY The great thing about Greece is the clarity of the water. It is a joy after that of other Mediterranean areas. Greece is a beautiful country where we find great food and very good wine, yes Greek wine is good. The bays, the greenery and the great beaches are all favourites with our guests and of course, the history of the place, which is everywhere. TOP: HYDRA
creative and adaptable. There is nothing lacking in Greece;
Phil’s favourite islands:
nothing missing.
Corfu is such a green island with lots to do. Rhodes because it
ABOVE: FISCARDO, CEPAHLONIA OPPOSITE PAGE: VIEW FROM THE UPPER TOWN (UPPER CASTLE), OF MONEMVASIA
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feels like home. Symi which has such character in the small town and good anchorages outside the town.
Bob’s favourite islands are: Symi for its tranquility. Symi town is authentic in a way so few are, it has not been sanitised like so many other places in the world
CPT. DAVID RICHARDSON
have been. It is a glorious small town with little accommodation
His favourite area is the Ionian, lush green, sandy beaches and
for yachts it is true, but a real gem.
there are still quite a few places where you will find yourself quite
Hydra is another favourite with the best pistachio ice
alone, specifically on the west coast of Paxos. There may be some
cream in the world for sale! He loves the character of the place
tourist boats during the day but towards the afternoon they will
and the characters, which include Pantelis, who offer help on
leave, to a great sigh, and you will be left in an anchorage, laying
the quayside.
over sand in stunning surroundings.
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GLORIOUS GREECE
Another favourite place of David’s is on the west coast of Lefkas, just north of Sapho’s leap where there is a long
be one. The positives are many including the food, some of the best wine in the world and the friendly people.
sandy beach with sandstone cliffs. It is, however, sadly a fairweather anchorage.
Ben’s favourite islands are:
On Cephalonia, south of Assos after Myrtos Beach there is
Corfu especially Agni Taverna. This beautiful green island with
‘a funky little anchorage’ Ag. Kiriakis, with a wonderful taverna at
many great anchorages in the area offers great hospitality and is
the head of the bay.
the ideal embarkation and disembarkation port.
Galaxidi, a lovely little village is a gorgeous stop and is
Monemvassia where else can you sit within byzantine
very convenient for visiting Dephi. It hasn’t changed in 30 years.
walls and enjoy the sensational view as you can from Kanoni
It is not off the beaten track and has seen some improvements
restaurant? A wonderful setting hard to challenge.
over the years but not changes that have altered the essential
Hydra is an altogether beautiful island which is quiet in the morning and in the evening when day trippers leave. There are no
character of the place. It is a safe anchorage with generally safe waters and water sports, sailing etc. going on for guests to enjoy. Symi in the Dodecanese is undoubtedly busier now than a
cars, lovely boutiques, shops, lots of local art and good restaurants and this is a place to pay homage to Leonard Cohen! Finally, to paraphrase, Hydra is out of the wind!
few years ago but it is still a very attractive place to visit. Pedi Bay
As you can see there are some out and out winners here
is rather small for some of the large yachts of today but is lovely
in terms of islands, which actually was surprising to me. What
if you fit. Nanou Bay is one of the most stunning anchorages you
was very interesting was how all of the captains appreciated the
could visit which only ever has a few people on the beach during
timelessness of Greece, they valued the unchanging quality of
the day, these are collected by ferry in the afternoon after which
many of the places they have visited for years and the security
you have the bay to yourself!
that seems to bring.
Leros Island & Pantelis Bay – the town of Leros and the bay are quiet and beautiful places to visit.
It was touching to hear the warmth with which they all spoke of their time cruising in Greece.
Starting a charter outside Greece is such a dismal way to
This article was great fun to write and I do thank those
start with none of the joy of Greece which is a shame for guests.
five captains, who took the time to help me and to share their favourite places with us all.
>||
CPT. BEN MARSHALL Negatives are very few. Perhaps the lack of marina berths might
Contact: Rosemary@A1yachting.com
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PALMA DE MALLORCA
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Photo © Claire Matches - clairematches.com
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SUPPLEMENT AUTUMN / WINTER 2018
The voice of international yacht crew since 1991
#environmentalisminyachting
The PYA’s mission is to represent the interests of Professional Yacht Personnel and to encourage and maintain the highest professional standards
www.pya.org
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Yachting Matters Magazine 35
AU S T R A L I A • G I B R A LTA R • G R E E C E ISL E O F M AN • ITALY • M ALTA MO N TEN EG RO • N EW ZEAL AN D • PAL M A R HO DES • SO UTH AF RICA • SPAIN S T M A A RT EN • THE M AL DIVES • TURKEY • UK • USA
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Letter from the PYA
Carey Secrett, Marketing and Development Manager
THE VOICE OF YACHT CREW Since it was formed in 1991, one of the purposes of the PYA has
stopped issuing plastic PYA membership cards. If you do want one,
always been to act as ‘The Voice’ of professional yacht crew. As the
we CAN still make you one, but as you don’t actually need a physical
only organisation that exclusively represents international yacht
card to enjoy all the benefits of PYA membership, we decided to stop
crew and the yachting industry, the PYA is in a position to be able to
providing them as standard every year. We have reduced the amount
listen to the crew and put their interests forward to administrations
of paper we use by moving to scanned certificates as opposed to
and wider audiences.
photocopies. The girls in the Antibes office have stopped buying
My choice of cover image for this supplement leads on to a
bottled water and have all invested in matching (sparkly) re-usable
particular example of exactly why it is important for the crew to have
bottles for our desks. These are all small steps, but every little helps,
an association to reach out to in this way.
no matter the size of your yacht or company.
Earlier this year, I was contacted by an Officer on-board a large
You will see from the environmental guidance suggestions I
yacht in Antibes, asking me, in my capacity as a PYA Manager for
have written on page 128 that all crew, regardless of their role on-board
help to raise awareness about an issue he felt passionately about. His
can start changing some of their day to day behaviour to become that
email read as follows:
bit more ‘green’. Some crews, such as that of M/Y Slipstream, have
‘I thought you and the PYA might be able to help me with this as
not only adopted ecologically friendly practices, but have got involved
you can branch out easily to the yachting community. How would you
with humanitarian aid work. Read about the amazing efforts from
go about changing the mind-set of crew on their responsibilities towards
M/Y Slipstream and the Yachts du Coeur awards on page 130. We
environment protection and its respect when the common response is “why
would love to hear from other crew undertaking similar initiatives.
do you give a sh*t about the environment when you work on a yacht?”. I
The sheer volume of marine traffic in our seas continues to
can keep throwing my two cents into the different social forums, perhaps
drive the problem of plastic in the ocean. However there are some
create an environmentally aware group of yachties (which will probably
places left in the world where you can cruise whilst enjoying empty
only reach friends and family) but I thought a bigger organisation such as
waters. You may not have realised it is now possible to take many
the PYA could have a far greater impact if they too felt an obligation for
yachts to ‘the last frontier of yachting’, the Northern Passage. Read
the need to push this change of mind-set across the board.’
about this unique, magnificent yachting experience on page 134.
As it happened, his email came at a time when the PYA
However, sadly even this remote corner of our oceans has not been
had already put addressing environmentalism in yachting onto our
left alone from environmental damage. Earlier this year, scientists
objective list for the year. However, receiving a dedicated plea for help
discovered record levels of plastic in the Arctic sea. Up to 12,000
from a concerned crewmember gave the initiative to get going with an
pieces of microplastic particles were found per litre of sea ice in core
action plan.
samples taken from five regions on trips to the Arctic Ocean – as
As a first step, we have launched an industry survey on
many as three times higher than levels in previous studies. If waters
environmentalism in yachting. We want to get an idea of attitudes,
as unchartered as these have shown such shocking levels of pollution,
on-board behaviours, obstacles to being environmentally friendly,
what damage have we done to the seas frequented by Superyachts?
facilities (or lack thereof) in marinas around the world, ideas for
With a strong theme of environmentalism running through this
positive change etc. This will give us the grounds to be able to see
PYA magazine, I hope that you will join me in getting some momentum
where we need to focus our attention – lobbying certain marinas for
going for the #environmentalisminyachting movement.
better waste management systems, training in certain areas etc.
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The PYA will do whatever it can to help increase awareness, change
Internally at the PYA, we have started making some positive
attitudes and amend regulation to make this a more environmentally-
environmental changes to our office procedures. Those of you who
friendly industry. We are partnering with various companies with the
have been members for a while may have noticed that we have
same goals, and together hope to make lasting positive change.
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It really is time that the yachting industry wakes up to
some clear answers, we finally received official clarification on
the fact that we all need to start doing our bit for the planet
some of the ambiguities. The result of continued pressure from the
and the ocean.
yachting industry!
So you see that one crewmember reaching out to us has started
Cyber Security has been a buzzword in yachting for the
a chain of events which will hopefully make a lasting impact and raise
past 18 months or so. The PYA hosted an interesting panel discussion
awareness across the industry. If YOU have an opinion on something
at our 2017 PYA Sea Changes Forum at the Monaco Yacht Show,
you feel strongly about in yachting, please do reach out to the PYA, the
and since then it seems to have been on the agenda for every
voice of professional yacht crew. We will try and get you heard!
seminar I have attended! At the Yachting Cluster meeting held in Monaco in June, a discussion on cyber security ended in one of
PYA SEA CHANGES FORUM, MONACO YACHT SHOW
the panellists saying that the increase of awareness of the threat has
Environmentalism in yachting will be one of the topics addressed at
inevitably ended up in a surge of training being offered. Of course
our Sea Changes Forum at the Monaco Yacht Show on Thursday
education on this relatively new topic is essential, but this panellist's
27th September. We will also be taking on the difficult topic of
concern was that there needs to be some control over the training.
sexual harassment in yachting (see page 140 for further details on
The PYA has expressed that it would be prepared to work with
this) as well as providing you with all the key updates on regulation,
the top cyber security companies to develop a standardised,
certification etc. A link to register for the seminar will be advertised in
Superyacht-specific course covering all the key topics for Captains
the summer. Save the date - this event is always fully booked!
and crew. Training schools could then apply to become accredited to teach the course. This would ensure that the crew member
IN OTHER NEWS
could be confident that the school had met the standards of the PYA
2018 has so far been yet another busy year at the PYA. Our
and that their syllabus covered, at a bare minimum, the content that had
membership is now at the highest number ever reached in the history
been prepared in conjunction with a range of experts chosen by the PYA.
of the association. As a result, we have been receiving huge volumes of
Delegates of the PYA have been invited to speak or represent
sea service to verify. We don’t mind admitting that it has taken its toll
crew at various industry events so far this year, including the Nautical
and the staff have been flat out with testimonials and Service Record
Institute AGM, Yachting Aftersales and Refit Experience (YARE),
Books. In order to increase efficiency, we have taken on additional
Quaynotes Opportunities in Yachting, the Yacht Qualifying Panel,
team members and we are introducing a digital testimonial which
International Association Of Maritime Institutions Conference and
will make both your life and ours easier. This has a French and Italian
the Superyacht Radio Overboard Show.
version to make it easier for speakers of these languages to understand
As a new membership benefit for 2018, PYA members can now
how to correctly complete it. The aim is to make the process of
apply for complimentary membership of the International Superyacht
recording and submitting your sea time as simple as possible. If delays
Society (usually ¤200 per year). Don’t forget that paying PYA members
in the verification process occur, it is often because testimonials have
also have access to legal defence insurance as part of their membership.
been incorrectly filled in. The digital version will reduce the risk of
You can find out more about these and all the other advantages of joining
errors and facilitate the process for all involved.
the PYA in the membership benefits section of our website.
Along with various other associations, the PYA has
To finish, we’d like to say thank you to all our loyal members.
continued to work behind the scenes on the matter of French
Your support is what enables the PYA to exist and BE the voice of
Social Security. After putting pressure on the government to provide
yacht crew!
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PYA SUPPLEMENT – SPRING / SUMMER 2018
JOIN THE PYA!
from MEOL or Y4 upwards, for interior crew applying for a GUEST
Become a part of the only association to represent yacht crew
an MCA-approved Service Record Book in which the member’s Sea
around the world and benefit from:
Service Testimonials will be recorded after being verified (at no extra
• Sea Service Verification – the MCA requires all sea service for
charge) by the PYA to accurately prove time spent at sea.
CoC, and for anyone else who needs to submit verified Sea Service and qualifications to the MCA. For these members the PYA provides
an NoE or revalidation to have been verified prior to submission
This category is also appropriate for formerly seagoing
to them. If there are any problems with your sea time, the PYA can
members who are now working ashore as managers, superintendents
ensure these are sorted before your application. The PYA has been
etc. and wish to keep their CoC valid.
authorised by the MCA to verify yacht sea service in its Service Record Book since 1994 – no other organisation has this track
ASSOCIATE MEMBER – €75 PER YEAR
record, and as such the PYA Service Record Book is extremely
This category is appropriate for those working at levels that do not
highly regarded by the MCA and in the industry.
require them to have a Service Record Book (SRB) or to have their
• Training Record Book – if you are working towards your OOW
Sea Service Testimonials (SSTs) verified by the PYA. Instead, they
and require an MCA Training Record Book, you can get one free
receive the PYA Crew Work Book, in which they can have their sea
of charge when you join the PYA (usually €30). The PYA will also
time stamped in by their captain. This can be used to show sea time
provide you with advice on how to complete it.
for a Yacht Rating Certificate but cannot be submitted to the MCA.
• Yacht Rating Certificate – if you need a Yacht Rating Certificate at the time of joining (as a Full member only), the PYA will do this
SHOREBASED MEMBER – €75 PER YEAR
for you free of charge (usually €80)
For those who are working in the industry but are not (or are no longer)
• Information – The PYA sends regular news updates to its members, providing accurate, up to date and impartial information on the most important issues in yachting. • Advice – The PYA helps out its members on all sorts of issues, from non-payment of wages to unfair dismissal, regulatory queries to on-board problems and much more. With over 20 elected council members with a wealth of combined yachting experience, the PYA is here to support you at every stage of your career. • Careers guidance – The PYA can assist members looking to advance through their careers with help on certifications, qualifications and transitional arrangements. • Representation – The PYA is the only organisation committed to acting on behalf of professional yacht crew, ensuring that your voice is heard. It regularly seeks feedback from its members and take this to administration level to ensure that the future of the yachting industry reflects those who are actually working on-board. • Legal Defence Insurance – This will pay the legal defence costs, and only legal defence costs, for members of the PYA who have been investigated, charged, arrested or detained at home or abroad while undertaking their professional duties. • Event invitations – Throughout the year, the PYA organises a range of extremely popular educational and social events. PYA members will always receive either free or discounted entry. • Special offers – PYA members benefit from a range of deals offered by its partners.
FULL MEMBER – €175 PER YEAR For those serving at, or working towards, officer level, for engineers
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serving at sea and so do not need an SRB or verification of SSTs.
MEMBERSHIP CATEGORY JOINING FEE ANNUAL MEMBERSHIP FEE
Full Member
Associate Member
Shorebased Member
Nil
Nil
Nil
€175
€75
€75
MCA-APPROVED SERVICE RECORD BOOK SEA SERVICE TESTIMONIAL VERIFICATION SERVICE CREW WORK BOOK TRAINING RECORD BOOK (IF APPLICABLE) YACHT RATING CERTIFICATE (IF APPLICABLE AND ONLY IF REQUESTED UPON JOINING) LEGAL DEFENCE INSURANCE FULL ACCESS TO ONLINE PYA MEMBERS’ AREA ADVICE AND SUPPORT FROM THE PYA RECEIVE PYA PUBLICATIONS PARTICIPATION IN PYA ACTIVITIES/ WORKGROUPS REDUCED / FREE ENTRY TO PYA EVENTS PYA-NEGOTIATED DISCOUNTS AND SPECIAL OFFERS VOTE AT GENERAL MEETINGS
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Are ‘Tree Huggers’ out of their depth in Yachting? by 2nd Officer G.Evans (Msc Environmental Biology)
To answer the question in a word, yes, I guess they are, as you would
working in an industry which is heavy on its diesel consumption and
be hard-pushed to find a luscious green forest bobbing around out
has a large carbon footprint?
at sea.
I for one was brought up having had strong environmental The term ‘Tree Hugger’ has been thrown around on social
values instilled in me from my parents, yet my father had been in
media as a derogatory description of anyone who has dared to voice
yachting since the early 1970’s and has only recently retired. I confess
an opinion on matters such as waste, pollution or destruction of
I find it hard at times to justify the actions that we have to take at the
natural habitats.
requests of our employers whilst working on yachts, but I certainly
However, when you look up a ‘tree hugger’ in the Urban
wouldn’t let the nature of the job get in the way of some good
Dictionary you find that the definition is simply an environmentalist
environmentally conscious practice in my day to day life on board.
or someone who endeavours to protect the environment from
We are after all only employees in a leisure industry.
destruction or pollution.
Is it really hypocritical for the environmentally-conscious
So perhaps my original question should read: “Are environmentalists out of their depth in yachting?”
to also want a well-paying job which offers so much in the way of excitement, life experience and an active work place?
A recent post on one of the Antibes crew discussion groups on
Surely the industry would only benefit if the majority of its
Facebook questioned why companies still feel the need to drop piles of
employees showed respect and understanding for a healthy ecosystem
promotional material on every gangway. These invariably end up in the
and the protection of the natural habitats around us? Where would we
bin as crew either already have access to the content or simply don’t have
go to work if our seas were all invaded by this plastic tide?
enough space for extra pamphlets and magazines in their crew mess. The ensuing debate brought forward two very different sets of opinions.
in the grander scale of protecting the environment. There is a global
On the one side, the idea that crew and companies should take responsibility for cutting down on single use plastics amongst other waste was applauded. The
Let’s not get stuck in a spiral of “what aboutisms” when each and every one of our individual actions can have such a huge impact
second
need for people’s awareness to kick into gear and for everyone to become accountable for their own actions. I applaud and admire the few who try and open our eyes to the
what
little changes that can make this a better place. Perhaps tomorrow we
environmentalists were doing working on yachts in the first place.
school
of
thought
questioned
can wake up and feel that little bit prouder of this special industry that
After all, is it hypocritical to harp on about environmental issues when
we are in.
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Environmental responsibility in yachting – how can you help?
Water borne pollution
by Carey Secrett, PYA CONTRIBUTE TO RESEARCH The PYA has just launched a survey looking at attitudes towards the environment in the yachting industry. We would welcome
Rubbish next to a yacht in Athens - photo credit: Capt Carol Banbrook
your input regarding environmental behaviour on-board, ecoinitiatives for the industry, disposal facilities in different yachting ports, as well as your ideas of ways in which we can all help to reduce environmental damage within the realms of your job onboard. We hope that the information gathered will enable us to take some collective positive action to promote environmental awareness across all areas of yachting. To participate, please go to: www.surveymonkey.com/r/Environment_Yachting The OBSenMER app allows you record any sightings of sea life that you come across in the Mediterranean. Cetaceans, rays, sharks, pelagic fish, turtles and jellyfish are all species groups studied by the program. The app is in French but the data recording is pretty straight forward with a database of pictures included. Contributing sightings allows the research team to build a picture of the state of our seas through their biodiversity.
GET INVOLVED
Organise or get involved with eco initiatives with other crew,
Join environmentally conscious Facebook Groups in the yachting
such as beach clean-ups, debris removal scuba dives etc.
industry for updates on fundraisers, beach-clean events and other
Talk to the port you are in if you are concerned about the lack
positive actions. A few to consider are:
of recycling and disposal facilities. Whilst they may not listen to a
@yachtcrewenvironmentalsociety
lone voice requesting more recycling facilities, if crew from a group
(Barcelona group organising regular beach-clean ups) @ecocrew.me
of yachts continue to express their dissatisfaction, eventually they will begin to listen and take action.
(Raising environmental awareness throughout the super yacht industry)
REDUCE YOUR ENVIRONMENTAL FOOTPRINT ON-BOARD
@ecomerassociation
•
(Promoting respect for our oceans) @y.coclearwater
lights/ appliances can all help to make a difference.
(Committed to reducing the impact of yacht operations) @AsociacionOndine (Balearic Islands Marine Conservation) @missionocean06 (Plastic pollution workshops and research projects for ocean health)
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Be environmentally conscious in your day-to-day life on-board – little things such as not leaving your cabin without switching off
•
Never throw cigarette butts out to sea.
•
Encourage recycling on-board for the crew and guests.
•
Consider switching some of your on-board detergents and other products to ocean-friendly versions. For example, baking soda
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and vinegar are non-toxic and can work wonders as alternatives to hazardous cleaning chemicals. •
Stop providing plastic straws for guests – if they do require straws for their drinks, consider bamboo or other plastic-free alternatives.
•
Where possible, cruise at lower speeds to ensure reduced fuel consumption.
•
When visiting different ports, don’t be tempted to buy items that have harmed marine populations or fragile reefs. Avoid purchasing coral jewellery, tortoise shell clips, sharks teeth etc.
•
Invest in re-usable water bottles for crew and guests to avoid unnecessary plastic waste.
• •
If you see non-disposable rubbish in the sea, remove it when it is
- oral prep for Deck & Engineering orals is our speciality, with a high pass rate on first attempt. • RYA Shorebased Courses • MCA Yacht OOW & Master Modules
Make sure you use appropriate products to break down hazardous
• MCA Y4, Y3 & Y2 Modules
into smaller droplets, making the spill harder to clean up and more
• Master (<200gt, <500gt, <3000gt), OOW <3000gt and Engineering Oral Preparation Courses
toxic to marine life.
• Mini ISM and Technical Management
detergents or dish soap to make a fuel spill disappear as it breaks
Ensure routine hull and engine maintenance and regular checks for leakage.
•
“Home of the original oral preparation course”
possible for you to do so. hydrocarbons such as bilge substance. Never use common
•
An RYA & MCA training provider that undertakes training needs analysis and offers guidance to crew at any level.
Do what you would do on land at sea and invest in LED lights and other energy efficient appliances to reduce fuel consumption.
•
Use biocide-free anti-fouling paint.
•
Only anchor on sand and in authorized areas. Be sure that you do not anchor where there is sea grass. You can use the app Donia to check the type of seabed beneath your vessel.
•
Use mooring buoys rather than anchors whenever possible.
•
Make sure that anchors are cleaned as soon as they are hauled up
• Ship Stores Service (charts, publications, flags etc) We limit class sizes to ensure the student:instructor ratio gives the best possible outcome for your exam and student experience.
Celebrating 20 years in the Yachting Industry
on deck to prevent the spread of invasive species when dropping them in another spot.
REDUCE THE ENVIRONMENTAL FOOTPRINT DURING BUILD OR REFIT Obviously certain amendments on-board are subject to budget. However there are many changes that can be made during build or refit which will help reduce the yacht’s effect on the environment. •
Use refits as an opportunity to update your yacht with the latest sustainable technologies.
•
Apply renewable energy applications (solar, wind, water) for battery recharge and to support navigation, refrigeration and lights equipment.
•
Use electric motors which convert battery power into propulsion.
•
Install a Hybrid Engine (diesel/electric or diesel/wind).
•
Consider fitting trim tabs to the vessel to reduce drag and allow the boat to plane at a lower rpm.
•
If possible, change systems to low-flow showerheads and faucets to save water.
•
Install low energy consumption equipment.
JOHN PERCIVAL MARINE ASSOCIATES (part of Hoylake Sailing School Limited)
Marine House, 86a Market Street, Hoylake, Wirral, Merseyside CH47 3BD. United Kingdom. Tel: +44 (0) 151 632 4000 / +33 (0) 970449543 Skype: johnpercivalmarineassociates purser@hss.ac.uk • Web: www.sailorsworld.co.uk PYAE-mail: SUPPLEMENT / YACHTING MATTERS & THE YACHT OWNER 129 ISSUE 35
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The 2018 ‘Yachts du Coeur Trophy’ – awarded to the crew of Motor Yacht Slipstream by Carey Secrett, PYA On 11th June 2018, I was honoured be invited, on behalf of the PYA, to attend a very special awards ceremony organised by ECO-MER onboard M/Y Slipstream in the port of Cannes. The event was to present the crew of the 60 metre yacht with the prestigious ‘Yachts du Coeur Trophy’, in recognition of the exemplary charitable work they have undertaken to provide assistance and supplies to the hurricane-stricken communities of the Caribbean Islands. The PYA was very happy to support this award.
ABOUT YACHTS DU COEUR Yachts du Coeur is an initiative organised by ECO-MER, a charity established in 2009 with the aim of encouraging a sustainable marine ecology, bringing the sailing community together, and promoting responsible usage of our seas. ECO-MER ran the first Yachts du Coeur event in March 2010. Since then, 22 events have taken place on the French Riviera, with the purpose of collecting food, clothes, linens and other items from yachts to be redistributed to those in need in local communities. The aims of the Yachts du Coeur collections are to provide those who are less fortunate with essential assistance, avoid the excessive wastage that can come from luxury yachts, and bring the
Islands destroyed by Hurricane Irma. Rebecca Williams, a stewardess
yachting industry together as a caring and united community.
on-board, started an Instagram page, calling for help from the local
In 2017, YachtAid Global got involved with the program, enabling the donations collected in France through the Yachts du
yachting community. Soon, the donations starting pouring in, which the Slipstream crew took charge of coordinating.
Coeur events to be sent further afield to those in need. YachtAid
With the addition of more goods donated through Yachts du
Global’s intervention allowed a small benevolent environment in the
Coeur events in the South of France and Italy, the yacht filled up
South of France to expand internationally.
with 38 cubic metres of supplies before crossing the Atlantic. Once
The PYA is delighted to have recently become an official
the vessel reached Dominica, Yachts du Coeur’s partner, Yacht Aid
partner of ECO-MER, and wholeheartedly supports the efforts of
Global, took over to distribute the items locally to help those whose
President Jean-Luc Annone and his hardworking team of volunteers.
homes had been destroyed in the storm. Founded in 2006, YachtAid Global (YAG) organizes the delivery of disaster relief, development
M/Y SLIPSTREAM’S INVOLVEMENT
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and conservation aid to coastal communities worldwide.
In November 2017, the crew of M/Y Slipstream took it upon themselves
The charitable crew then went to the island of Saint Maarten,
to collect donations of carpentry tools and construction materials from
where they actively got involved with humanitarian projects to help
other yachts and local suppliers to deliver to those in need in Caribbean
rebuild the island.
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Stewardess Rebecca Williams who pioneered the Slipstream collections
This is a selfless crew who also donate a percentage of their gratuities every year to a charitable organisation or humanitarian effort, an act of generosity which is highly commendable.
THE YACHTS DU COEUR TROPHY In a special and poignant ceremony, set against the background sound of the traditional AMMAC bagpipe, the Yachts du Coeur Trophy was presented to the yacht, with stewardess Rebecca Williams accepting on behalf of the whole crew. ‘Thank you to [Captains] Phil and Steve for allowing us to do this, and the whole crew. Everybody has been a huge part of it and it has definitely been a huge team effort – not just from this boat but from all the boats who have participated’ said Williams as she was given the trophy by a Commander from the French Navy. The award was designed by artist Sylvie Wohlgemuth, and depicted Ceres, the goddess of nature and abundance, a reference to the environment from Eco-Mer’s president, Jean-Luc Annone. Speaking of the sculpture, he said ‘We hope that this lady will do a lot of good for humanity. Women at sea have their hands on their heart, they don’t like wasting stuff and prefer to give it to poor people in need than throw it away. The first person to contact us about donations is the stewardess. They have a motherly attitude to the boating industry. I cannot think of anyone more symbolic than of the French Navy, the Association de Marins et Marins
Ceres to represent that.’ The awards ceremony was attended by representatives from ECO-MER, YachtAid Global, MYBA, the PYA, veterans
Anciens Combattants de Cannes (AMMAC Cannes) and officials from the city of Cannes.
Slipstream's captains, Phil and Steve with the award
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Photo credit: Mark O'Connell
Human chain at the Yachts du Coeur event
Ending the ceremony, Captain Phil Stevens remarked ‘On
donations of food (non-perishable), clothes and linen. Any help on
behalf of the owner and the crew, it’s a big team effort from our side.
the day to form a human chain to transport items from the yachts
All the crew have been 100% behind it. I feel it probably won’t stop
would be welcomed.
there – we’re enthused to feel we’re doing some small bit of good.’
If you are unable to attend the event but have donations you would like to make to the cause, please contact Jean-Luc Annone at
Long may it continue!
Yachts du Coeur on president@eco-mer.org .
HOW YOU CAN HELP ECO-MER – GET INVOLVED IN THE NEXT ‘YACHTS DU COEUR’ EVENT
BECOME AN EXECUTIVE MEMBER OF ECO-MER / YACHTS DU COEUR
The next Yachts du Coeur event will take place in Port Vauban
Subscribe your organisation to Yachts du Coeur as an executive
Antibes on 13th of October 2018. The charity is looking for
member, and help pay for their Ecological and Humanitarian actions. Company membership costs ¤1,500 per year and goes towards the cost of events, collections, promotion etc. Register at https://www.store.eco-mer.com.
SUPPORT ECO-MER’S CHILDREN’S BOOK, ‘WHERE IS THE SEA URCHIN FAMILY’ Eco-Mer has teamed up with the author Ali Pocene, the illustrator May Glen, & the Scientific Council of Cannes Lerins Islands to create a great children’s story about respecting and protecting our oceans and their wildlife. The book is currently seeking financial backing to enable it to be printed. Check it out, and make a contribution at the following link: www.igg.me/at/sea-urchin-family/
CONTACTS ECO-MER AND YACHTS DU COEUR: www.eco-mer.com | info@eco-mer.org | +33 684 76 84 53
YACHT AID GLOBAL: www.yachtaidglobal.org | info@yachtaidglobal.org | +1 619 630 4626
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The Last Yachting Frontier: Greenland and the Northwest Passage By Matt Jess, Expedition Leader, Complete Expeditions Inc.
Welcome to the land of the midnight sun
Complete Expeditions Inc. specializes in expedition leadership,
stories about the hardy Inuit people who have thrived in this region
ice pilotage, port agency and logistical support for yachts visiting
for thousands of years, the Vikings and the 19th century European
Greenland and the Northwest Passage. ComEx personnel have
explorers who didn’t fare as well. Having been forbidding and
spent over 40 years operating in the Arctic and are licenced guides
inaccessible for centuries, changing ice conditions have now opened
and outfitters in the region.
up the region as a private yacht destination. People daring enough to visit this land of the midnight sun are sure to leave with memories of
www.complete-expeditions.com
a lifetime.
Travel north of 60°, where stunning landscapes and magnificent
AN EXPEDITION NOT A CRUISE: PREPARATION IS KEY
creatures await. This is the land of the polar bear, walrus and narwhal.
• Less than 220 different vessels (including icebreakers) have ever
Cruise between icebergs and experience the wonders of the last yachting frontier. Greenland and the Northwest Passage are rich in
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made a complete transit through the Northwest Passage. • Over the last fifteen years the Passage has become more
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and more accessible to non-ice-strengthened vessels, including
familiar with the region and to make fuel and provisioning
yachts. However, the weather and ice conditions are extremely
arrangements long in advance with an agency that operates locally.
variable from one year to the next and to undertake such an
• A full Passage is approximately a 5000 NM expedition
expedition requires a great amount of flexibility, planning,
from Atlantic to Pacific (or vice-versa) and the region is
preparation and expertise.
sparsely settled. There are fewer than 75,000 people spread along
• Planning should start a minimum of six months before sailing.
the route in a region that has roughly the same square area as the
• The season is short, from late July to early September, and there are
continental US. There is very little infrastructure and what does exist
no guarantees of passage due to the unpredictable ice and weather
is rugged. Rescue and emergency response is very sparse and can be
conditions. From the outset, the owner and crew should be prepared
many hours or days away depending on weather and location. Fresh
that they may not be able to make a full passage if ice conditions
provisions and fuel are a challenge that must be addressed early on
do not allow.
in the planning process and best handled by a local agent.
• It is highly recommended to hire the expertise of an Ice Navigator
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• The Polar Code and related amendments are mandatory under
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AT T E N T I O N C A P TA I N S , P U R S E R S A N D C H I E F S T E W S
OWC FINE WINES OWNERS NIGEL DARBY AND CECILIA LINDSTROM
After 25 years in the wine trade, 15 years of which have been supplying the world’s best yachts with the world’s best wines and spirits, Nigel & CC are proud to announce the formation of their own company – OWC Fine Wines. both SOLAS & MARPOL. The Code requires ships intending to operate in the defined waters of the Antarctic and Arctic to apply for a Polar Ship Certificate. The application process is thorough and meant to provide the master and crew with sufficient information regarding the yacht’s capabilities and limitations in order to support safe operations in these remote, harsh and environmentally sensitive waters. • There are also minimum training requirements for masters and deck officers. A certified Ice Navigator is an essential addition for the voyage. Based on practical experience in Arctic waters the Ice Navigator can advise the master and crew about safe operations. • A local guide or expedition leader is also essential to liaise with the
OWC Fine Wines have access to thousands of of Old and New World wines enabling them to produce bespoke quotations to match any Owner or charter guest’s exact requirements, with a service that is second to none. Available 24/7 – including public holidays Summer – Mediterranean Winter – St. Martin Contact@owcfinewines.com / www.owcfinewines.com T. 0033 (0) 7 83 94 47 37 / T. 0033 (0) 4 93 65 55 62
local communities and develop an itinerary that provides the owner with a safe but most enriching experience. Furthermore, many of the sights of interest are protected areas and only accessible under local permit.
chests and water-maker. • With expert advice, there are many Arctic itineraries that can be custom tailored for your next yachting adventure. Recommended
• Each yacht is unique, but the engineering crew should consider a few modifications such as preheating the intake on the vessel’s sea-
voyages include two weeks along the Greenland coast and a fourweek expedition through the Northwest Passage.
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GREENLAND – THE WORLD’S LARGEST ISLAND
remnants of Viking ruins. Experience why those early explorers called
Immerse yourself in pristine nature.
this place a ‘green land’. Farther north, the capital city, Nuuk, offers
Season: mid June to early September. Greenland offers colourful
a vibrant cosmopolitan hub for shopping and fine dining. And yet
coastal villages, unforgettable glaciers and Viking history. The
even farther north, in spectacular Disko Bay, yachters can visit the
Greenland icecap contains 10% of the world’s fresh water and there
most northern migration grounds of the humpback whale, navigate
are many places to experience the edge of the glacier. On the entire
between towering icebergs, go for a sled dog ride in summer and even
island there are only 16 ports. With such a small population and vast
witness a 100-meter-tall glacier calving into the ocean.
distances, travel is only possible by aircraft or boat (in the summer).
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The Greenlandic villagers are extremely proud and welcoming,
NORTHWEST PASSAGE – THE FABLED ROUTE TO THE ORIENT
excited to introduce visitors to their traditional cuisine, culture
Sail under the midnight sun in the wake of fearless explorers.
and way of life. Southern Greenland is home to sheep farms and
Season: late July to early September. A Northwest Passage is defined
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as a transit between the Atlantic Ocean and the Pacific Ocean through
KEY FACTS ABOUT GREENLAND
the Arctic Archipelago. Sailors have sought this route, across the top
Population: 56,282 Languages: Greenlandic (Kalaallisut) & Danish Currency: Danish Kroner (DKK) 4,000 years of Inuit history and 500 years of Viking history Highlights: glaciers, icebergs, humpback whales, angling Sailing season: June to September
of North America, for centuries. A handful of attempts in the early 20th century were successful, despite being fraught with danger and adversity. With the effects of climate change being seen most dramatically in this part of the world, its isolation has been melting away over the last decade. Learn first-hand how the Inuit have used their traditional knowledge to thrive for thousands of years in this
KEY FACTS ABOUT THE NORTHWEST PASSAGE
unforgiving environment. Encounter exotic wildlife in this vast
Includes parts of the Canadian territories of Nunavut, Northwest Territories, Yukon plus the State of Alaska Population along the route: less than 50,000 Languages: English, French, Inuktitut, Inuinnaqtun, Yupik Currency: Canadian Dollar (CAD) and US Dollar (USD) 4,000 years of Inuit history and European explorer history Highlights: polar bears, walrus, narwhal, beluga whales, angling Sailing season: July to September
wilderness and be awe-inspired. To make the Passage is truly an expedition with unique challenges. There can be no guarantees of transit through the Passage in any given year. The season and conditions are extremely variable, amenities are very sparse and the distances are vast. Your daring will be rewarded with a sense of wonder and a glimpse into one of the last untouched places this planet has to offer.
RESOLUTE BAY GREENLAND (DENMARK)
Baffin Bay POND INLET
Beaufort Sea
RUSSIA
CAMBRIDGE BAY
Chuckchi Sea
Davis Strait
TUKTOYAKTUK
ILULISSAT ARCTIC CIRCLE
NOME
NUUK ALASKA (U.S.)
CANADA Hudson Bay
Bering Sea
Labrador Sea
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Sexual Harassment in Yachting As part of its members' assistance service, the PYA has seen a
Whilst it is true that the majority of the victims were female, it
marked increase over the last couple of years in the number of
is important to recognise that sexual harassment on-board can happen
incidents of sexual harassment reported by crew members.
to either sex, and we received responses from males attesting to this.
Believing that the cases that had been brought to our attention were merely the tip of the iceberg, and in light of the global #metoo
NEXT STEPS
movement of early 2018 which highlighted the widespread prevalence
One of the purposes of this survey was to form the foundations of a
of sexual assault and harassment, the PYA decided to explore the true
support network for crew, giving them a platform to turn to in cases
extent of the problem in the yachting industry.
of sexual harassment.
In order to approach the issue, the PYA launched an industry
The PYA has now set up a working group, with a collection of
survey in March to give crew members a voice (anonymously if desired)
volunteers from various segments of the yachting industry to address
to bring forward their own experiences of sexual harassment in yachting.
the problem.
We were overwhelmed with the number of detailed responses we
Work is underway to put together comprehensive guidance
received. Replies came from a wide range of crew of both sexes, all ages,
for yacht crew, including appropriate procedures for reporting sexual
departments, levels of experience, as well as shore-based professionals.
harassment to the main flag states or DPA, avenues for victim support
A full overview of the results will be presented at the PYA
and counselling, clear advice on a crewmember's rights, the employer's
Sea Changes Seminar at the Monaco Yacht Show, but what is clear
duties to protect crew, ways in which we can start to change attitudes in
from the answers is that this is a widespread problem in yachting,
the industry and other initiatives to make positive change.
with some crew recounting very serious incidents such as rape and
Whilst we are not expecting any overnight change of legislation, the first step is to break down the taboo and give people a voice to talk
extreme physical assaults. Furthermore, as expected, many of the harassment cases were never reported. There were lots of reasons for this - not
about the issue, which, having seen the results of our survey, is clearly a very real one.
wanting to create tensions onboard, worrying about reputational repercussions, feeling ashamed, feeling threatened, not knowing their
HAVE YOUR SAY
rights, or merely not knowing how or where to report the incident to,
Even if you yourself have not been the victim of sexual harassment,
particularly if the perpetrator was in fact the captain or owner.
we would welcome your input to the survey. This invitation is for
Of the cases which were reported, the majority resulted in little or no action being taken on behalf of the victim. Many crew also did not feel that they had access to appropriate help to deal with the matter in the aftermath.
all sexes and departments onboard, as well as shorebased industry professionals. It should take no longer than 10 minutes to complete and can be completed anonymously if desired. The answers you provide in the survey are confidential and whilst information gathered will be used to analyse trends and identify gaps for support and advice,
The range of issues people have recounted focus around several key areas:
names will never be revealed. Thank you in advance for taking the time to complete the
• Assault (rape or sexual assault, coercion, forceful moves etc.)
survey and share it with others in the industry. To complete the survey,
• Inappropriate physical touching from other crew, captain, owners or guests
please go to the following link.
• Commentary (comments of a sexual nature (innuendos) or 'banter' • D i s c r i m i n at i o n
www.surveymonkey.com/r/sexual_harassment_yachting The survey can also be found on the PYA website www.pya.org
aimed at objectifying the recipient) (sexist
discrimination against people
GET INVOLVED
wanting
roles
If you would like to volunteer
in the deck or engineering
and help the PYA workgroup
departments based on their
make positive change for the
gender)
issue of sexual harassment in
to
• Appearance
pursue
(crew
yachting, please contact us on
being
marketing@pya.org.
penalised for weight gain or only being hired for their 'looks')
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Humans: the first line of defence OR an open door to your valuable information?
Are we the weakest link when it comes to cybersecurity? By Tim Parker, Maritime Cyber and Information Security Professional, CyberPrism This is the ‘art’ of sending out large numbers of convincing emails with the aim of getting a user to click on a link or open a file, and the result is that malicious software (or malware) becomes installed on that user’s device. A phishing email is often based on information that you have shared on social media, or may look like an invoice from a supplier that you regularly deal with, meaning it can be very convincing. This is Social Engineering at play. The consequences of a successful cyber-attack, such as a phishing scam, can include: A recent survey by independent satellite communications provider
• Theft of confidential business data
NSSL Global has revealed that although crewmembers understand
• Ransom demand for stolen compromising photos or return of
that they are partially responsible for maintaining cyber security
encrypted data
on board their vessels, an astonishing 84% claim they have received
• Interference with navigation systems
limited or no cyber security training from their employers.
• Monitoring and interference with crew’s social media (Facebook, etc)
Couple this lack of training, and therefore awareness, with the fact that approximately 90% of successful cyber-attacks have a human
• Loss of control of key vessel operating functions • Communication systems compromised
element to them, and it becomes clear that every crew member has a critical role to play in the cyber protection or hygiene of a vessel.
EDUCATION MATTERS Part of the defence is technical; making sure your system is up to date,
IF IT’S TOO GOOD TO BE TRUE…
making regular backups, installing operating system updates, having
The threat of cyber-attack is varied and constantly changing; it
anti-virus software and other technical barriers. The remainder of
ranges from the highly sophisticated to remarkably simple, from
the answer is to do with people and their awareness, which means
specifically targeted to completely random, from intentional to
education and a continuing flow of awareness messages are needed.
accidental; the common strand is generally that the person behind
Yet this education must be personal to the individual. It really has
the threat wants some information that you are connected to.
to mean something to crewmembers to make sure that the message
However, increasingly the impact is financial and is capable of
registers, and so educators must find a way to relate.
causing physical harm or damage.
The choice is yours: on your yacht, humans can either be first
Our world is becoming more and more connected; we are
line of defence or an open door to your valuable information. Though
generating online content at an ever-increasing rate and as a result
not every cyber weakness will lead to an attack, you never know which
the traditional boundaries that kept us safe are blurring or even
slip up could cost your yacht millions. It is always best to be prepared.
disappearing. This is not going to change anytime soon, but it is
Education is the solution.
imperative that as individuals we understand better what is happening around us and maintain a level of awareness. It is an old adage, but one that holds its value in the modern world – if it’s too good to be true.
Cyberprism provide integrated cyber security solutions in the
PHISHING SCAMS
maritime and private wealth
We don’t want to delve too deep into the details of threats and
protection sectors.
techniques here, however as an example, let us consider Phishing.
www.cyberprism.net
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Cyber Security Training
As the risk of cyber security attacks in our day to day lives increases,
everything they should know to prevent themselves, the vessel and the
the yachting industry has recognised that it needs to take action to
guest from cyber-attacks. By offering an ‘across-the-board’ approved
protect against this threat.
course which schools around the world could teach if they meet the
We have seen a rise in the number of companies offering cyber
accreditation criteria, it would make the process of choosing the right
security protection to yachts, but as the previous article points out, it
course easier for the crew member. Standardised, regulated education
is imperative that we also take steps to educate captains and their crew
would mean that all schools will have to meet minimum requirements
to employ best-practice ‘cyber hygiene’ on-board.
in terms of content and quality, and the crew member could be
The MCA has indicated that they could be prepared to create a new non-mandatory STCW Certificate of Competency for ElectroTechnical maintainers working specifically on Superyachts, which would cover Cyber-Security as an element.
confident in the value of their training investment. We will be reaching out to crew for their opinions on this. In the meantime, there are various Cyber Security training courses available to crew.
However, even crew for whom such a CoC would not be relevant should have some form of Cyber Security training. As training
Recommended Cyber Security Training currently available:
providers are starting to fill the gaps with Cyber Security courses, the PYA would like to ensure that the training that is being introduced is fit
CYBER PRISM MARITIME
for purpose to yachting, and that the crew member can invest in cyber
www.cyberprism.net
training knowing that it has real value for their career.
The training is comprised of two new courses which are
If there is demand for it from the industry, the PYA has
being co-delivered with the Warsash Maritime Academy; the
expressed that it would be prepared to work with the top cyber
Cyber Security Foundation Course and the Cyber Security
security providers to develop a standardised, non-mandatory
Principles Course.
training course developed specifically for Superyacht crew, covering
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The Cyber Security Foundation Course is designed to
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address the problem of individual awareness and develop a person’s
The cyber security training aims to meet the three fundamental
understanding of the cyber threat, common attacks and simple
and necessary outcomes:
mitigation measures that they can use, including safe use of social
• A land and sea-based leadership that understands how cyber threats
media. The course has been specifically written for the maritime
relate to operational risk, sets the right organisational culture and
community and draws on relevant examples and events to illustrate
invests proportionately;
the key points and ensure a greater understanding. The Foundation
• A land and sea-based workforce and supply chain that applies an
course is available as part of the Warsash Maritime Academy
understanding of the threat to the behaviours and responsibilities of
programme. An abbreviated online e-learning course is also available, which takes between one and two hours. A customised version can also be delivered on-board the vessel. The Cyber Security Principles Course is intended for
their day to day jobs; • A technical workforce that operates on board the yacht securely and effectively and can protect from, prevent, prepare for and respond to hostile cyber activity.
Captains, First Officers and ETOs, to help them understand the
The training is designed to clearly allow companies to
risks to their vessel, explain the baseline steps they should be taking
normalise the Cyber Threat and manage cyber risks alongside every
to mitigate the cyber threat for their vessel and undertake a simple
other risk the Superyacht Industry faces.
assessment process. The Principles course is only available as a face
The Executive Cyber Awareness Course is GCHQ Certified,
to face offering, which takes two hours and can be tailored to address
and can be totally bespoke to the client’s needs, location or timeframe.
each vessel’s specific concerns.
The course shows the Captain, Yacht Manager or owner how Cyber
This course recognises that the range of systems on-board your
Security issues apply to the top-level environment in which they
vessel which could be affected by a cyber incident consist not just
operate, covering the business, reputational, financial and personal
of Information Technology (generally the user facing computers and
risks. This includes developing an approach to ensure what appropriate
systems), but also include Operational Technology (the systems which
investment plans are proportionate and what the RoI will be.
control how the vessel functions and operates safely). By addressing
The Cyber Security Awareness Course is a one-day GCHQ
potential weaknesses which can affect both IT and OT systems, the
Certified course aimed at crew members and land-based supporting
training helps makes the crew aware of possible cyber-attacks and
staff. It provides a thorough understanding of cyber security as well
provides guidelines on how to help prevent them.
as how to identify and mitigate against the associated threats and develop effective strategies against them.
HALYCON SUPERYACHT SECURITY
Halycon also run a number of GCHQ Certified courses, varying
www.halcyonyachtsecurity.com
in length and focus, which allow a Captain, Yacht Manager and ETO,
Halcyon Superyacht Security (in conjunction with their sister
between them, to understand and actively manage the Cyber Risks
company PGI Cyber Security) run several GCHQ-certified
faced on board. Topics include understanding the techniques employed
Cyber Security Courses. These are aimed at everyone in the
by real world attackers, policy and procedure writing, information
Superyacht Industry, from Captains, Crew and Yacht managers
security management, and preventing, identifying and responding to
through to the associated supply chain.
suspicious activity on the on-board systems.
www.superyachtcaptains.com Over 1550 Professional Captains benefit from this private & professional shared knowledge base. SYC is private & free to join (after approval of membership) Only professional Captains need apply. To apply for membership go to www.SuperyachtCaptains.com
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Your thoughts on a ETO Yacht CoC
the industry, with a further 44% saying that it would be very useful. In terms of the vessels that respondents work on, 7% were over 3000 GT, 38% were under 3000 GT and 52% were under 500GT. 89% worked with engines under 9000 KW.
The MCA have indicated that they could be prepared to create
Interestingly, when asked if anybody on-board was currently
a new STCW Certificate of Competency for Electro-Technical
acting as de facto ETO, even though they have no formal qualification
maintainers working specifically on Superyachts. This new CoC
and it is not their job title, 57% responded that this was the case.
would NOT be mandatory but it would allow yachts to use the title 'ET Technician (Yacht)'. Under STCW, crew employed as 'Electro
Regarding recruitment, 62% said they would be more likely to employ a candidate who held an MCA ETO qualification.
Technical Rating' must be trained and qualified in that role. The qualification would be based on the existing MCA 'ET
CONTENT
Rating' Certificate of Competency and would not assume any prior
Many topics were deemed to be important to include in such a
knowledge. The syllabus would be based on the minimum required
qualification, and the input from the survey will be very useful in
for the MCA ET Rating CoC, plus additional modules adapted for
shaping a syllabus that is relevant should this qualification go ahead.
the needs of Superyachts. We reached out to the industry to gain feedback on
Suggestions included:
YOUR thoughts on the proposed qualification, and can now share
Music / Video Entertainment Systems; TV Systems; PLC Controls;
with you some results.
Computer Networking Problems; Broadband Access; Electrical Power and Distribution; Auxiliary Systems (e.g. steering / stabilisers),
ETO COC SURVEY RESULTS
Cyber Security; Navigation Communications Systems; Radio
84% of respondents were yacht crew, with the remainder being made
Communications; Satellite Communications; Security Systems;
up of shorebased professionals. Out of the crew who answered, 29%
Automation systems controlling lighting, temperature, curtains,
were captains, 27% were Chief Engineers, 6% were Chief Officers,
doors, audio-visual systems, tv-lifts, projectors etc.; VSAT/TVRO;
13% were ETOs and the rest were other positions on-board.
Battery Bank Management; Telephony (PABX); HVAC.
Of those questioned, 80% thought that an MCA Electro Technical Technician (Yacht) CoC is a good idea. Of those in favour
If you would like to add your input to the survey, please do so at
of the CoC, 17% stressed they felt it was an essential qualification for
https://www.surveymonkey.com/r/ETO-COC
THE TRAINING RECORD BOOK (TRB) – YOUR GUIDE Tips from the PYA on how to correctly complete the Training Record Book for your OOW application The Training Record Book is part of the qualification requirements for Yacht Ratings and OOW (Y) candidates. It must be presented to the examiner when you sit your oral examination. Exemption is given to OOW (Y) candidates who have 1095 (36 months) actual days at sea on vessels over 24 meters. In order to ensure you complete it correctly, follow these tips and guidance.
which means you MUST keep track of when you are completing the tasks and assessments even if your captain can’t sign it at the time. We advise you to make regular personal notes in your book in pencil including the date. Then when you present your book to the Captain for signing, you’ll have details of what you accomplished, when and where. • All sections MUST be completed over a minimum of 12 months yacht service. Do not try to rush through it in less time than that - it will be rejected. • Become familiar with all the tasks and assessments – this will help those who are training you. • Get your Training Record Book signed off and stamped for
GENERAL TIPS
inspection and endorsement:
• The TRB can be downloaded from the MCA website. PYA members can also get a printed and bound copy free of charge. • The MCA will expect your TRB to be completed in ‘real time’
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– upon joining the vessel – at regular intervals whilst on-board – upon leaving the vessel
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• Some tasks might not be relevant to your vessel but you must research and enter something in each section.
• Make sure you list each day that you have left port and returned – it is not unusual to have a lot of day trips.
• You DO need to complete the Yacht Rating Section, even if you
• Remember to total up each page and check against the days of
already hold the Yachtmaster CoC. However you are exempt if you
service declared on your testimonial. For the MCA’s purposes, a
already hold the Yacht Rating Certificate.
month is always counted as 30 days.
• If you are not on a ‘Sailing Yacht’, you are exempt from the Master’s inspection of this Training Record Book
‘Sailing section’. • Prior to leaving any vessel, you should obtain a Sea Service
Ensure that the Captain provides you with comments at regular
Testimonial from the Master attesting the time served on board,
intervals in this section. These should aim to encourage you as well
including actual days at sea. Before submitting these to the MCA to
as identify areas where skills or abilities could be improved. The
show sea service for a CoC or revalidation, they will need to have
comments should not refer to your character.
been verified by the PYA or other official verifying body. Unlimited Sea service verification is included in full PYA membership.
Sea Service Testimonial • The Master, Management Company or Employer should issue you
SELF-ASSESSING THE TRB
with a Sea Service Testimonial attesting the time served on board
• You can self-assess the TRB if you are signed on as the Captain on a vessel, and hold a valid CoC – such as Yachtmaster Offshore or Master 200gt.
including the amount of sea service completed. • You should obtain a testimonial for each vessel you have ever been employed with, however in your TRB, you should only include
• You will need to get a letter from the Owner or Managing company confirming your employed position on-board. • You will need to provide a statement to say you are the most qualified crew member on-board.
testimonials which cover the period of time you have been working on your Training Record Book. Although it is likely that you will have additional sea service testimonials from before starting your TRB, these should not be included in the TRB. The additional testimonials will feature in your Service Record Book that you present to the MCA.
TRB SECTION BY SECTION GUIDE Personal Details
Familiarisation Training, Parts 1,2 and 3
Ensure that all personal details are completed, with your current
• Your Captain should take the necessary steps to ensure that before
mobile number and address. You MUST check that the start date
you (or any other seafarer) are assigned on-board duties, you should
corresponds to the first date of entry and NOT when you bought the book. We suggest you fill this page out last, so as to ensure current
receive familiarisation training. • You should be given an induction briefing including information
details apply.
and guidance on how your on-board training is to be integrated into
List of Requirements
the working schedule of the vessel. This induction should emphasise
This is a list of your personal certificate details. You are required to
the importance and relevance of the various assignments and tasks
list where and when you did each module, as well as date of issue and
that you will be required to undertake, particularly with regard to
expiry date (if applicable).
safe working practices and protection of the marine environment. • You should make it your priority in the first few days of joining a
Details of the Officers
vessel to complete the Familiarisation training sections of your TRB,
Ensure that every Officer / Master who signs the tasks in your TRB
including the Ship’s Particulars.
has filled in their details, including details of the CoC held, position and signature.
• Ensure that you have completed a Ship’s Particulars page for EACH yacht you have entered in your TRB.
Service Record
Tasks and Assignments
List ONLY the vessels you have been employed with during completion
• You must read, understand and perform the range of tasks,
of your Training Record Book. Don’t back date to include vessels you
assignments and duties that have been set out for you by the MCA.
were employed on before starting the tasks and assignments.
• This section of your training takes time and good knowledge of the required tasks and assignments – don’t rush it.
Sea Service Record
• Under the direction of your Captain (or any other officer who
• Ensure that you have filled out each day at sea from when you started working on your TRB.
is authorised to sign your book) you should work through each component until a satisfactory standard of proficiency has been
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achieved and they are happy to attest that. • The dates and signatures need to be completed in “real time”. So if your captain cannot sign at the time, it is up to YOU to keep a record of what you have completed and when. • It is important that you are given adequate opportunity for supervised bridge and watch-keeping experience, particularly in the later stages of your on-board training period. • The assignments and tasks are carried out either by giving an oral report (with notes if required) or by a practical demonstration, to the satisfaction of the assessing officer. Remember this is YOUR personal diary of YOUR training which YOU are responsible for! For some, the completion of the Training Record Book is a whole new world of learning and training. For others it’s a matter of filling in a few gaps of knowledge in order to further an already colourful career. Whatever it is, the most important reasons for the TRB are learning, sharing knowledge, mentoring and above all safety at sea. If you have any questions about the TRB, the PYA team can assist you. Join online at www.pya.org today!
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Updates to the GUEST program By Joey Meen GUEST CEO Lynne Edwards PYA Director of Interior Training Kim Woodey PYA Council 2018 has seen a record number of students completing the various
for learning. The GUEST Program is no different in that regard,
levels of training through the GUEST Program, as well as an
however as GUEST continues to develop, it draws on representation
increase in applications for the GUEST Certificates of Competency.
from the sector, enabling it to evolve to accommodate training
With the number of approved Training Providers worldwide
cultures for yacht crew. With this in mind, the GUEST Program seeks
now reaching 26, coupled with the cumulative interest from all levels
feedback from both students and trainers annually, in order to review
of crew in developing their skills through the formal training routes
the module specifications, criteria and assessments and continually
offered, it is no wonder that the GUEST Program, 5 years after its
strive for improvement of the crew training. As an example, over
inception, has become so well-regarded within the yachting sector.
the last 12 months the modules have been updated to ‘bite sized’
Following the 2017 PYA Sea Changes event, where the PYA
assessments, with an emphasis on practical work instead of hours of
made an announcement regarding its intention to ask the most
written exam papers. This is proving to work well for students who
prominent industry bodies to take over the directive of the GUEST
not only find it easier to attend shorter modules, but are finding the
entity, the International Association of Maritime Institutes (IAMI)
learning hours more constructive. The Trainers have found they can
have accepted the proposal from PYA to investigate moving the
focus more on the learning outcomes required for particular on-board
operations and management of the GUEST program from PYA to
roles. The change in management of the GUEST program from PYA
IAMI by the Autumn of 2018. The background to this initiative is the decision that GUEST
to IAMI will also allow work to be undertaken to establish educational
and the wider provision of hospitality training in the maritime
equivalences between the GUEST modules and other business sectors
context has now grown to the point that the industry needs a
who require trained hospitality staff e.g. other maritime sectors, hotels,
hospitality standards authority free from sectorial interest to manage
and executive aviation. This will give greater return on investment for
the accreditation and delivery of approved training schemes in this
the individual paying for the training modules. The GUEST Program has recently concentrated on other
specialised area. The PYA (Governance), GUEST Executive (Guidance),
departments within the interior, specifically the Purser and the Galley
Askjoey (Administrator & Operations) and SEA-ID (Certificate
Departments. The GUEST Purser CoC is in development, offering
platform) have successfully brought the management and concept
a structured training program that will cover the fundamental aspects
of GUEST interior training to fruition over the years. However, PYA
needed to fulfil the growing number of Purser positions. This will
as a yacht crew association is no longer the right organisation to take
provide further opportunities for students either wanting to transition
this forward, as it needs to be managed by an organisation that covers
from Chief Stew to Purser, or coming with relevant experience from
all maritime sectors and who has international credentials in maritime
land based sectors. In 2010 the PYA compiled a Kitchen to Galley course which
education and training. By handing the operations and control of the GUEST
has now been restructured for the budding land-based chefs and
Program over to IAMI (renowned in our sector for the management
cooks looking to gain positions on-board yachts. For those used to
of the Yacht Deck and Engineering exams on behalf of the MCA),
working within big teams in busy restaurants, transitioning to working
the GUEST Program will have the opportunity for positive growth
within a very different environment in a small team or employed
and support by all the Maritime Educators and Regulators who are
as sole chefs working in a galley on-board can be daunting. So the
members of IAMI.
GUEST Program, with a team of professionals, redesigned the
The topics of Training and Assessment processes within yachting for the Deck and Engineering departments have always been
training program to cover a well-structured, well rounded education to enable a smooth transition from land to sea.
contentious. Where other education institutions offer funding, student
Please go to the GUEST website for further information about
loans and longer training programs, the culture of the Yachting sector
the training or to be part of the program. If you have any questions
means that CPD and career progression tend to require personal
or feedback on the training available, we would welcome your input.
investment from individuals, and crew are faced with time constraints
www.guest-program.com
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French Social International Crew Security Clarification Awards by ACREW, October 13th
In June, the French authorities provided official clarification regarding social security payments for yacht crew.
The document, provided in French and English, answered the
question of how French residency is determined (more than 6 months
This October will see the very first ‘International Crew Awards’
in total during a 12 month period), and also specified that time spent
introduced to the South of France. Hosted by ACREW, this is the
in the shipyard does not count towards the days you have spent in
only impartial Awards programme open to all Captains and Crew
France / French waters.
in the Superyacht sector.
It also confirmed that you do not need to subscribe to ENIM if you can show that you have suitable equivalent insurance from a
The Awards Ceremony will take place near Antibes on 13th October,
different provider in place.
and will bring 300 Captains and Crew together from around the
Please do take the time to read this document which can be
globe to celebrate the very best crew in the business.
downloaded from the PYA website here:
The guest experience is key to the continuation of the yachting
https://www.pya.org/News/French-Social-Security-Clarification.aspx
industry, and providing this lies in the hands of the crew. The hard work, experience, skills and expertise required to excel on-board
The PYA is grateful to the French authorities for providing clear
superyachts deserve official recognition. The Crew Awards have been
explanation and for being receptive to the negotiations from the
developed to reward crew that have proven themselves to be the very
yachting industry.
best at their jobs. The Awards will be both a personal achievement and an industry-wide recognition of professional excellence.
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•
Chief-Stew Crew Award
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Stew Crew Award
•
Purser Crew Award
•
Chef Crew Award
•
Chief Engineer & ETO Crew Award
•
Engineer & ETO Crew Award
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Celebrating our 20 Year Anniversary 148
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The PYA is pleased that ACREW is encouraging yacht crew to take an interest in their own professional development with the introduction of the Crew Awards, and is happy to officially endorse the Awards scheme. For further details, go to www.acrew.com
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Industry Personnel Accounting Chartering
The Diploma in Superyacht Operations is supported by: Professional body
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ENVIRONMENTAL RESPONSIBILITY v PROFESSIONAL YACHT MAINTENANCE: CAN THEY CO-EXIST? BY LAURENCE CAPPEL / PHOTOGRAPHY: COLIN SQUIRE
VER THE LAST 40 YEARS, I HAVE WITNESSED
yacht in the world is 83 m. The impact of our industry is prolific
enormous changes in the yachting industry and its
and profound by many metrics, and much is being written
inseparable counterparts, the world’s navigable
and discussed about the industry’s need for environmental
waterways. I grew up in northern Michigan in the 1970s when
responsibility. At the same time, there is very little discussion
a 50 ft yacht was considered enormous. I saw generations of
about the deliberate and often irresponsible actions taken to
Hatteras Yachts evolve from 53 ft to 86 ft and beyond. The
maintain yachts that have an equally prolific and profound effect
1990s brought an influx of larger Burger and Palmer Johnson
on the yachts themselves. Can environmental responsibility and
Yachts from Wisconsin, each making its maiden voyage to the
professional yacht maintenance co-exist?
yachting ‘promised lands’ of south Florida, the Caribbean, the Mediterranean and beyond.
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Every yacht in the world places a demand on the environment by way of waste and chemical introduction to
Yachts are still growing rapidly in size and number each
the world’s water systems. Exhaust, cleaning, and maintenance
year. It wasn’t that long ago that a 50 m yacht was one of the
chemicals have an undeniable impact on the quality of our
top 100 largest yachts in the world. Today, the 100th largest
world’s navigable waters. These same pollutants also cause
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cumulative
and
irreparable
damage
to
almost every yacht surface. All the while, the environmental and/or chemical culprits for the damage go unrecognised, because the damage is slow, it’s cumulative, and the person evaluating the yacht’s overall appearance changes regularly. An analysis of a yacht’s maintenance program explains a lot. So, let’s look at three of the most prominent examples of yacht surfaces that require regular maintenance…paint, teak, and glass, and how the damage to each of the three surfaces is interrelated. THE BASICS Deck maintenance products consist primarily of acids, alkali, surfactant/detergent, and solvent chemicals. Acids are solutions with a pH of less than 7.0. Acids are effective for descaling tasks and brightening teak. Acids also lower the pH level of a wood surface which has a brightening effect. Alkalis are soluble salts, largely of potassium or sodium carbonate that dissolve in water and have a pH greater than 7.0. In the form of hydroxides and carbonates, alkalis are effective at dissolving organic material like teak wood, bird droppings, and exhaust soot. Surfactants are compounds that lower the surface tension of a liquid, increasing the contact between the liquid and another substance. Detergents are surfactants or a mixture of surfactants that are
soot, desirable yacht destinations are often closely situated to
partly hydrophobic and partly hydrophilic. Their dual nature
airports or near active cities with heavy vehicle traffic, all of
facilitates the mixture of hydrophobic compounds (like oil and
which produce airborne contamination. When acidic soot, bird
grease) with water, and they are used in boat soaps and many
droppings, and other acidic contaminants rest on a painted
other deck maintenance products.
surface, they only need the introduction of water and sunlight to
Solvents are substances that dissolves a solute, like
start a chemical reaction with the surface. The chemical reaction
oil, grease, or exhaust soot. A solvent is usually a liquid but
of an acidic solution on yacht paint causes etching of the surface
can also be a solid or a gas. Solvents are used as degreasers
(severity depends on the pH of the acid and length of exposure
and as additives to some soaps to increase ability to break
on the surface). Think of the etching like small chemical scratches. These
down hydrocarbons.
scratches increase surface area and surface tension which creates WHY DO YACHT COATINGS DETERIORATE SO QUICKLY?
a better binding point for the next round of contamination. At first,
In a 2102 article in Superyacht Report, industry experts
a pH-neutral boat soap works effectively to clean the paint. The
estimated that a performance yacht coating can be expected
surface damage is minor, and a moderate surfactant/detergent
to last anywhere from 3-6 years. This is a broad range and at
combination will release the dirt and soot. Unfortunately, a
the outside life span of six years, seems short. Why do the
pH-neutral soap used to treat an acidic contaminant leaves
coatings deteriorate?
behind a surface that is still acidic! Furthermore, acidity does not
Most everything that falls from the sky and on to a yacht
have the same efficacy in removing organic contaminants (bird
is acidic. In addition to main engine and generator exhaust
droppings and oily residue) as alkalinity. The net result is increased
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scrubbing (which is scratching), and before long the mild soap no
deck increases exponentially. There is more surface area to hold
longer works.
dirt and oily contaminants, more surface to be damaged by the
The introduction of a solvent-based soap is often the next step in the downward spiral of the topcoat. Solvent-based soaps
sun and salt, and more surface to hold moisture and develop mold and mildew.
are highly effective at removing soot and oily contaminants. They
The cumulative effect of this maintenance process is
breakdown protective coatings like waxes or polymer sealants,
shorter and shorter intervals between necessary cleanings. A teak
and they can cause paint damage. Trace amounts of the solvent
deck can only withstand a limited number of corrosive cleanings,
from the solvent-based boat soap are trapped by the etched
before too much wood has been dissolved and the grain structure
paint, in drain areas, and on surfaces that are not thoroughly
is too deep. At this point, the decks require sanding. This process
rinsed and dried. In the presence of water and sunlight (sound
adds to the cumulative damaging effect, because sanding to a
familiar), the trace solvent reacts with the topcoat and further
smooth, tight-grained finish requires removing even more wood.
etches the paint.
Ultimately, the teak maintenance programs frequently used by
This cleaning dynamic is cumulative, and after repeated cleanings, provides an even more receptive surface for soot and
yacht crews, cause significant loss in deck thickness, premature deck failure, and the net result is the need to replace the deck.
other contaminants to adhere to the paint and thus increases
There is another negative effect. The highly alkaline and
the need for stronger chemicals like hydroxides (black streak
acidic 2-part cleaners are also corrosive to paint and metal.
removers) and abrasives (magic erasers) to remove the stubborn
When the rinse water from cleaning a deck flows overboard and
stains on the paint. This process rapidly accelerates the cumulative
runs down the painted surfaces, it etches the paint. These streak
damage we now interpret as ‘loss of gloss’ or ‘dullness’.
marks look like water spots that won’t wipe off. They are chemical scar trails that become the path of least resistance with every
ENTER THE POLISHING CYCLE.
subsequent cleaning. As a result, the scar becomes deeper and
Many yachts choose to have their paint polished to remove
deeper. In a linear topcoat system, this scarring will eventually
the dullness (oxidation) that has been caused by improper
compromise the clear resin layer. In non-linear topcoats, the
maintenance and UV exposure. Most yachts are painted with
damage can be translated all the way through the paint. This
linear polyurethane topcoats (e.g. Awlgrip) for coating durability.
dramatically shortens the service life of a yacht coating. It also
As linear polyurethanes cure, the resins and pigments separate,
reacts with metal surfaces, especially aluminium, causing scars
leaving the pigments at the bottom of the coating and a thin,
and burns that require labour intensive polishing to remove.
clear resin layer at the surface. When polished, the clear resin is often broken, exposing the pigment layer. The pigments are soft
WHY CAN’T I CLEAN THE WATERSPOTS OFF THE GLASS?
and porous, and exposing this layer compromises the longevity
Glass is third in the trifecta of interrelated surface maintenance
of the coating’s gloss retention, chemical resistance, and UV
problems and deterioration. Every yacht owner wants to look
stability. Repeated polishing cycles continue to expose more
through clean glass windows. Mother nature makes this difficult,
and more of the pigment layer. If you haven’t realised it yet, the
because many glass features are constantly inundated with
paint coating’s days are numbered and repaint is now an active
saltwater. Yacht glass is a non-crystalline amorphous solid,
discussion which means the net effect of improper polishing is
based on SiO2 (silicon dioxide, or quartz) which is the primary
accelerated coating deterioration.
constituent of sand. The dissolved mineral solids in saltwater (and fresh cleaning water) share a chemical affinity with the SiO2 glass
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WHY DOES YACHT TEAK DISAPPEAR?
compound. When salt spray or rinse water are left to dry on a
Teak becomes embedded with dirt and oily contaminants, grayed
glass surface in the presence of heat, oxygen, and sunlight (every
by the sun and salt, and contaminated with mold and mildew
good boating day), a chemical reaction occurs and trace amounts
spores. In response to the cosmetically unattractive wood, yacht
of the dissolved mineral bind with the glass.
crews often use highly corrosive 2-part cleaners to remove
This etching of the glass has a similar effect to chemical
contaminants and brighten the surface. The problem is that the
damage of a paint topcoat. The trace mineral creates increased
strong hydroxide in part 1 of the process dissolves the wood, to
surface tension, or a binding point for the next intrusion of
reveal a refreshed but damaged surface, with deepened grain
saltwater. With glass, the continuous cycle creates a thicker
structure. The part 2, typically phosphoric acid, merely neutralises
and thicker layer of contamination. Acids like white vinegar are
the hydroxide. It just so happens that there is an ancillary
typically used to remove the ‘crust’ or heavy deposit, but they
bleaching effect that gives the teak a renewed, bright appearance.
are ineffective at removing the trace mineral. Moreover, white
As the grain structure deepens, the overall surface area of the
vinegar has a pH of 2.5! We mistakenly believe that it is safe to
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The SYSTEMS Global Consulting Global Service Global Distribution YACHTING MATTERS & THE YACHT OWNER ISSUE 35
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Put simply, day-to-day yacht maintenance and environmental exposure will not readily degrade the protection offered by an inorganic resin coating. There is one caveat! All inorganic resin coatings exhibit beneficial inorganic properties, but they are not all created equal. Coating systems that are considered ceramic or glass contain Silicon Dioxide (SiO2) or Zirconium Silicate (ZrSiO4). These chemical constituents can contaminate a paint system, typically require sanding to be removed, and add additional labor and risk when repairing or repainting a yacht. So, look for systems with base chemical constituents that make rubber and plastic, not glass. These are softer coatings, but their inorganic structure offers a coating that is repair and paint friendly. Teak presents more of a challenge to protect and preserve, because most yacht owners love the look of freshly sanded teak. Steer clear of strong hydroxides and abrasives. As a rule of thumb, if your teak cleaning solution is continuously filling your cleaning pad with wood pulp, then the cleaner is an alkali that is dissolving the teak, or it is an abrasive that is chemically ‘sanding’ the teak. Look for acid replacements that eliminate the hydroxide (Step 1) and utilise surfactant/detergent cleaning action to remove the oxidation and dirt. Be careful with teak cleaning powders which are inert as a dry powder, but create a hydroxide when mixed with water. These cleaning solutions can also strip wood surfaces of their natural anti-microbial properties which may cause unusual and persistent patterns of mold, mildew and/or algal growth in the teak. Lastly, avoid coating teak decking with sealers. Exterior teak decking needs to ‘breathe’. When the wood surface is sealed, the surface wood can no longer expel and absorb moisture which can lead to mold, mildew and algae. Teak decks are also subjected to constant abrasion. This causes breaks in the sealer, allowing water intrusion, microbial growth, and uneven wear patterns. The net result is an undesirable finish that requires heavy chemical use, because we use it in cooking and ingest it as a component
cleaning or sanding to remediate.
of many food products like salad dressing. These acids, when used
Glass is the easiest of the three surfaces to preserve,
carelessly, lead to scarring of the paint around the window frames
and inorganic chemistry is responsible. ‘Glass protection’ is
and streaks in the paint that look like water spots but won’t clean
commonly understood as the creation of hydrophobic properties
off (sound familiar).
on a glass surface to make the surface water-repellent. Creating a hydrophobic surface is an important part of glass preservation;
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SO, HOW DO WE PROTECT OUR YACHTS?
however, the longevity of the coating and the strength of the
Until recently, paint preservation has been limited by chemistry.
protective layer are also crucial factors for the protection of the
Waxes, sealants, and acrylic polymers are all based on organic
surface. Effective preservation of a glass surface must protect the
chemistry. They are highly affected by UV, acids, and alkali, and
surface from mineral deposition, reduce maintenance, and make
every yacht exists in an environment that is rich in all three.
the glass look better for longer.
Current chemistry has evolved beyond these limitations, and
Once trace mineral has etched the glass, the only
advances in inorganic chemistry have been used to develop
remediation is mechanically polishing. This type of service can be
resin coatings with unparalleled durability in marine conditions.
performed by a yacht’s crew but should be left to professionals
Inorganic compounds do not readily react with UV, acids, or alkali.
trained to safely remove the contamination without damaging
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CHEMICALS ON SUPERYACHTS
the caulk seams or paint. Once glass is polished and all
attention as every mechanical system and regulated maintenance
contaminants removed, there are two possible futures for the
protocol. Take a proactive approach to maintenance. MARPOL
glass. The glass can be left untreated, and the etching cycle will
Annex V and the EU initiative REACH are in full force and effect,
resume, or the glass can be treated with a protective coating.
so read the Safety Data Sheets for the chemical compounds
Simply applying any fatty/oily material will be make
you intend to use, and don’t take the manufacturers’ claims as
a glass surface water-repellent. Waxing the glass or using a
absolute truth. Inquire with chemical industry professionals and
silicone-based coating will create the desired effect. Since these
look for environmentally responsible chemical alternatives…they
materials often create smears on the glass and alter the glass
exist! Take time to test products in isolated areas to determine
clarity, using oily products is not a functional solution. These are
their efficacy and safety. Knowledge is the power to educate
also organic materials, and they are affected by acids, alkali, and
the industry about the necessity for change. Every yacht that
UV. Thus, they do not provide the necessary ‘protective’ element
develops a culture of awareness and responsibility in their
required of the coating.
maintenance program is making a meaningful step towards a
Inorganic glass coatings create water-repellency with
global shift in attitude predicated on protecting the co-existence
durable protection as well. The durability of a coating can be
of professional yachting and the waterways upon which every
anywhere from a few months to a year or longer, and there are
yachting day depends.
>||
numerous products available on the market today. The single most important aspect of glass protection is preparation. Glass
Laurence Cappel is an expert in marine surface management and
coatings are designed to bind with glass not mineral residue, oils
paint inspection and damage remediation. He is the President of
or dirt. If the glass surface is not clean, the protective coating will
DITEC Marine Products, LLC which manufactures environmentally
tend to bind with the surface contamination and not the glass
responsible cleaning chemicals and provides global surface
and shorten the service life of the coating. The net result of any
preservation services.
coating choice is the durability as a function of the annual cost of material and application labour. Yacht paint, teak, and glass are three of the most valuable exterior surfaces of any yacht, and they deserve the same care and
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Contact: larry@ditecmarineproducts.com
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INDUSTRY RECOGNITION GUIDE
THE INDUSTRY MOVERS THE YACHTING MATTERS INDUSTRY RECOGNITION GUIDE â&#x20AC;&#x201C; SNAPPED AROUND THE WORLD The full list of all those that have appeared within The Industry Movers section can now be found at www.yachtingmatters.com
ANDREA MALLO
ANTONIO ZAFORTEZA & PASCHALIS PATSIOKAS
CARLOS MIGUEL
CPT. ALEXANDER ASLOU
CPT. ANDRE PEENS
CPT. ANDRE SANCHEZ
CPT. ANDREA ASTE
CPT. BARNABY DENNEN
CPT. BILL BAILEY
CPT. COLIN RUSCOE
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CPT. DAAN DE WITT
CPT. DANIEL MARTINEZ MUNNE
CPT. DAVID PURCELL
CPT. DEAN PILLATI
CPT. FRANCO GHIRONI
CPT. GRAEME HAMPSON
CPT. GUY GUILDFORD
CPT. JAMES CARLYLE & OLENA TISHCHENKO
CPT. JAMES GRIFFITHS
CPT. JASON SMITH
CPT. JOSE LUIS PLAZA
CPT. JUSTIN HOLVIK
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INDUSTRY RECOGNITION GUIDE
CPT. KANE GALL
CPT. KEVIN AUTIERE
CPT. LEO HAMMET
CPT. LUCIANO COSTANZO
CPT. MAC FATTALINI
CPT. MARK RUSSELL
CPT. MARK SINCLAIR
CPT. MARK STOUT
CPT. MATT CALLAWAY
CPT. NICOLAJ DRAMINSKY
CPT. PATRICK NETTEN
CPT. PETER MACLAREN
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CPT. ROSS MURRAY
CPT. RUSSELL REID
CPT. SEAN READ
CPT. SEBASTIAN ABERG
CPT. SIMON LADBROOKE
CPT. TAVCAR DAMIJAN
CPT. TODD HERMAN
CPT. WILL KAYE
DEREK BURNETT
FRANCESCA FENUCCI, ANTONELLA DELLA PIETRA & NICOLETTA LEPRI
HEIN VALEMA
IGNACIO ERROZ
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INDUSTRY RECOGNITION GUIDE
JAN VERKERK
KERYN RANKIN & CPT. HENRY BARDSLEY
MAKIS PAVLATOS
MANUEL PORRAS ROMERO
SUSIE KIDD
VALENTINA PERI & GIUSY MUROLO
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THE CAPTAIN’S LOG OF THE SAIL YACHT FIDELIS AUCKLAND TO TONGA BY CPT. GUY FRASER
ABOVE: SY FIDELIS SILHOUETTED AGAINST A BEAUTIFUL SUNSET RIGHT: READY FOR ALL SITUATIONS FAR RIGHT: AN IMPRESSIVE CATCH
LEG 1 – DAY 1: JUNE 13 2018 ‘Best weather window I have ever seen’ remarks weather routing guru Bruce Buckley monitoring the systems that have been rolling over North Island, NZ with wind storms and lashing rain causing massive flooding. A break in the weather indicates a Wednesday June 13 departure to be the optimum date. The crew have been going flat out since my arrival from Palma on Monday morning getting ready for the five day sail 1100 nm North to Nuku’alofa. Auckland harbour is like a summers day as Fidelis heads out into Hauraki Gulf at sunset. A black rain cloud sweeps over Auckland far off in the distance as this exceptional Kiwi winter day fades into twilight. The intrepid Fidelis crew are pleased to be at sea again as we set off to explore more of the South Pacific. DAY 2: JUNE 14 Noon position and weather update away, crew drill planning in
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progress. Newly joined crew member Zachary Ballentine, an 18 year old Kiwi, is fresh out of high school and onto the Fidelis deck for a baptism by fire with his first yachting position starting with a five day passage to Tonga and a 14 day guest trip on the horizon. DAY 3: JUNE 15 12:30 Fire, Man Overboard and Abandon Ship drills under blue skies with following sea and t-shirt weather on deck. ‘All stations, All stations, All stations, this is Fidelis, Fidelis, Fidelis position 29 37.15 S 179 40.8 E, heading 030, speed 11 knots safety drills in progress, pyro technics training, this is not an emergency… repeat… this is not an emergency… safety drills in progress’. An arsenal of expired parachute, hand and smoke flares and a rocket launched line thrower are divided up amongst the crew for some real time training. Parachute flares brighten the already clear sky, spiraling down to sea level to join the smoke already on the water from the smoke flares as a rocket launched missile screams out 700 m of line that arcs down to hit the water like a Kim Jong – Donald Trump rocket man test. DAY 4: JUNE 16 We are sailing in perfect trade wind conditions and making 11 knots under full sail, the cold winter weather of Auckland already
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we drop anchor off Pangaimotu Island. We launch the tender to pick up Customs and Immigration officials. The tender lists heavily to port as one Tongan Immigration official, over 6 foot 6 inches tall and easily 450 pounds, tests the safe working load of the side boarding ladder. Our sunset entertainment was at Big Mama’s Yacht Club on peaceful Pangaimotu Island. LEG 2 – NUKU’ALOFA, TONGATAPU TO FOA ISLAND, NORTHERN HA’APAI ISLANDS. DAY 1: FRIDAY JUNE 22 Deck set up, Interior laid out and the Galley stocked up, the Fidelis crew are ready to roll when our three guests arrive on board in TOP: SUNSET AT NUKU’ALOFA ABOVE: ACCOMMODATION AT BIG MAMA’S YACHT CLUB
a distant memory. Light rain showers and a steady breeze push
late afternoon converging from South Africa and London via Los
Fidelis north. We deviate from our course towards Pelorus reef, a
Angeles for the final long haul flight to Auckland then a three hour
one mile wide pinnacle with 25 m depths that rise from a seabed
hop to Tongatapu.
6000 m below. DAY 2: SATURDAY JUNE 23 The morning is spent at the local market to pick up fresh
DAY 5: JUNE 17 Under staysail trolling at five knots. ‘Fish on… Double hitter’
provisions including Taro root and leaves and cassava. Sunset
shouts engineer Zane Smit from the aft deck, both lines
tender ride to Big Mama’s for a beach BBQ. Fresh yellow fin tuna
screaming out. 2nd engineer Gareth Mcintosh and Chef Rene
steaks are part of the mixed grill on Chef Rene Vogel’s menu.
Vogel reel in two 20 kg + yellow fin tuna. Our three South African crew are pleased with today’s catch. Fishing rods are stowed at
DAY 3: SUNDAY JUNE 24
sunset as Fidelis sails with headsails alone pulling us gently away
Anchor up to make way to the inside of the protected reef
from Pelorus reef onward to Nuku’alofa.
anchorage off Ataka Island. Erik Nylyn, our Swedish bosun, leads the way inside the reef with the 21 foot tender.
DAY 6: JUNE 18
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We enter Nuku’alofa via the Narrows following the South channel
DAY 4: MONDAY JUNE 25TH
with a pilot boat leading the way into the protected harbour and
A Whale Swim and Dive Tour excursion boat pulls alongside at
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10:00 for an excursion to swim with whales and visit remote Tau
crash onto the rocky outcrop above the subterraneous cave
island. Our guide Loni knows we are a few weeks early for the
ceiling. ‘Don’t swim to close to the chimneys or you may end up
whale migration season although humpbacks are in the area. We
getting sucked up and spat out onto the surf pounding the rocky
hold a picnic lunch on the picture perfect deserted South Pacific
shore above’ advises our guide Jeff Lawrie. ‘This is only one of
Tau island. No whales spotted today but fantastic beach combing,
many caves on this remote coast that remain largely unexplored’.
ABOVE AND BELOW: SWIMMING WITH THE WHALES
free diving and snorkelling. DAY 5: TUESDAY JUNE 26 At anchor off O’hona village on the West coast of the picturesque Eua Island and we are blessed with humpback whales and calves swimming 50 m off the bow. Jeff Lawrie and crew Gregory, a dive master and Elli a local whale whisperer from Whale Swim and Dive Tours are alongside at 10.00 am. Guests and Aussie dive master first mate Grant Keenan go for an amazing dive into the Cathedral caves at the North end of Eau island where they enter a large underwater three chamber cave lit by a super natural blue light that beams in through overhead chimneys. Huge waves
www.SuperYachtChefs.com Chefs – to join for free visit the above website and click on ‘Apply for membership’
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BELOW: A MAGNIFICENT SUNSET RIGHT: THE CREW UNDERGO IMPORTANT TRAINING FAR RIGHT: FISH ON THE REEF
THERE SHE BLOWS!!!! On the return to Fidelis from the cave dive, our guests are entertained with humpback whales that have arrived to join them for a swim. The entire afternoon is spent slipping in and out of the water with mask and fins to swim with humpback cows and calves plus dolphins as some sneaky sharks circle deep below in the fathomless deep blue water. Everyone is in awe at seeing a humpback eye to eye. The humpbacks migrate from the krill rich summer waters of Antarctica to breed and calve in the warm protected Tongan waters. 3000 whales visit these waters every year, large bulls competing to mate and cows calving. Overnight sail four miles offshore North towards Nomuka Island. DAY 6: WEDNESDAY JUNE 27 Arrive at sunrise to enter in good light to drop anchor between
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Nomuka and Nomuka Iki island. The tender is launched to explore
DAY 7: THURSDAY JUNE 28
the local village, reefs and beaches. Nomuka Iki was once a prison
We enter the Haâ&#x20AC;&#x2122;apai island group from the North dropping
island although no prisoners or prison exist today. We sail out of
anchor in 25 m North of Pangai village after two hours of safe
the Nomuka Iki anchorage wing on wing with reefed Genoa and
navigation inside the massive reef system with our tender leading
staysail heading North to the remote Southern and Northern
the way. Uncharted reefs, pinnacles, coral heads and strong
Haâ&#x20AC;&#x2122;apai islands.
currents abound. The charts and GPS cannot be relied on. Eye ball
We sail into the Southern Ha-apai channel Westward
navigation is the order of the day with radar, depth sounder and a
towards the Oau island channel, catching a large Wahoo at the
sharp lookout being standard navigation practice in this labyrinth
reef entrance. An attempt is made to enter the reef system from
of remote reefs that make up the Tongan archipelago.
the South with depths rising to three metres under the keel.
We make VHF contact with Darren and Nima, owners
The chart, surveyed by HMS Penguin in 1889 has depths of 16
and operators of the Sandy Beach and Matfonua resorts, to
fathoms. With the in-coming tide flooding into the reef, engines
arrange for Kiwi dive master Zoe to guide our guests on two
are full astern to get away and head North for a peaceful sail
pinnacle dives. Darren encourages us to move Fidelis into the reef
overnight past the moonlit volcanic peaks of the Tofua and Kao
anchorage off the two resorts. The location is post card perfect
islands. King Kong would be at home here.
with white sandy beaches surrounding the large inner lagoon that
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is exposed on both the leeward and windward side, excellent for kite and wind surfing, paddle boarding, kayaking, snorkelling and swimming. This is a true South Pacific island paradise. We had sundowners at Sandy Beach resort with Darren, an experienced underwater photographer and aviation entrepreneur who moved to Ha’apai 10 years ago with his wife to settle and raise a family. The historical fate of William Mariner and the vessel Port of Prince fill our conversation into the evening. The privateer sailed into the Northern Ha’apai islands landing on the beach between Foa and Lifuka island laden with gold, silver and in search of whale oil. The local chief invited the crew ashore for a feast, then 300 Tongan warriors attacked the ship and killed the crew sparing only the cabin boy William Mariner. The most valuable commodity to the Tongans was the iron they stripped from the ship. The chief had recently lost a son and adopted young William as his own. The young cabin boy lived well with the royal family eventually taking a Tongan bride. He later returned to London where he lived a miserable life, eventually committing suicide in the river Thames at age 50. The wreck of the treasure ship Port of Prince has been located somewhere nearby. Dead men tell no lies. DAY 8: FRIDAY JUNE 29 Guests get away for another pinnacle dive near by the anchorage with Zoe, being another perfect example of why not to trust the chart. These coral pinnacles rise from 150 m to 4 m below the surface, too close for comfort with Fidelis’s 4 m draft (keel up) and none of them are anywhere on the chart. We visit Pangai village on Likufa island to clear in by presenting the Customs and Immigration Transfer Report collected on departure from Nuku’alofa to obtain a new Transfer Report from Ha’apai Port Authority. The drive from the Sandy Beach resort is a 20 minute drive along the narrow coconut
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ABOVE: THE BEACH AT BIG MAMA’S YACHT CLUB LEFT: AT CAPTAIN COOK’S LANDING SITE BELOW LEFT: BONE CARVINGS
palm fringed road that is shared with pigs, goats, chickens, cows, horses, fisherman and farmers. The main road cuts straight across the airport landing strip serviced by aircraft from Nuku’alofa and VaVa’u. Many of the local villagers wear traditional dress. A large percentage are substance fishermen and farmers living well with little need for material wealth or the use of money. The taro root and cassava diet with fish and pork is the main fare. Our taxi driver’s wife Siena (in Nuku’alofa) explained that the traditional diet of taro root is the islander’s natural steroid which explains the massive size of some of the Tongan population, once fierce South Pacific warriors. Sadly today many suffer from diabetes and obesity following the introduction of Chinese shops selling refined flour and sugar based foods. Tonga once ruled this section of the South Pacific from Samoa to Fiji and the Lau islands for over 400 years. The guests have a sunset dinner while the anchor is brought home for an overnight sail South to Nuku’alofa back tracking the route sailed North and avoiding the uncharted reefs and shoals. DAY 9: SATURDAY JUNE 30 We arrive in the main channel at 09.30 making contact with the pilot on VHF. With 25 to 30 knot winds the pilot instructs Fidelis to enter Nuka’alofa and to rendezvous inside the protected reef anchorage. Once inside and secure off Pangaimotu Island we had
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to cancel plans for another opportunity to swim with humpback whales due to high winds. One guest away on the evening flight with Virgin Australia at 21.10. On a Sunday in Tonga no one works and all business shut down. On one occasion an Air Polynesian flight arrived late Saturday evening. The passengers waiting to clear customs and immigration were literally left in the dark when the airport staff switched off the power and went home at midnight. The flight was rescheduled for a Monday departure stranding all outbound and inbound passengers at the airport. Vernon, our taxi driver, remarks that once they tried to have flights on Sunday but Tongan people did not like it. DAY 10: SUNDAY JULY 1 We spent all day at anchor off Big Mama’s Yacht Club with the wind still blowing 25 to 30 knots. We had a relaxing day on board with an afternoon journey into the local market for fresh provisions and to shop for local crafts of wood, whale and cow bone carvings, hand woven baskets and a large selection of XXXXXX L size T shirts and Muumuu’s. These must be the largest t-shirts on the planet, being big enough to use as a small tent. DAY 11: MONDAY JULY 2 Our Scottish stewardess, Emma McHale, gets away on a morning flight for a well deserved break, a special occasion as tomorrow is
DAY 12: TUESDAY JULY 3
her birthday. The importance of giving crew leave from a globe-
The second guest is up and away from Fidelis at an early 05:15
trotting yacht cannot be underestimated. Preparing and sailing
start for the tender transport ashore to catch the 07.30 flight to
a yacht on a world cruise to remote locations is a rewarding
Auckland. Our last guest wisely changed their flight departure by
endeavour and Fidelis has been off the grid sailing to remote
two days to stay in Tonga for the King’s Birthday celebration. An
locations for many years. Accustomed as we all are to the regular
afternoon tour to the east coast to visit the Captain Cook landing
Mediterranean and Caribbean milk runs Fidelis has gone much
site, swim in subterranean caves and witness the powerful
further and adventured far up the Amazon River, visited the
volcanic and limestone blow holes spouting jets of sea water that
Patagonia Fjords, rounded Cape Horn, travelled Drake’s Passage
explode high in the air for as far as the eye can see down the
to Antarctica and Punta Del Este, called in at Cape Town, sailed
rocky coast as it is pounded by high wind driven swells. Brazilian
the Indian Ocean, enjoyed the Andaman Islands, Myanmar and
stewardess Magdan Hinno and our remaining guest perch on the
Thailand, cruised New Zealand as far South as Fjordland, explored
rocks mesmerised by the action of the sea. Relaxing refreshments
the Great Barrier Reef and the Soloman Islands ending up here in
round out the day at the Billfish bar in Nuku’alofa, the local
Fiji as we go ever onwards into the South Pacific.
watering hole for the sport fishing club, sailors, expats and locals.
ABOVE: TONGANS CELEBRATE THE KING’S BIRTHAY
Fast, friendly & efficient service: yacht agent, bunkers, VAT importation, electronics, rigging etc. SILVER JUBILEE – CELEBRATING 25 AMAZING YEARS SERVING THE INDUSTRY!
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CONCULSION SY Fidelis will defiantly stay in Nuku’alofa to further explore North to VaVa’u then head to Fiji, Tau Islands, Vanuatu and New Caledonia next month on her South Pacific oddysey. A special thank you again to the owners of SY Fidelis and to the crew for another challenging adventure exploring Tonga and especially the life experience swimming eye to eye with humpback whales. Having the pod of dolphins in the water at the same time was magic with the sharks being icing on the cake. >||
Absolutely amazing.
THE CREW OF FIDELIS TOP: TSUNAMI ROCK ABOVE: FLYING FOXES
DAY 13: WEDNESDAY JULY 4 – THE KING’S BIRTHDAY
1. Captain – Guy Fraser
6. Bosun – Erik Nylyn
We organise an Island tour today to visit the west coast of the
2. Engineer – Zane Smit
7. Stew – Emma McHale
island and to participate in the King’s Birthday celebrations at
3. First Mate – Grant Keenan
8. Stew – Magden Hinno
the port. Our local taxi driver and guide Ofa also stopped at Abel
4. Chef – Rene Vogel
9. Deck – Zachary Ballentine
Tasman landing, Surf Beach, Tsnumani rock and took his guests
5. Chief Stew – Nele Walter
to see flying foxes at rest in the large papaya trees and at sunset we took refreshments at Big Mama’s. Our Chief Stewardess Nele
Photo credits: Guy Fraser, Grant Keenan, Zachary Ballentine,
Walter could be a future Tongan Princess following her trailblazing
N E Wales, Super Yacht Services Tonga – David Hunt
participation in the Royal celebrations. Nuku’alofa – Kingdom of Tonga DAY 14: THURSDAY JULY 5
www.superyachtservicestonga.com
Our last guest is reluctant to leave Nuku’alofa and is already planning to return. Our cruise of the Southern half of the
Darren and Nima – Sandy Beach Resort and Matafonua Resort
Kingdom of Tonga has been a peaceful, fulfilling and enriching
www.sandybeachtonga.com
experience. This is a tropical paradise outpost where the locals
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embrace true family traditions and live in harmony with the land
Guy Fraser – Relief Capt
and sea they are proud to inhabit.
superyachtmaster@gmail.com
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OUT WITH THE NEW, IN WITH THE OLD ECDIS AND PAPER CHARTS BY STEVE MONK N THIS MODERN DAY OF GLOBAL POSITIONING SYSTEMS
Generic ECDIS course in accordance with IMO Model course 1.27
(GPS), computers and electronic charts, the younger
as well as some form of ‘familiarisation training’ (which does not
generation are probably wondering why the dinosaurs on the
need to be at an approved training centre ashore).
bridge are still getting all wrapped up in paper charts and not
- A risk assessment needs to have been done, Masters Standing
casting doubt to the four winds in order to embrace the ability to
orders should encompass aspects relevant to operating with
navigate on an Electronic Chart Display and Information System
the ECDIS and the management SMS should similarly give
(ECDIS).
guidance on ECDIS operation.
And indeed, this old dinosaur who grew up on paper, then migrated to ECDIS and embraced it wholeheartedly would agree.
Crack those basics and off you go. Everything’s wonderful and you
But (there’s always a but) there’s a bit more to consider when it
begin to think what could possibly go wrong? Unfortunately the
comes to electronic navigation and particularly with respect to
let-down is normally with the charts. As mentioned above, the
the Superyacht Industry. As a quick reminder in respect to the
charts must be formally approved which in loose layman’s term
regulations, to be able to ditch the paper charts over the side and
means Admiralty Vector Chart Service (AVCS). OK, so they’re
use the ECDIS as the primary means of navigation it’s necessary
ready available – where’s the problem?
to meet a few requirements namely: - The ECDIS, log, gyro and positioning system (likely GPS) need
According to the United Kingdom Hydrographic Office (UKHO) the world is mapped for Electronic Navigation Charts (ENC’s) to a commercial standard. The key word there is
to be Class approved. - There needs to be a maintenance service in place for the hard
‘commercial’. If you own a shipping company trading along
and software such that everything gets the latest upgrades
the main shipping routes and to the major world ports you’ve
and patches.
nothing to worry about as the ENC’s you require will be available
- The electronic charts in use must be approved by the
at a suitable scale safe for navigation to the level of detail you
International Hydrographic Office and up-to-date for the
require, however Superyachts have a tendency not to navigate
forthcoming passage.
along these routes or want to tie up in the commercial ports.
- Those crew operating the ECDIS must have completed an approved
Owners and guests probably don’t appreciate strolling among
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the containers and grain stores to reach their favourite restaurant.
Not good is it. Some of you probably thought all those
They want to go to the exclusive bays, beaches, marinas and
other chart options were acceptable and if displayed on your
remote areas of the world where they can feel they have the
charting system you were operating ECDIS, but alas no. Put those
planet to themselves but here-in lies the snag. Don’t believe me?
charts on as the primary source of data and you’re simply on an
Flash up your ECDIS and turn on the CATZOC’s (the category
Electronic Chart Service (ECS) which isn’t approved.
zones of confidence) to see what level of data you have in your
So let’s get this right. I want to navigate on electronic
favourite remote anchorages in respect to the survey. There’s a
charts in remote areas of the planet where the ENC data
good chance you’ll find a ‘U’ or if you’re lucky two stars indicating
quality is poor (which includes some Greek islands, most of the
the confidence in the accuracy of the data is poor at best. So with
Caribbean as well as much of the Pacific and Indian Ocean) and
that in mind according to the regulations it becomes necessary to
some bloke’s now telling me all the good data I have on the chart
revert to the Raster charts (likely Admiralty Raster Chart Service
systems listed above isn’t acceptable?
(ARCS) which have to be backed up by paper charts. Hang on,
Yup.
we wanted to ditch the paper and now we need it back? Take a
So surely there’s a way around this? I mean, yachts are
look at the area in more detail on the ECDIS and you’ll probably
being fitted with ECDIS (not that those under 3000GT are
find the spot sounds are well spread out or if you interrogate
mandated to carry it) and want to embrace technology as well as
further, you’ll find they’re from a survey conducted several
reduce the paper chart carriage and subsequent update processes.
hundred years ago by drunken sailors with dodgy sextants and
You’re right and indeed why shouldn’t they? If you follow the rules
a lead line working off days old DR’s or some inaccurate bearing
to the letter (and I’m not suggesting you shouldn’t), as you can
of the shoreline and no idea of the datum. Perhaps not always a
see above, if the official cell data isn’t sufficient to be considered
nightmare out in deep open water but when you start creeping
safe for navigation it’s time to start a revolution, contact your
inshore, do you still get that warm comfy feeling?
navigation support service provider and complain so they can
‘Never mind’, you say I’ll use those other electronic
gather the evidence and take it back to the hydrographic offices
charts we purchased – the C-Map Pro+ or the Transas TX-97’s
(most of which are government organisations (thus skint) and
or the Nobeltec or the Navionics or the iSailor app. Crack on,
tell them you want the unofficial data to be taken into account
just remember none of them are ‘approved’ by the IHO and
so it can be incorporated into the official charts making them
subsequently should you have an accident and park yourself on
approved for navigation. Some companies (including ours) are
the ground unexpectedly, you’ll find yourself standing in front of
already engaged with the UKHO to find a way in which satellite
a judge trying to mitigate why you grounded while the insurance
derived bathometry can be married up against ‘ground truthed
company rub their hands listening to the mitigation waiver and
data’, i.e. that from vessels which have passed over the ground in
subsequent payout value diminishing as your career grinds to a
those locations, to crunch the numbers and bring confidence in
halt faster than the yacht did.
the data to a level acceptable by the IHO. Then, and only then,
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is the chart data on your C-Map Pro+, TX-97’s and so on going to be considered brought into the official ENC’s making it legally safe to navigate on as the primary means of navigation. Frustrated? You should be. It’s crazy to think there’s data gathered by non-official organisations by electronic means which is considerably more accurate than that drunken 200 year old sailor with his sextant yet it’s the latter which the court of law will take into account as the primary means of navigation should something go wrong with your passage. Of course, trying to sit and explain to the boss or guests that you’ve got this great ECDIS on the bridge but are limited where you can navigate on it unless you get out the good ‘ole paper with its ancient survey, isn’t necessarily something that’ll be met with an ‘OK Captain, take us somewhere more accurate’. The lovely attraction of the old is that they’re the less likely visited and thus quieter (charts, not people). Your training, skills and professionalism now need to take ‘all’ data sources into account and risk assess the situation. Meet the formal requirements still but consider what can be done to help you appease the guests. Official charts, paper back-up, unofficial charts, the tender out in front with a lead line or WAASP system feeding depth data back to mother, a drone up in front of you looking at water discolouration or follow a deeper draught vessel
Superyachts exist, where they go and what they need to get
are just some of the ways you might be able to sneak into the
there safely, accurately and preferably without old ancient paper
secluded anchorage but just make sure the mitigation you’ve
chart data.
>||
gathered is substantiated. In summary, the opportunity to fully relieve yourself of
Steve Monk is a Royal Navy Specialist Navigator with nearly 30 years
paper navigation charts in the yacht industry is limited to your
maritime experience navigating vessels of all sizes. He now manages
area of operations and if those are lacking sufficient ENC data
the navigation support company Da Gama Maritime and as one
to make it safe to navigate in, sorry but you need the paper
of the World’s first to achieve Chartered Master Mariner status is
and subsequent updating processes. However, if like us you feel
involved in training Superyacht crew in navigation procedures while
something needs to be done about this then feel free to get in
also pushing Hydrographic organisations to improve the official
touch and voice your concern to our argument to the HO’s who
chart data available to the industry for safety of navigation.
in this modern day and age despite their HQ being in Monaco, seem to be moving painfully slowly in understanding why
Contact: steve@dgmaritime.com
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SORTING OUT THE RUMOURS CERTIFICATION FOR YACHT ENGINEERS BY ANNA PERCIVAL-HARRIS
N LATE 2015 A WORKING GROUP OF ENGINEERING specialists from around the globe sat around a table with
This has caused some confusion and rumours in the
the MCA, to flesh out the requirements for the much needed
yachting industry, leading to frustration for some engineers. I
update to Yacht Engineer training and certification.
would like to set some of the rumours straight.
A change to the Yacht engineering qualification structure
Firstly, the Yacht CoCs – Y4, Y3, Y2 & Y1 – will remain
was well overdue, as the Yacht deck training structure had been
available until 2021. MEOL (Y) will remain in place after the Y
updated in 2006. It was felt that the written courses required
CoCs are phased out.
for Y4, Y3 and Y2 were in need of updating and restructuring, to
This means that if you’re on the path towards any of the
remove content that was no longer relevant, and to redistribute
Yacht CoCs, you can complete your courses and sea time as usual,
topics between courses, to avoid repetition and overloading of
with only a few tweaks.
syllabi, in particular Y4 Auxiliary Equipment.
For candidates who are planning on obtaining a Y4 CoC,
Over a period of time, smaller vessel operators had begun
it should be noted that from 31st July 2018 the Y4 written
to require more experienced and qualified engineers, and it soon
courses will cease to be available. If you already hold a pass
became clear that an all-encompassing qualification was needed,
certificate for any of the Y4 courses, they are valid for three years
rather than having to design a training structure for several
from date of issue, you just won’t be able to sit the course and
different sectors. The Small Vessel Engineer (SV) qualification
exam any more.
route was established to provide education & training for engineers working on vessels <3000gt and <9000kw. This
They will be replaced by their SV equivalents:
included Yachts, Fishing Vessels, Tugs, Workboats, Standby Vessels,
• SV Marine Diesel Engineering
Seismic Survey, Oceanographic Research Vessels and Government
• SV Operational Procedures & Basic Hotel Services.
Patrol Vessels.
• SV Auxiliary Equipment I.
THE COCS AVAILABLE ON THIS NEW ROUTE ARE:
able to re-sit the SV version of the exam based on your Y4 course
Second Engineer SV <3000GT &<9000kW CoC (similar to Y4)
completion certificate. This means you don’t need to do the SV
Chief Engineer SV <500GT &<3000kW CoC (similar to Y3/2)
version of the course again.
If you have failed any of the Y4 written exams, you will be
Chief Engineer SV <3000GT &<9000kW CoC (similar to Y1)
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When it comes time for you to move on to Y3, if you did
Unfortunately, as with all major upheavals, there have
the SV Aux Equipment I course at Y4 level you will need to do
been some creases to be ironed out of the new system. MIN 524
the SV Auxiliary Equipment II course for Y3. If you did the Y4 Aux
was published in July 2016, with all of the relevant information
Equipment, this is not necessary.
about these new SV CoCs. Subsequently, some changes needed to
You can move on from Y3 to Y2 as usual. There was
be made, so MIN 565 was published in August 2017 and should
a short period of time when training providers believed that the
now be read in conjunction with MIN 524. However, both of
Y3 and Y2 written modules would also be replaced by their SV
these documents still require additional changes, and we await
counterparts, but this is no longer the case. If you completed SV
their publication, which is imminent as we go to press!
Aux Equipment I & II for Y4/3, you will not need to complete the Y2
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Advanced Hotel Services course, as the Aux I & II courses cover the
There was a time when Y3 CoC holders wanted to convert
topics on the syllabus for this course. If you did Y4 Aux Equipment,
to the SV Chief CoCs, but none of the training providers had
you will need to do the Y2 Advanced Hotel Services course.
received MCA accreditation to run the SV courses. The MCA
Many yacht engineers ask us if they should convert their
agreed to accept Y2 Applied Marine Engineering in lieu of the SV course for a short time but this is no longer the case as the
current Yacht CoC to an SV CoC. For those who already hold a CoC, there are conversions
courses are now readily available.
listed in MIN 524. Starting with Conversion A1 (converting
For those trying to decide whether to convert their Yacht
Y4 to 2ndEng SV) going all the way through to Conversion R
CoC to an SV CoC – you do not have to convert to the SV CoC
(converting a Merchant Navy 2nd Engineer Unlimited to Chief
unless you need it to work on a workboat/fishing vessel etc. If
Engineer SV <3000GT &<9000kW) and covering Tugs, Fishing
you work on yachts then you can continue along the Y route until
and Merchant Navy on the way.
these CoCs are phased out in 2021. Even when the MCA cease issuing Y CoCs you will still be able to get yours endorsed every
The Yacht CoC conversions are:
five years, and it will still be a recognised CoC. You can convert at
• A1 – Y4 to Second Engineer SV <3000GT &<9000kW CoC
any time, there is no need to rush into a conversion unless you
• A2 – Y4 to Chief Engineer SV <500GT &<3000kW CoC
see yourself leaving yachting.
• A3 – Y4 to Chief Engineer SV <3000GT &<9000kW CoC (this
There is also a possibility that due to differences in actual
conversion should be approached with caution, as it is essentially
sea time requirements, Yacht to SV CoC conversions may be
converting a Y4 straight to a Y1)
restricted to yachts only, therefore we would recommend that
• B – Y3 to Chief Engineer SV <500GT &<3000kW CoC
you stick with the Yacht CoC route until the revision to MIN 524
• C – Y3 to Chief Engineer SV <3000GT &<9000kW CoC
is published.
(this too is a big leap in knowledge and experience required)
If you do not currently hold a CoC, and feel that you would
• D – Y2 to Chief Engineer SV <3000GT &<9000kW CoC
rather work towards the SV Second Engineer CoC instead of a Y4,
• E – Y1 to Chief Engineer SV <3000GT &<9000kW CoC
you will need to go down the ‘experienced seafarer route’ detailed
Some of these conversions are a straight swap, but many require
in MIN 524, in section 3.4. This is based on you already having
courses and oral exams, but it’s all plainly laid out in MIN 524.
some seatime under your belt.
The main point you need to know is that the written modules and exams are different from the Yacht ones, even though they
IN SHORT, YOU NEED:
all have the same names. So if you were going to convert your Y3
• 24 months sea service on vessels of at least 200kw
to an SV Chief CoC, you would need to do the SV version of the
• Then you will need to speak to a training provider to get the
Applied Marine Engineering course, and so on. The only course that is the same across the board is the
Training Record Book • Once you have the TRB you need to complete a further 11
General Science I & II, as this is the Merchant Navy one that all
months of sea service on vessels of 350kw, including at least six
sectors are required to do.
months engaged in watchkeeping or UMS (Unmanned Machinery
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Spaces) duties (totalling 36 months of ACTUAL sea service) • AEC I & II (AEC I is the course that is currently run as just ‘AEC’ by most training providers, so if you already have AEC, you just
performed on yachts will be counted as 1.5 times the number of days actually spent underway e.g. eight months yacht sea service would be counted as 8 X 1.5 = 12 months sea service. Also, you are able to claim three months or 25% (whichever
need to do AEC II) • Basic Safety Certs (PST, PSSR, Elementary First Aid, Basic Fire Fighting – all less than five years old, or refreshed) • Advanced Safety Certs (PSC & RB or Advanced Sea Survival,
is least) of the required sea service for your service in shipyards, repair berth, anchorage and at lay-up. This does cut down the length of time it will take to get an
Advanced Fire Fighting, Medical First Aid – all less than 5 years
SV 2nd Engineer CoC, but it is still a big difference, and it is much
old, or refreshed)
quicker to go for a Y4 CoC.
• SV Marine Diesel Engineering
A proposal was made by the working group to the MCA,
• SV Auxiliary Equipment part I
to issue a limited SV Second Engineer CoC for yachts, based
• SV Operational Procedures & Basic Hotel Services
on ‘on board service’ of 24 months and six months ‘actual sea
• Two weeks Workshop Skills Training (similar to the Skills Test
service’ within the requirement of 36 months combined sea
that is currently required for Y4, but two weeks instead of one) • EITHER another two weeks sea service on vessels of 350kw OR another two weeks of Workshop Skills Training
service and workshop training. This would get new engineers onto the ladder more quickly than the original SV requirements. Once the CoC (Limited to yachts) was issued this would be
• HELM O
upgraded to unlimited once the required ‘actual sea service’ was
• ENG1
achieved. This has not yet made it into print, so it is unclear as to
• Oral Exam
whether it will be included in the revisions to MIN 524. It would seem a better bet for new entrants into the CoC system to stick
Depending on how much service you already have, it may be
with Y4 for the time being.
easier for you to do the Y4, then convert to the SV route at a later
While there are still some issues to be ironed out, this new
date. Conversion A1 in the M Notice details this – you can convert
system will eventually be the standard to which everyone must
to 2nd Engineer SV with either six months sea service holding Y4,
adhere. The working group have worked closely with the MCA to
or just do an oral exam.
steer the syllabi of each course to ensure that they are as current
The service requirements for Y4 CoC are 42 months yacht service with six months sea service – that’s 3.5 years. The service requirement for the 2ndEng SV CoC is 36 months ACTUAL sea
and suitable as possible. However, as long as we still have the Yacht route, I think we >||
should use it!
service, which will take the average yacht engineer about 5/6 years to accumulate, depending on the yacht they work on. The MCA understand that seafarers serving on yachts
Anna Percival-Harris is Managing Director of John Percival Marine Associates (JPMA), an MCA & RYA accredited training provider
would face difficulties in completing this amount of sea service,
based in Hoylake, UK.
and have made provision for this, stating that sea service
Email: mate@hss.ac.uk
www.SuperYachtEngineer.com Engineers – to join for free visit the above website and click on ‘Apply for membership’
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YACHT NEWBUILDS
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MY VOLPINI 2 LENGTH OVERALL – 57.7 M / BEAM – 10.6 M TIM HEYWOOD REYMOND LANGTON 2018 AMELS
DIMENSIONS: EXTERIOR DESIGN INTERIOR DESIGN DELIVERY BUILDER
www.amels-holland.com
MY SEASENSE LENGTH OVERALL – 67 M / BEAM – 10.8 M COR D. ROVER AREA 2017 BENETTI
DIMENSIONS: EXTERIOR DESIGN INTERIOR DESIGN DELIVERY BUILDER
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www.benettiyachts.it
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MY VIATORIS DIMENSIONS: EXTERIOR DESIGN INTERIOR DESIGN DELIVERY BUILDER
LENGTH OVERALL – 40 M /BEAM – 8.3 M REYMOND LANGTON CONRAD SHIPPING 2018 CONRAD SHIPPING
www.conradshipyard.com
MY SHERPA DIMENSIONS: EXTERIOR DESIGN INTERIOR DESIGN DELIVERY BUILDER
LENGTH OVERALL – 73.6 M / BEAM – 13.2 M RWD RWD 2018 FEADSHIP
www.feadship.nl
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PHOTOGRAPH: JDICK HOLTHUIS AND MIKE JONES
MY IRISHA LENGTH OVERALL 51 M / BEAM 9 M HARRISON EIDSGAARD HARRISON EIDSGAARD 2018 HEESEN
DIMENSIONS: EXTERIOR DESIGN INTERIOR DESIGN DELIVERY BUILDER
www.heesenyachts.com
PHOTOGRAPH: FRANCISCO MARTINEZ
MY DAR LENGTH OVERALL – 90 M / BEAM – 14.6 M LUIZ DE BASTO DESIGNS NUVOLARI & LENARD 2018 OCEANCO
DIMENSIONS: EXTERIOR DESIGN INTERIOR DESIGN DELIVERY BUILDER
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CYBER RISK MANAGEMENT? HOW SHOULD THE SUPERYACHT INDUSTRY PLAN AND REACT? BY MURRAY BISHOP
HE 21ST CENTURY HAS PUSHED THE MARITIME
But what should Cyber Risk Management genuinely
world, just like all other industries, further and further
look like in the wider maritime Industry, but specifically in the
online. Safety management systems are now online;
superyacht Industry?
internal and external communication is now 24/7 via smart
The IMO published MSC 428 in July 2017 regarding cyber
technology; the sextant has been replaced with GPS and online
risk management. Following this, BIMCO published the second
charts. We continue to benefit from rapidly improving and
version of their guidelines regarding cyber risk management for
innovative technology.
the commercial shipping market. The ISM Code 2018 Edition
Yet the cyber security industry, often opaquely and with
includes ‘Guidelines for Cyber Risk Management’.
varying levels of drama and hyperbole appears to be warning of
Insurance companies, the route to underpinning most
huge ‘cyber’ risks against maritime assets, as they try to sell their
risk management issues, laments the lack of transparency and
services and products.
figures the actuaries can use to quantify the cyber risk, whilst
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the insurance cover will include CL 380 which excludes cyber
defences to this generic approach the greater the likelihood of
risk from the policy. Furthermore, flag states look at the IMO
penetration and subsequent damage. This bulk approach invariably
wording; see the word ‘encourage’ and try to work out how
exploits ‘human factors’ or simple technical configuration errors.
those ships flying their flag can be regulated and to what extent.
If we could remove untrained crew and supply chain (yachting’s
Classification societies head in divergent directions driven by a
‘human factor’) – we would reduce the risk from malicious cyber
feeling that ‘something’ should be done about cyber security to
activity by 80% at a stroke.
ensure ‘seaworthiness’. And against all this noisy, drama-filled
Specific: However, there are other more idiosyncratic
backdrop, yacht managers, captains, chief engineers and ETOs are
threats that are peculiar to the owner, the yacht management
left trying to simply find the best, safest most efficient solution
company and/or the specific geography relating to the yacht
for their yachts in a 21st century environment.
and its owner. These are targeted and are governed by more
The treacle thickens considering that the solution must work for yachts sailing now, and for those yachts still not built, but
thought-out criminal, or individually malicious or in some cases geo-political factors.
which will be sailing after the 2021 ISM compliance deadline. The
Some adoptive protective measures are common across the
only sure thing is that the cyber risk environment in 2021 will be
two categories (reflected in the ISM Code), others need to be as
very different to the way it looks today.
tailored as the threat they face. Understanding them and measuring
We, as the superyacht Industry, understand that there is a clear requirement to manage cyber risk. But the tech-security
them is straightforward, but without doing so solutions are poorly focused, ineffective and often unnecessarily expensive.
fog created by an avaricious IT and cyber security Industry, create fear over what are very disparate threats and vulnerabilities
IDENTIFY VULNERABILITIES (THREAT VECTORS)
and perpetuate our fear of making the wrong choice. Therefore,
The ‘cyber threat free days’ when yachts used paper charts,
it seems almost impossible for anyone to make a decision or
downloaded anodyne emails twice a day and were largely
produce a sensible long-term plan. It seems far easier to wait and
self-contained are now long gone. The inter-connectivity to
hope that a solution will present itself.
the outside world required by yachts, management companies,
So, within this maelstrom of opinion, assistance, threat, risk
owners and guests demands that the risk assessment considers
and fear, can we find a sensible solution to the issue of cyber risk
and manages all the potential vulnerabilities in an end-to-end
management? Without an agreed single industry voice and an
sense; including all interfaces with the shore – such as the
agreed industry outcome – is this possible?
management company, engine manufacturers, the owner and
The answer is ‘Yes’ – but – unfortunately there is not a single technical magic bullet to solve all problems in a stroke. The
service providers and the behaviours and understanding of those people within the whole operational environment.
solution is appropriately balanced, proportionate, considered and, when approached properly, pretty easy.
ASSESS RISK EXPOSURE (LIKELIHOOD AND EFFECT)
Managing cyber risk is no different to managing other risks
Having understood the vulnerabilities from the capabilities
faced by any company or yacht around the world. It adopts a set
and techniques of those malicious threat actors, it is therefore
of sound principles tailored to the yacht or yacht management
straightforward to assess the level of risk that the yacht in
company and also enshrines the supply chain management
question actually (not theoretically) faces. This should not be
process. It identifies the threats and vulnerabilities, balances the
generic and must be considered for each and every yacht; be
identified risks and puts in place proportionate solutions in line
specific to the operational and safety management processes
with the risk appetite. So, a threat to a yacht is measured against
carried on board; and include internal and external risks to the
a different balance of risk criteria to, say a cargo vessel and
yacht, including supply chain. This clearly directs where and to
the comparable threats to one yacht maybe the same in some
what extent investment should be made to provide sensible,
respects and different in another. Not necessarily because the
proportionate protection for the yacht in question.
technologies are different, but because the intent of those who wish to cause damage is different.
DEVELOP PROTECTION AND DETECTION MEASURES Assuming the threat, vulnerabilities and risk measurement has
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UNDERSTAND THE THREAT (FROM WHOM AND WHY?)
been done, the development of preventative, protective and
Generic: In some cases, primarily for bulk, widespread criminal
detection measures falls into two categories; those measures
operations, or more malicious actors’ research and development
which are technical in nature and measures which are process
purposes, attempted attacks do not have one particular target
and procedural in nature (with this latter category also mitigating
– but are more en masse and opportunistic. The weaker the
the risk inherent in human behaviour). Part of the procedure
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should also include education. It is now essential that accredited
All the relevant elements of the industry – from flag
cyber security awareness should be included as part of the STCW
state, insurance companies, cyber security professionals, yacht
course. With human vulnerability being the route in for most
managers, yacht brokers and the yacht crew community – must
malicious threat actors, crew and support staff Cyber Security
develop a collegiate vehicle to discuss how this should look and
Awareness (which need not be technical in nature) must be given
feel, specifically for the Superyacht Industry.
parity with Fire Fighting Techniques, Personal Survival Techniques,
By taking the headings above as a framework, we can
First Aid, Personal and Social Responsibility and Proficiency in
move forward as one and ensure that the superyacht industry
Security Awareness if a modern yacht is to stay safe.
successfully manages the cyber risk into the 21st century and
The procedural measures should also clearly define the
beyond.
roles, responsibilities and policies for all those on board the
In the meantime, it is in the best interests of all superyacht
yacht and in the management company. With whom does
owners, builders and managers to move forward along the lines
accountability for the digital security sit? With everyone on board
above. From a compliance level, this will equip for the inevitable
clear in their roles and responsibilities and equipped to meet
regulation and insurance criteria, but from a practical level, will
them, there should not be any gaps in the chain of command
reduce the threat surface from those with hostile intent who can
which cyber risk can slip through.
and will cause damage to the operation, reputation and safety of the industry’s clients and their most valuable asset.
>||
ESTABLISH CONTINGENCY PLANS Section 8 of the ISM Code – ‘Emergency Preparedness’. In other
Contact:
words, even in the best prepared vessels, things go wrong. Since
Murray Bishop – Business Development Manager
the safety management system demands that any emergency
Halcyon Yacht Security
situation relating to a vessel can be responded to at any time,
Email: Murray.Bishop@HalcyonYachtSecurity.com
contingency planning and exercising for a cyber incident needs to be equally governed. This of course also needs to incorporate Sections 9 and 10 of the ISM Code as part of the auditing and ongoing maintenance process for the Cyber Security Posture of the yacht. CONTINUOUS RELEVANCE As with all risk management, the answer is to provide a flexible security framework following the steps outlined above. The cyber risk, perhaps more than any other, evolves at a breath-taking speed; Moore’s law applies to the risk just as much as it does to the environment in which it exists. Systems can be audited,
All The
Oceans Designing by the seat of my pants
re-evaluated, and adjusted to the contemporary threats and risks.
A Memoir by Ron Holland An unconventional journey to international success
CONCLUSION
Foreword by Rupert Murdoch
and the yacht’s preventative, protective and detection measures
HOW SHOULD THE SUPERYACHT INDUSTRY MOVE FORWARD? It is in the superyacht industry’s interest to control their own destiny. Cyber Risk is inherent in the 21st century. The banking industry have been, and continue to be, hit with quite draconian legislation by the FCA and PRA because they were slow to move. NISD followed suit for Critical National Infrastructure providers for the same reason. Likewise, GDPR was more universally introduced across all industry sectors for the same reason. Regulation is an evolutionary necessity and the more pro-active the industry is in addressing it, the more balanced and informed the regulation will be. Imposed regulation carries a whole different type of risk to co-created regulation.
Amazon 5 star Review ★ ★ ★ ★ ★
This book will not give you the technical expertise to design a yacht but it is a wonderful, rollicking adventure story of Ron Holland growing up and getting to the top of his profession in often hilarious steps. In any successful life chance plays a part but more important is the ability to capitalise on good luck and the ability to somehow derive benefit from bad luck as well. Ron Holland’s story is inspiring, fascinating and amusing. It is a good, easy read and beautifully presented book.
Available at
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THE BOAT SHOW
IN A BAG!
YachtFile is the perfect tool for the distribution of your promotional material – directly into the hands of your potential clients. The pack is delivered to professionally-run yachts and can include brochures, newsletters, catalogues, digital media etc. – if it fits we deliver it!
Spring YachtFile – 1800 packs to 1800 yachts Summer YachtFile – 1800 packs to 1800 yachts Monaco Yachtshow YachtFile – 1500 packs distributed The YachtFile Top 500 – 500 packs to 500 yachts
Tel: +44 (0)1986 894333 14a Upper Olland Street, Bungay, Suffolk NR35 1BG, UK Email: colinsquire@yachtingmatters.com 184
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THE YACHTING MATTERS GUIDE TO
SUPERYACHT REFIT & REPAIR FACILITIES IN THIS EDITION: AMICO & CO ASTILLEROS DE MALLORCA LUSBEN MONACO MARINE â&#x20AC;&#x201C; LA CIOTAT
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AMICO & CO SRL
MICO & CO IS ONE OF THE VERY FEW MAJOR SUPERYACHT REFIT AND REPAIR
AMICO & CO SRL Via dei Pescatori, 16128 Genova, Italy Contact: Mr. Daniele Di Giampaolo Co-director Technical & Sales Tel: +39 0102470067 Email: technical.sales@amicoshipyard.com Web: www.amicoshipyard.com
centres worldwide and has developed facilities at its Genoa yard to meet the precise requirements of superyacht refit and repair. Amico & Co can cater for all work, whether the project is just to refresh the paintwork or a major conversion that may take a year or more. The yard can handle any type or size of yacht including the latest generation of large sailboats. It also specialises in working on classic and antique yachts where dedicated care is required.
SUITABLE FOR VESSELS OF: 18 M â&#x20AC;&#x201C; 170 M IN HOUSE FACILITIES: 12 paint-refit sheds, 24 berths max 140 m LOA, in-house departments: Engineering, shaft alignment, engine and generator servicing and reconditioning, shipâ&#x20AC;&#x2122;s technical systems. Paint work, from primer application to topcoat refinishing. Wood carpentry, teak decking and yacht interior refurbishment. Electrical workshop. Official services: MTU, Caterpillar, Northern Lights and Idromar. MAIN LOCAL CONTRACTORS: All trades Drydock: Max length of vessel 170 m Travel lift: 320 and 835 t Cranes: 18 t and 45 t Hard standing area: 45,000 m2 Docking area: 20,000 m2 Alongside berthing: Max 140 m Stern to berthing: Max 110 m Covered sheds: 12 x sheds up to 102 m LOA, brand new dry-dock shed 90 m LOA and 102 m covered graving dock inside the yard Tenting available: Yes Dayworkers allowed: Restricted Project office available: Yes
Since 1991 the continual growth of the Amico & Co shipyard has given testament to its leadership in the refit & repair industry and the yard itself has a 45,000 m2 surface which includes 12 refit and repair covered areas and paint sheds specifically designed for projects up to 102 m in length and equipped with forced ventilation systems to maintain necessary temperature/humidity/emission conditions. The company offers multiple dry-dock solutions: in 2014, Amico & Co inaugurated a new 102 m sheltered graving dry-dock with a 31 m airdraft inside the yard area, equipped with state-of-the art and environmentally friendly technical systems for paint overspray recovering and treatment, heating & lighting. The company also exclusively manages Dry-dock #2 in Genoa Port, a 200 m dry-dock suitable for two yachts of up to 90 m LOA, with a 90 m new painting shed in the fore-section opened in late 2015; in 2017 a keel pit for sailing and racing yachts with mobile keels was completed. The company is particularly renowned for its painting skills, whilst for engineering Amico & Co is an official contractor for leading companies such as MTU, Caterpillar, Northern Lights and Idromar. The company headquarters boasts a crew area equipped with satellite tv and Wi-Fi with 24/7 access by using the company provided crew badge. A dedicated multilingual concierge service caters for all accommodation, transport and any other client and crew requests. The yard is just minutes from central Genoa, a lively metropolis perfectly located for crews during their refit periods, with an international airport and great connections to all the major Italian cities and nearby ski resorts. The large number of clients who bring their yachts back to the shipyard for repeat work is testimony to the dedicated service and skill that Amico & Co can bring to repair and refit work. Amico & Co is a world leader in this field and has the in-house skills and management to make each job a satisfying experience for owners, captains, managers and crews as well as the shipyard. Project organisation and management procedures are fully integrated thanks to a management system which has been perfected over 28 years. This is an indispensable tool for both the Amico & Co team and for the Client, who is kept constantly informed and who can monitor the state of progress of his project. Amico & Co has a long experience of working to meet all Flag State and Class regulations and interacts with important associations such as Confindustria and ICOMIA and was the first shipyard in Italy to attain the environmental management standard certificate ISO 1400.
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ASTILLEROS DE MALLORCA
STILLEROS DE MALLORCA IS A REFIT AND REPAIR SHIPYARD FOR LUXURY sailing and motor yachts. It was first established in 1942 and pioneered the construction of a great variety of vessels. In the early 90s Mallorca started to become the focal point for Superyachts that run both the Caribbean and Mediterranean seasons. Astilleros de Mallorca adapted to the requirements of this up and coming market and is considered today to be Mallorca’s Premier Shipyard. This recognition has been backed up by important awards such as the Boat International’s ‘Best Superyacht Refit’. The yard’s workforce is proud to conserve the rich heritage of the old artisan’s tradition while constantly keeping an eye on the future. Astilleros de Mallorca has recently invested heavily with the purchase of state of the art equipment, the latest in technology and new machinery. Also the redefined workshops have contributed to upgrade the facilities. The shipyard offers a full range of in-house services that include metal work, mechanical, piping, hydraulics, stainless steel, electrical, electronics, carpentry, composite and painting. Despite having all their own departments and specialities, a yacht’s favourite supplier is welcome to join the project within the facilities. They will be supported by the experienced management team that will provide assessment in all the yacht’s requirements and needs. Astilleros has embraced the opportunities that the STP facilities have offered and expanded their business premises into this new working area; increasing their haul-out and working capacities. The professional Astilleros STP Team is based in offices 17 & 18 in the ‘RS Global Building’ and the unique, fully functioning mechanical and metal workshops are available for any specific job or complete refit. With more than 30 years of experience completing refits and repairs on approximately 200 yachts every year, the shipyard is honoured with a long list of loyal clients.
ASTILLEROS DE MALLORCA Contramuelle Mollet, 11 E-07012 Palma de Mallorca Baleares, Spain Contact: Diego Colon / Stefan Enders Tel: +34 971 710645 Email: info@astillerosdemallorca.com Web: www.astillerosdemallorca.com SUITABLE FOR VESSELS OF:
25 -119 M
IN HOUSE FACILITIES: Hull & structural work in: steel, aluminium, wood and composite plastics. Engineering: pipe-work, tanks, electrical and wiring, machinery overhaul and repair, shafts and propellers. Fitting-out work: joinery, furnishings, interior finishing, electronics, television, sat-com, sourcing/supply of fittings. Exterior work: hull cleaning and painting, deck refinishing, woodwork, sanding and varnishing. Exterior painting: afloat under cover, ashore under cover. MAIN LOCAL CONTRACTORS: All trades Slipways: 4 x Max length 74m, Beam 13.5 m Weight 1700 tons, Draught 5.5 m Cranes: 3 x Max weight of lift 20 t Alongside berthing: Max length 119 m Max draught 7 m Stern to berthing: 4 available. Max 100 m Tenting available: Yes Dayworkers allowed: Controlled Project office available: Yes
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SHIPYARD FACTFILE
LUSBEN
VIAREGGIO
LIVORNO
LUSBEN – REFIT AND REPAIR Viareggio: Via Coppino, 441 – ITALY Livorno: Piazza Mazzini, 92 – ITALY Contact: Paolo Simoncini - Marco Nuovo Tel. +39 0584 3801486 (Viareggio) Tel: +39 0586 415621 (Livorno) Email: service@lusben.com
HE LUSBEN REFIT & REPAIR FACILITIES AND ORGANISATION ARE BASED BOTH in Viareggio and Livorno and offer a wide range of services to cover all the assistance, maintenance and repair needs of superyachts and megayachts from 20 m to 120 m in length. The services that make Lusben your ideal partner include:
SUITABLE FOR VESSELS OF: 20 M – 130 M IN HOUSE FACILITIES: Project management, engineering, mechanical, joinery, stainless steel.
•
Refit and repair
•
Berthing
•
Documentation management and technical supervision
•
Across-the-board assistance
In order to provide a comprehensive assistance service covering all owners’ needs, Lusben
MAIN LOCAL CONTRACTORS : All trades
not only performs ordinary maintenance work, but also deals with administrative formalities,
REFIT & REPAIR – VIAREGGIO Travel lift: 600 t Crane: 30 t Trolley: 250 t Trolley: 80 t Seafront area: 30,000 m2 Paint shed: up to 60 m Environmentally controlled and dust free Crew Accommodation: Yes
assistance to other Shipyards that need our Services.
REFIT & REPAIR – LIVORNO Travel lift: 300 t Cranes: Yes Trolley: 1050 t Floating dock: (110 m) 18,000 t Drydock: 145 m Ship lift: 2500 t Seafront area: 45,000 m2 Crew Accommodation: Yes
the internationally recognised centres of yacht building excellence. The work is carried out by
the most common being class renewals and upgrades in compliance with register rules, and Lusben performs significant mechanical, structural and interior refits, as well as providing the necessary support to upgrade systems, subdivision and insulation to meet the strict safety regulations in force for charter class vessels. All refit and repair services are performed with the support of marine engineers and specialised technicians. REFIT AND REPAIR SERVICES Refit and repair work is performed with the help of the best craftsmen in Viareggio and Livorno, specialised workers for each individual area, with constant cost control. BERTHING Viareggio can offer over 15,000 m2 of water surface and moorings for about 40 yachts ranging in length from 20 m to 65 m. Livorno can offer moorings for 20 yachts ranging in length from 20 m to 65 m. Quality, financial transparency, good planning, superb craftsmanship, internal project management, full warranty on the jobs carried out and spirited co-operation with owners, owners representatives or yacht management and Shipyards. This is what has made the Lusben refit yard today one of the most successful and respected refit yards in the world.
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serviceshipyards
MONACO MARINE – LA CIOTAT
ITH SIX SHIPYARDS ON THE FRENCH RIVIERA LOCATED IN Monaco, Beaulieu Sur Mer, St Laurent du Var, Antibes, Golfe de St Tropez, La Ciotat, Monaco Marine can support and assist you during your stay in
MONACO MARINE – LA CIOTAT 46 Quai François Mitterrand BP 80039 13600 La Ciotat Cedex - France
(2000 t Yachtlift) with a total of 14 hard standing berths for them. It can also haul out boats
Contact: Vincent Larroque Group Sales Director Tel : +33 (0)4 42 36 12 12 Email: mmlaciotat@monacomarine.com Web: www.monacomarine.com
from 20 to 45 m (300 t travelift) and position them on 10 hard standing berths.
SUITABLE FOR VESSELS:
the area and beyond. Monaco Marine shipyard in La Ciotat is dedicated to superyachts and is today the largest facility of its kind in the Mediterranean. It can haul out yachts between 45 and 85 m
Thanks to the unique layout and transfer system of the La Ciotat shipyard, yachts can be hauled out or launched in less than a day, independently from one another. Monaco Marine shipyard in La Ciotat has gained the confidence of more than 100 yachts that have been serviced there since its opening in 2007. The specialised staff can perform any task from simple maintenance to complete refit and they can benefit from established relationships with leading contractors in various specialties. The yard can count on a proven track record of successful high quality paint jobs thanks to the qualification of its teams and contractors and to its unique 90 m paint shed equipped with a complete air ventilation and heating system. ISO 9001 and ISO 14001 certifications are a further proof of Monaco Marine’s commitment to quality and to customer service. Our team of project managers will ensure a close follow up of your repair project and help you prepare for your next sailing while remaining available afterwards to assist you in any follow up you may need during the course of the season. The 6 shipyards of the group : Monaco • Beaulieu sur Mer • St Laurent du Var • Antibes • Golfe de St Tropez • La Ciotat
20 m – 200 m+
IN HOUSE FACILITIES: Project management, 3D modeling, hull & structural work in steel, aluminium & wood. Engineering: Electrical & wiring, pipework, mechanical, machinery overhaul, shaft & propeller, stainless steel. Painting. Interior finishing, carpentry. 24 hard standing berths MAIN LOCAL CONTRACTORS: All trades Travel lift: Max weight of vessel 300 t Lifting dock: 2000 ton Yachtlift® Cranes: Max weight of vessel 250 t Hard standing area: 45,000 sqm Alongside berthing: 1500 m Stern to berthing: N/A Covered sheds: 90 m hard standing paint shed Tenting available: Yes Dayworkers allowed: Restricted Project office available: Yes
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AGENTS
AGENTS
ALL SERVICES S.R.L Via Del Castillo, 17, Portosole, San Remo 18038, Italy T: +39 0184 533533 F: +39 0184 531035 E: as@as1980.com www.as1980.com Contact: Dr. Alessandro Sartore – Broker/Ship Agent
MID ATLANTIC YACHT SERVICES Rua Cons. M. da Silveira, 3, Horta, Faial, Azores PT9900-144, Portugal T: +351 292 391616 E: mays@mail.telepac.pt Contact: Duncan Sweet – Managing Director www.midatlanticyachtservices.com
All Services, a highly reputable ship agent based in Sanremo, Italy with offices in Imperia and Naples, has been assisting Yachts throughout the Mediterranean since 1980. Whatever your needs in all ports along the Cote D’Azur, the entire Italian coast and beyond, All Services are there for you.
Silver Jubilee – celebrating 25 amazing years serving the industry!
AGENTS
CARPETS
S & D YACHTS LTD. Seabreeze. Guiseppe Cali Street, Ta’Xbiex MSD 14, Malta T: +356 21331515 F: +356 21332259 E: info@sdyachts.com www.sdyachts.com Contact: Peter Fiorini Lowell – Director
TAI PING CARPETS EUROPE S.A Hôtel de Livry, 23, rue de l’Université, 75007 Paris - France T: +33 (0)1 53 45 90 65 F: +33 (0)1 40 20 90 71 M (France): +33 (0)6 09 76 83 75 M (UK): +44 (0)7800 848 973 Tai Ping Chelsea Harbour, 406-407 Design Centre East, London, SW10 0XF T: +44 (0) 207 808 9655 F: +44 (0) 207 808 9659 E: xavierbonnamy@taipingcarpets.com www.taipingcarpets.com Contact: Xavier Bonnamy – Yacht Division Global Manager
S&D Yachts were established in mid 1976 to cater for all the visiting yachtsmen to Malta. We offer berthing arrangement, Customs & Police Immigration clearance in/outwards, Duty-free fuel & Provisions, in-water repairs as well as yard repairs. We are now also operating from Tunisia.
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Tai Ping Carpets is the world’s leading manufacturer of luxury custom carpets and has developed a special Yacht Division. Yachts recently delivered: MY Dilbar, SY A, MY Golden Odyssey, MY Mistral, MY Vertigo, MY Aquarius, MY Nero, MY Queen Miri, MY Aquila, MY Plvs Vltra, MY Albatross, MY Elixir, MY Kamino, MY Moon Sand II, MY Ocean Victory, MY Quantum Blue, MY Symphony, MY Infinity, MY Vava II, MY Ace, MY Musashi, MY Hampshire II, MY Grace E, MY Madame GU, MY Chopi Chopi, MY Stella Maris, MY Z, MY Como, MY Kiss, MY Hey Jude, MY Okto, MY Formosa, MY Madame Kate, MY Vanish, MY Moon Sand.
DECK FITTINGS/SWIM LADDERS
GLASS AND TANK MONITORING
MULTIPLEX GMBH Zur Westpier 3 28755 Bremen T: +49 421 8350 100 F: +49 421 67 88 68 Email: contact@multiplex.com www.multiplexgmbh.com Contact: Jan Reiners – CEO
TILSE INDUSTRIE-UND SCHIFFSTECHNIK GMBH Sottorfallee 12, 22529 Hamburg, Germany T: +49 (0)40 43 20 80 80 F: +49 (0)40 43 20 80 888 E: tilse@tilse.com www.tilse.com Contact: Hans-Joachim Tilse – Managing Director
Multiplex GmbH was established in 1986 and specializes in the design and production of light weight marine composite solutions built from carbon fibre such as Sun Awning Systems and Swimming Ladders. Consistently supplying top notch services and products.
Founded in 1974 TILSE Industrie specialises in the design, production and installation of marine glass to power and sail vessels in the Superyacht Industry worldwide. Amongst our many specialities is the production of curved glass that helps to complement the graceful lines of today’s modern yachts. Our well-known brands are FORMGLAS SPEZIAL® plane and bent glass, MICROCLEAR® heated glass made out of FORMGLAS SPEZIAL®, SOLARDIM® compound glass made out of FORMGLAS SPEZIAL® with dimmer function. NEW PRODUCT – fire-proof glazing A0/A60.
LAWYERS – MARINE SPECIALISTS
MARINAS
HILL DICKINSON LLP 105 Jermyn Street, St James’s London SW1Y 6EE, UK T: +44 (0)20 7283 9033 E: tony.allen@hilldickinson.com Contact: Tony Allen Palais Saint James, 5 avenue Princesse Alice, 98000 Monaco T: +377 9770 0460 E: david.reardon@hilldickinson.com Contact: David Reardon www.hilldickinson.com/yachts
ANTIGUA YACHT CLUB MARINA Falmouth Harbour, Antigua T: +1 (268) 460 1544 F: +1 (268) 460 1444 E: aycmarina@candw.ag www.aycmarina.com Carlo Falcone - Managing Director
Hill Dickinson’s yacht team is the market leader in the provision of legal services to the superyacht industry. In addition to its yachting and yacht finance capability, the firm’s expertise in all areas of marine law is internationally renowned.
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The one address for all crew/vessel needs in the middle of the North Atlantic, specializing in full services for Trans-Atlantic yachts crossing to Europe. Founded in 1993 Mid Atlantic can address all needs of Yacht Captains, vessel and Crew and provides customized shore support in all areas, be it a mid passage stop-over or as critical shore based support when cruising the Azores with owners and guests. Specializing in yacht agency, bunkered fuel, VAT payment/importation & chandlery. Advance notice of arrival always encouraged and appreciated.
Situated in Falmouth Harbour the marina is a complete facility ideally located for all services in the English and Falmouth harbour area. We can accommodate boats up to 400’, that draw up to 25’.
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PAINT SURVEYORS
JPMA (JOHN PERCIVAL MARINE ASSOCIATES) Marine House, 86a Market Street, Hoylake, Wirral CH47 3BD, UK T: +44 (0)151 632 4000 F: +44 (0)151 632 4776 E: mate@hss.ac.uk www.sailorsworld.co.uk Contact: Anna Percival-Harris – Managing Director
MARTEN YACHT PAINTING ADVICE AND INSPECTION Van Ommenstraat 3, 8326CP St. Jansklooter NETHERLANDS T: +31 527246855 F: +31 527245688 M: +31 620429425 E: info@mypai.nl www.mypai.nl Contact: Marten Heetebrij – Managing Director
Shorebased RYA/MCA training courses to Yachtmaster Ocean, MCA Deck and Engineering modules and STCW courses. Oral preparation for OOW, Master & Engineer Oral Exams, ISM related matters, Specialist supplier of Hydrographic Office and Publishers charts.
Steered by over 40 years of experience we offer a superb knowledge of modern yacht paint and application systems to captains, owners, management companies, paint suppliers, applicators, insurance companies, etc.
PROPELLERS
REFIT & REPAIR
PIENING-PROPELLER Am Altendeich 83, 25348 Glückstadt, Germany T: +49 4124 916812 F: +49 4124 916852 E: pein@piening-propeller.de www. piening-propeller.de Contact: Mathias Pein – CEO & COB
ASTILLEROS DE MALLORCA Contramuelle-Mollet 11, 07012 Palma de Mallorca, Spain T: +34 971 710645 F: +34 971 721368 E: info@astillerosdemallorca.com www.astillerosdemallorca.com
PIENING-PROPELLER supplies complete propulsion systems, from gearboxes to propellers, including struts, for MEGA yachts and HIGHSPEED yachts. The company designs and produces various types of propellers from a diameter of 800mm upwards and shafts with a several length up to 16,000mm. PIENING-PROPELLER is ISO 9001/2008 certified by DNV GL
Our growing list of established clients help to justify our claim to be the Superyacht Repair Centre of the Mediterranean. Astilleros de Mallorca has four slipways to 74 m plus 220 m of outfitting quays and have expanded into the STP refitting area.
ROPES
STABILISERS
ARMARE ROPES Via Meucci, 3 Z.I. Aussa Corno 33058 San Giorgio di Nogaro (UD) Italy T: +39 0431 65575 F: +39 0431 621351 E: info@armare.it www.armareropes.com
NAIAD DYNAMICS UK LTD Unit 3 Nelson Industrial Park, Manaton Way, Hedge End, Southampton SO30 2JH UK T: +44 (0)23 92 539750 F: +44 (0)23 92 539764 E: ukspares@naiad.com www.naiad.com Contact: Steve Colliss – Sales Manager
Over 200 years in the production of high quality ropes, composite cables, running and standing rigging equipment, suitable for any kind of boat, from the smallest dinghies to the outstanding Super Yachts. We always develop and offer avant-garde solution because of our continuous investments in research and technological innovation. Furthermore, thanks to an important background, know-how and manual ability we are able to grant nice and strong handmade finishings and splicings, as well as customize any product.
INDUSTRY FILE
NETWORKING
Naiad Dynamics, recognized world leader in the design & manufacture of Ship Motion Control Systems and equipment for yachts of all sizes. AtRest® and AtSpeed® Roll Stabilizers, Advanced Ride Control Systems, Interceptors, Bow &Stern Thrusters, and Integrated Hydraulic Systems. OEM support for all Vosper, Naiad, KoopNautic and MDI systems
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THIS EDITION WAS MADE POSSIBLE WITH THANKS TO THE FOLLOWING ADVERTISERS A and D Yachting
21
A1 Provisions
117
National Marine Provisions
A1 Shipyard Rhodes
119
Nautech Composites
ACDC
148
Nelson’s Dockyard Marina
America’s Cup – Adelasia Di Torres
101
Neofits
Alexseal Yacht Coatings
Front Cover & 63
Antigua and Barbuda Antigua Charter Yacht Show Armare Ropes Srl
89
OWN Fine Wines
33 & Card
Atlas Paint
100
Awlgrip AYSS Barcelona Private Yacht Services Blue Fin Yachts Bradford Marine
74 161 50 155 Card 8&9 137 47 173 28 & 29 ISBC 64
Revolution Fuel
167
Ron Holland
183
85
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135 & Card
23
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Quantum Stabilisers
66
3
Costikyan
Puradyn
69
24 & 25
Card
Cook Island Registry
Peining Propeller
Rafnar
91
Chartco
Pantaenius Yacht Insurance
BC
163
BWA
153
Sardinia Yachts Services
99
Schrandt -Zimmer
59
Shore Marine
67
Square Foot Storage Sturge Superyacht Tenders and Toys
131 79 14 & 15
Doyle Sails
65
SuperyachtOS
Femobunker
61
Taiping Carpets
Flir
37
Teak Decks
173
Flisvos Marina
41
Technocraft
156
Freestyle Slides
51
Termopetroli Versilia S.R.L
Galapagos Yacht Services
87
The Superyacht Cup
GRP Boat Repairs
1
Hill Robinson Yacht Management Hoylake Sailing School
53 129
Inmarsat Global Ltd
4&5
Kahlenberg Horns
Tilse
55 Card
22 122 17
Total Superyact
54
Trade Ocean
63
Underwater Lights
19
84
Van Allen
125
Lighthouse Consultancy
73
Wright Maritime
109
Maldives Yacht Support
ISFC
Master Yachts
7
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169
Monaco Yacht Show
102 & 103
Mypai
113
Naiad Dynamics
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81
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Neptunea
27 Card
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192
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Yacht Carbon Offset Yacht Projects Yachtfile Yachtingdomains Yachting Singapore
77 49 184 172 Card
43
YACHTING MATTERS & THE YACHT OWNER ISSUE 35
Yachting Matters Magazine 35
2018/08/02 14:51:05
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Yachting Matters Magazine 35
2018/08/02 14:51:06
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TESTED IN THE HARSHEST LAB ON THE PLANET From the freezing turmoil of the southern ocean to monsoon rains and equatorial heat, the Volvo Ocean Race puts boats and their crews through the most extreme sailing environments in the world. Working in coordination with the current Volvo Ocean Race, AkzoNobel has tested their new Awlgrip HDT Clearcoat on every race boat in the fleet to ensure durability, color retention and outstanding gloss in even the harshest conditions. Choose Awlgrip HDT – the clearcoat with proven performance, developed for the toughest conditions and available now for your boat. awlgrip.com
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All trademarks mentioned are owned by, or licensed to, the AkzoNobel group of companies. © AkzoNobel 2018. Image © Thierry Martinez / team AkzoNobel 9289/0618
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Yachting Matters Magazine 35
2018/08/02 14:51:06
C M Y K
202