*What was the genesis of the PYA proposal for certification?

Firstly, why did PYA create an industry standard? Why didn’t the regulator (Coastguard) do it? Well, the answer is quite simple. When it comes to the sea, national rules and regulations are a reflection of the international maritime conventions. Where the international conventions are silent, so are national rules. International Maritime Conventions focus on pollution prevention and safety at sea. They do not concern themselves with hospitality training. It is for this reason flag states are not in a position to regulate. The UK Coastguard recognizes this lack of oversight as an issue. In cases where the regulator does not regulate, then it is up to industry to create its own standard. There are many examples of industry standards, so this is actually quite a common path for self-regulation.

In 2004 at the Seas Conference in Nice, there was a meeting of worldwide MCA training providers, and the idea for an interior crew training route was suggested during this meeting. This was never followed up. Since then, PYA has had many comments from members, training providers, yacht crew, agents and management companies as to why there has never been a formal career structure or training guidelines for interior crew—one similar to that for deck and engineering officers who already benefit from a clearly defined training and certification path. Captains and management have spent years looking at great CVs with “interior training” certificates that hold little bearing.

*We’ve read the brochure description of ICTC GUEST program, but how did you come to believe the industry needs such a program? What was the motivation behind it? Improved crew retention rates? Owners/captains complaining about declining performance or qualifications?

The PYA Continuous Professional Development (CPD) Workgroup took this feedback and did some research. It found that there was absolutely no formal or mandatory requirements for any interior crew to have any qualification—not even a Basic Food Hygiene course, where as within all other land-based hospitality sectors, including hotelier, bar and restaurant (and even fast food chains) service staff are required to attend at the least some training prior to being allowed to serve the public. In some cases, this involves years of formal schooling in recognized education administrations. Currently in yachting, it is possible to employ someone off the dock in the morning and have them serving guests in the afternoon. How can yachting, which prides itself on delivering top-tier hospitality service, hope to achieve this high standard when basic requirements are not in place?

The CPD work group decided to hold an open forum at the Antibes Yacht Show in 2011 to ask those who are ensconced within the yacht sector if it felt that the interior departments would benefit from a training program; there was a 100 percent vote from all sectors of the yachting industry that there should be a formal and more unified training program for interior crew. This forum was followed up with an online survey (assisted by the Crew Report), which confirmed this need.

Quite clearly there is a gap. PYA’s aim is to fill the gap. The PYA’s Guidelines for Unified Excellence Service Training (GUEST) have been created for the industry, by the industry. The work group is made up of 43 industry professionals who have contributed to this initiative. This group is made up of captains, chief stewardesses and stewards, sommeliers, butlers and yacht training providers. Training providers are eager to know how to participate in the accreditation scheme.

Benefits to the individual are continuous professional development. This can only benefit the crew as a whole. However, most important are benefits felt by owners and guests. These should be the most profound. It also benefits those who have worked in interior departments as when they leave currently have nothing (in training terms) to add to their CVs despite years of service.

*Have crew training agencies picked up on it? Have they been cool to the idea?

Crew agencies and schools have supported the program from the outset. In fact more than half the working group is made up of training providers worldwide. They fully see the need to have a more unified program so that the courses they currently run have a greater training dividend to both the student and the employer. The PYA training program is guidelines only. It in no way takes away the essence of a training provider’s image or brand; it merely sets a minimum level of requirements, including syllabus, trainer qualifications, teaching aids/notes/materials and facilities. So the training provider can still run with its own unique selling point(s)—but within the standards set.

*The tender-driving course seems to be generating a lot of chatter. What is the rationale for including this for interior crew? I can think of plenty of safety reasons, but apparently, some in the industry think that’s over the top.

This was a hot topic during the initial workgroup discussions. However, it was strongly felt by the majority that there should be some “seamanship” knowledge within the training, and a tender course would cover that, with the added bonus of giving the crewmember a beneficial and practical qualification. It has also been included as part of the emphasis on safety training. As individuals progress, there are requirements for advanced courses in sea survival, fire fighting and first aid. Having crew who can operate a tender is a progression of this safety ethos.

Much of the feedback we initially had on this subject was from the smaller-yacht sector, which only employs one or two interior crew in a dual capacity. These yachts expect all crew to be versatile with tasks and duties on the interior, as well as shipboard, it was felt that it was important to make the qualifications fit for both the smaller and larger sector.

*Would obtaining certification cost crew/owners more money? Who would pay? I assume the “student.”

PYA is in no way involved with how much training providers decide to charge for the courses. As with most yacht training, it is crewmembers who pay, although these days it is not uncommon for yachts to offer a training budget. Now similar to the opportunities that the deck and engineering crew have, the interior crewmember can also benefit. Currently, a back-of-the-envelope figure for both engineers and deck crew for a career outlay is about 20k (Euros), whereas the interior training is estimated to be 8k (Euros) in comparison.

*Do the training companies pay you for the curriculum?

No. The training providers pay the PYA for accreditation and the audits under a PYA accreditation agreement. PYA is a not-for-profit association, and the costs charged are to cover the administration fees only. All the work done to date has been on a voluntary basis.

*Why would this benefit the recipient of the certification?

Many reasons. In fact, the majority of those who asked for the scheme came from the interior departments. The crewmember would have a solid and [recognized] career path to follow, which is important for many reasons. One, the certificates issued at each level would hold more credence with a “standard” than one without. Another reason being that the equilibrium amongst crew is often slighted due to the interior crew not having training, there would be better respect and solidarity amongst the whole team. The crewmember would also be encouraged to follow a training path and in turn become better qualified, able and confident to run the most important department on board. This is a benefit for all. In particular, this will benefit owners and guests. In addition, the individual would have qualifications that count towards a career after yachting.

*Some have said this scenario is the first step toward unionization. True? False?

PYA is the professional body for yacht crew. It is run for crew by crew. Enshrined in PYA’s constitution is that it will not, and cannot be a union. Therefore PYA has no desire or intention to unionize yachting. PYA’s mission is to improve professional standards. Period. It is from this agenda that the ICTC program comes.

GUEST is a voluntary program; nothing is mandatory, yet it provides a certification framework for 40 percent of today’s yacht crew where today there is none. PYA believes that the creation of an Industry Standard for Interior Crew Training and Certification is a logical progression for yachting and given time it will become a “unified” standard.

Rerun Tender Design

The Swedish company reRun designs and builds wooden boats with a classic appearance for the superyacht market. The company started in 2010 with the idea of launching a modern tender with a classic look. The design heritage comes from the boating style of the 1940s, with grand and alluring lines, beautiful and finely crafted details, all exuding genuine feeling. Each piece of wood is carefully chosen for the entirely handmade construction.

ReRun is highly influenced by Swedish, American and British boat design and the special feeling of vintage boating. The company is conservative in its use of sensitive wood from the rainforests. Construction employs a Swedish pine core and a mahogany veneer. The deck and interior are mahogany with clear e-glass reinforcement. The overall look, quality and feel of the boat remains the same as one of solid mahogany.

The reRun has a classic tender layout with the engines at the back, sofas at the front and the crew area forward of the engine room. The interior design is traditional, yet uses modern materials for enhanced comfort and functionality. The underbody is specially designed for water jet power. The boat uses the KaMeWa Rolls Royce water jet FF 240 with joystick steering system and stay-on-spot function. Top speed is 40 knots. Its has a hydraulic gangway and hydraulic poles integrated in the stairs. A hydraulic system is also used for the sliding side windows. All reRuns have three lifting points integrated in the specially designed hardware. All models include a toilet.

ReRun offers yacht designers the opportunity to design a tender to match the design of the mothership. Since every boat is handmade, reRun can be flexible in the building process.

For more information, see rerun.se.

CF Boatworks 331

Registering a tender not a complicated matter, but it should be taken as seriously as any yacht documentation. The type of registration required for a tender may vary but, generally, if a vessel is used independently of the mothership or is towed or delivered on its own bottom, it requires its own registration. Tenders solely transporting guests between the mothership and the shore can be registered under the same registration as the mothership and be called “tender to” motoryacht. When cruising in certain countries, a local registration may also be required (e.g. United States, Croatia, Turkey). This is only required when a tender is not transporting guests to and from the mothership and the shore, or is out of line of sight of the mothership.

Local registration is common in the US and it is recommended that all large tenders be locally registered (if they do not have their own full registration already) so that they can cruise independently as required. Local registration is an inexpensive and easy process only taking between one and two weeks and it lasts for up to three years, whereas full registration is a more complex and expensive procedure.

Full Registration

Pirelli 1400 Cabin

If a vessel is a chase boat or a towed tender and cruises on its own bottom it is required to have its own registration at all times (usually with the same flag as the mothership’s registration). The registration is a separate closing transaction requiring the following documents:

• Bill of sale

• Builders Certificate, Certificate of Origin or Manufacturer’s Certificate of Origin

• Certificate of Survey

• Tonnage Certificate

• Carving and Marking note

• Corporate resolutions

• Certificate of Incumbency

• Certificate of Good Standing

• Radio License

Registering the vessel can take up to four weeks from application depending upon availability of documents. The cost for this varies with each flag state. With the Cayman Islands Shipping Registry, it costs €738 ($998) for registration plus €328 ($435) tonnage tax for any vessel under 24m (79ft) length overall. Once this is complete, the vessel will be registered as a separate entity requiring entry and cruising permits and other regulatory compliance for any port state of entry.

When under full registration, the vessel has its own MMSI, and AIS tracking can be achieved. When it is separated from the mothership, the vessel can legally operate independently. When clearing customs, agents will require a separate cruising permit. Time with customs will most likely be increased, as you will be clearing in more than just the mother ship when arriving at a new destination. All documents must always be carried on the vessel in case of customs inspection.

Local Registration (using the example of the US and Delaware)

Marlow Prowler Classic

US Customs Cruising Permits cover only a single vessel, not all vessels aboard a mothership. Though your homeport might consider your tender complement as an extension of the yacht, within US waters, the only vessels recognized as tenders and therefore authorized for operation without a separate registration are those being used for emergency evacuation.

Small boats fall under local jurisdiction and local legislation, which require separate registrations in order for them to be used legally while in the US. Regardless of your yacht’s flag and your cruising permit, tenders and toys must be registered with the state agency in the area of principal use once you have entered US waters unless they fall into the following categories:

• The tender is ferrying guests to and from the mothership

• The tender is in line of sight of the mothership

When using tenders and PWC, when berthed or cruising in Florida in particular, it is hard to ensure that they comply at all times with the “line of sight” and “ferrying to and from the yacht to shore” restrictions. Due to this, it is strongly recommended that local registration for all tenders and toys be completed prior to the yacht’s arrival. If the yacht is only staying for a few days, then a decision based on the exposure and risk involved should be carried out by the captain and/or manager. It is recommended that all powered watercraft are registered outside of Florida, more specifically in Delaware, to legally avoid paying sales and/or use tax in Florida (current rate is 6 percent). The amount of time in Florida must be monitored carefully to avoid violation of Florida use tax laws. Stays of under 30 days are recommended. All documentation must be carried on each tender and PWC at all times. This can simply be sealed in a waterproof bag or put in a document key ring. To Register:

• Time taken to complete registration: 9-14 days

• Documents required: Bill of sale, HIN (hull identification number) and Certificate of Origin . Tenders not made in the U.S. are often not built with an HIN and registration can be more lengthy if not provided.

Cost

Royal Denship 9m Limo Tender

The cost is an annual or three-year registration fee that is dependent upon the size of vessel. Examples given below of Delaware registration costs:

(Class/Size Range/Annual Cost/Three-Year Cost)

A/ > 16 feet/ $10/$30

I/16-26 feet/ $20/$60

II/26-40 feet/$30/$90

III/40-65 feet/$50/$150

IV/65+ feet/$60/$180

Superyacht Tenders and Toys recommends that large tenders that are going to be used independently of the mothership gain their own full registration from the beginning to give them flexibility for owner or guest cruising. For any vessel with accommodation on board this would be highly recommended. All other tenders should be registered under the banner of the mothership and no separate registration is required initially. When the vessel cruises to countries requiring local registration, all tenders and toys that do not have their own registration should gain local registration if they are going to be used independently.

For more information, contact: josh@superyachttendersandtoys.com

Photo by John Anderson

Things are stirring in the department of heads and beds. A question posted on the International Superyacht Society’s (ISS) forum on LinkedIn asking what people think about an initiative by the Professional Yachting Association (PYA) to institute interior crew certification has generated strong comments among captains, crew, representatives of crew training companies and others in the industry. Some are focused on the general need—or not—for formal certification, and others have weighed in on some of the particulars of the PYA proposal. Few disagree that interior crew in the evermore demanding superyacht arena should be well trained.

“There is a great need for interior crew training aboard yachts,” says Vanessa Stuart of VGS Initiatives, an independent crew trainer and course provider.

The Antibes-based PYA issued its proposed Industry Standard for Interior Crew Training & Certification (ICTC) last fall. The curriculum, intended for use by crew training agencies, includes a combination of class work and sea time. It progresses from an introductory level through training for department heads. Topic covered include food, wine and cocktail service; safety, first aid/medical and regulatory training; and, at the senior stewardess level, a tender-driving course. A working group comprised of industry professionals developed the curriculum. (http://www.pya.org/interior-crew-training-certification)

Triple S Consultancy, which administers the Fraser Diamond Collection charter crew training program, was on of the participants in the development of the curriculum.

“Currently there is no official career path for the interior staff and because of it we don’t have enough quality crew to man the interior departments of the yachts,” says Triple S Managing Director Peter Vogel in an email. “There are no guidelines and therefore the captains are forced to accept the lesser quality crew that is currently available.

“We set out to provide tools for the crew to improve their skill set, their knowledge and work on their mindset in particular,” Vogel says. “The PYA has taken it from there and worked closely with myself and a whole team of training providers, suppliers, active and former interior crew and captains from around the world to take it to the next level.”

The PYA estimates the career outlay for interior crew training might be in the range of 8,000 Euros (about $10,600). It estimates career outlay for deck and engineering crew might be 20,000 Euros (or about $26,500). (See Q&A by clicking here)

In response to Stuart’s question about the cost of accreditation for training providers, PYA honorary secretary Joey Meen says: “The fee for the training provider to become an accredited center is 500 Euros ($662) every three years to cover the cost of the auditor, plus a further 50 Euros ($66) per additional course for accreditation.

Photo by John Anderson

“This covers fees to read and approve the individual course notes, materials and staffing requirements, as well as a facility visit. The training provider will have to also cover travel expenses and sustenance for the facility visits. As we are not for profit, the costs barely cover the auditor’s fees for the time this will take, and these fees will be reviewed annually if required.”

Stuart, who appreciates the attention being paid to interior crew and generally supports the notion of a structured career path, has some reservations about the deck and tender-training portion of the PYA program. This was a hotly debated topic on the International Superyacht Society’s LinkedIn forum. Vogel, however, fully supports it.

“I feel that it is a plus for someone at that level to have an all-round understanding of yachting,” he says. “You might not require it in your current job, but when climbing the ladder you might require the skills and knowledge.”

The discussion thread on the topic can be found on the ISS group page at linkedin.com

Swedish manufacturer Humphree has introduced its smallest trim tab to date—the 350mm Interceptor HA350.
The range now extends from 1,500mm down to 350. The HA350 was mainly developed for leisure craft from 25 to 45 feet and commercial boats where excellent control of running trim and improved maneuvering at speed is desired, but where available space is limited.
The HA350 Interceptor is basically a smaller version of the popular HA500 Interceptor and is produced in the same high quality composite material. HA350 is also asymmetric as is the HA500, which means that it comes in both a right and a left version, where the shaft is offset to one side or the other. The Interceptor can withstand operational speeds of up to 50 knots and above.

For more information, visit humphree.com

Sea Trial Data Acquisition System Borrows from Aviation

Gathering accurate and detailed sea trial information is key to establishing the performance of a vessel and its propulsion system. In order to obtain performance data during sea trials, a portable data-acquisition system is required, one that allows data to be collected even in rough sea conditions when reading on-board instruments proves difficult.

To solve the problem, CJR has taken a novel approach. Instead of using an existing system with limited functionality, CJR has adapted the same technology used to gather flight data from unmanned air vehicles (UAVs). The control of UAVs requires real-time accurate information about the aircraft attitude and GPS position and is, in many ways, similar to the information required during sea trials.

CJR Propulsion has been working in collaboration with a major autopilot system manufacturer to develop the TrialDAS—a data-acquisition system specifically tailored to gathering useful and accurate statistics during sea trials. The new TrialDAS features a comprehensive onboard sensor suite (3-axis accelerometers, 3-axis gyroscopes, 3-axis magnetometers) and uses complex algorithms to combine the collated information to provide accurate trim, roll and heading information. It has a GPS receiver with an active antenna to provide ship position, ground speed and heading and collects data 10 times per second. The acquisition system also allows on-board vibration levels to be measured at a frequency of 1kHz, with data acquired 50 times a second. The system is expandable and adaptable, with plans for a shaft RPM sensor, rudder angle and shaft torque sensors well underway.

The TrialDAS includes a real-time monitoring program, and automated reporting so that reports can be generated at the touch of a button and before the yacht is even back in the harbor. Trials relating to specific rpm ranges or particular conditions are also possible with the TrialDAS’ easy to use start-stop functionality, meaning multiple reports can be generated from a single trial.

For more information, visit cjrprop.com

Two New GMRS Radios from Cobra

The CXT235

Cobra Electronics has introduced two new GMRS two-way radios. The CXT135 and CXT235 feature advanced NOAA Weather Radio (NWR).  The CXT235 also has All Hazards Alert, providing audible alerts.

The new NWR feature allows listening to the NOAA Weather Radio All Hazards broadcasting of continuous weather information directly from the nearest National Weather Service nationwide network of transmitters.  NWR relays official weather service warnings, watches, forecasts and other hazard information 24 hours a day, 7 days a week.

The CXT135 has a range of up to 16 miles, Power Saver circuitry for extended battery life, Call Alert and rechargeable NiMH batteries. The CXT235 includes all the features of the CXT135, plus a range of up to 20 miles.  Its NOAA All Hazards Alerts provides audible tones in the event of a weather alert or other emergency. The NOAA Alert feature activates an automatic alarm on the radio if NOAA sends a tone alert with the warning.  The tone will activate an alarm on the CXT235, even if the audio volume is turned down.

The CXT135 has an MSRP of $49.95, while the CXT235 is listed at $59.95.

For more information, visit cobra.com.

In an effort to encourage megayachts to visit St. Lucia, IGY Rodney Bay Marina is offering a deeply discounted dockage plan for yachts over 80 feet through May 31, 2012. At $1.50 per foot per day, IGY Rodney Bay Marina customers can use their cumulative dockage fees toward their dockage at either Yacht Haven Grande in St. Thomas, or at the Yacht Club at Isle de Sol on St. Maarten through May 31. Activities in St. Lucia include the St. Lucia Jazz Festival, April 30 through May 13, and the St. Lucia Carnival, May 28 through July 17.

For more information, visit igymarinas.com.

Maritime Professional Training Accredited as a DP Training Center
Fort Lauderdale-based Maritime Professional Training has announced it has received accreditation from The Nautical Institute as a Dynamic Positioning (DP) Training facility, joining a select few organizations worldwide that are authorized to offer training in this highly valued and specialized profession.

MPT has completed installation of a state-of-the-art DP training lab utilizing Marine Technologies (MT) system software with multiple models to provide training on a full range of Dynamic Positioning vessels. The school employs the latest simulation software from the Transas Group, with an integrated Electronic Chart Display & Information System (ECDIS). The new Lab, with six individual training stations, is designed to be one of the most comprehensive currently available anywhere in the world. MPT’s design will allow one student per station for maximum hands-on experience during training. Students will gain a real-world experience with the bridge radar, the Transas and ECDIS systems, the ship’s conning display and the vessel’s visual channel, all incorporated into each station.

MPT will offer both the Basic DP course, as well as the Advanced DP course and will issue certificates of course completion which are necessary for students to qualify for application to the Nautical Institute for certification. The Nautical Institute is the international accreditation organization for certification of DP training centers and DP professionals. The inaugural MPT Dynamic Position class started on April 9.

For more information, visit mptusa.com.

Caribbean Marine Association Starts Effort to Ban TBT Paints

The Caribbean Marine Association (CMA) is planning a campaign to join the worldwide effort to ban the sale of TBT (Tributyltin) marine anti-fouling paint. While it is banned in most the world, the use of TBT marine anti-fouling paint is still authorized in the Caribbean.

“Research has proved that TBT is harmful to the marine environment and, as an area that relies heavily on the environment for its tourism industry, the Caribbean needs to be mindful of the harm being done by the continuing sale of TBT paints to yachts and other sea going vessels” says CMA president John Duffy.

Duffy says that for a variety of reasons it would be difficult to get all Caribbean nations to agree to ban the sale and use of TBT based anti-foul paint. No single Caribbean island wishes to be the first to introduce a ban and put itself at a trading disadvantage with its neighbors, therefore, the CMA has decided to deal with the problem at its source: the retailers. A number of Caribbean retailers already refuse to stock TBT paint and the CMA is hoping to persuade more retailers to follow suit.

“If all retailers cease selling TBT based paints it should be relatively easy to persuade governments to legislate against TBT as no one country will then be at a disadvantage,” Duffy says.

For more information, visit caribbeanmarineassociation.com

Open House for Captains in Nice

More than 20 yachts have signed up for the European Committee for Professional Yachting’s Open House and Networking Day in Nice Harbour May 10 from 2p.m. to 8 p.m. More than 15 suppliers will exhibit their products and services to visiting management companies and captains. The event will close shop at 6:30 p.m. with a presentation by Bureau Veritas on the ILO MLC 2006.  A cocktail party will follow.

For more information, visit ecpy.org.

Within a few months a 394-foot yacht that will revolutionize the way the industry conceives and builds yachts, according to French designer Philippe Starck, will be launched at the German Blohm & Voss shipyard. Starck, a prolific artist who has achieved star status in his home country—which awarded him the legion of honor—and has received accolades and awards internationally for changing the way we look at the world through design, collaborated on the project with naval architect Martin Francis. We recently spoke with Starck again by telephone on his views about yacht design.

Photos by Philippe Starck Design

Philippe Starck at the Eurostar Lounge he designed in Waterloo, England

Starck’s dreamy and humor-filled work at the Miami Beach Delano Hotel makes visitors feel as if they have stepped through Alice-in-Wonderland’s rabbit hole. Likewise, his answers reveal an interesting and quirky personality. When asked if he likes boating, Starck does not simply answer yes; he says that if we could see him right now we would notice webs between his fingers and scales on his back.

Nominated for awards as exterior designer, interior designer and stylist for his work on the Feadship yacht Wedge Too, Starck created a splash with his speech at the International Superyacht Society awards. His approach, by his own admission, is always political, and he swings from left field. Some of his comments on yachting have been perceived as haughty disdain but reveal a deeply-rooted desire to humanize.

Starck is not a yacht designer. The yachting industry considers him an outsider, and he readily agrees. Nevertheless his “Darkside” collection will have a place of honor in the Baccarat Crystal Lounge at the Monaco Yacht Show in September.

Starck's Mr Impossible Chair design for Kartell

Starck is, so to speak, a gifted generalist. His work over the past 25 years has touched almost every aspect of daily life. He has designed pasta, everyday objects such as a toothbrush, a lemon juicer, furniture and clothing, but also apartments—including those of former French President Francois Mitterrand—and houses, hotels, schools, motorcycles, airplanes and boats.

Young Philippe spent time drawing alongside his father, airplane designer and engineer Andre Starck, and taking apart and putting together objects and motors. After attending private school in a posh Paris suburb, he was registered to attend classes at Nissim de Camondo, an environmental architecture and design school, but was not an assiduous student, preferring instead to explore the woods surrounding Paris.

At 58 he is still quite the wanderer, flying from one continent to the next, but rests in homes that all have water nearby. A licensed lifeguard, he holds a Hauturier Permit that allows him to navigate day or night, over any distance a vessel with any type of power. He has designed sailboats for French builder Beneteau, collaborated on a stunning minimalist racing sailboat called Virtuelle and created several boats for his personal use, including the charming Ara III. He designed furniture for the yacht Senses, but his first real venture into the world of megayacht design was Wedge Too. Since then, he has collaborated with Martin Francis on a project shrouded in secrecy that will, he says, set new standards for years to come when it is revealed within a few months, and has developed a new concept for a 246’ yacht yet to be built.

Is the discipline of naval architecture easily compatible with creativity?

There isn’t more rigor in naval architecture than in other areas. Any trade, any object, any product has its own rigor… My father used to tell me that for a plane to fly you need to be creative, but for it to stay up you need rigor. I try to keep this in mind. I think that the reason I have survived this long is that I have both creativity and rigor. I get along well with engineers; we have mutual respect for each other’s jobs. We are not fashion designers and we totally accept and understand the beauty, elegance and philosophy of engineering.

What are some of the challenges specific to boat design?

The interior of a Beneteau sailboat designed by Starck

We are not going to talk about technical challenges; everyone knows them. But we are at the core of a real subject that affects boats of all sizes and prices. Today boats are useless objects; they don’t even have the one use that they should have, which is to bring pleasure to their owners.

If you take a good look at small sports boats, you will see that their architecture is so completely archaic and obsolete that they don’t offer one inch of comfort… If one person is having fun it is the person who is at the wheel; the kids are just grabbing on hoping not to fall; moms are sitting at the rear on ridiculous benches, surrounded by fumes and noise; teenagers are lying somewhere on a sun pad also trying to hang on while getting skin cancer. These boats are ridiculous and need to undergo an immediate revolution; there is no reason for this idiocy to go on.

I think the boat market will soon arrive at the point where the automobile market was in the ’50s when all products were identical and devoid of meaning, and it all crumbled. Things only took off again when car manufacturers realized they needed to explore niches, become more present, amusing, sentimental; in short, when they started to consider parameters that they ignored previously. The car industry at the time—as the boating industry today—was governed by a principle right out of the ’50s, that of one product for one consumer, which is a fallacy as we’ve seen.

Wedge Too

Even when going up in price and scale to megayachts, you will notice that most offer no more space or comfort. They are not designed for their owners’ comfort or pleasure, but only exist to show off money’s vulgarity and money’s power… It is a shame because there is a lot of know-how and a lot of money that is wasted. The collateral damage to consider is the resentment this may create in people who do not have this kind of money. It is very possible for people who have less money to admire something that is pricey but well done, something that has an intelligent design. But the stupidity and inanity of these boats can only generate resentment. On top of that as the market grows, more of these boats pollute the landscape. When you see beaches filled with these ridiculous boats, with their obscenity and male chauvinism, you begin to feel they should be classified as polluting objects. The real issue of navigation today is to reform naval architecture so that these objects become more user-friendly and to reform their symbolism.

What are your priorities in designing a boat? Do you approach boat design differently than other types of design?

Lan Restaurant in Beijing designed by Starck

My priorities are to revolutionize usage architecture and to clean and revolutionize symbolism; to move toward greater simplicity, discretion and harmony with nature; and to use human standards rather than technical standards, or worse, sexual standards.

My work is always political and conceptual. What matters is the final goal, which is the final effect that the product will have; how people are going to live with this product; how it is going to improve their lives, and by extension their ways of thinking, and thus their intelligence and the love they can have toward their society.

Do you enjoy the relationship with the shipyard? How much to you get involved in the realization of the project?

I personally draw all projects down to the smallest details. My right arm, Thierry Gauguin, shares my love for navigation and we work in perfect harmony to develop the technical aspects of the projects after that. We are sticklers for details and control freaks; we want everything to be perfect. The relationship with shipyards is very peculiar because they have a vast amount of knowledge but are very conservative. One reason is that they do not want to question what they’ve been doing; they are conservative by habit. In addition they do not want to take chances that might eventually cost them money, which is a bit more understandable. But this makes it so that you always have to argue, negotiate and push.

What can you tell us of your experience designing Wedge Too?

Interior of Wedge Too

Wedge Too is a human story, as is often the case with me. One day a very elegant woman arrived in my office and told me “if you please draw me a yacht,” and I said no for the reasons that I have mentioned earlier. I told her that is was my duty to refuse in terms that sort of surprised and disoriented her. But, as she is a very intelligent woman, she bounced right back and defied me to design a yacht that would not be vulgar. The Wedge Too is not a yacht where I had revolutionary means, as the project was already in the works and the shipyard, indeed, was very conservative, but I achieved my goals. The people who live on it are very happy and proud of their yacht, which is well known the world over as an elegant yacht that distinguishes itself in marinas. I had one goal: break vulgarity and bring elegance. It was achieved.

How would you define the Philippe Starck style or styles?

I don’t belong to a “mechanical” world so to speak, but more to a philosophical one. Where others may think glass and steel, I think respect, honesty, vision, tenderness, humor, love, things of that nature. I do not have cultural baggage, and my work blends the needs and desires of the person who orders the project with my own ethics. There isn’t a style or styles; there is a different logic, a way of thinking, a different approach that makes for different products.

You have made design accessible to everyone through objects and furniture that are practical and beautiful. How did you decide to embark on the design of objects that are the desire of many but the property of very few?

Aerospace engineer Burt Rutan and Philippe Starck

Indeed it is a valid question to ask why someone who dedicated 25 years of his life to develop democratic design that consists of giving the most to a maximum of people, raise quality and bring down prices, would then design $200 million megayachts. The answer is simple: I do not have to choose. Someone who only has $2 to spend on a baby bottle is perfectly respectable; as is someone who has worked a lifetime honestly and who can afford to have a $200 million yacht. Each has its own logic and scale. I employ a Robin Hood strategy, which means I use the money that the rich give me to give to the poor…We have access to terrific people who have terrific ideas, and terrific means and that sometimes results in interesting things that we can apply and distribute. To use an example I don’t like it’s a bit like Formula One as compared to the mass market of the automobile, or haute couture versus prêt-a-porter. I make haute couture for people who can afford it, and I try to derive from it prêt-a-porter. It is completely complementary and not at all contradictory.

Is there someone is the area of yacht design whose work you find interesting and new?

I am not interested in design and designers in general, but there is someone that I respect in the industry and that is Martin Francis, who is the person with whom I have developed the 394’ yacht. He is someone with purity, honesty, rigor, talent and technique—which are rare qualities in our line of work—whom I really respect. I enjoyed working with him.

Are you involved in other yacht projects?

We are preparing now a 246’ yacht that will be even more revolutionary than the first one, but unfortunately I can’t talk about it. I will reach complete maturity of my know-how with this project, and
between it and the 394’, I think we will have solved a lot of questions. As people from the industry who have seen the plans have told me, there will be the time before and the time after these two boats.

What can you tell us about these two projects?

An early render of Starck's 394-foot project

The 394’ has many parameters, but the guiding principle is complete harmony with the elements. Physically it is more a fish than a building, which deviates quite a bit from what is being done today. You can see a harmony, a different way of capturing light; it is sort of a stealth yacht, less visible in any case. It is very smooth, almost dematerialized. Beyond that inside are extraordinary technical innovations that yield extraordinary comfort, which are very large spaces. In many yachts you have small corridors, small rooms and complicated things. This project nearly has no corridors but rather large lofts, very pleasant gigantic rooms with many windows. One of the most innovative aspects of the yacht is the hull that I developed in conjunction with Martin Francis; it produces nearly zero wake at 25 knots and that indeed confirms the concept of harmony with nature. But other interesting components of this project are the tenders, which I designed, that are innovative philosophically and technically. It will be finished in six to eight months. I don’t know who will carry out the 246’ project yet, which is for an illustrious client, one of the most gifted brains in the world today.

And in conclusion?

Bill Gates and Philippe Starck

The underlying idea is that you do good projects with good partners. Wedge Too was done for an intelligent, charming and human woman, and the boat is intelligent, charming and human. The 394’ is done with a young and brilliant mathematician, so the yacht is as he is, pure; and the third one is for one of the most intelligent people in the world, one of the most innovative and so, in this project, intelligence, vision and humanity reign. Projects are reflections of their masters.

Italy’s Palumbo shipyard has begun construction of a 131-foot (40m) motoryacht, the Columbus Sport 130 Hybrid. The Columbus Sport 130 Hybrid melds new lines and high technology with respect for the marine environment. The yacht’s most environmentally friendly feature is its hybrid diesel-electric propulsion system, which allows slow navigation with main engines turned off and just two generators running. The generators reduce the impact on the environment by running at fixed rpm thus reducing NOx and SOx emissions. The yacht will comply with the latest IMO MARPOL regulations and will be equipped with a bilge water separator as well. She will be built under RINA classification in compliance with MCA.

The yacht’s hull and superstructure are aluminum to reduce to reduce weight and fuel consumption. The hybrid system allows electrical navigation up to 7.5 knots and allows quiet running and maneuvering in harbors. She will have a cruising range of 5,000 nautical miles.

Her three decks create impressive internal volume. Three guest cabins, plus the owner’s suite, accommodate eight guests. She has three crew cabins and one captain’s stateroom.

The windows of the main salon are particularly large, allowing the owner and guests a close connection with the sea. Despite the relatively small size of the yacht, very large internal volumes (1,400 sqm/15,070 sq ft) along with features such as a beach club on the stern, will give the perception of being on board a larger yacht.

Hydro Tec Naval Architecture is responsible for the naval architecture of the yacht. Interior design is by Hot Lab and exhibits a combination of “warm” materials with soft colors to avoid strong contrasts. Marbles such as Breccia Sarda and Emperador Dark will be matched together with teak, Sicomoro wood and grey durmast. Leather, polished stainless steel and precious fabrics will complete the mood onboard. The yacht will also have several “convertible” areas that can be changed according the number of the guests on board.

Delivery is expected in September 2014.

For more information, visit palumbo.it

RMK Marine

A Technical Launch for the RMK 4500

In December, Turkey’s RMK Marine launched its new RMK 4500, the 148-foot (45m) Ron Holland-designed motor yacht that is nearing the end of its build at their yard. The yacht was launched using the yard’s special launch and recovery slipway that serves the build and refit facilities at the yard.

The RMK 4500 has been built within the critical MCA 500-gross-ton limit with a layout that allows 12 guests and 11 crew to sail comfortably and is suitable for either a private owner or the high-end charter market. At the 2011 Monaco Yacht Show, it was announced that the boat is for sale for €19m and will be ready for an owner for the 2012 season.

Over the next few months, dock testing of all the equipment, followed by comprehensive sea trials and the inspections required by Lloyd’s Register will be undertaken. The RMK 4500 has been designed to cross the oceans with efficiency and comfort, maximizing fuel range within the constraints of a Twin-screw, displacement motoryacht and the design’s natural stability is further enhanced with Naiad’s zero-speed stabilizers.

Twin Caterpillar C32’s allow the yacht to run at full displacement speed or to adopt an efficient fuel-saving cruise. A comprehensive electrical generator system includes two Kohler 125 kW (158hp) main generators and an emergency generator in a separate space. All this feeds the power management system sited in the engineer’s control room.

Sparkman & Stephens Projects

Following the significant interest generated from the success of Nazenin V, the 171-foot (52m) sailing ketch built at RMK Marine and designed by Sparkman & Stephens, RMK is now working on a 184-foot (56m) design based on Nazenin V. There are also extensive design developments on a 131-foot (40m) by client request.

Designed as a ketch intended for world cruising, the 171-foot design maintains the classic, timeless lines of the hull and superstructure constructed on Nazenin V, but there is slightly more rake in her transom and increased curvature in the bow profile to differentiate her above the waterline. Similar hull lines have also been maintained, but with a modern spade rudder. The increased hull dimensions and desire to carry more sail, coupled with maintaining a reasonable draft, have meant the utilization of a daggerboard, which will maintain upwind sailing performance.

Belowdecks, the layout makes room for eight guests in four staterooms, all with ensuite heads. There is also a fitness room, plus the owner’s suite aft. Located amidships is a two-tier engine room, which is flanked to starboard by a large fold-down door that can be used for loading the primary tender. To port, S&S has provided way to make life easier for the crew by placing a provisioning door adjacent to the cold stores.

The lower deck forward of the engine room has been dedicated to the crew of 11 with five twin cabins and a spacious captain’s cabin. A generous mess is located to starboard and the galley to port connects directly with a service pantry on the main deck for crew  convenience.

The main deck forward is divided into a large dining room suitable for 12 and an elegant, fully appointed office for conducting business anywhere in the world. An area of the main deck has been allocated for vertical circulation. Bruce Johnson, president and chief designer at S&S commented, “By maintaining most of the deck-to-deck circulation areas in one location on the yacht, we are able to minimize disruption in the social areas.”

A large salon with 270-degree views occupies the aft portion of the enclosed main deck. Sliding double doors lead to an open-air bar and social cockpit.

The additional length of the 56m hull has allowed S&S to gracefully lengthen the superstructure overhangs, yielding enough space on the flybridge for a Jacuzzi tub, extensive sun pads and alfresco dining for the full complement of guests. Twin flybridge helm consoles provide excellent visibility on all points of sail, and a fully appointed wheelhouse can be utilized for operation in inclement weather.

Since Nazenin V’s launch, RMK has completed and launched Karia, the 45m (147ft 8in) motoryacht designed by Ron Holland, and Sarafin, the 100ft Oyster designed by Dubois, both of which have been nominated as finalists in the 2012 World Superyacht Awards.

For more information on either build, visit rmkmarine.com

Lürssen Puts Ace Through Her Paces

Photo Credit Klaus Jordan

In March, Lürssen Yachts completed sea trials on the 279-foot (85m) Ace (Project Rocky). Andrew Winch was responsible for the yacht’s unusual exterior styling, as well as her interior design. Among her unique features are large oval arches over side balconies where the yacht’s name is placed. She has a cream-colored hull and white superstructure.

The construction of Ace was supervised by Moran Yacht and Ship. Her delivery is scheduled for late spring.

For more information, visit lurssenyachts.com

Seaton Yachts and Burger Boat Company To Build Expedition Model

Seaton Yachts of Newport, R.I., has announced plans to develop and market the Seaton Expedition Eighty-Three with Wisconsin’s Burger Boat Company. The yacht will be built to Ice Class 1D standards at Burger’s shipyard in Manitowoc.

“This is an exceptional design and we are very excited to be the builder of choice. It is a natural fit for Burger and we look forward to building this extraordinary yacht,” Burger president Jim Ruffolo said in a statement.

John Clayman, President of Seaton Yachts said, “We are very excited about this project and look forward to working with Burger to build this yacht at America’s premier shipyard.”

The Seaton Expedition Eighty-Three is designed for unlimited ocean service with the range to cross any ocean at 10 to 12 knots. Commercially rated diesel engines provide redundancy and safety for extended cruising in remote areas. With twin engines, bow and stern thrusters and hydraulic mooring capstans, the Seaton Expedition Eighty-Three will be an exceptionally seaworthy, long range yacht that is easy to maneuver, the companies said.

The Eighty-Three tri-deck configuration will be elegantly finished with generous living space. Although designed to be operated and maintained solely by the owner, the Seaton Expedition Eighty-Three offers self-contained quarters for owners who choose to employ crew.

The main deck will feature full walkaround side decks and high, solid bulwarks, providing on-deck protection and security in any sea conditions. Watertight exterior doors, heavy-duty windows, and big-ship features such as automatic tank vent closures are all part of a motor vessel designed for ocean travel. She is designed and built for extended life aboard at sea, at anchor or dockside.

The foredeck houses a large primary tender and a small flotilla of water toys, as well as shore-going necessities such as motorbikes. All can be launched from either side using a high-capacity hydraulic foredeck crane.

For more information, visit seatonyachts.com

Ferretti Custom Line Launches 112 NEXT Bound for China

Ferretti Custom Line, the Ferretti Group brand that builds yachts ranging from 26 to 38 meters, has launched the 28^th hull of its 112-foot (34m) Custom Line 112 NEXT. The new yacht is being shipped to a client in China.

The 112 NEXT features spacious areas both belowdecks and outside and include a master suite on the main deck and four spacious guest cabins with large windows overlooking the sea. The 112 NEXT is also fitted with the latest-generation entertainment systems, as well as a state-of-the-art monitoring and control system. Twin MTU engines drive the yacht to a top speed of 26 knots. She is fitted out with Mitsubishi ARG (Anti Rolling Gyro) stabilizers.

This new 112 NEXT will have a specific use: She will be available to the guests of the luxury real estate and tourist complex of Xanadu South China Sea, which is being built on the island of Hainan. The resort consists of a 5-star hotel, villas, a spa, a conference center, a helicopter landing pad and a private yacht marina. She will be one of the largest yachts manufactured in a European shipyard to sail in Chinese waters.

For more information, visit ferettigroup.com

Nobiskrug Delivers Mogambo

Photo Credit Carl Groll

Germany’s Nobiskrug recently delivered the 241-foot (73.55m) motoryacht Mogambo. The Reymond Langton-designed yacht accommodates 12 guests in six staterooms and carries 19 crew. Her main-deck master has a private terrace. She has a fully equipped gym and a luxurious beach club.

The yacht is available for charter through Hill Robinson.

For more information, visit nobiskrug.com or hillrobinson.com

Story By Cecile Gauert

There are many factors that make the newest Protector, the Tauranga 38, so attractive. The name of the line alone—“Protector”—gives it an aura of masculinity and toughness before you ever set foot aboard, and that’s just the start.

The New Zealand Coastguard approached manufacturer Rayglass boats, based in Auckland, to transform its sturdy composite boats with a deep-V hull into rescue vessels. The builder looked at the design and added the collar typically associated with RIBs. America’s Cup teams battling it out in New Zealand a few years back took notice of how well they handled rough conditions. Pretty soon, the company built a whole line of these boats for the recreational market, from a 20-foot open jet boat to the Tauranga 38 cabin boat, the second largest boat in the Protector line. Protector USA, located in California, finishes up the boats destined for its American clientele at its facility in Oakland, outfitting them with all the little luxuries including electronics, teak decking and upholstery.

There is plenty of nice teak on the Tauranga 38, which is much more than a “RIB”. Yes, it does have the hypalon air-filled tubes (with seven chambers), but it is a solid 14,500-pound hand-laid fiberglass boat, built for adventure-minded boaters. It has a large cabin with plenty of headroom and an enclosed head (which can be made into a shower), two very comfortable and adjustable side-by-side Stidd seats for the pilot and co-pilot completely sheltered from the elements, a large teak-led cockpit with additional seating, a nicely-sized swim platform between its two 350-hp Yahama V8 engines (other power options are available), walk-around decks (with grab bars in all the right places), seating at the bow (sun pad optional), and plenty of storage for things such as a pair of diving sets. Plus, it looks good.

We tested one of the latest Tauranga 38s (the line was introduced in late 2010) in Riviera Beach, Fla., after the Palm Beach International Boat Show. It was a great ride, and within the confines of channel markers along a calm waterway, we flirted briefly with a 50-mile per hour speed. We would have loved to try it in rough seas, but the calm Caribbean-clear channel proved ideal to test the boat’s more subtle moves. Equipped with power steering, it handles like a charm, making a nice tight loop at a reasonable speed. Other useful features include a side-power bow thruster, autopilot, chart plotter and an auto anchor system (optional).

Its 250-gallon fuel tank gives the boat a range of approximately 300 nautical miles. Its sweet spot for fuel economy is around 30 knots. The tubes (you can select your color and add custom lettering) help soften the ride, serve as very effective spray rails and, naturally, are a great protection against nicks and scratches to the mother boat. An extensive list of custom options is available.

For more information, visit protectorboats.com

Carbon Craft 130T: Petite Performer

Story By Erica Cooper

I step aboard the small carbon-fiber boat and sink into the cushioned leather-like seats. The 143-hp, jet drive engine rumbles to life and we slowly slip out of the marina while Ken Pierce, Carbon Craft’s co-founder and a yachtsman like his business partner, Mark Levey, explains all the boat’s features.

From bow to stern, the Carbon Craft 130T is only 13 feet, but you would never guess that from the boat’s extensive list of amenities. Hidden storage compartments under seats and floorboards hold fishing rods, drinks, towels, purses or tote bags and specially designed beach chairs. The ergonomically designed center console, though compact, includes a speedometer, tachometer, a seven-inch Garmin GPSMAP system, a Fusion electronics sound system which can play radio, satellite or your iPhone or iPod, and gauges for fuel, water and voltage. While not all of these features are standard, they all fit comfortably in the limited but smartly designed space.

And the innovation doesn’t end there. It is easy to hook up a towrope for various water toys, which the light, but powerful tender can handle whether they have a single, or multiple riders. A fold-down swim platform includes a hideaway ladder. Built into the bow is an adjustable passarelle, which is deployed via a hydraulic system, for land or dock boarding.

When pulling up alongside the mothership, there’s no need to worry about scratches since Carbon Craft tenders come equipped with an attractive foam collar that serves as a buffer. To top it all off, an optional carbon-fiber hardtop quickly folds down for storage and can be removed entirely for full sun.

All this is well and good, but such features don’t mean much in a boat that underperforms. That won’t be a problem with the Carbon Craft. The boat, built in Bristol, R.I., rides smoothly across calm seas at more than 40 miles per hour. It turns on a dime, and although its 100 percent carbon construction makes the hull light enough to be lifted by a single person, never does it feel as though we are in danger of careening off course. At low speeds it is quiet enough to allow conversation even by people at opposite ends of the boat, and at full speed you can still chat with the person sitting next to you. The foam collar that helps keep your yacht and your tender scratch-free also helps keep guests dry by directing spray away. Carbon Craft boats are currently available in 10 and 13 foot models.

For more information, visit carboncraftboats.com

Volvo Ocean Race Miami Stopover and SeaKeepers

Photo Credit Ian Roman/Volvo Ocean Race

The Volvo Ocean Race fleet will make its only North American stop in Miami May 6-20. Surrounding the stopover will be events catering to boating enthusiasts of all ages and stripes and will center on the Downtown Miami Race Village at the city’s Bicentennial Park.

The Race Village will feature dynamic entertainment, interactive pavilions and wraparound events for the entire two-week stretch. Included in the lineup is an in-port race, with points counting toward the leader board. The event will provide race fans, boat aficionados and the general public an opportunity to view the power of the Volvo Open 70s, the yachts participating in the race.

Additional activities will include the Volvo Ocean Race Academy Program, a series of youth sailing regattas; the Opti Nationals; a pro-am race featuring VIP guests; educational programming tied to aquatic activities; watersports exhibitions; music stages featuring locally recognized talent; paddle board competitions; classic steamboat races; food and drinks; and a ceremonial gala.

The International SeaKeepers Society is working closely with the organizers of the Volvo Ocean Race to promote its Vessels of Opportunity scientific research program in the Volvo Race Village. The society will have a yacht there from May 7-20 to welcome students and provide scientists with opportunities to showcase their research and explain how the Vessels of Opportunity program can help them accomplish their goals.

Richard Snow, the society’s director of development and member services, summarizes the goals of this interesting initiative.  “The program seeks to provide scientists with platforms upon which to conduct cutting-edge research by placing them on member vessels. Members have the opportunity to meet with scientists and involve themselves directly in ocean preservation and conservation. Each research mission selected for the Vessels of Opportunity program is unique and varies in terms of location, duration and complexity. All types of projects, from deep-sea exploration to water quality monitoring to coral reef protection and preservation and beyond are considered.

“Yachts that express a willingness to participate in the Vessels of Opportunity Program must be logged, their capacities and limitations noted and updated, and cruising schedules recorded and maintained on a weekly/monthly basis. The point of contact with each member yacht is the captain or other facilitating crewmember. The point of contact must understand and agree to provide SeaKeepers with periodic updates regarding cruising schedule and onboard scientific capabilities.”

The anticipated media coverage of the Miami Volvo Race stopover will help provide the program wide-reaching exposure. “For the yacht owners, this will be an ideal way to showcase vessels with millions of global viewers,” Snow says.

If you are interested in finding out more about this opportunity or making your yacht available as a spectator yacht for the race May 19-20 for this program, please email Richard Snow, rsnow@seakeepers.org, or visit seakeepers.org, volvooceanracemiami.org or volvooceanrace.org

Curator San Diego

The invitation-only Curator San Diego event will be held in San Diego April 20-21. The event, launched last year as DeLuxe San Diego, features intimate exposure to a variety of luxury goods including yachts, aircraft and automobiles. The venue is the city’s Fifth Avenue Landing, which offers superyacht dockage and transient berthing.

For more information, visit thecurator.com