Leaders

Dufour, Nicolas Berenger, Fountaine Pajot, VP Yachts, The Yacht Sales Co, VP Yachts

Dufour Tops: Nicolas Berenger

Leaders / yachtstyle2020

Dufour Tops: Nicolas Berenger

April 11, 2024
4:19 pm

Nicolas Berenger, Dufour’s Sales & Product Director and an experienced offshore sailor, outlines the development of the French builder’s new, high-volume models and his hopes for the brand in Asia.
Interview: John Higginson; Photos: Dufour, VP Yachts & Boot Dusseldorf

Nicolas Berenger (far right), Kevin Corfa (second right), Dufour’s Head of Asia, and dealers from Hong Kong, Taiwan and Japan at the Dufour 41’s Asia premiere

Dufour’s 60th anniversary celebrations started at Boot Dusseldorf with the world premiere of the Dufour 44, so where does this yacht fit among the brand’s updated portfolio?

The current renewal of the range started with the Dufour 530, which debuted at Boot in 2020. However, the first product from under the umbrella of the new management team was the Dufour 470, which was the first boat with the chine that runs the length of the hull below the sheerline. It’s a very specific silhouette.

On the 470, we also introduced a step in-between the helm and the bench to facilitate the circulation on board. We really wanted people to be able to circulate. We had the image of kids running on the deck and jumping in the water, coming back and running again. This is the nature of the boat we wanted to develop.

The Dufour 470 introduced a chine that runs the length of the hull below the sheerline

The Dufour 44 sits in the middle of Dufour’s range of nine models and is a good mix of the 470, which is not a flagship but a big boat, as well as two recent launches, the 37 and 41, which are smaller but not small. We learned a lot from the 470 and then the 37 and 41. I think the 44 has all the advantages, such as the same silhouette, the same kind of performance and sail capacity.

You also have this good circulation on board because you have double access from the back, a bigger aft platform, plus the step in-between the helm and the bench. Also, the side decks are huge – we even had that comment by one of our competitors visiting the boat. Even if we sacrificed a lot of things for the outside, we’re very surprised to have such a big volume inside.

The 44 is also the second Dufour with an interior by Luca Ardizio of Ardizio Design.

We started our collaboration with Luca on the Dufour 41, so we learned how to work with him along with [Umberto] Felci, because everything is linked together. For example, Umberto wants the boat to sail well so may want a narrower hull, but at the same time Luca wants more space inside, so it’s all linked. On the 41, we all learned how to work together and improve our product, and the 44 is a more mature boat because of those learnings.

The Dufour 44 (on right) was a world premiere at Boot Dusseldorf this year

Do the beam and volume inside the 41 and 44 distinguish them from their predecessors?

The 470 was the first step. The previous generation of boats were a bit narrow, and we even saw offshore racing boats getting wider. I’m from this world along with others at Dufour, so we knew it was a good thing. At the same time, our clients sometimes use their engines, if it’s too windy or if there are big waves. We were confident in adding a big bow, but we wanted to keep some wave-crossing capacity.

Proportionally, we probably reached the maximum beam on the 37 for its hull size. Because she’s short, she has a ratio of volume in front that’s bigger than the other ones. We reduced that ratio on the 41 and then again on the 44, because we had enough space inside, and we think the compromise was even better.

Personally, what catches your eye on the Dufour 44?

It’s a very specific silhouette. When I travel, I always try to look at all the boats and you can immediately identify a Dufour because it has a very specific silhouette. And I really like Umberto Felci’s drawing and design, which is very clever, very well balanced. It creates a nice atmosphere.

The Dufour 44 features an exterior by Felci Yacht Design, which has designed for Dufour since 2002

I like the shapes below the waterline, as it’s convex instead of concave, so it helps to cross waves and to reduce the noise. I think the boats are a little bigger in front because the designs are more recent, so we’ve been able to explore a new way of creating volume. I think we’re a little bit ahead of everyone in that respect.

What options have clients been choosing?

We have a lot of discussions with them because we offer two different galleys, one forward and one along the starboard side. When we developed the boat, I wanted the forward-galley option even though I didn’t think it would sell well.

I thought it might be too small or not have enough storage, so only a few per cent of clients would choose it, but people who have seen it are very excited about it. Some said they’re cooking outside most of the time because we offer a real outdoor galley.

The Dufour 44 is the brand’s second model to feature an interior by Ardizio Design

We even see that some people use the boat without cooking. On one hand, I have lots of examples in Australia, US and France of owners spending days, weeks, months sailing around on their boat, but we also have some dealers who said a boat comes back after one year and the galley hasn’t been touched, whether the owners just go day sailing, eat at restaurants or cook outside.

Because the forward galley’s a little bit smaller, you have more social space and can have a facing sofa, so people can lie down, speak with each other and create a yacht club ambiance. It suits some people, but most people who sail for long periods or distances typically choose the larger galley along the side.

Like the Dufour 530 and 470, is the Dufour 44 available in an electric version?

We’re now able to offer electric versions of most of the range, although we’re just fine-tuning some details. An example is on the 37, where we’re working on how to install the generator in the back of the boat despite the limited space and include enough room to be able to service it.

The 530 kicked off Dufour’s latest generation of models by Umberto Felci

Within the Fountaine Pajot group, we’re developing our own alternative energy solutions for our brands. The solution is based on each model, and we have the electric motors and batteries we need.

We also have the propellers we need for the shape of our hulls. The propeller is very important in the solution because of efficient propulsion but also because you need the same propeller to regenerate electricity, so it needs to be the right shape.

How much demand is there for the electric versions of Dufour models?

People are asking for it, while we’re also promoting the option as part of the group’s plan and journey to become carbon neutral. It’s very important for us, but we see a growing demand anyway. Speaking with my sales team, they said that at the Cannes Yachting Festival last September, there weren’t so many requesting electric. However, at Boot Dusseldorf this year, maybe over 50 per cent of visitors were asking for the electric motors. It’s really growing fast.

The Dufour 37 debuted at Cannes in 2022 and features large volumes in a 32ft 9in hull with a 12ft 6in beam

It’s still new technology, so we decided to reduce the number of electric versions we’ll deliver this year, to make sure it all works well. We’re delivering 10 units of the electric Dufour 530 to Dream Yacht Charter, with the first to be delivered in September. We also had a Dufour 470 with electric engines sailing all last summer. We need feedback first before pushing the option hard in every market.

What led to Dufour’s appointment as the exclusive supplier of monohull sailing yachts to Sunsail and The Moorings from 2024?

In French, we say l’alignement des planetes, so ‘the alignment of the planets’ or the stars aligned. They wanted to see if there was something else on the market, so they looked around and saw several brands, including in France and Germany. When we hosted them at the factory, we opened our book and showed them what we were developing and our plans for the next three to four years.

The three-cabin Dufour 41 will double as the Sunsail 41.3

We were transparent with them – and they were transparent with us. We had some honest, frank discussions about upcoming designs. We learnt a lot and it was very fruitful. We’re on the same page. We have lots of common pillars and they’re aligned with us on the carbon-neutrality journey, so it appeared quite natural to work together.

Does the appointment by such big charter companies affect your designs?

No. It was very important for us that one client would not impact the full range. About 50 per cent of Dufour orders are by private owners, with 50 per cent from charter companies. We make sure our boats respond to all demands, which is why we have two types of galley, three or four cabins, and several other options.

A premiere at last September’s Cannes Yachting Festival, the Dufour 41 is expected at this year’s Singapore Yachting Festival

Model choices include rigging options and deck layouts or ‘versions’, such as Easy with two winches, Ocean for serious sailors with six winches (on the 44), and Performance with a longer boom. We can’t answer every single demand, but in our head, the private owner is our priority client, our first target.

How do you view the current global market for sailing boats?

Today, the market is low everywhere, but I feel we have a good base and I believe we’re gaining some market share. We’re the only shipyard to have renewed our full range, so creating new models helps to sell.

Dufour’s flagship 61 is lined up for the 2024 Singapore Yachting Festival

Like everyone else, we’ve increased our price, but we try to be at a fair level. Even when our prices increased, so has the quality of the boat. We put a lot more things inside the new boats including storage and details that weren’t there before. We’ve developed in terms of design and quality, so I think our boats are priced correctly and offer good value.

Since 2018, Kevin Corfa has overseen Fountaine Pajot and Dufour in Asia, where you attended the Asia premiere of the Dufour 41 by VP Yachts at the Hong Kong International Boat Show in December, before The Yacht Sales Co displayed the flagship 61 at this year’s Thailand International Boat Show in Phuket and Singapore Yachting Festival.

We initially appointed The Yacht Sales Co as Dufour’s dealer for Australia and they’re growing, so we’ve since expanded their scope to include New Zealand, Singapore, Thailand and Malaysia. In the past (under sister company Multihull Solutions), they already proved they were very good when selling Fountaine Pajot, which is why we decided to work with them. When they entered the market with us, we immediately saw a growth in sales.

Kevin Corfa, Dufour’s Head of Asia, and Nicolas Berenger, Dufour’s Sales & Product Director

They’re super active, super good in marketing and super good in servicing boats. All the customers we have in Australia are very happy with the service, which is a big plus point for us. Also, the team give us a lot of feedback because their market is a little bit different, so we try to adapt a bit for them. I really trust them. They’re strong, very positive and very pro-active, so I don’t see why they won’t keep growing in other markets.

Where else in this region is Dufour doing well and where else can it grow?

Japan is already a strong market for us, and our dealer Active Marine is selling a lot of Dufour 37s. I think they could also sell the 41, but I don’t know if boats much bigger than that will sell well there.

Taiwan is very active. We have a very good dealer with Sofia and Peter of Taiwan Marine Service Company. I think they can build something very strong for the brand. It’s a good market for us because people there are willing to learn sailing and start racing at a fun club level. I think Dufour fits well with the Taiwan market. Mainland China has potential but is a difficult market now.

Corfa, Berenger, Vivian Chan (fourth left) and her VP Yachts team; Chan also runs Sun Hing Shipyard, Dufour’s service centre for North Asia

We should grow in Hong Kong, where VP Yachts is our dealer and runs our North Asia service centre at the Sun Hing Shipyard. When I was in Hong Kong, I could see there was a market, even if it’s very geared around club racing. We need to find a setup where we can adapt ourselves to that market, which is very interesting. I think we can gain some market share there.

Most of the cargo ships to Asia arrive in Hong Kong, so it could be one of our main distribution points and Vivian [Chan of VP Yachts] is very good at working with other markets like Taiwan and Japan. We had long discussions with all the dealers when we were in Hong Kong, so I think we’re at the beginning of a new story in Asia.

www.dufour-yachts.com

www.vpyachtsltd.com

Simpson Marine embarks on new journey

Leaders / yachtstyle2020

Simpson Marine embarks on new journey

April 4, 2024
11:57 am

As it celebrates its 40th anniversary in 2024, Simpson Marine is embarking on a new era without Mike Simpson, as the founder retires following the company’s sale to Sanlorenzo. With the core management team and regional heads remaining, expanding across Asia-Pacific is just one of several changes on the horizon.
Words: John Higginson; Photos: Simpson Marine & Shipyards

Simpson Marine staff at the 2024 Thailand International Boat Show

Simpson Marine without Mike Simpson. It will take some time to get used to. The man who founded the company in 1984 and developed it into Asia’s largest yacht dealership has finally chosen to treat himself to retirement after 40 years at the helm, following the sale of his company to Sanlorenzo, owned by his long-time friend Massimo Perotti.

Simpson and Perotti both attended the recent Simpson Marine Group Summit at The Fullerton Ocean Park Hotel in Hong Kong, which doubled as a company handover ceremony and a celebration of the company’s 40^th anniversary.

The acquisition by Sanlorenzo has brought a few changes to Simpson Marine – and promises more – but it’s arguably more surprising how much has stayed the same. Simpson Marine remains a regional, multi-brand dealership, despite concluding contracts with Beneteau, Lagoon and Aquila.

Mike Simpson and Massimo Perotti at the Simpson Marine Group Summit

Simpson Marine has represented Sanlorenzo in Asia since 2015 and the Italian shipyard continues at the pinnacle of the dealer’s portfolio, which includes sister brand Bluegame, British builder Fairline, RIB manufacturer Highfield and potentially Nautor Swan if the Finnish shipyard is acquired by Sanlorenzo.

As before, the company still offers its wider suite of services like brokerage, after-sales and yacht management, as well as divisions like Simpson Yacht Charter and Simpson Superyachts.

And, crucially, the company has retained its core management team, which includes Richard Allen (Chief Operating Officer), Nick Stratton (Chief Sales Officer), Angel Zhou (Vice President, China), Ewa Stachurska (Vice President, Marketing and Business Development) and Peter Lui (Chief Financial Officer), as well as James Clayton (Sales Director, Simpson Superyachts).

Luca Cristino, Richard Allen, Ewa Stachurska and Nick Stratton

Around the region, the company’s Country Heads remain in place, comprising Angel Zhou (China), Tom Allen (Hong Kong), Simon Theseira (Malaysia), Paul Whelan (Indonesia), Howard Prime (Thailand), Harvey Brewin (Singapore) and Tony Chen (Taiwan).

Aside from the pruning of its portfolio of new yachts, changes at Simpson Marine include the expansion of its representation of Sanlorenzo and Bluegame from Asia to Asia-Pacific, with an office set to open in Australia this year.

SUITE OF BRANDS

Richard Allen, who has worked at Simpson Marine since 2012, has effectively been handed the baton by Mike Simpson. Since being promoted from Group Sales Director to Group General Manager and now Chief Operating Officer, he has overseen the day-to-day operations of the company as it grew to about 140 employees in 12 offices and service centres across seven countries and regions.

Richard Allen pays tribute to Mike Simpson

“Mike had 40 years at the helm and steered Simpson Marine into the leading position. It’s now my job with my team to set a new course for the next 40 years,” Allen says. “We have a strong, globally established parent company and leader in its market segment, with a clear direction where they want to go, so we’re all looking forward to the challenge and exciting times ahead.”

Following Sanlorenzo’s year-long acquisition of Simpson Marine, Allen has had to manage the sensitive conclusion of long-standing relationships with Beneteau and Lagoon, Group Beneteau sister brands represented by Asia’s biggest dealership since the mid-1980s.

“The ending of our relationship with Groupe Beneteau was a difficult one commercially and personally, as I’ve been working with Beneteau for over 30 years, as has Simpson Marine,” Allen says. “However, in view of the new strategic positioning of our company portfolio, we mutually agreed to part ways as Sanlorenzo decided to concentrate on products in the luxury sector.”

A Sanlorenzo SL96A is among the Singapore Yachting Festival line-up

With Bluegame launching a new multihull line, led by the BGM75 that debuted last year, Simpson Marine ended its representation of Aquila in Hong Kong and Singapore. The dealer will continue to manage the powercat brand in Malaysia and Thailand until new representation has been appointed.

However, Simpson Marine continues to represent Fairline, which it started representing in 2018 in Hong Kong and the Philippines before the scope expanded to the rest of Southeast Asia as well as Taiwan, and later mainland China. Fairline’s range spans from the F//Line 33 to the Squadron 68 flybridge, so fits well with Sanlorenzo, which starts from the SX76.

“Following our acquisition by Sanlorenzo, the decision was made to work with only leading brands in each market segment that complement each other. We wanted a brand that fills the largest segment of boat sales in Asia, which is 45-70ft, and Fairline continues to fit this perfectly,” Allen says.

Bluegame’s flagship BGX73 is also set to show in Singapore

“With its recent investment, new model launches and product development, Fairline complements Sanlorenzo. It’s one of the leading motor yacht brands, with over 50 years of history and well recognised globally.”

At least one world-famous brand seems likely to be joining the Simpson Marine portfolio, according to Allen. Following the announcement of Sanlorenzo’s signing of an MoU with Nautor Swan at the end of last year, he says he “expects to be working with this prestigious yachting brand in the near future”.

Ultimately, Simpson Marine is seeking to represent brands of the same premium quality and high-end positioning of Sanlorenzo. “We’re exploring a few other brands in various product segments and markets, but for now we’re concentrating on the luxury segment,” Allen outlines.

Fairline’s flagship Squadron 68

“Our focus is now on less but better. We don’t need to sell the most boats but to provide the best customer experience and a truly carefree yachting lifestyle. We want to help our clients on their journey into their first yacht and stay with them as they enjoy the yachting lifestyle. This can start from a first charter to potentially buying a yacht or finding a used yacht and starting their yachting journey.”

EXPANDING OFFERINGS

Simpson Marine is not only Asia’s biggest yacht dealership but its most experienced and arguably most multi-faceted. In 2013, Allen established Simpson Yacht Charter, which has grown to become a well-recognised charter company offering a range of boats across Asia from its bases in Hong Kong, Singapore and Thailand.

Allen says there are plans to grow Simpson Yacht Charter, while simultaneously developing superyacht charters in Asia and beyond by building on Sanlorenzo’s acquisition of Equinoxe in late 2022 and the expansion of the mono-brand Sanlorenzo Charter Fleet.

The 44X-Space is a 495GT addition to Sanlorenzo’s Superyacht range of metal yachts

Simpson Marine has been increasingly focused on superyachts since representing Sanlorenzo. After many years of discussion and plans, Simpson Superyachts was launched as a business in 2022, with James Clayton now heading the division as Sales Director.

Clayton, who spent the first 15 years of his life in Malaysia and Singapore, has worked in the yachting industry for over two decades. He has held roles with Benetti and US brokerage Merle Wood & Associates, worked in Europe and the US, and sold several superyachts in Asia, where he has returned for his latest role.

“Superyacht sales require a special skillset and an international network, and James has brought those to Simpson Superyachts. He and the team have already managed a number of superyacht sales and superyacht charters,” Allen says.

James Clayton, Sales Director, Simpson Superyachts

“This segment is going to grow throughout the region. With our expansive network and links with Sanlorenzo and other large superyacht builders, we see opportunities to make Simpson Superyachts global over the coming years.”

ASIA TO ASIA-PACIFIC

Nick Stratton has been the Sales Manager for Sanlorenzo Asia since 2017 and Bluegame Asia since 2020. As well as his promotion to Simpson Marine’s Chief Sales Officer, overseeing all new yacht sales, he wears a second hat as Vice President of Sanlorenzo Asia Pacific.

With Simpson Marine now handling a larger regional scope for both brands, the Brit will help oversee the move into Australia and New Zealand, while targeting growth areas in Asia.

Nick Stratton, Chief Sales Officer, Simpson Marine

“Simpson Marine and Sanlorenzo have always been well aligned in representing the brand for the region. This led to the expansion into all of Asia-Pacific, which allows us to offer a consistent, high-end service to all markets, centrally managed and supported from our regional head offices,” says Stratton, who has worked for Simpson Marine since 2010, first in Singapore then Hong Kong.

“Sanlorenzo and Simpson Marine are partners for a reason – the best brand with the best representation and local presence. It’s a winning combination that will continue to grow in strength. With a refined focus, our team will become stronger and more knowledgeable, and this will benefit our existing and future owners.”

Last year, significant arrivals in the region included the Sanlorenzo SD118, which has further orders from Asia-Pacific and is sold out until 2026. The first SL106A in Southeast Asia was delivered, adding to multiple units of the SL90A and SL96A asymmetric models already in Asia.

Sanlorenzo SX100

Sanlorenzo Asia has more than 20 orders in build, with a 44m Alloy, SP110 (Review, Issue 68), SX100 (Review, Issue 75) and SD90 (Review, Issue 70) among models expected to be handed over this year. The Asia fleet will be close to 100 units when the hulls in build are added to the yachts already in the region.

Hong Kong and Singapore have been the main delivery hubs, while mainland China, Thailand and Indonesia are also key markets. “We’re expecting strong growth in Southeast Asia, which is already the strongest hub for Sanlorenzo Superyacht models from 40m upwards,” Stratton says.

Simpson Marine also plans to continue organising the Captains Workshop, held for the first time last year. Dedicated to captains and crews, the three-day event was supported by Sanlorenzo as well as local manufacturers and suppliers.

Simpson Marine has a strong focus on service, management and crew

“Investing in our teams is crucial as the yachts grow in size and sophistication. We must constantly improve, so it’s important to invest in the training and development of the people working in the industry,” Stratton says. “The first Captains Workshop was amazing – even if we were slightly overwhelmed by the attendance – so we’re planning future editions including in Southeast Asia.”

ITALIAN CONNECTION

A notable change following the acquisition is the appointment of Luca Cristino as Chairman of Simpson Marine. Based in Italy but expected to visit Asia regularly, Cristino has known Perotti since 1994 after being interviewed by him for a job at Azimut-Benetti Group, where he spent over two decades in different roles, while Perotti went on to acquire Sanlorenzo in 2005.

Cristino has spent the past four years as Sanlorenzo’s Vice President of Sales & Marketing after again being hired by Perotti, who also offered him the new role as Simpson Marine’s Chairman. Despite his lofty new position, the Italian is quick to tip his hat to the man who has been the face of Simpson Marine since its inception.

Luca Cristino, the new Chairman of Simpson Marine

“I took on this role because I like adventure and challenges, and what better option than Simpson Marine, which is a brand recognised not only in Asia but worldwide,” says Cristino, an avid skier since growing up in the Italian Alps. “It’s remarkable what Mike Simpson and his team have achieved in the past 40 years.”

Cristino has spent much of his yachting career in sales but also managing relationships with dealer networks, so has embraced the opportunity to move to “the other side”.

He appears well qualified to oversee a multi-faceted company as his three decades in the industry have included a wide range of roles covering service and refit, insurance, finance, design services, showrooms, marinas and superyachts.

Cristino has also witnessed the dramatic growth of Sanlorenzo first hand, having briefly worked there in 2010, five years after Perotti acquired the company. He remembers the yacht builder generated around €200 million in annual revenue and had about 200 full-time employees when he first worked there.

Sanlorenzo has multiple facilities in Italy

Fast forward 14 years and the company has quadrupled in size, announcing €840.2 million of net revenue from the sale of new Sanlorenzo and Bluegame yachts last year. Manufacturing is carried out in shipyards in La Spezia, Ameglia, Viareggio and Massa, all located within a 50km radius, and the company has about 800-1,000 employees and works with thousands of contractors.

“The difference between Sanlorenzo when I first worked there and now is unbelievable. The company is in a totally new dimension,” Cristino says. “Most of it comes from the vision of Massimo, who saw the potential of Sanlorenzo’s DNA, a focus on customisation. Rather than fostering his previous experience, Massimo focused more on close with top designers, tailor-made products and exclusivity of the brand.”

When Perotti acquired Sanlorenzo, the shipyard offered the traditional SL line of planing yachts. Among composite yachts ranging from 24-38m, he has added the SD (semi-displacement), SX (crossover) and SP (smart performance) ranges.

He has also introduced Superyacht models from 40-73m in steel and aluminium, while also acquiring Bluegame, which builds from 13-23m, in a bid to provide a wide range of yachts to attract and retain clients.

Sanlorenzo SX76 in Thailand

“Massimo identified that the customer is always at the centre of attention. When the client visits the Sanlorenzo shipyards, everything revolves around them,” Cristino says.

“The attention to the client permeates through the whole organisation – not just the sales and marketing departments but also production and technical departments and product managers. Clients appreciate this. The mantra is ‘we start the journey together’ and this continual relationship makes them loyal to Sanlorenzo.”

Simpson Marine has already delivered about 45 Sanlorenzo yachts just in Hong Kong, which stands as the brand’s leading light in the region but also an example of what can be achieved. Singapore is another key hub, while Cristino cites Thailand and Malaysia – which has been through a period of political instability – as having “huge potential”.

Asia’s largest yacht dealership, Simpson Marine is now expanding across Asia-Pacific

As Simpson Marine embarks on its new chapter, without its founder and under Sanlorenzo’s ownership, the region’s largest yacht dealership is set to spread its wings across Asia-Pacific, from Japan down to Australia, with Simpson Superyachts potentially reaching around the world.

“The company is working very well, so we just want to keep building on what Simpson Marine has been doing,” Cristino says. “Hong Kong and Singapore have been our two main hubs, but we see potential for strong growth in other areas of the Asia-Pacific.”

www.simpsonmarine.com

www.sanlorenzoyacht.com

Arthur Tay: Marina King

Leaders / yachtstyle2020

Arthur Tay: Marina King

March 22, 2024
2:12 pm

As Chairman and CEO of SUTL Group, which created the ONE°15 Marina brand, Arthur Tay has overseen the growth of its flagship Sentosa Cove facility, which is host and owner of the Singapore Yachting Festival and Blue Water EduFest events, and has been joined by Nirup Island.

Arthur Tay, Chairman and CEO, SUTL Group

Looking back, what was the response to the first Singapore Yachting Festival in April 2023, which ONE°15 Marina Sentosa Cove hosted following a four-year break from boat shows in Singapore?

The turnout for the four-day event was positive, with more than 9,500 visitors in attendance. A total of 50 boats were showcased, with 54 exhibitors participating. The high-tech water toys proved to be a major attraction, with numerous adventurous attendees trying out the electric surfboards, while others enjoyed drinks and relaxing on the floating lounge. The second edition will be held from April 25-28, 2024.

As owner of the ONE°15 Marina brand, why did SUTL decide to acquire the Singapore Yachting Festival?

Since 2011, ONE°15 Marina has consistently been the preferred venue for yacht exhibitions in Singapore. The success of these events has been propelled by the marina’s prestige, expertise and hospitality.

Tay with Thien Kwee Eng, CEO of Sentosa Development Corporation, and Wade Pearce of SG Marine Guide at last year’s Singapore Yachting Festival

This synergy between the venue and the event has become so evident that it’s a natural progression for the marina to assume ownership of the Singapore Yachting Festival under the ONE15 Events Management entity, guiding the show’s continuous growth and development.

In terms of participation, the event is now managed by ONE°15 Marina’s in-house team, ensuring a commitment to quality and high standards. Our aim is to enhance the festival experience and introduce Singaporeans and our neighbouring communities to the yachting lifestyle and culture, since more people are increasingly embracing boating and engaging in day trips on the water.

ONE°15’s vision is to be more than just a marina brand. The brand aims to deliver an unrivalled waterfront lifestyle. I believe the Singapore Yachting Festival provides us with the perfect platform to deliver this experience, not only to our members but to the wider community interested in the waterfront experience.

The Singapore Yachting Festival has been acquired by ONE15 Events Management

Taking ownership of the event gives us full control over its curation, enabling us to make adjustments that enhance the product to align with the changing demands of the intended demographic.

Can you explain the difference between the Singapore Yachting Festival and other boat shows ONE°15 Marina has hosted in the past?

In contrast to other boat shows that were focused on luxury, superyachts, fashion and high-end brands, the Singapore Yachting Festival acknowledges the diverse interests within the boating community. The event promotes the yachting lifestyle, showcasing the latest water toys and gadgets, and boats ranging from 10-60m.

The display has expanded to cater to first-time boat buyers and offer ancillary yachting equipment such as tenders, toys and recreational activities. Additionally, the festival enhances visitor experiences with an experiential zone featuring water toy demonstrations, trials and sea trials aboard charter vessels.

This year’s event will include a new ‘festival market’, plus water toys and cars

Since the pandemic, there has been a renewed emphasis on mental well-being and quality family time. As such, the new festival component aims to create a more inclusive and family-friendly atmosphere.

How will the 2024 event differ from last year’s edition?

We’ve significantly expanded the footprint of the event. In 2023, the event was focused purely on the on-water activities. Following the success of the first edition, we decided to invest further into the event by activating the land area surrounding the marina.

We’re delighted to introduce a new concept at this year’s event: a festival market that features upscale pop-up alfresco stalls offering artisan crafts, food, beverages and family-friendly activities. The festival market will enhance the event’s festivities and atmosphere.

This year’s event could feature about 70 yachts

It encompasses a broad audience, including food and lifestyle vendors, yacht enthusiasts, buyers and sellers, along with visitors seeking to immerse themselves in the yachting lifestyle.

For this year’s Singapore Yachting Festival, we’ve also partnered with ICOMIA to deliver a two-day conference ahead of the show, from April 23-24. Darren Vaux, the President of ICOMIA, will share ICOMIA’s landmark research on reducing carbon emissions in the recreational marine industry. The Yacht Style Awards will then be held on the Wednesday evening, April 24.

What are your thoughts on the first two editions of the Blue Water EduFest, your brainchild?

It’s designed to be educational and inspiring, serving as a wake-up call for everyone to recognise the pressing need to protect our precious marine ecosystem and combat climate change by altering our mindset and lifestyle. The event has undeniably met its stated goals, and it’s imperative to sustain the momentum in disseminating its message, raising further awareness, and catalysing change.

Tay’s brainchild, the Blue Water EduFest includes The Ocean Collective seminar

What has been the response to ONE°15 Marina Sentosa Cove since it completed its US$5 million upgrade and reconfiguration in 2021?

Following the reconfiguration, we were accredited by the Marina Industries Association as a superyacht-ready marina and are receiving more superyachts to Singapore. The marina can accommodate yachts of up to 220ft, as we have a 40m-wide channel that facilitates the smooth manoeuvring of larger vessels within the marina.

Additionally, we’ve upgraded our pedestals to meet the power requirements of superyachts, enhanced the speed of our Wi-Fi connection and improved superyacht privileges, while the new superyacht berths provide more convenient access to the clubhouse.

The positive feedback from our returning customers serves as a strong testament to the notable improvements made to the marina through the reconfiguration.

The Blue Water EduFest concludes with the ONE°15 Clean Up

How have the numbers of visiting and resident superyachts changed since 2021, which was still in the heart of the post-Covid era with limited sea travel between countries?

The numbers of visiting and resident superyachts have seen a significant change since 2021 due to various reasons. These include new purchases by high-end owners looking for permanent berthing here, as a safe base for travel in the region and spending more time with their family groups.

There were also vessels that typically travel across multiple regions and decided to find a safe location as a short-term base of operation, until the rest of the countries opened after Covid.

We also welcomed vessels that weathered the Covid period in remote locations, but couldn’t complete many aspects of their annual maintenance. Once they could travel freely, they came to the marina until they had an opportunity to book into a shipyard in Singapore.

ONE°15 Marina Sentosa Cove completed a US$5 million upgrade in 2021

These factors may have affected the numbers of visiting and resident superyachts in different ways and to varying degrees, depending on the specific region and circumstances. Detailed data and analysis from industry reports provide a more comprehensive understanding of the impact of these factors on superyacht activity.

As ONE°15 Marina activity is only a small part of SUTL Group, what are the other primary businesses in which you operate?

On the private company front, SUTL started as a ship chandelling and distribution business in 1968, and has evolved into a successful enterprise with a presence in 18 markets in Asia-Pacific. Fast-moving consumer goods remain a core pillar of the SUTL Group, which represents over 50 global brands and distributes an array of consumer and household goods, alcohol and tobacco. For over 25 years, we’ve also co-owned the KFC restaurant chain in Vietnam, where it now has over 180 stores.

ONE°15 Marina Sentosa Cove was inaugurated in 2007, a year after the first residences on Sentosa Cove opened

SUTL had never been involved in marinas before Sentosa Cove. Has the marina achieved what you hoped it would before it was launched in 2007, a year after Sentosa Cove’s first residence opened?

It has certainly exceeded my expectations. Seventeen years ago, we ventured into opening a marina in Singapore where such facilities were scarce and unfamiliar. Through dedicated efforts, we’ve successfully established ONE°15 Marina as Asia’s premier marina. I take great pride in seeing our team flourish and maintaining the brand’s equity and reputation, propelling it to new heights of success.

On that note, how has ONE°15 Marina benefited from and contributed to Sentosa’s reputation as one of Asia’s premier resort destinations, with Resorts World Sentosa opening in 2010?

ONE°15 Marina is privileged to occupy a serene and picturesque area of Sentosa Cove, close to Lazarus Island, St John’s Island and Sisters’ Islands, which greatly complements our charter business. Similarly, it enriches Sentosa’s appeal by allowing visitors to charter a boat and indulge in a leisurely cruise around Singapore’s waters, enjoying the sun, sand, and sea!

The Blue Water EduFest clean up includes beaches

How closely does SUTL work with the government, Sentosa Development Corporation and Sentosa Cove Resort Management (SCRM)?

We work together with our landlord to execute promotional campaigns, organise signature events, and implement green initiatives. ONE°15 Marina actively contributes to the Sentosa Carbon Neutral Network’s objective of achieving carbon neutrality by 2030.

In addition, ONE°15 Marina enhances Sentosa’s attractions, offering significant value and complementing the idyllic waterfront and upscale residential enclave of Sentosa Cove, with its vibrant yachting lifestyle.

Located just 8nm south of Singapore, ONE°15 Marina Nirup Island in Indonesia opened last year. What facilities can visitors enjoy there now?

The current amenities include a marina with 44 berths, a clubhouse, all-day restaurant, swimming pool, sea sports facilities, showers and laundry amenities.

ONE°15 Marina Nirup Island had an opening ceremony in July 2023 and currently offers 44 berths, a clubhouse, restaurant, pool and water sports

There’s also a ferry terminal adjacent to our marina and a CIQ (customs, immigration and quarantine) facility. Nirup Island has already garnered considerable attention among both Singaporeans and Indonesians as a holiday and wedding destination.

Future facilities include a Westin-operated hotel and villas, restaurants and bars, as well as frequent ferries to and from the island. The marina is currently at the soft opening stage and will only be fully operational when the Westin hotel and villas are opened, with additional activities introduced.

www.one15marina.com

www.singaporeyachtingfestival.com

Dubai Harbour still growing – Abdulla Binhabtoor

Leaders / yachtstyle2020

Dubai Harbour still growing – Abdulla Binhabtoor

February 29, 2024
1:23 pm

Abdulla Binhabtoor of Shamal Holding, owner of Dubai Harbour, talks about the waterfront development’s ongoing growth, the 700-berth marina’s role as host of the Dubai International Boat Show, and Shamal’s exciting upcoming projects.

Abdulla Binhabtoor, Chief Portfolio Management Officer, Shamal Holding

Why has Dubai Harbour proved such a successful venue for the Dubai International Boat Show since 2022?

Each year, the boat show continues to evolve, encouraging meaningful conversations across the industry. Over the years, we’ve seen its impact in driving evolution within the region’s leisure maritime sector.

As the show has evolved, Dubai Harbour has evolved as a destination. Today, we’re a gateway for yachts and superyachts from around the world, as part of our mixed-use development that includes a wide range of living, retail and hospitality choices.

We also play host to some of the city’s biggest events, giving people new ways to discover their own maritime journey. We continue to explore new ways to enhance our offerings through investments in technology, sustainability and maritime infrastructure to create a better and more memorable guest experience.

Is Dubai Harbour still developing?

It has rapidly developed in the past three years, growing to encompass a wide range of maritime lifestyle offerings. Our marinas offer the region’s largest marina, featuring close to 700 berths and able to accommodate yachts up to 160m in length, with Bay Marina on the east side boasting Dubai’s first dedicated superyacht marina.

However, we’re increasing the number of berths and developing new infrastructure to continually enhance our offering. There’s more to come on this, and we look forward to unveiling our plans soon.

What trends have you noticed among Dubai residents in recent years?

We’ve seen a growing appetite for new experiences becoming a trend across different sectors. From a maritime perspective, this has unfolded with a rise in superyachting and more demand for seafront experiences.

On the other hand, demand for real estate and branded residences is growing, especially with more UNHWIs and HNWIs choosing to call Dubai their home. Recent diversification of foreign laws has also created significant opportunities for people from around the world.

Dubai has also been actively prioritising sustainability, technology and innovation across key business areas. As a manifestation of Dubai’s wider urban planning, we continue to facilitate the development of megaprojects in the city by evolving and upgrading our portfolio across all our assets, which include real estate, hospitality and leisure offerings.

What properties are Shamal Holding working on?

We’re currently working on a wide range of developments including Nad Al Sheba Gardens. Earlier this year, we broke ground on UAE’s first Baccarat Hotel & Residences, an exclusive lifestyle luxury development. Coming up at Dubai Harbour, we will soon be announcing several upgrades to enhance the development as a seafront residential district.

Can you tell us more about the Baccarat project?

Baccarat Hotel & Residences Dubai introduces a glimmering new masterpiece with an otherworldly lifestyle experience, for those who choose to see life in a new light.

Blending Baccarat’s heritage of craftsmanship, the experience and energy of Dubai and a meticulous attention to finer detail, Baccarat Hotel & Residences Dubai will provide authentic elegance, refined comfort, exquisite living and iconic, inspirational design.

With two crystal-inspired towers cutting a new feature into Dubai’s skyline containing hotel suites boasting Baccarat’s signature design as well as bespoke residences, the new downtown lifestyle development will be complemented by exceptional dining experiences and the highest-quality amenities and services.

In association with our partners at H&H Development, SH Hotels & Resorts, we look forward to delivering an industry-defining project, with Baccarat Hotel & Residences Dubai setting a new standard of elevated living experience.

http://www.boatshowdubai.com

http://www.dubaiharbour.com

http://www.shamalholding.com

IYC on top superyacht trends

Leaders / yachtstyle2020

IYC on top superyacht trends

February 14, 2024
10:40 pm

Michel Chryssicopoulos and IYC’s sales experts have outlined what they believe to be five superyacht trends to look out for in 2024.

To help keep your finger on the pulse, I’ve worked with IYC’s leading sales consultants to predict this year’s top five features for superyachts. From cutting-edge technology to eco-conscious considerations, these features are not only captivating discerning buyers but also founding perspectives for charterers.

Whether this is the year you decide to purchase your first yacht or you’re already an experienced owner, we hope these insights will help you understand the state of the market and make more informed decisions.

VOLUME AND SPACE

While traditionally one might expect an emphasis to be placed on sleek lines, cutting-edge performance and agile manoeuvrability, for many, increased volume and space have taken over. The allure of spacious interiors, high ceilings and family-friendly layouts is redefining the very essence of luxury at sea.

Not merely a shift in aesthetics, the demand for this feature perhaps reflects a broader cultural change. As yachting becomes increasingly synonymous with family retreats and multi-generational vacations, the demand for expansive interiors and ample headroom is on the rise.

Discerning buyers are seeking vessels that not only cater to the thrill of the open sea but also provide a comfortable and spacious platform for family bonding. For many buyers, the true measure of luxury lies in the freedom to explore, unwind and create cherished moments in a voluminous and inviting space.

Advancements in yacht technology are responding to this growing trend. Smart and efficient use of space allows for larger living areas without compromising on performance. Innovations in propulsion systems and hull design ensure that spacious interiors do not compromise navigation, offering a balance between comfort and performance.

This trend should also be taken into consideration for those interested in making their yacht also available for charter. Charterers are increasingly seeking vessels that provide a home-like ambiance on the water, making extended voyages more appealing and comfortable.

LONG RANGE, LOW CONSUMPTION

A significant tide is turning towards a new era of exploration and efficiency. Many yacht buyers are increasingly setting their sights on a combination of two key attributes: extended range and fuel efficiency.

Explorer yachts, once niche, are now at the forefront of yachting trends. The desire to be in congested ports is becoming less appealing, with an increased appetite for remote destinations, seaworthiness and autonomy, impacting the client’s needs and expectations of the yacht’s capabilities. This has led to an all-time high of explorer yachts in-build and on order.

With environmental consciousness at the forefront of global conversations, yacht owners are not only looking to extend their journeys but to do so with minimal ecological impact.

Rising fuel costs and recent high-profile ‘eco incidents’ reported in the media have heightened awareness about the environmental footprint of luxury travel. Expedition yachts, with their advanced propulsion systems and energy-efficient technologies, are well-positioned to allow owners to indulge their wanderlust while reducing their carbon footprint.

The ability to travel further on a tank of fuel not only enhances the yachting experience but also stretches the economic value of each voyage, a strong consideration for those looking to increase the utility of their yachting investment.

WELLNESS & FITNESS FACILITIES

As clients increasingly view yachting as a lifestyle choice, the integration of wellness and fitness facilities has become a compelling and necessary addition to superyachts.

Fitness centres equipped with state-of-the-art exercise equipment cater to guests who prioritise maintaining their health and fitness routines while at sea. Wellness spaces such as spa facilities, meditation rooms and yoga decks provide a holistic approach to overall well-being.

Other features contributing to health and well-being can include contra-flow swimming pools, juice bars, cold plunges and saunas. Such considerations align with a contemporary understanding that true luxury includes investment in health, making wellness facilities on superyachts a vital component in the pursuit of a fulfilling and balanced lifestyle.

These wellness approaches represent a departure from conventional deck designs, transforming the yacht into a sanctuary that promotes health, relaxation and balance in a way that exceeds the traditional options on superyachts.

CONNECTIVITY & ENTERTAINMENT

Staying connected is no longer a luxury but a necessity. With the rise of new satellite internet providers, it’s becoming more important for owners to be as well connected as possible for both work and leisure. As such, TV, Hi-Fi and Wi-Fi in all areas including external zones are becoming as important as technical design features.

Starlink, with its constellation of low earth orbit satellites, stands out as a necessary luxury on board. Its global coverage and cutting-edge technology ensure seamless communication, entertainment and work capabilities.

With reduced signal travel time and its potential to offer more consistent connectivity in challenging environments, Starlink promises high-speed, low-latency internet access even in the most remote corners of the ocean.

MANUFACTURER REPUTATION

In a world where the number of new-build construction shipyards is increasing year on year, clients are looking for their yachts to have distinguished features and a sense of respect within the industry.

Discerning clients continue to set their sights on vessels delivered by major Northern European shipyards, with a secondary nod towards esteemed Italian builders when budget considerations come into play. This strategic inclination isn’t merely a matter of prestige; it’s a calculated move driven by the desire to safeguard and potentially enhance the retained value of these vessels.

Yachts with Dutch and German pedigree have long held a revered status. The commitment to precision, innovation and craftsmanship these yards promise contributes significantly to their enduring allure.

As yachts age gracefully, the continued respect for the meticulous build quality synonymous with Northern European shipyards serves as a hallmark, maintaining and occasionally even appreciating the vessel’s intrinsic value over time.

Some clients turn their attention to major Italian builders who offer an appeal for budgets that don’t stretch as far, without compromising on elegance and functionality. While potentially more accessible in terms of cost, Italian-built yachts still carry the legacy of fine craftsmanship and a commitment to quality that resonates with those seeking a balance between value and prestige.

Amid these established maritime giants, a rising star has emerged – Turkey. The increasing prominence of Turkish shipyards is the result of a deliberate pursuit of excellence in design, engineering and construction. As the country’s builders continue to invest in state-of-the-art facilities and attract top-tier talent, their yachts gain recognition for their quality, innovation, and competitive pricing.

MICHEL CHRYSSICOPOULOS

After graduating with honours in International Business and Finance from Georgetown University in Washington DC, Chryssicopoulos worked for Merrill Lynch in New York as an investment banker. In 2003, he returned to Athens to join his father’s flourishing yacht brokerage. Fluent in four languages, he spearheaded the yacht sales department for over 15 years and today is Global Managing Partner. Chryssicopoulos has a specific interest in new builds between 35-80m and years of experience working closely with some of the world’s top shipyards, industry stakeholders and yacht owners across the globe.

www.iyc.com

Dubai prepares for landmark boat show – Trixie LohMirmand

Leaders / yachtstyle2020

Dubai prepares for landmark boat show – Trixie LohMirmand

February 8, 2024
4:06 pm

As Dubai World Trade Centre’s Executive Vice President since 2005, LohMirmand is the long-time organiser of the Dubai International Boat Show and believes this year’s edition from February 28-March 3 will reflect the emirate’s growing status.

Trixie LohMirmand, Executive VP, Dubai World Trade Centre

What are your expectations for this year compared to last year, when there were about 200 boats, 1,000 brands and companies, and 28,000 visitors?

The landmark 30th edition of the Dubai International Boat Show continues to receive full support from the industry and looks forward to welcoming new countries and brands, such as Cigarette Racing. Many repeat exhibitors including the likes of Sanlorenzo, Sunreef and Sunseeker are returning to the show with a bigger fleet.

How will the layout change compared to last year?

Once again, the show will take place in the extraordinary seafront district of Dubai Harbour, which has a strategic location in the heart of Dubai that offers direct access by water to popular destinations in the city including Bluewaters, Dubai Marina and Palm Jumeirah.

One of the largest and most sophisticated marinas in the MENA region, this evolving leisure marine destination has been our home for three consecutive years. This year’s show is located adjacent to the Cruise Terminal and Dubai’s newest beach resort, Be Beach.

The new layout offers all the highly anticipated showcase and hospitality experiences for our guests, like in previous years. With every edition there, we update the show’s presentation and offerings in coordination with the dynamics of the venue to deliver the best experience possible.

Last year, the 68m Soaring by Abeking & Rasmussen berthed on the other side of the road from the show’s main in-water display. Are you expecting such large yachts this year and if so, will they be in a separate area again?

We’re expecting an attractive line-up of superyachts. While some will be berthed in the main staging area, there will be select yachts berthed away from this, depending on capacity and any client requests for private access for their hosted guests. We shall also be facilitating sea trials for participating boats, while the show will also continue to present a sensational lineup of luxury cars.

Will there be any new initiatives such as for electric/hybrid boats or other growing sectors?

After last year’s launch of our sustainability initiative, SEA Mission, we will continue to build on the growing appetite for sustainability among our exhibitors and visitors this year and will host an extended programme of green initiatives.

At the end of last year, Dubai proudly hosted the UN Climate Change Conference, COP28, and we’re more keenly aware than ever of our responsibilities towards the planet at a critical time for transformative action.

How has the financial profile of UAE citizens and residents evolved in recent years?

Dubai has emerged as one of the world’s three most attractive cities for the wealthy. Its growing appeal for high-net-worth individuals (HNWIs) supports the goal of the Dubai Economic Agenda D33 to increase foreign direct investment inflows over the next decade to an annual average of AED60 billion (about US$16 billion).

The number of HNWIs in Dubai has risen significantly; the population of wealthy individuals in Dubai alone increased from 54,000 in June 2021 to 67,900 in June 2022. Nearly 10,000 millionaires are projected to move to the UAE between 2022 and 2024, and this is set to increase by over 50 per cent in the next 10 years.

Dubai continues to attract high-net-worth families, with the value of family offices in the market set to reach AED3.67 trillion by 2028, bolstered by a predicted 39 per cent increase of HNWIs in Dubai by 2026, according to Knight Frank.

Dubai’s state-of-the-art infrastructure, unmatched lifestyle offerings, high-quality education, healthcare and cosmopolitan culture provide HNWIs with an exceptional quality of life and an attractive calendar of experiential events in Dubai, such as the recent COP28 and annual Dubai International Boat Show, which continues to generate worldwide appeal.

Dubai provides several initiatives to be the go-to destination for HNWIs such as the golden visa initiative, a 10-year long-term residency scheme, and economic incentive initiatives offering an attractive ecosystem for startups and entrepreneurs to build their business roots in Dubai.

In addition to these, Dubai’s key attractions for HNWIs include it being tax-free, global, luxurious and forward-looking, according to a survey by Knight Frank with YouGov.

Is yacht ownership increasing in the UAE and the Middle East?

The Middle East is one of the world’s leading superyacht markets, with many of the region’s ultra-high-net-worth individuals (UHNWIs) either owning or intending to buy a superyacht.

The 2023 Gulf Superyacht Market Report by SuperYacht Times states there were more than 297 superyachts owned in the GCC up to October 2023, representing 5.2 per cent of the world fleet. With 136 of these yachts owned in the UAE alone, the statistics are further evidence of Dubai’s ongoing appeal for superyacht owners.

Globally, demand has risen, with superyacht projects increasing from 821 in 2021 to 1,024 in 2022 and 1,203 last year, according to the Global Order Book by Boat International.

By 2026, the value of the global yacht market is predicted to grow to more than US$15 billion, up from US$10.8 billion in 2021, and the Dubai International Boat Show will expand accordingly, continuing to provide visitors and exhibitors with a voyage to remember.

www.boatshowdubai.com

Sophi Horne: From Seabird to Racebird

Leaders / yachtstyle2020

Sophi Horne: From Seabird to Racebird

February 1, 2024
3:14 pm

Founder and Chairman of Seabird Technologies, Sophi Horne is behind the design of the Racebird, the world’s first electric foiling raceboat, which is being used by all teams in the 2024 E1 World Championship.
Interview: John Higginson; Photos: Seabird Technologies & E1

Sophi Horne

How did you become involved with designing the Racebird for the E1 World Championship, the latest electric-vehicle racing series created by Alejandro Agag following Formula E and Extreme E?

I’ve been in the industry for over a decade. One of my early design jobs was with a superyacht charter and management company. At first, I was involved in the interiors of the yachts for refits. However, my boss saw some exterior sketches I did during my free time and said he saw a future for me in this direction, although I never believed I would design for myself one day. He introduced me to naval architects that invited me to tender for yacht designs, which was a good introduction.

I then continued my education and studied in Norway. Oslo is known as the capital of electric vehicles, so I saw the transition to electric cars and the move to electric in the marine industry. At the same time, Uber and the sharing platforms started. Blending all this together, I had the idea of trying to make boats more available and to produce an electric boat, so I started Seabird Technologies.

With a single Mercury Racing E1-X electric outboard, the 23ft Racebird has a 150kW peak output plus 35kWh battery capacity

I was a little slow to buy my own electric car because the designs were generally very ‘cute’ and bubble-like. For me, when you buy clothes or a car, you want them to represent your image, so I was looking for something more sleek and sexy.

I then saw Formula E’s Gen2 electric cars (introduced in the 2018-19 season) and loved them. They were kind of my design inspiration and I wanted to find someone else who had the same vision. The Gen2 designs were very cool and the events and how they were presented were very aligned to what I was looking for.

Formula E’s Gen2 cars inspired Horne’s Racebird design

To produce my boat, I started with a sharing platform and tried to find a partner who already built boats. I also researched the batteries, to look at adapting the technology from electric racing cars to the marine world and create a new product.

I went to a Formula E race and met Alejandro Agag, the king of electric motorsports. I presented my idea for a 7m electric leisure boat, not for racing. I had been developing it for a year and had a full business plan.

Horne with E1 co-founders Alejandro Agag (left) and Rodi Basso (right)

It was more for me to have a talk with him, so that maybe he could make introductions. A month later, he called me back and wanted me to do a more detailed presentation, then he became my first investor. I never believed he would become so involved.

How did your initial electric boat design evolve into the Racebird we see today?

I had moved to London and was fully focused on the private boats. However, I was sharing the same offices as Formula E, so I was surrounded by racing people. During Covid, Alejandro took a walk with Rodi Basso (CTO of Seabird Technologies from September 2020-August 2022, now CEO of E1).

Seabird model launch at Yacht Club de Monaco in 2021

Things had slowed down, so I think they were a little bored and they came up with this beautiful idea of the E1 World Championship, introducing electric racing to the water.

The idea overlapped with the start of Extreme E, offroad racing in electric SUVs, which started in 2021. I think they were in this creative bubble and seeing what they could do with electric racing. By then, they knew the technologies and had the supplier networks, having earlier set up the Formula E road racing series.

Horne toasts with Prince Albert of Monaco

After they conceived E1, they asked me to change focus for a year to design a raceboat. The brief was ‘make something cool’. That was it. Two months later, we were in Monaco with a 3D render. It all happened very fast, but it was done to showcase the vision.

We essentially sportified the leisure boat concept I was working on, with the foiling system and everything, and it seemed to work. The first project was ‘Frankenstein’, where we used an existing hull and fitted the foils to test them. Then we did a prototype.

A Racebird at the E1 test event in Rotterdam last September

The current boats are being built in Italy and the first four hulls were used for the E1 preview test event in Rotterdam in September 2023. I was quite nervous, but they all worked. It has all happened so fast. We’re not allowed to go over 50 knots, although they can be set up to go faster and we’ve reached 60.

Have the teams got room to adapt the boats, like with cars in Formula One, or is it strictly one-design?

For the first season, it comes in one package. Having seen F1 and the difference in budgets of the teams, we want a more even playing field to see who the best driver is.

Poster of pilots for 2024 E1 series

Extreme E started in 2021 with Lewis Hamilton, Nico Rosberg and Jenson Button among team owners, and Sebastian Loeb among the drivers. However, E1 has gone to the next level in terms of celebrity team owners with Tom Brady, Rafa Nadal, Virat Kohli, Didier Drogba, Sergio Perez, Steve Aoki, Marc Anthony and Marcelo Claure. Do you think the timing now is right to support e-mobility?

It’s a lot about timing but also the network that Alejandro has developed in Formula E and Extreme E. People are looking for greener solutions and projects. However, I’ve been blown away by the support and we were all a little bit shocked. I never dared to think stars like this would join E1.

Horne with Tom Brady

However, as an example, when you talk to Tom Brady, it’s interesting to hear that he’s very passionate and has a relationship with the water. It’s something very dear to him because he’s spent a lot of time on the water and has so many memories from taking his kids to sea, so it’s a heartfelt project. The owners have taken their time to consider E1 and they want to be a part of it.

The 2024 series opens in Jeddah. Are you excited about working in Saudi Arabia and the Gulf, which has such a strong history in powerboat racing?

Absolutely and this is also connected to timing, with the Red Sea development and the Gulf region’s focus on developing sustainable technology for all its new projects and infrastructure. At Seabird, we also see a big market for our upcoming products in the many luxury resorts.

Racebirds being trialled in Jeddah

E1 starts in Jeddah, while Riyadh already hosts Formula 1’s Saudi Arabian Grand Prix (March 7-9, 2024) and the region loves racing events. The Gulf has some of the best crowds and the region is already very engaged with this type of spectacle.

Is Seabird looking beyond the Racebird and E1 series with its own products?

The Racebird is our entry product. We’re also developing a Seabird of about 15m and three smaller models, closer to my original mission of making boats more available. We’ll be using foils on all our boats.

2024 E1 World Championship schedule

www.seabird.tech

www.e1series.com

PMG Shipyard proves its worth – Philippe Guenat

Leaders / yachtstyle2020

PMG Shipyard proves its worth – Philippe Guenat

February 1, 2024
2:12 pm

In a Column for Yacht Style, Guenat reveals how good organisation and advanced technology at Thailand’s PMG Shipyard has helped the waterfront facility build better boats and handle production challenges.

PMG Shipyard features multiple large, open production halls

It may seem obvious, and it is in many respects, but a well organised shipyard that utilises technology in advanced ways should build better boats of higher quality and do it more efficiently. However, the Covid pandemic showed that challenges don’t always appear where and when we expect them, and the solutions may be different from originally planned.

Two hours’ drive from Bangkok, PMG Shipyard is literally located ‘on the beach’ in Rayong province, Thailand’s eastern seaboard. The yard was re-built and refurbished less than a decade ago after we moved the business from a smaller production facility near Pattaya. Today, our shipyard is one of Asia’s largest, most modern facilities for building leisure yachts.

PMG is also a pioneer when it comes to solar-assisted and solar-powered catamarans, and most of the current production falls into one of those two categories.

An electric motor for a 60ft catamaran

Dealing with leading-edge technology reflects our organisation. Recent inventions and new technologies are used for energy generation and propulsion, while the way our yachts are designed and built reflect the same way of thinking, using the best-available technologies to create boats that are practical, economical and solidly built.

Thailand is a great location for a high-tech shipyard, with good access to and from all corners of the world, excellent logistics and access to skilled, well-educated boat builders. Our international staff include people from every continent, while our clients come from all over the world and frequently visit the shipyard.

The importance of good organisation and logistics became very apparent when Covid-19 took hold. For PMG, it started with a European supplier of foam cores that manufactures in China but closed for weeks due to an undefined respiratory virus.

PMG is a specialist in solar-assisted and solar-powered catamarans

Soon, lead times of vital components started to increase, making logistics a big challenge. Some products, like resin, have limited shelf life. When shipping times double, production planning also suffers.

The result was that production had to be completed with whatever products had arrived, not necessarily according to the original production schedule. Often, the same part of all boats in production would be finished at the same time. When resin, shipped from Dubai, finally arrived, vacuum infusion was going on day and night to stay within shelf-life limitations.

New equipment was also affected by the pandemic. A new, extra-wide travel lift, suitable for catamarans, arrived in 2020 when the pandemic was at its peak. However, the technicians couldn’t come to assemble the machinery, and nobody could predict when the travel bans would be lifted.

A wide travel-lift and a testing pool are among impressive hardware

That’s when the advantages of being in a highly industrialised area were again revealed. We were able to find local workers who could assemble the travel lift, which was able to enter service as planned.

PMG managed to stay Covid-free through the most stressful periods of the pandemic, which was important. The threat from the government to close production if more than two to three staff were sick was always lurking.

It was only in April 2022, after the pandemic started to ease and attitudes relaxed, that employees started to get sick. And although delays are never welcome, this was a milder variety of the virus, one that didn’t lead to any serious medical issues.

A Silent 62 is launched at the waterfront facility

While Covid-19 was a problem on many levels, there was a lot to learn from the experience. Some of those factors have made work more efficient and even more cost effective, like increasing use of online meetings.

Before the pandemic, doing a CE inspection required an inspector to travel from another country. Now, technology has been adapted, like wiring the whole shipyard for Wi-Fi connection, to make it possible to do at least some inspections online with the help of cameras and other electronic tools.

For PMG Shipyard, the Covid era taught us to prepare for the unexpected, to learn how to maintain production under circumstances that are not ideal. And while no one can predict how future pandemics will affect suppliers and third-party logistics, the pandemic has shown which suppliers were able to stay operational and which weren’t.

Children from a PMG-sponsored orphanage visit the shipyard

It has also shown that having good financial foundations, modern production facilities that are owned, not rented, and professional employees who are passionate about their work can all work together to help us get through difficult times.

PMG was able to build and launch very high-tech, solar powered yachts throughout the pandemic, and if there is another crisis, the knowledge gained will help us remain productive.

PHILIPPE GUENAT

Guenat is the owner of PMG Shipyard, where yacht production includes the Cora Cat 48 represented by Multihull Solutions, the Solar Explorer 52 with e-propulsion and the Silent 60/62 solar-powered catamarans. The shipyard evolved from the former Bakri Cono yard at Ocean Marina, where the Swiss developed his plans for a solar-assisted powercat by launching the Heliotrope 65 in 2013. Increasing his involvement with the builder, Guenat sourced the current 20,000sqm seaside location in Rayong, where operations began in 2016 and the shipyard was renamed PMG after he fully bought the company in 2019.

pguenat@pmgshipyard.com

www.pmgshipyard.com

Martin Lo on CL Yachts’ next moves

Leaders / yachtstyle2020

Martin Lo on CL Yachts’ next moves

January 26, 2024
4:07 pm

Director of CL Yachts and a fourth-generation member of the Lo family that founded and own Cheoy Lee, Martin Lo is spearheading new projects like CLB80 and upgrades of existing models for a brand steadily growing in appeal around the world.

Martin Lo, Director, CL Yachts

CL Yachts has revealed the design for CLB80, which continues the brand’s collaboration with Jozeph Forakis. He designed ‘from scratch’ for your flagship CLX96, but the CLB series already had three models (65, 72, 88), so what was your brief to him?

We needed something in-between CLB72 and CLB88, to create a smoother transition for owners who want to upgrade. The brief was that we need to please traditional B series boat owners, but push the envelope a bit more within certain constraints. So, based on the design language of CLB72 and CLB88, I asked him to create something better and a little bit more advanced, but not too advanced.

We then looked at boating habits today, with people wanting to go out with their family and enjoy the outdoors more. Covid changed boating habits because people could cruise out to sea on their own island paradise and enjoy nature, fresh air and a safe space away from other people. A boat should have all the comforts of home but be easily maintained, so it can stay fresh throughout the years.

We were also looking to maximise semi-open space, making areas openable but able to be covered or closed when protection from the elements is needed. Initially, we thought of a traditional motor yacht with a hard top, like CLB72. Then we considered a semi-permanent hard top with a fixed front screen and the ability to enclose the helm.

CGI of CLB80 exterior

We then thought about enclosing the flybridge and including openable windows and skylights, so you create a shelter, a sky deck, which can be your family room or another living room. This increases the living space and allows you to have one control station with better vision plus more space and visibility forward on the main deck.

We also looked at CLB80 being run by an owner operator, like a family cruiser with no crew or maybe minimal crew. This requires better interaction, like having an aft galley as we have on CLB65 along with the day head aft. This way, you can go swimming and enjoy water sports and when you come back up, you don’t need to track through the saloon to use the head. With the galley aft, you can serve drinks and finger food or full meals either indoors forward or outdoors aft.

Also, having the galley aft meant we could push the living areas forward and rework the windows so when you sit on the sofas, you can see out more easily. You also have more space without the lower helm.

CGI of CLB80 beach club

As it’s an 80-footer, four staterooms are a must, so on the lower deck we have a private VIP forward, a full-beam master and two guest cabins, as well as decent crew quarters aft.

CLB80 also offers decent speed with modest power, just 1,600hp for the pair, yet reaches 25 knots and cruises around 20 or 21 knots. There’s simple fin stabilisation, not gyro, so you save space, weight and maintenance, although we still have provisions for installing gyro if owners want it.

What led to the option of the sliding dining table?

It’s quite interesting. It’s convertible. If you want formal dining, you expand it and place chairs around it. Later, if you want more room for socialising and dancing, you can fold the table and push it aft against the galley, where it can become a serving bar or buffet table and you end up using the ‘dining’ space for entertainment.

CGI of CLB80 dining table

Owners can use their imagination on how they want to use the space. If it’s too hot or raining and you want to do your yoga, there you have it.

Where did the idea come from?

Jozeph asked if it was possible. We encouraged him to think outside the box. One of the reasons we use Jozeph is because he’s an industrial designer. Before working with us, he had no experience of designing boats, so he’s able to think outside the box, different to yacht designers, so let’s have some fun!

Are the CLB80 designs you’ve revealed just options?

We’ve created multiple designs for both the main deck and flybridge. On the main deck, we have another layout with a galley forward, for more traditional boaters. This has a salon aft, then dining and a forward galley that can be open or closed, depending on what kind of crew the owners plan to have.

CGI of CLB80 skylounge

We also offer a semi-open flybridge, with control stations on the main and upper decks. For the semi open flybridge, we use composite furniture, and for the enclosed version, we use wood-veneer furniture. You still have the wet bar and the high-low windows.

You showed hull two of CLB65 at the recent Hong Kong International Boat Show before it heads to Australia, while hull one was sold in the US. What has been the feedback from the owners?

They’re very happy and like it a lot. It has been well used. Overall, we’ve only had minor suggestions, like having a door instead of a hatch, more storage, a bit more interior space and so on.

Sydney Marine, one of our two Australian dealers, gave feedback on boating habits there and said CLB65 is perfect for their market, which is why they’ve ordered hull two. Hull three is in the US and hull four will have a different salon layout.

CLB65

However, we’re busy trying to find space and time for production. The shipyard is busy building catamaran ferries for Hong Kong including five 40m cats in carbon, two 40m hybrid – one in carbon and one in aluminum – and two 35m in carbon. Hull one of the 40m carbon cat had sea trials in December.

We also have contracts for tugs and a wind-farm support vessel for Japan, while we’re also working on a lot of other projects.

How does Cheoy Lee’s experience in building commercial boats help the build quality of CL Yachts models?

I want people to enjoy boats. CL Yachts’ ‘Uncharted Luxury’ slogan is more than skin deep; it’s inside. I want an owner who pays a large amount of money for a boat to just get onboard, turn the key and go, knowing all the systems are solid and can be easily maintained.

CLB65

Our family is actively involved in the whole building process, and we put our minds and energy into all our products. Because we do commercial boats and pleasure yachts, building to class is normal for us. Even for motor yachts, CE hull construction is a minimum requirement. The whole shipyard is ISO certified, and we have an established quality-assurance programme.

We only use materials from leading vendors, like foam core from Diab, Divinycell and Corecell™ by Gurit. Only three carbon-fibre manufacturers can meet classification requirements and they’re from Germany, US and Japan. We use the Japanese company and I’ve known the weaver of those carbon-fibres for 30 years.

CLB72

CLB72 is CL Yachts’ best-selling model and was one of the first launched after you founded CL Yachts. How many units has it sold and what’s next?

I think we’re on hull nine. CLB72 is ready for a redesign. The lower-deck layout is solid, so we’re looking to maybe push the salon forward, offer an aft-galley layout, work on how to give the flybridge more European styling and other changes.

CLX96 was developed during Covid before her debut at the Fort Lauderdale International Boat Show in October 2022, when Jozeph Forakis saw the completed boat for the first time. What was his reaction?

Jozeph and I have been friends for many years, so I know him very well. He was very excited about the boat being built. During the production process, he visited China to monitor different stages of construction, but when he finally got to see CLX96 at FLIBS, he said: ‘Whoa’. He was so happy; he couldn’t believe his eyes.

Usually, the vision of the designers isn’t fully realised like it was with CLX96. I have a design background, so I understand designers’ frustration, although I also understand the viewpoint of the production side.

CLX96

Sometimes, for practical reasons, certain things can’t be done and I might ask Jozeph if he can change something. Other times, I can see his innovative idea and it’s my job to convince the production team to give it a shot. I’m like the go-between to make everything happen and, in a way, to showcase a new look. CLX96 is as close to the design as it could be.

What’s next for CLX96?

We’ve already developed another layout, with five cabins including an on-deck master. We took feedback from hull one and are making it better. People like the workmanship and the basic layout, but people were asking for one more stateroom, room for more crew, perhaps a Jacuzzi. Maybe we focused too much on the exterior activity zones, so we’re looking at increasing the internal space a little bit.

On the new version, we have an on-deck jacuzzi and we’ve moved the pilothouse forward by about 2m, so the skylounge is larger. And with the convertible table, you can have a formal dinner on the flybridge rather than the main deck. We’ve reworked a lot of things and have been trying different layouts on paper.

Every boat we build is better than the last one. We will always improve on a model. We value the feedback from end users, dealers and the public, plus we study other yachts on the market to see how we can make ours better.

CLB88

What are your thoughts on markets where you’ve appointed new dealers such as Southeast Asia, Australia and Middle East?

As mentioned, I did a trip to Australia to visit our new dealer Sydney Marine. People typically think of the Opera House and the harbour there, but then we went to the North Shore where people are very keen on boating. The dealer kindly took us everywhere and explained the local boating lifestyle in detail, saying CLB65 was perfect for their market. For Western Australia, we have Silverstar Marine in Perth.

I also visited Premium Nautical in Singapore and I’ve invited them and our other dealers to come and see our shipyard in Guangdong to get a better sense of the brand and our products. Next, I plan to visit Dubai to see Royal Yachting, our Middle East dealer. We’re building up our network step by step.

Do you see the Middle East as a growing market?

I think so. If you look at Gulf Craft, they’re doing phenomenally well there. Azimut is doing well there. I think our products can compete with them. We’ve studied the market and we think this is a good time to revisit this region.

www.clyachts.com

Sunreef’s Francis Lapp leading the Eco charge

Leaders / yachtstyle2020

Sunreef’s Francis Lapp leading the Eco charge

January 12, 2024
3:27 pm

Founder and President of Sunreef Yachts, Lapp talks about why he was motivated to create the catamaran builder’s Eco range, which today accounts for over half of its orders.

Francis Lapp

Why is Sunreef Yachts investing in green boating?

Investing is a keyword here . We’re not only investing our efforts and time. We’re investing our resources. The reason remains always the same. We know that there’s a lot to do and someone has to lead the way.

Not long ago I joined Mike Horn in Greenland during his What’s Left expedition. The changes in this area of the world illustrate how palpable climate issues can be. We understand how pressing the situation is and we understand our responsibilities as boat builders.

Many shipyards are saying what they will do in the future to make yachting cleaner. Our business is making things happen today.

How do you respond to the criticism that surrounds the yachting world?

First, Sunreef Yachts is a niche on its own. We are an island in this industry. Our company builds electric, hybrid and hydrogen catamarans. We try our best every day to convince people to switch to sustainable alternatives and today over 50 per cent of our demand is for our Eco range.

Lapp in Greenland

There will always be criticism, it is natural. I accept it, but I also want to make sure that everyone understands how much effort and money it costs us to push innovation forward. We do almost everything by ourselves.

The full transition can’t happen overnight, but as a company, we feel our responsibilities and do everything possible to make it happen. The interest in alternatives to fossil fuel is massive and we are optimistic.

What about the superyacht sector?
Changes in the superyacht world are not dynamic enough. Our vision of the superyacht experience is different from what you see in the industry. We are currently building two 43m electric sail yachts (Sunreef 43M Eco) that will rely on solar power, electric engines, hydrogeneration and performance sails. They will prove that superyachts can be energy-efficient and highly autonomous.

What is your vision of the industry’s future?
I think about the future almost every day. I try to imagine scenarios, environmental issues, expectations, trends and new needs emerging. The industry will keep progressing towards cleaner technologies, but the speed of these changes will depend on our own initiative as industry players. Shipyards must do everything to turn words into actions.

www.sunreef-yachts.com

Thor Maalouf: Navigating yacht innovation

Leaders / yachtstyle2020

Thor Maalouf: Navigating yacht innovation

December 13, 2023
2:51 am

Having spent over 16 years with Reed Smith, a global law firm with offices in the US, Europe, Middle East and Asia, Thor Maalouf explains how to address risks in superyacht construction contracts.

Feadship’s Project 710; Photos: Feadship

In the evolving landscape of superyacht construction, cutting-edge technologies are increasingly taking centre stage as a means to reduce carbon emissions. Innovations such as enhanced propeller design, hull optimisation, heat pumps and the integration of contra-rotating thrusters for propulsion, exemplified by projects like Feadship’s Project 710, are pushing the boundaries of traditional yacht building.

While these advancements hold great promise for a more sustainable future, the allocation of risk associated with these novel designs becomes a critical consideration in the shipbuilding contract stage.

In a yacht-building contract, the burden of design risk typically falls upon the builder. This is often explicitly stipulated in the contract terms, reflecting the industry norm. In the absence of such an agreement, the builder’s fundamental commitment to manufacturing and selling the yacht implies an inherent obligation.

This obligation extends to ensuring that the design not only facilitates safe operation but also aligns with the performance criteria outlined in the contract. Moreover, the yacht will be built in accordance with a detailed technical specification; to that extent, making design an integral facet of the workmanship guaranteed by the shipyard during the construction process.

However, when a yacht is intended to be built based on a design formulated by the buyer or a third-party supplier – especially if it involves cutting-edge, decarbonising technologies – it may not be automatically assumed that the builder bears the risk associated with this design. In such cases, the contractual framework must explicitly address and clarify the distribution of design risks.

In the event of post-delivery issues arising from yachts incorporating innovative designs, recourse can be sought through warranty claims against the builder. It’s worth noting that different warranty periods might apply to various technology components, underscoring the importance of a clear and comprehensive contractual arrangement.

The complexities introduced by new technologies could necessitate continued trials and testing regimes post-delivery, potentially involving holdbacks of the price until the yacht’s performance is thoroughly validated.

Moreover, maintenance regimes for specific components may be managed by suppliers other than the shipyard. This implies that beyond the construction phase, ongoing responsibilities and liabilities associated with the performance of innovative technologies may extend to various entities involved in the supply chain.

Therefore, the intricate web of relationships in the superyacht construction process demands meticulous contractual language to delineate these responsibilities and mitigate potential disputes.

In conclusion, as the superyacht industry embraces new and experimental technologies to meet environmental goals, the importance of addressing design risks in shipbuilding contracts cannot be overstated.

Clear contractual provisions, warranty mechanisms and ongoing testing protocols are indispensable tools in managing and mitigating the complexities associated with the incorporation of cutting-edge technologies in superyacht construction.

Note: Reed Smith’s Trading Straits podcast, titled ‘Decarbonization Technology: Risks in Superyacht Construction and Financing’, delves into these complex issues. The podcast serves as a resource for stakeholders in the industry, offering insights into the legal and contractual considerations surrounding the adoption of innovative technologies in superyacht construction. By exploring the challenges and opportunities presented by the integration of decarbonising technologies, the podcast provides an understanding of the risks involved and strategies to navigate them effectively.

THOR MAALOUF

Having joined Reed Smith as a Trainee Solicitor in 2007, Maalouf is now a partner in the company’s Transportation Industry Group. A global law firm with over 30 offices around the world, Reed Smith has about 3,000 employees including over 1,700 lawyers. Maalouf advises on all aspects of commercial Shipping and Maritime law, in particular Charterparties, Bills of Lading, Shipbuilding Contracts, Luxury Yacht Charters, Charters for Project Cargo, and contracts for shipping and freight services including multi-modal transport and logistics. As a member of Reed Smith’s shipping practice, she advises clients on how to reach pragmatic and commercial solutions to disputes, while she also has in-depth experience of mediation, litigation in the English Courts and LMAA arbitration. Maalouf enjoys triathlons, sailing and being a Girl Guide leader, having served in the Army Reserves for several years.

rssuperyachtteam@reedsmith.com

www.reedsmith.com

Mike Horn: Action Man

Leaders / yachtstyle2020

Mike Horn: Action Man

December 7, 2023
3:52 pm

After shifting from South Africa to Switzerland, Mike Horn embraced life as a land-based adventurer and thrill seeker – and then became a sailor. He has since completed over two-dozen circumnavigations and carved out a career in exploring extreme environments, with the Sunreef ambassador now focused on raising awareness of climate change and the importance of sustainable technologies.
Interview: John Higginson; Photos: As credited

Mike Horn, Sunreef ambassador; Photo: Sunreef Yachts

Born in Johannesburg on July 16, 1966, Mike Horn grew up spending a lot of time outdoors, climbing, cycling and fishing, while also excelling at sports including rugby, cricket, athletics and tennis. After school, Horn did two years of military service with the South African Special Forces and studied Science of Human Movement at the University of Stellenbosch in the Western Cape province. After moving to Switzerland, he specialised in extreme sports including abseiling, climbing, hydrospeed, canyoning and rafting, leading to a career as a professional adventurer. In early 2023, he began the four-year ‘What’s Left’ expedition, which includes the Arctic, Amazon, Antarctica, Patagonia, Australian desert, New Zealand, northern Canada, Alaska and Asia.

After you moved from inland South Africa to landlocked Switzerland, what led to you becoming a sailor?

I left South Africa when I was 24. Due to apartheid, South Africans could only travel to Israel, England and Switzerland. I ended up in Switzerland and quickly got known as this guy willing to try everything in the world of extreme sport – jumping out of planes, kayaking down waterfalls and so on. This was the way I wanted to live my life.

A few years later, Laurent Bourgnon, a Swiss-French sailor based in France, was competing on an Orma 60 trimaran called Primagaz. (On Primagaz, Bourgnon won the single-handed Route du Rhum in 1994 and 1998, the two-handed Transat Jacques-Vabre in 1997 and the Orma Championship grand prix circuit in 1998.)

One day, he called me and said, ‘I need a crew member, one that knows nothing about sailing but is a good executor of orders’. I said, ‘That’s me. I’ll be there’.

I got onto the train and went all the way to La Trinité-sur-Mer in Brittany and he took me out sailing just before the racing season. Straightaway, I fell in love with sailing and that was really my introduction to the sea.

Horn in Iceland during the ongoing What’s Left expedition; Photo: Lucas David

I was never really introduced to sailing. I was born in Johannesburg, far from the coast, so closer to the lions. I understood elephants and snakes better than boats. For me, to float, you build a raft and you go down a river – that’s what I knew about!

When I was younger, I wasn’t that interested in sailing because I’d rather climb mountains and do more land-based stuff because it was more affordable.

So, I was thankful Laurent gave me the opportunity to be on one of the world’s fastest boats, to be able to winch, move sails around and participate as a crew member, racing and getting this boat across the Atlantic and Indian oceans and so on. It was what I was looking for as an adventurous spirit.

I loved the Grand Prix season, sailing in those regattas, and spent a second season with him. I was never involved in steering the boat or trimming the sails. I was the guy to climb the mast and pull the sails out of the hatch. I was a deck hand, nothing more.

What was your next sailing adventure?

For one reason or another, I wasn’t known in the world of sailing as a sailor. I was just an adventurer, climbing mountains and known for my 1997 solo traverse of South America where I riverboarded down the Amazon. (Horn hiked from the Pacific Ocean to the source of the Amazon in the Peruvian Andes before riverboarding down the 7,000km river to the Atlantic Ocean.)

In 1997, Horn traversed South America, descending 7,000km down the Amazon river; Photo: MikeHorn.com

Then in October 1998, Robert Miller called me. He had a boat called Mari-Cha III, a 44.7m ketch, and wanted to break the world record for crossing the Atlantic from New York to Lizard Point in England.

He said, ‘I’m looking for somebody like you who’s willing to do anything. I want to break the record, so can you help me?’ I said, ‘Yes. When do you want me to be there?’

He said, ‘Okay, you’ve got one hour to get to the airport, get on the next flight and we’re leaving as soon as you arrive in New York’.

I jumped on the plane, got into New York and somebody escorted me through the airport and took me to Mari-Cha III. As soon as I got on the boat and dropped my bags, we let go of the mooring lines. We sailed underneath the bridge and the clock started!

I had been on one of the world’s fastest multihulls and was then on one of the world’s fastest monohulls, not being a sailor but just a guy they could trust. I would do the jobs others didn’t want to. Maybe I was a little naïve and didn’t have the knowledge, but I was willing to help the owners reach their goal. And with Robert Miller, we broke the Atlantic record (setting a record of 8 days, 23hrs, 59mins).

What led to your Latitude Zero expedition, your solo journey around the equator without motorised transport from June 2, 1999, to October 27, 2000?

After Mari-Cha III, I arrived back home in Switzerland and became frustrated with working on sailing boats but not really understanding what sailing really means. I wanted to steer, set the sails and so on.

Horn’s Latitude Zero solo journey around the equator lasted from June 1999 to October 2000; Photo: MikeHorn.com

That’s when I asked Laurent [Bourgnon] to suggest a boat he thought would be good for Latitude Zero, which was the first circumnavigation along the equator, never leaving the line. The plan was to walk through the Amazon jungle, walk the continents, and sail the oceans, to do a non-motorised circumnavigation.

Laurent told me that the US company Corsair Marine had a 28ft trimaran. He said it was an amazing vessel made for coastal navigation, not for the open sea, but that it had speed, so if we chose the right weather window, we’d get across the Atlantic before running into bad weather.

I didn’t have money to buy the vessel, so one day a journalist wrote an article that I had a dream of walking and sailing around the equator, and it fascinated some investors and sponsors. I then got a call from a wealthy guy, a multibillionaire who I didn’t know, but who loved sailing and had helped Laurent Bourgnon, Franck Cammas, Bernard Stamm, Stève Ravussin, Ellen MacArthur and so on.

He asked if I could come down to Lausanne and meet with him and we had a pizza. I really enjoyed his energy, but we didn’t speak about anything financial or what I needed or anything like that. When I was at home, he called me and said, ‘Listen, I want to help you. What do you need?’

I told him I needed a boat and he bought me my first boat, a Corsair F-28, a foldable trimaran designed by Farrier in Australia. It was built in the US then put into a container and sent to Gabon in Africa, the starting point of Latitude Zero. But I had no time to sail the vessel.

The first time I took the boat out of the container and got onto the vessel was the first time I had ever found myself alone on a boat! I didn’t have time to learn because I had to spend time in the Amazon jungle to get the training to survive the land crossing. For me, the sailing was just crossing a little bit of water in-between Africa and Brazil.

Latitude Zero included sailing a 28ft Corsair trimaran across the Atlantic and Pacific; Photo: Sebastian Devenish / MikeHorn.com

I didn’t see the water as an obstacle, but I saw crossing the Amazon jungle as an obstacle, knowing what snakes can kill me, what I could eat, how I’m going to survive, because that’s where I need to stay alive, not on the ocean. In a way, getting on the boat without thinking of the storms and the dangers made it easier to learn.

When I was flying paragliders, I understood wind and how it works, and how a boat gets sucked and not blown in those things. I know those things because it’s part of my life, but to be able to properly trim a sail and really know at what heading you must steer comes with time and explanation. I had a book and read about the angles of sailing and stuff, and that’s how I crossed the Atlantic Ocean!

At the same time, I had Iridium satellite telephone service so in case I really needed some information, I could call up Laurent Bourgnon, Stève Ravussin, Franck Cammas, Bernard Stamm or whoever, to help me and give me a solution. So, I had an online course when there was no online and that helped me cross the oceans.

How was it crossing the Pacific by yourself?

The Atlantic gave me a little bit of experience but then the Pacific Ocean gave me more experience. To cross the Pacific, I spent three months on the equator. I was catching rain water and fishing, and had flying fish jump into the nets of the trimaran. I have photos of me drying all the fish and squid, and I’ve got this big beard like Tom Hanks in Cast Away. It looks like I’m completely lost.

In late 2020, Horn and Corsair marked the 20^th anniversary of Latitude Zero; Photo: Corsair

I even had a cargo ship stop when the Scottish captain saw me and contacted me. After hearing my story, he arranged for a huge bucket containing a whole roast beef, lots of food, water, beer and a bottle of whisky. I was drooling as the bucket was lowered, but as I came close, the front of my boat knocked the lid off and the bucket fell into the sea, filled up with water and sank. I was devasted!

I had the taste of the food in my mouth before I had it in my hand, which gave me an important lesson about expectation, what you can and can’t control. I was so disappointed, but this was created by imagination and assumption. From that day, I said I can only depend on myself. I’ll do what I can do and not depend on anybody else. Solo exploration meant I needed the knowledge, I needed to be strong, I need to overcome my problems and not rely on others.

By the time I finished Latitude Zero, I had experience of sailing and really enjoyed it. Then I wanted to explore the polar regions.

(Horn’s expeditions included Arktos, a 20,000km solo circumnavigation of the Arctic Circle from August 2002-October 2004 without using an engine or dogs pulling sledges, and a 60-day ‘Arctic night’ winter expedition to the North Pole with Norwegian explorer Borge Ousland from late January to late March 2006.)

From 2002-04, Horn completed Arktos, a 20,000km solo, non-motorised circumnavigation via the Arctic Circle; Photo: MikeHorn.com

I also built a 35m aluminium sailboat, Pangaea, which launched in Brazil in 2007. I’ve now sailed around the world 27 times.

You used the boat for the Pangaea expedition (2008-12) that covered 100,000nm and 63 countries and involved 100 young explorers. You also used the boat for Pole2Pole (May 2016-December 2019), a circumnavigation of the globe via the South and North Poles. This year, you began the four-year ‘What’s Left’ campaign. What are you hoping to achieve?

I fight for the environment. I’ve seen the planet change over three decades of exploration. I take a simple example. In 2006, I did the first winter expedition to the North Pole and when I arrived at the North Pole, I measured the ice and it was 2.58m thick.

In late 2019 (as part of Pole2Pole), Borge and I did the first crossing of the Arctic Ocean via the North Pole. When I measured the ice, it was 8cm thick. So, what happened to the 2.50m of ice that disappeared in 14 years? That made me realise that, wow, things are happening much quicker here than anywhere else in the world.

Then you come back into this world where they don’t understand the impact these massive, gas-guzzling boats have on the planet. And although the supply is there, how can you want to buy a vessel like that, just because you can? And I think there’s a big educational factor that’s missing when we buy yachts. Why can’t you make the fastest ‘eco’ yacht with the lowest impact?

Horn with Borge Ousland during the 2006 ‘Arctic night’ winter expedition; Photo: MikeHorn.com

It’s a pastime, not a working tool. You use a yacht in your free time. And if you have money to buy something that burns thousands of litres an hour and can travel at 42 knots to go from one point to another, how do you feel about yourself at the end of the day?

Some people say they can afford it and do other things to compensate; if they compensate, that’s great. But if they don’t, it’s a direct insult towards people really trying to help, like with Sunreef building its Eco yachts.

I feel the new generation is busy changing that. My generation were petrol heads. We were born thinking we had an abundance of fuel and always wanted bigger, better and faster. But now it’s not about bigger, better and faster but how we can get to our destinations a bit slower, more efficiently and with less impact on the environment.

As the mindset changes across generations, I believe gas-guzzling yachts will eventually be phased out and a move made toward more sustainable vessels. But what other power sources can fill these needs?

How have you become involved in researching such technology?

It was quite interesting because after the North Pole crossing when I said that the ice thickness had gone from 2.58m to 8cm, I jumped in a Peugeot-factory vehicle and did a stupid thing called the Dakar Rally, a 12,000km rally through the desert.

Pangaea had a refit at Sunreef ahead of the What’s Left expedition; Photo: MikeHorn.com

You’ve got a 600hp car, you burn 800 litres of fuel a day and you think you’ve got the biggest balls in the world driving at speeds of 180kmh through the desert, but you’re an idiot. You’re just polluting and racing. It was the adventure that pulled me into that.

A lot of the people who follow what I do started criticising me, saying, ‘You’re the biggest hypocrite in the world’ and ‘You say the ice is melting and then you’re jumping in a car and burning 800 litres of fuel a day’. That really made me think, so I needed to do something.

I started doing research on building a hydrogen rally vehicle that can compete against combustion engine fuel. After 2½ years, I came up with a fuel cell that burns hydrogen that we can integrate into a vehicle to not only compete but to win against fossil fuels. So, those solutions can replace the combustion engine.

For people willing to buy a big, fast yacht that consumes thousands of litres an hour, the moment you can offer them a yacht that consumes nothing, they’ll buy it. We’re getting to the stage where we can propose alternative power sources for these vessels. And then it’s in the construction of the vessel, the resin we use, and the hydrogen is used for power to be able to live in a sustainable manner.

Horn also sailed Pangaea on the original Pangaea expedition (2008-12) and Pole2Pole (2016-2019); Photo: MikeHorn.com

Now, after 14 months, I have a startup that has developed a product that can motorise a cargo ship using hydrogen. The infrastructure for hydrogen supply is not here now but it should develop. It should be simple as all these vessels come to a port where you need one hydrogen fuelling station and you can fill all the yachts. It’s an ideal environment to start applying these new technologies.

How did you become aware of Sunreef’s Eco series and green technology, and become an ambassador for its Explorer series?

Back when I built Pangaea, I started looking into a Swiss company building flexible solar panels. I had these stuck onto my mast, sails and all flat surfaces exposed to the sun, but they weren’t producing enough power – they hardly ran the lights! I carried a lot of weight for very little return. Then we thought, wind is good, so we put in wind turbines as well in 2008.

I started to look at hydrogen solutions to generate power on the vessel and looked to see if I could use solar panels to create hydrogen or use electrolysis to generate hydrogen on board, to be 100 per cent self-sufficient. There was no solution in 2008, then we moved into 2009, 2010 and nobody wanted to invest after the economic crisis. The market was just not ready.

Then I focused less on alternative energy sources and instead on what impact we were having on nature. The moment you can see the planet’s warming up and the oceans are 1.5 degrees warmer than ever before, we’ve got to find out why. Part of it is fossil fuel being burned, carbon being sent up into the air, people flying in planes and cargo ships cruising around.

The problem gets addressed because our life is threatened through climate change, which helps lead to changing our motorisation and that’s how we eventually got people interested in integrating solar panels.

Horn (right) with Francis Lapp, founder and President of Sunreef Yachts; Photo: Sunreef Yachts

I met [Sunreef founder] Francis Lapp after I started developing the hydrogen fuel cell. I told him that we had to look at hydrogen and that I was developing a fuel cell for the heavy-duty cargo ship industry. It wasn’t exactly for a Sunreef, but I was sure there was somebody who could create a fuel cell to offer 300-400kW of power for a catamaran. Then we had to look at how to store the hydrogen in liquid form or in compressed gas.

For some reason or another, he doesn’t want to think about business. He just wants to think of the progress in what he does. He said, ‘Let’s do it. Let’s try it.’ So, he’s willing to take risks, willing to learn and that inspires all the other companies. And that’s why I’m an ambassador for Sunreef because he’s the guy who really wants to do something positive and make yachting more sustainable.

www.mikehorn.com

www.pangaeax.org

www.sunreef-yachts-eco.com