Leaders

Thor Maalouf, Reed Smith, navigating yacht innovation

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

Meme Poon powers forward with Volvo Penta

Leaders / yachtstyle2020

Meme Poon powers forward with Volvo Penta

December 1, 2023
3:27 pm

Founder and General Manager of Grandtech, Volvo Penta’s Hong Kong dealer, Meme Poon works closely with representatives and dealers of the world’s leading luxury yacht brands.
Interview: John Higginson; Photos: Volvo Penta & Grandtech, with special thanks to VP Yachts

Meme Poon, General Manager, Grandtech International Engineering

Which brands and dealers are among Grandtech International Engineering’s regular clients in Hong Kong?

Our regular clients include dealers representing Princess, Jeanneau, Prestige, Galeon, Sunseeker, Azimut, Absolute and Sessa. In the past year, we’ve had the privilege to add Nimbus and Invictus as new brands in our portfolio in Hong Kong.

What presence do Grandtech and Volvo Penta have at the Hong Kong International Boat Show in Marina Cove, following events at Lantau Yacht Club and Hong Kong Gold Coast?

We’re collaborating with several dealers to showcase a selection of yachts equipped with Volvo Penta engines, allowing visitors to witness their performance and quality.

Some flybridge motor yachts featuring Volvo Penta IPS (Inboard Performance System) engines include Absolute’s Navetta 58 and 60 Fly, which feature twin D8-IPS800 and D11-IPS950 engines respectively, while the Azimut Fly 68 has two D13-IPS1350 engines.

Sanlorenzo’s SX88 superyacht has three D13-IPS1050s, while Fairline’s Squadron 50 and Beneteau Gran Turismo 45 have twin D6-IPS650 and D6-IPS600 engines respectively. Princess’s V50 is also equipped with two D6-IPS600s.

Sessa’s F47 has two D6-IPS650s while the Dufour 41 sailing monohull has a single 50hp Volvo Penta D2 saildrive. Fountaine Pajot’s MY6 power catamaran uses two D6-IPS480s and its Tanna 47 sailing catamaran has two 60hp D2 saildrives.

Other models using Volvo Penta engines include the Invictus GT280 with two 350hp V8s and Galeon’s 500 Fly, which has twin 725hp D11 engines. We encourage visitors to explore these stunning yachts and experience firsthand the excellence that Volvo Penta engines bring to the boating industry.

What range of services does Grandtech provide to shipyards, dealers and yacht owners?

In our quest to provide unparalleled support to our clients, we take pride in offering a comprehensive array of services that encompass the entire spectrum of installation, commissioning, maintenance, repair and troubleshooting. We believe in delivering holistic solutions that cater to all our clients’ needs.

When it comes to spare parts, we have clients covered. Our dedicated team handles the seamless supply of high-quality components, ensuring equipment remains in optimal condition. Moreover, our highly skilled service team specialises in pre-delivery commissioning (PDC) for new engines, annual general maintenance and ad hoc repairs, as well as the replacement and overhaul of engine services.

In the unfortunate event of system failures or breakdowns, our clients can rely on our prompt and efficient repair services. Our technicians, armed with extensive expertise and cutting-edge tools, possess the ability to swiftly diagnose and rectify issues across a wide range of equipment and systems. We understand the importance of minimising downtime and swiftly restoring operations to minimise productivity losses.

As the industry continues to evolve, so do we. Over the years, we’ve continuously expanded and refined our offerings to adapt to the changing needs of our clients. Our commitment to staying at the forefront of technological advancements allows us to deliver innovative solutions that drive efficiency and maximise operational performance.

How has your number of pre-delivery commissions (PDC) for new engines changed post-Covid?

Over the past couple of years, we’ve seen some notable shifts in the number of PDCs for new engines due to the impact of the Covid-19 pandemic. In 2021, we experienced a substantial increase, with the number surpassing our previous average of 20 and reaching over 30.

In 2022, we handled 24 PDCs for new boats. While this represents a slight decrease compared to the previous year, it’s important to note that the global yachting industry has been navigating various challenges during this period, including supply-chain disruptions and market uncertainties.

In the first nine months of this year, we successfully completed 20 PDCs, so based on current trends and market indicators, we anticipate the full-year figure will be like last year.

It’s worth mentioning these figures are subject to the dynamic nature of the industry and various external factors. Nonetheless, we remain committed to providing exceptional service and meeting the needs of our clients.

What are the most popular Volvo Penta products in Hong Kong?

We have a wide range of popular Volvo Penta products that cater to the diverse needs of the boating community, but the Volvo Penta IPS stands out as the most sought-after product.

IPS is truly revolutionary and has gained significant popularity among both yacht builders and owners due to its exceptional combination of speed, fuel efficiency and manoeuvrability. We offer a range of IPS models, starting from the D6 to the powerful D13 engines.

When considering the range of yachts suitable for IPS, it’s important to note it varies depending on the specific model. The D6 engine, with its six-cylinder design, is perfectly suited for smaller to mid-size boats. If you’re looking for a reliable and comfortable water ride in a mid-size to larger boat, the D8 engine is an ideal choice.

Meme Poon on an F47 by Sessa, one of many international yacht brands using Volvo Penta products

For those seeking higher levels of power and performance in their yachts, the D11 and D13 engines deliver exceptional capabilities. In addition to the IPS system, we also provide a wide range of diesel engines and gasoline engines. These options cater to different preferences and requirements, ensuring we have the perfect propulsion solution for every boating enthusiast in Hong Kong¹.

What are notable evolutions in Volvo Penta and IPS products over the past year?

IPS has continued to evolve, building on its impressive history since its commercial launch in 2005. This innovative system has been refined and improved over nearly two decades of development by continuously increasing its power and performance, fuel efficiency, and enhancing manoeuvrability and control.

Aside from IPS, an important development from Volvo Penta is the integration of electronic systems into its products to enhance functionality and provide better control and monitoring. Features like Joystick Control allows boaters to effortlessly navigate tight spaces and make precise movements with their vessels, while Dynamic Positioning System² (DPS) improves manoeuvrability and ease of operation.

Assisted Docking³ is another advanced feature developed by Volvo Penta. Docking can be a challenging task for every yacht owner, even for the most experienced ones. Factors such as wind, currents and tight spaces can make it daunting, but these challenges can be overcome with Assisted Docking. By utilising a combination of sensors, GPS and advanced control systems, the technology assists in manoeuvring and positioning the yacht accurately during the docking process.

Additionally, there has been a growing focus on connectivity and digital solutions in the marine industry. Volvo Penta has introduced the Easy Connect⁴ system, which enhances boaters’ experiences by providing access to real-time data, information like a boat’s last-known position, engine hours, fuel consumption and performed journeys.

The integrated cloud service function provides you with a portable dashboard, letting owners access it whenever they like.

Can you tell us about Volvo Penta’s new online shop, which launched over the summer?

The online shop⁵ offers a comprehensive selection of Volvo Penta products including engines, parts, accessories and maintenance items. The user-friendly interface allows customers to navigate through the product categories and locate the items they desire.

Each product listing on the online shop provides detailed information, specifications and compatibility details, which enable customers to make informed decisions and choose the right products that meet their specific requirements.

Can you explain more about Volvo Penta’s new Extended Coverage programme?

Volvo Penta understands the importance of comprehensive coverage for a boating investment. In addition to the standard two-year warranty, the Extended Coverage programme offers an additional three years of full coverage for the entire package including the helm station, engines, drives and propellers. This extension ensures owners stay ahead of potential future repair expenses, providing peace of mind.

Extended Coverage offers the same level of comprehensive protection as the initial two years of warranty. It covers the repair and replacement of defective parts, encompassing all Volvo Penta branded products, excluding consumables such as filters, hoses and belts.

As a bonus, customers who purchase the Extended Coverage through Grandtech Hong Kong before December 15, 2023, will receive complimentary Easy Connect hardware and installation.

The Easy Connect system allows owners to monitor their boat’s vital information such as fuel consumption, engine data and GPS location from their smartphone or tablet, providing real-time insights and convenience.

What else should our readers know about Grandtech and Volvo Penta products?

In addition to the wide range of products, it’s important that owners understand the significance of general maintenance for ensuring optimal engine performance and lifespan. Regular maintenance, conducted by our qualified and well-trained technicians, is crucial in keeping the engines in top condition. This includes timely diagnosis and software upgrades using VODIA, a specialised diagnostic tool.

By prioritising maintenance and staying up-to-date with software upgrades, boaters can maximise the performance and longevity of their Volvo Penta engines, ensuring a reliable and enjoyable boating experience.

http://www.grtech.com.hk

http://www.volvopenta.com

1 For more information, read:

https://grtech.com.hk/the-most-popular-volvo-penta-models-in-hong-kong/

2 For more information on Dynamic Positioning System, visit:

https://grtech.com.hk/10-tipsfor-mastering-the-art-of-boat-docking/

3 For more information on Assisted Docking, visit:

https://grtech.com.hk/upgrade-your-yachtwith-assisted-docking-key-considerations-volvo-penta/

4 For more information on Easy Connect System:

https://grtech.com.hk/stay-connected-withyour-boat-a-guide-to-the-volvo-penta-easy-connect-app/

5 For more information about Volvo Penta’s online shop, read:

https://grtech.com.hk/celebratingthe-grand-opening-of-volvo-pentas-online-store-your-one-stop-shop-for-marine-excellence/

James Clayton on superyacht surge in APAC

Leaders / yachtstyle2020

James Clayton on superyacht surge in APAC

November 20, 2023
9:48 pm

In a Column for YACHT STYLE, the Sales Director at Simpson Superyachts gives his perspective on the state of superyacht sales in Asia-Pacific.

James Clayton, Sales Director, Simpson Superyachts

According to industry reports, the number of superyachts in the Asia-Pacific region has seen a notable uptick, with an average of 100 superyachts over 30m visiting the region each month – and this figure is growing.

In Hong Kong alone, over 100 30m-plus superyachts are registered following a 10 per cent increase in registrations over the past fiscal year. This surge is emblematic of a burgeoning interest in luxury maritime experiences among high-net-worth individuals across Asia.

I attribute this growth to several factors, most notably the region’s expanding affluence and a cultural shift towards embracing the exclusive yachting lifestyle. Asia has become a hotspot for superyacht enthusiasts, with over 25,000 islands to explore, due in large to two of the world’s biggest archipelagos, Indonesia and the Philippines.

There’s a diversity of unspoiled nature that attracts yacht owners willing to explore more unchartered waters, with the region offering the allure of exploring pristine coastlines and secluded island paradises.

Hong Kong and China, with their rapidly growing economies, have taken centre stage in the regional superyacht market, yet other APAC nations like Singapore, Thailand and Indonesia are not far behind. Australia, on the other hand, is an already developed and mature superyacht market, with major growth opportunities.

In fact, we’re witnessing a diversification of interest across the region. Clients are not just seeking a vessel; they’re investing in a one-of-a-kind life fulfilment experience, with a superyacht opening a whole world of opportunities for them.

Kamakasa, the second Sanlorenzo Alloy

In terms of vessel preferences, there’s a notable trend towards larger, more technologically advanced superyachts with alternative propulsion systems.

Discerning buyers in Asia are increasingly drawn to superyachts equipped with cutting-edge amenities, state-of-the-art navigation systems, and eco-friendly technologies like recently presented methanol fuel cell systems and alternative nature-powered generators with wind turbines and solar panels.

This shift aligns with a global movement within the superyacht industry towards sustainability and innovation.

However, there have been challenges posed by the ongoing global supply chain disruptions, which have been affecting the timely delivery of superyachts to Asia. The pandemic exposed vulnerabilities in the supply chain, impacting production schedules and, consequently, delivery timelines. This is a hurdle the industry is actively addressing to meet the growing demand.

The answer to long waiting times can be a quality brokerage superyacht, as there’s currently good market availability in the 40-50m and 50-80m segments. Over the summer, Simpson Superyachts sold the 44.5m Kamakasa, which was delivered in 2020 and is the second hull of Sanlorenzo’s successful Alloy series.

I’m optimistic about the continued growth of the Asia-Pacific superyacht market. The potential in this region is immense. As we navigate the challenges linked to inconsistent regulations and lack of quality superyacht marina berths in some key locations, we’re also presented with opportunities to redefine the luxury yachting experience in collaboration with our clients in Asia.

JAMES CLAYTON

Now based in Hong Kong, Clayton is Sales Director of Simpson Superyachts, a part of Simpson Marine Group. His two decades of experience in the yacht industry includes over eight years with Benetti as General Manager Americas for the Italian shipyard and he has a strong understanding of the Asian market, having spent many years in Malaysia and Singapore.

james.clayton@simpsonmarine.com

www.simpsonsuperyachts.com

Jean-Benoit Manhes: Can we make yachting green?

Leaders / yachtstyle2020

Jean-Benoit Manhes: Can we make yachting green?

October 12, 2023
1:27 pm

An international development specialist with the UN for over two decades, Jean-Benoit Manhes is also an avid sailor. In a Column for Yacht Style, he looks at how yachting can become a greener pastime.

The original article appeared in Issue 73 of Yacht Style

Lagoon 51

Yachting is a pleasure relying on the environment, offering access to the sea, beaches, harbours, reefs and fishing. As such, it’s subject to public and governmental scrutiny, and has increasingly become viewed as an unsustainable, damaging activity due to growing concerns about environmental preservation.

The ultimate vision of a growing number of yacht designers and builders is to transition towards a zero-emission system, although entirely neutral boats might take years to be fully operational and safe, never mind affordable for many owners.

However, a series of measures can be explored to make yachting greener and simultaneously reduce operating costs, while also maintaining safety and enjoyment at sea.

Silent 60 with kite wing

The easiest choice can take place during the initial investment phase, with models featuring hybrid technologies, new high-performance hull forms and solar-electric propulsion. Most major superyacht builders now propose improved designs and sustainable propulsion options.

Many are also driven by legislations including from the UN’s International Maritime Organisation (IMO) to adhere to new limits on sulphur and nitrogen oxide emissions.

Environmental considerations are not the sole factor determining an owner’s choice of yacht but they’re of growing importance. They can also prove beneficial in terms of savings to be made on fuel consumption, especially considering the increased cost of energies and fossil fuels around the world.

When purchasing a new boat, looking at the entire life cycle might also help owners make an informed decision. How flexible is the design? Can new materials be used instead of pure plastic? What’s the expected life cycle of components? Can it be dismantled in the future?

Leopard catamarans use water purification technology to provide drinking water from a tap

Also, how often will the boat be used and what’s the most energy-demanding equipment such as desalinisation, air-conditioning, fridges and galley appliances, lights and other automated equipment?

Many owners are attached to their existing yacht or brands they trust, or they rely on good deals in the second-hand market, where futuristic designs are scarce. Yet a yacht is not just a hull and many of its components can be optimised.

What’s the fuel consumption for a particular voyage or regular passages? Which equipment can be upgraded and modernised, or used in a less systemic way? Which equipment could rely on alternative sources of energy?

Let’s look at alternative sources of energy. In this domain, sailboat owners have a head start by using wind, although most still use fossil fuel to refill batteries, especially during long journeys. However, this is probably the sector with the biggest technological changes, resulting in increased efficiency.

Sunreef’s Eco models feature a ‘solar skin’

Solar panels can now have a 30 per cent return rate and are used extensively by Silent-Yachts and Sunreef on its Eco range, for example. Wind turbines are more silent and efficient ¹ and hydro-generators – while not sufficient for heavy equipment – can replenish IT-induced power consumption.

For the most adventurous, new batteries such as sea-water powered batteries or fuel cells can complement the available energy.

Fuel consumption will remain the main source of pollution of a yacht. Switching to hybrid power is possible and encouraged by several yacht companies, but require important investment and are not always technically compatible with yacht design.

Azimut’s new Magellano 60 can operate on biofuel

Alternatives include using biofuel (HVO), which Azimut is offering for use on its new Magellano 60 and has been adopted on some Caterpillar engines and by the 44m Lammouche superyacht. This can be a solution, although not for long hauls, while kites can be used to support or replace engine propulsion ² and have been used successfully, such as on the Silent 60 solar-electric catamaran.

Yachting is an integrated experience, so we need to consider other ways to reduce our footprint. These can include treating ballast and cooling water, choosing less toxic anti-fouling paint, using a waste compactor ³, reducing single-plastic use (such as bottles, cutlery and sanitary products), using more non-refrigerated food and not damaging reefs when anchoring.

Fishing responsibly and paddling instead of using a dinghy with an engine are also little steps in the right direction.

Fraser beach clean-up in Hong Kong

Back to the shore. Marinas have a direct impact on the environment and greening possibilities include looking at alternative energy sources, proper waste management, recycling policies and the use of native species for decoration, instead of trees or plants demanding watering beyond rainfall. And we need to encourage citizen initiatives such as beach cleaning and participating in carbon-offset activities.

The above is far from exhaustive and will not make yachting a green activity overnight, but they’re among real actions that are being considered by the industry and boat owners to protect the core of what we like about yachting: access to a pristine environment.

To read about more ideas and initiatives, visit www.sealogical.com/is-green-yachting-possible or www.waterrevolutionfoundation.org

¹ Some vertical ones such as the ones from Phileole are particularly compatible with yachts: www.phileole.com/en/product/phileole-sailing/

² www.kite-boat.com/en/

³ www.nauticexpo.com/boat-manufacturer/yachtwaste-compactor-45246.html

JEAN-BENOIT MANHES

Specialising in international development since 1997, including over 22 years with UNICEF, Manhes has worked across Europe, Africa and Asia, where he has held positions in Vietnam, Laos and Myanmar. During his career, his work on climate change and the prevention of environmental degradation has involved mobilising the private sector and influencers through innovation. An experienced sailor, ‘JB’ has crossed the Atlantic and sailed in the Caribbean, Mediterranean and Indian Ocean.

Monaco Yacht Show “unmissable” – Johan Pizzardini

Leaders / yachtstyle2020

Monaco Yacht Show “unmissable” – Johan Pizzardini

September 21, 2023
12:57 pm

Johan Pizzardini, Monaco Yacht Show’s Head of Communications & Media, explains what makes the four-day event “an unmissable event in the yachting world”.

Johan Pizzardini, Head of Communications & Media, Monaco Yacht Show

Johan, can you give us a bit of background about yourself and your time working on the Monaco Yacht Show?

I’ve been involved in the Monaco Yacht Show (MYS) for 19 years, and it feels like a different era in yachting media from when I started! Back then, the show wasn’t the global superyacht reference it is today, drawing coverage from top-tier international media.

As part of our dedicated organising team, truly engaged in offering one of the greatest yachting events, I take pride in having played a role in developing the comprehensive media and communication strategy for the MYS, helping position it as a premier event on the social elite calendar.

What distinguishes the Monaco Yacht Show from other boat shows around the world?

Since its very first edition back in 1991, the Monaco Yacht Show has stayed true to its mission, focusing on the world of superyachts, specifically those 24m and larger. It was created as a platform for yachtsmen, yacht owners and charterers to explore the captivating world of yachting from every possible angle.

Situated against the stunning backdrop of the Principality of Monaco, the MYS offers a unique opportunity for potential clients to dive deep into every facet of yachting. With its impressive display of cutting-edge vessels, presence of industry experts, and showcasing the latest advancements, it stands as the ultimate destination for uncovering the entire yachting universe.

And let’s not forget, the Monaco Yacht Show is all about catering to discerning clients, truly capturing the essence of the complete yachting experience, and embracing the dreams and aspirations of the next generation of yacht enthusiasts and potential clients.

Can you give some figures to indicate the scale of the event?

The Monaco Yacht Show has always championed quality over quantity. With 560 exhibitors, 117 superyachts, and thematic displays featuring luxury cars and helicopters, our focus has been on providing a premium experience from the start.

The Monaco Yacht Show is held in Port Hercules

Last year, 24,000 visitors attended, and we anticipate a similar turnout in 2023, although before the pandemic, we used to welcome over 30,000 visitors. Interestingly, Covid-19 unexpectedly reshaped our approach to life, and with the return of the 2021 edition after the cancellation in 2020, attendees eagerly embraced it as a vibrant renaissance of social interaction.

We believe in a one-on-one approach, and with support from the Informa Group and industry stakeholders, we’ve consciously reduced the number of visitors to prioritise the quality of the experience. Whether you’re a seasoned yachtsman, a new owner or an industry leader seeking connections, the Monaco Yacht Show must remain the pinnacle of the yachting world.

Can you explain the difference between the prominent yacht exhibitors?

Yacht builders seize the opportunity to exhibit their know-how in crafting stunning vessels. They aim to impress potential clients with their design and construction prowess, showcasing new models as a testament to their innovative capabilities. Approximately 40 brand-new yacht deliveries are unveiled in world premieres during the show, contributing to its unique allure.

Simultaneously, brokerage houses make every effort to exhibit their latest offerings available for purchase or charter, presenting a diverse range of yachts on the market. This exclusivity means that if you miss an edition, you won’t have the chance to witness the same collection of jaw-dropping yachts the following year, making the Monaco Yacht Show an unmissable event in the yachting world.

The show is held in Port Hercules and overlooked by the Yacht Club de Monaco. What role does the yacht club play in the show?

The Yacht Club de Monaco (YCM), often hailed as the world’s most beautiful yacht club, serves as an additional hub for the high-end visitors during the show. YCM actively participates in the show’s social events, hosting conferences, dinners, and cocktail parties. This not only enhances the social aspect but also enriches the visit experience, creating a perfect blend of luxury, networking, and industry engagement.

Monaco and the Yacht Club de Monaco are both very active in the sustainability sector. Can you tell us about the Monaco Yacht Show’s history of promoting eco-friendly yachting?

The Monaco Yacht Show has led the way in promoting eco-friendly yachting practices since 2005. Recently, it reinforced its commitment to sustainability with the launch in 2022 of the Sustainability Hub, a dedicated exhibition for green solutions in yachting.

Johan Pizzardini being interviewed

The show consistently features green technologies and encourages eco-conscious practices among exhibitors and visitors alike. It facilitates industry-wide dialogues on sustainability, emphasising responsible yachting.

Last year, the show initiated a carbon neutrality plan (click for article), aligning with the Monaco Transition Energy program and Informa’s FasterForward initiative to sustainable business, with the aim of achieving net-zero emissions. This underscores our dedication to actively contribute to environmental preservation as a boat show organizer.

Sunreef Yachts will be exhibiting an 80 Eco sailing catamaran and an 80 Sunreef Power powercat next to each other this year. Can you tell us about these yachts and which/how many other superyachts on display this year are using solar-electric power, hybrid propulsion, hydrogen or any other eco-friendly power sources?

These Sunreef sailing and power catamarans are two of the most innovative and eco-friendly superyachts on the market. I prefer focusing on yachting in general, not on specific yachts, as yachting has been shifting to more sustainability and builders have been researching and developing viable sustainable solutions for their yachts.

The Sustainability Hub is a real highlight of these solutions and we expect to see the fruits of the development of sustainable solutions in the building and maintenance of yachts in the coming years. We would dare to dream of displaying only sustainable yachts in the future.

Finally, is there anything else our readers should know about the Monaco Yacht Show?

Monaco Yacht Show is a one-of-a-kind event, featuring new projects unveiled annually. Missing even a single year means missing out on the extraordinary concentration of superyachts and megayachts on display.

For those keen on chartering or purchasing, it would entail extensive voyages across the seven seas, along with weeks of visits to shipyards and marinas to discover these exceptional vessels. I think it might just be time to start planning your earliest flight to Monaco!

www.monacoyachtshow.com

Sylvie Ernoult: Tweaking a winning formula

Leaders / yachtstyle2020

Sylvie Ernoult: Tweaking a winning formula

September 7, 2023
3:03 pm

Ernoult, Director of the Cannes Yachting Festival, talks to Yacht Style about the changes to the popular six-day event.

Sylvie Ernoult, Director, Cannes Yachting Festival

A new feature of this year’s Cannes Yachting Festival is the in-water exhibition area for 8-12m boats in Vieux Port (‘Old Port’). How many boats do you expect in there?

We expect about 50 smaller boats from almost 30 brands including Canelli, Cormate, Hanse, Rand, Regal, Sea Ray, Nautic and White Shark. In addition, I’m happy to confirm that the brokerage section was fully booked as of the second week of August, which was at least three weeks earlier than for the past two editions.

Situated beside the sailing area in Port Canto, the brokerage and toys area will present interesting content including a lot of innovative water toys ashore and 48 brokerage yachts in the water including at least 10 big sailing boats.

Will Vieux Port again host a dedicated zone for electric boats?

Yes. Like last year, there will be a zone for electric and hybrid models, where we’re expecting around a dozen boats. This area is for smaller electric boats. However, over the past few years, there has been a steady increase in this sector, so you’ll see more and more shipyards presenting a hybrid or electric boat elsewhere at this year’s show.

Ernoult at the ribbon-cutting ceremony at the 2022 Cannes Yachting Festival

Examples include four Eco models from Sunreef Yachts, comprising one 80ft powercat and three sailing models from 60-80ft, as well as a Silent 60, which is also fully powered by solar energy, while new Norwegian builder Ripple Boats will present a long-range electric boat.

What else can visitors look forward to at this year’s show?

Visitors will find lots of amazing boats, new innovative vessels and products with high design specs, as well as new players in the industry, so start-ups as well as major companies.

A couple of interesting boats to look out for include Bluegame’s hydrogen-powered chase boat being developed for America’s Cup entry American Magic, which is being presented at the show on land.

Ernoult with David Lisnard (on left), the Mayor of Cannes

Meanwhile, Prestige is staging a world premiere of a new multihull motor yacht for a second successive year in the water at Vieux Port. Who would have expected these major brands and others to be so innovative?

Are you happy with the overall format introduced in 2019, to keep motor yachts in Vieux Port and move sailing boats to Port Canto by the brokerage and toys area?

Moving 120 sailing boats to Port Canto was discussed with our main clients, for both big and small boats, sailing and power. The product segmentation and logic for our visitors as well as the technical constraints sail boats required, such as deep water in the port, also influenced the final decision.

Four years on, we’re happy that this was a very good choice. Port Canto only contains a quarter of the overall total of boats exhibited at the show, but it presents specific segments and only big boats.

Port Canto hosts the popular sailing area, as well as the brokerage superyachts and toys

We’re happy with the overall format for both the Vieux Port and Port Canto because of the quality and suitability of the content presented on each side, with visitors going from one to the other except for those who know exactly what they want to see and not see.

If we need to change again in the future, it’s possible, but what’s important is to maintain the quality and logic in the product segmentation presented, so visitors will still be curious and satisfied to go to the other area to see the variety they expect.

Are you happy with the overall attendance, which has been quite consistent for the last few years?

I’m not bothered by number consistency. What’s important is to increase audience quality, which is what we do. Quantity is organic and constantly increasing, so it’s not so important. In addition, we don’t want to have a show that’s too busy, so 50,000-60,000 quality visitors is a good figure for me.

The main entrance to Vieux Port, the show’s largest venue and home to most motor yachts

What makes it Europe’s most important in-water boat show and for world premieres?

The Cannes Yachting Festival opens the nautical season. It’s an unmissable boat show. All the worldwide players in this industry who want to present their previews must attend. Our exhibitors have the guarantee of both meeting good-quality visitors – so buyers for their products – and journalists from all over the world who will promote their boat debuts worldwide.

The city of Cannes is clearly a highlight of the show as well, with its famous ‘Old Town’, five-star hotels, the Croisette and luxury boutiques. These represent many advantages. And not forgetting the Bay of Cannes, the Vieux Port and Port Canto, which provide an extraordinary setting for welcoming more than 700 boats.

http://www.cannesyachtingfestival.com

Ewa Stachurska on Hainan’s new era

Leaders / yachtstyle2020

Ewa Stachurska on Hainan’s new era

August 10, 2023
2:20 am

Having emerged as the mainland’s leading yachting hub with professional marinas surrounded by international hotels and resorts, ‘China’s Hawaii’ is now enjoying a wave of government and overseas investment as a Free Trade Port, with zero tax on imported yachts.

The following Column by Ewa Stachurska of Simpson Marine appears in Issue 72 (click to read).

Lagoon 46, Hainan

Hainan Island has been long known for its pristine beaches, lush rainforests and sparkling blue waters, which have made China’s southernmost province a haven for Chinese tourists seeking a tropical getaway. Over the past two decades, most of the world’s leading hospitality groups have opened five-star hotels and resorts on the island, especially in and around the southern city of Sanya.

Meanwhile, the likes of Visun Royal Yacht Club (2005), Serenity Marina (2012), Shimei Bay Marina (2013) and Clearwater Bay Marina (2014) helped put Sanya on the yachting map, along with luxury lifestyle shows like the Hainan Rendez-Vous and high-profile visits by global sailing events like The Ocean Race and Clipper Race.

After encouraging growth, yachting activity started to flatten several years ago, but Hainan is now enjoying a second wave as a hub for local and international yachting enthusiasts. The recent uplift formally started on June 1, 2020, when Hainan was declared a free trade zone, subsequently renamed Free Trade Port, with policies designed to encourage foreign investors to enter the market.

Hainan’s Free Trade Port is the biggest among China’s 21 free trade zones, having overtaken Shenzhen and Shanghai’s Pudong. A total of 184 related policies have been implemented since 2018 and helped boost all industries, with a focus on science and technology, medical, high-end education, travel and retail sectors.

Clearwater Bay Marina, Sanya

Having seen the potential of the yachting market, among many other industries, the government has quickly helped develop the infrastructure needed to support its growth in Hainan, while also developing other complementary industries such as hospitality and tourism.

It has built new marinas and yacht clubs, expanded the port facilities and, most importantly, introduced zero-tariff yacht registration for imported yachts (and other products). Prior to becoming a Free Trade Port, Hainan imposed taxes and levies upwards of 38 per cent on imported yachts

– and such heavy taxes still apply for yachts imported into China’s other provinces.

The yachting industry in Hainan has had a positive impact on the local economy, creating jobs and bringing in much-needed revenue. Yacht charter and yacht leasing have been encouraged, with Hainan now acting as an example and a gateway to the rest of the mainland, where there remains immense potential for boats and yachts of all types and sizes. The country’s GDP could overcome USA’s by 2035, according to recent forecasts.

And China has long-terms plans for Hainan. The Free Trade Port’s development is still in Stage One entitled ‘Free and Convenient Trade & Investment in the Island’, which comprises four phases. Following ‘research and design’ (2018-2020) and ‘verification of the system effectiveness’ (2020-2022), the new policies are currently in the ‘stress test’ phase (2023-2025), with ‘full implementation’ commencing from 2025.

Atlantis Sanya Resort

Stage Two accounts for the following decade, so by 2035, the Hainan Free Trade Port should be offering a free and convenient flow of trade, investment, cross-border capital, people and transportation, as well as secure and orderly data transfers. Stage Three is focused on Hainan becoming a high-level Free Trade Port with a strong global influence by 2050.

SIMPSON WELL POSITIONED

Word has quickly spread among the yachting community, with Hainan’s appeal as a destination for boating lovers growing. The policies have encouraged yacht sales and services companies to increase their presence and operations in Hainan and most notably Sanya, where Simpson Marine operates its flagship China office in Serenity Marina.

Having operated in China for the past 15 years, Simpson Marine was particularly proud to successfully register Hainan’s first yacht imported under the new Free Trade Port policies. The brand-new Lagoon 46 sailing catamaran was delivered to Sanya in early 2021 and was followed by other yachts including two Sanlorenzo SX76 motor yachts delivered later that year to Chinese owners.

Today, yachts registered in Hong Kong and Macau can enter Hainan for 180 days tax-free and cruise in designated areas.

Sanlorenzo SX76, Hainan

Another major step was the opening this April of Sanya’s first public marina, the Sanya International Yacht Center, which then hosted the five-day Boating Sanya & Sanya International Wine and Spirits Fair to showcase locally based yachts and promote boating. Simpson Marine showed the Lagoon 46 and staged Hainan debuts of Beneteau’s Oceanis Yacht 54 sailing yacht and Antares 11 motorboat.

At the same time, in Haikou, our team was hosting a lounge at the five-day China International Consumer Products Expo, also known as Hainan Expo and renowned as the country’s biggest luxury products fair.

These are just two examples of how China is bouncing back after Covid and how Hainan is again a hub for major events, yachting and otherwise.

A few years back, an average boat purchase in Hainan required a pricy membership in one of the prestigious yacht clubs and a heavy import duty on the boat, which made it even more prohibitive for even wealthy buyers to own a yacht on the island. Today, the situation is changing and we’re eager to witness the long awaited and much talked about ‘yachting boom’ finally happening in this pioneering province.

Simpson Marine team at Haikou Expo 2023

And as the yachting industry in Hainan continues to grow, the island is poised to become a major player in the global yachting market. The province now allows brokerage yachts up to five years old to come and stay in Hainan, having previously only allowed such yachts up to a year old.

The new Sanya International Yacht Center along with Shimei Bay, Serenity, Clearwater Bay and Visun can all host FTP-registered foreign yachts, while the latter three have the facilities to accommodate superyachts up to about 60-70m.

Having operated in mainland China through its political and economic ups and downs, Simpson Marine has always hoped to see the mainland market thrive and live up to its potential. Furthermore, the increased connectivity between Hainan and Hong Kong and the Greater Bay Area over the long term is encouraging for businesses in these areas.

With increasing world-class facilities and services, and stunning natural beauty, Hainan is the best place in mainland China for local and overseas yacht owners and enthusiasts to enjoy the yachting experience. And Simpson Marine is there to help you each step of the way.

EWA STACHURSKA

Group Marketing Director of Simpson Marine, Ewa Stachurska has worked in the yachting industry since January 2007, specialising in marketing, strategic partnerships and business development. Having worked in Poland, France and China, she joined Simpson Marine in August 2015, working in Shanghai for a year before moving to the company’s headquarters in Hong Kong. Ewa oversees Simpson Marine’s corporate communication as well as marketing campaigns for Sanlorenzo, Bluegame, Fairline, Aquila, Beneteau and Lagoon. She is a Council Member (Charter Sector) of the Hong Kong Boating Industry Association and volunteers as a role model at the Inspiring Girls charitable organisation.

ewa.stachurska@simpsonmarine.com

www.simpsonmarine.com

Eva Orsi “making dreams come true” at Tankoa

Leaders / yachtstyle2020

Eva Orsi “making dreams come true” at Tankoa

August 3, 2023
12:31 am

President of family-owned Tankoa since 2018, Orsi has overseen the recent growth of the Genoa shipyard, which built its reputation producing superyachts by Francesco Paszkowski, but is now building and promoting 45-80m designs by a wide range of Italian designers.
Interview: John Higginson

Eva Orsi, President, Tankoa Yachts

Can you outline the brief history of Tankoa and your family’s involvement, after your father Guido bought and sold Baglietto?

After a marvellous experience at Baglietto, my father and some of his colleagues and friends decided to buy and create a shipyard. It was named Tankoa, which means ‘scorpion’ in Genoese dialect. The first yacht already had an owner, who was a family friend, an amazing person who unfortunately passed away.

Then the economic crisis began, which made it hard for Tankoa to survive. At the time, my brother Guido (Jr) was President. He and Euro Contenti (CEO) and Edoardo Ratto (General Manager) believed in Tankoa’s future. My father believed in them and has always been a silent supporter. The team managed to sell the first three yachts and since then we’ve proven to be the shipyard we are today.

A 2023 delivery, Grey is the fifth S501 and will debut at this year’s Monaco Yacht Show

I began as President in 2018 and for me it was a dream come true after growing up with my father and his passion for the ocean and yachts. My brother had different plans and decided to change work, but now we’re finally together and our aim is to maintain Tankoa as a boutique Italian shipyard.

Can you recall some childhood highlights of yachting with your family and whether any of the designs of your family boats have influenced designs at Tankoa?

Since I was a kid, I had the privilege of spending my summers on board my father’s yachts in the Mediterranean. His yachts gradually grew in size, but the common features were clean, linear exterior design and the importance of the furniture.

The Tankoa shipyard is by the Cristoforo Colombo Airport outside Genoa

Tankoa has since grown with Francesco Paszkowski, who has designed many of our yachts. I think he has always kept this in mind, being able to transfer with his hand a timeless feeling and clean lines.

Can you tell us about the Tankoa shipyard beside Genoa Airport, which is only 1-2 hours’ drive from the likes of Milan, Monaco and Nice?

Tankoa is situated in a strategic position, for us, workers and clients, close to Cote d’Azur and the expert workforce in Tuscany and Liguria.

Facilities include two 90m sheds, a 250m-long dock and a submersible 4,000-tonne-capacity dry dock

Our shipyard has two 90m-long, 18m-high concrete sheds plus three smaller sheds for the assembly of the superstructure and the completion of construction. We call building the hull and superstructure ‘dirty work’, so we’ve always preferred this being done in an external facility in La Spezia.

How did Tankoa’s first yacht, the 69m Suerte that debuted at the 2015 Monaco Yacht Show (MYS), help establish the shipyard’s reputation in a crowded superyacht market?

Suerte was our first significant milestone. The small ‘yachting world’ had doubts we would complete our first yacht, but thanks to the passion and knowledge of all our team, we managed to overcome a rough start and prove that Tankoa wasn’t only an idea but a new competitor in the superyacht market.

Tankoa’s 72m Solo (above) was launched in 2018, three years after the 69m Suerte

The owner decided to make it a commercial yacht. Luckily, or let’s say unfortunately, a client who chartered it for several months in the summer of 2016 liked it so much that they decided to buy Suerte and keep it in their private harbour.

How did the 72m Solo, which debuted at MYS in 2018, differ from Suerte and further develop Tankoa’s profile in the market?

Solo was our third delivery and remains a great source of pride for our shipyard due to its avant-garde technology, which led to it winning several awards and prizes including one delivered directly by Prince Albert of Monaco. It was further proof that Tankoa was able to build great superyachts. Not only did people recognise the build quality but the design was outstanding.

Francesco Paszkowski designed Suerte, Solo, the S501 series and the upcoming T580

How important is the Francesco Paszkowski-designed, all-aluminium S501 series to Tankoa?

In 2017, we launched Vertigo and two years later we delivered Bintador, our first hybrid propulsion yacht. After that, we launched Olokun in 2020, last year we delivered Kinda, our second hybrid yacht, and this year we handed over Grey. The S501 series has consolidated Tankoa’s presence in the market.

The five yachts to date all have similar exterior designs, but have different colours, while all the internal features and design have been customised to meet the tastes and needs of the clients. The sixth sister is under construction and incorporates several small upgrades, as we always want to deliver yachts with the best-possible features.

The black-hulled Olokun is the third S501

What can you tell us about other upcoming models?

Our real strength is having Italian designers representing Tankoa’s yachts. As well as the S501 series and the upcoming T580 (58m) by Francesco, I can’t wait to deliver the first T450 (45m) by Giorgio Cassetta and the first T55 Sportiva (55m) by Luca Dini. The 52m Vitruvius is a project a client brought to us, and I’m honoured we’re now producing it.

We also hope to realise designs including Alberto Mancini’s T760 Apache (76m), Hot Lab’s T500 Tethys (50m) and Enrico Gobbi’s T680 Fenice (68m). Every single yacht we design and produce has characteristics we’re proud of. I can’t wait to have a wide range of Tankoa boats navigating the world. (For recent sales news, click here.)

Two T450s by Giorgio Cassetta are in build

How closely do you work with your father and your brother, now Tankoa’s Marketing & Communications Manager?

What I like about Tankoa is that we consider it a family shipyard, not only because our father is a silent shareholder with a passion for yachts but also because my brother Guido and I work together and support each other.

Two units of the T55 Sportiva by Luca Dini are in build

Having different roles doesn’t change the way we feel about Tankoa. However, it’s not only because we’re siblings that there’s a connection; the whole atmosphere inside the offices has a family feeling. There’s a great respect and esteem for every single employee.

How has Vincenzo Poerio helped Tankoa since he was appointed joint-CEO (with Euro Contenti) in February 2020?

Since Vincenzo joined our family, not only have we had an internal change and growth but the market has perceived a difference. To me, he is a master, and we can all learn something from him. Over the last three years, he helped Tankoa grow faster than ever before. We’ve nearly doubled our workforce and tripled our yacht production.

Vincenzo Poerio, CEO, Tankoa

This was our objective, although not to grow too much that we lose the direct contact and relationship we have with our clients. What I most like about Vincenzo is that he truly believes in the next generation, giving younger employees the space and education that they need to be able to grow and evolve in their career. He’s able to transfer his passion to whoever he meets and works with.

What else should readers know about Tankoa?

I’d like to emphasise that Tankoa is a boutique shipyard with strong Italian roots. Producing custom yachts is our way of making our clients’ dreams come true, so our main priority is to maintain high quality with a competitive price.

Alberto Mancini’s 76m Apache design

We believe in future generations, which is why our approach is always more sustainable, both in our facility and on our yachts to safeguard the earth and protect the ocean so we can continue to navigate and explore our seas.

http://www.tankoa.it

EVA ORSI

President of Tankoa since September 2018, Eva succeeded her brother Guido Jr at the helm of the Genoa-based shipyard, which was founded in 2007 by her father, industrialist Guido Orsi, who formerly owned Baglietto. After studying Economics of Art, Culture and Communication at Bocconi University in Milan, Eva earned a master’s degree from IULM University in Milan, specialising in the promotion of Made in Italy. After stints with fashion brands Loro Piana and Ralph Lauren in 2007, she worked in the design and art sectors for a decade before joining the family business.

Interview: Jordi Esteve, Asia Yachting Thailand

Leaders / yachtstyle2020

Interview: Jordi Esteve, Asia Yachting Thailand

August 2, 2023
10:39 pm

A broker for Asia Yachting in Thailand, Phuket-based Jordi Esteve enjoys sharing his love of life on the water with his clients.

What was your first experience with boating?
My life-long passion with the sea started when I was a baby. My family had a sailing dingy and a bowrider, so we had a lot of fun doing all kinds of watersports like waterskiing to ride up and down the coast. When I got older, I started to surf and windsurf, and eventually started to sail bigger yachts.

When and how did you start your career in yacht sales?
My career in yacht sales started around 12 years ago with a charter business in the Canary Islands in Spain. When I moved back to my hometown of Denia, a coastal town in Spain, I decided to join a yacht brokerage company.

What are your favourite islands or spots when you go out?

Phang Nga Bay in Phuket is the absolute best spot for sailing. It’s great because you can enjoy countless islands, tropical forests, incredible beaches and super-clear waters.

What do you think about the yachting scene in Thailand?
I’ve seen a lot of growth in the Thailand yacht scene since I moved here. The Andaman Sea is ideal for yachts around 40-50ft; it’s easy to operate with plenty of comfort for the owner and their family. A Prestige 420 would be an ideal choice, as it comes with plenty of space, an elegant finish and superb handling.

What are the differences between the yachting scene in Thailand and other parts of the world you’ve lived in?
The biggest difference is that the weather here is perfect for yachting all year long, and there are still a lot of unspoiled spots waiting to be discovered as well. (If you would like to know more, please read: Around Phuket by Yacht – Asia Yachting Recommended Routes)

What do you think the next trend for yachting will be?
In my opinion, the next trend will be eco-friendly yachts. The reusable technology will be developing rapidly in the coming two years and that includes new eco materials, electrical engines and also the construction process, which may change the whole industry forever.

Fountaine Pajot is a great example. Being a leading pioneer in sustainable solutions and innovations within catamaran building, it launched ODSea Lab to create low-carbon and ideally carbon-neutral cruising boats and systems for its yacht brand by 2030.

What’s your favourite spot on the yacht?
When I’m cruising, my favourite spot on a yacht is the helm because I’m a skipper and I like to be on alert and look around the boat and its surroundings. When the yacht is anchored, I love to be on the bathing platform relaxing, swimming around, and savouring a nice sunset by the water.

What would be a perfect day on the water for you?
Going out on yacht with a bunch of friends or family, finding the perfect spot and then some surfing or diving, followed by a great lunch afterwards with my loved ones. This is the kind of days that really makes me happy.

Any tips for newcomers to yachting?
It’s absolutely worth purchasing the best boat you can afford, because the quality and facilities will turn that first experience into an ongoing passion. My second tip is to get help from an experienced yacht broker about selection, purchasing, boat care and so on, especially one with knowledge about the products you’re considering. It’s a worthy investment that will help you to create memories that last a lifetime.

www.asiayachting.net

Camper & Nicholsons renews Asia push

Leaders / yachtstyle2020

Camper & Nicholsons renews Asia push

July 20, 2023
12:28 pm

CEO of Camper & Nicholsons since 2015, Paolo Casani returned to Asia for the first time in 3½ years to revisit a region where the company’s Hong Kong hub is now complemented by new offices in Singapore and Dubai.

Paolo Casani, CEO, Camper & Nicholsons

How do you feel about the superyacht market in Asia following your visits to Hong Kong and Singapore?

It was my first trip to the region since the Covid era. My last time was in December 2019, when I met the company’s shareholders (Lai Sun Group) in Hong Kong, and we made plans for the beginning of 2020. However, once Covid began, we had to cancel all the plans!

This time, I found a great atmosphere in Hong Kong, even though it only fully opened earlier this year. We had the opportunity to meet some of our clients, who were all making plans and whose businesses were doing much better. Many yachts being built in Europe are for Asian clients, with some projects starting four, five, or even six years ago. This long-term commitment still generates a sense of excitement.

However, I encountered some problems that remained the same as when I last visited, such as the limited availability of superyacht berths in marinas. Most of them are relatively small and lack dedicated space for superyachts and megayachts. It seems that the superyacht sector is resuming from where it left off 3½ years ago, before Covid.

In Singapore, I felt that the recovery from Covid was slightly more advanced, and I believe it’s enjoying a very exciting period. It has always been an important financial hub and is an increasingly important hub in our industry after a lot of family offices from Hong Kong, mainland China and Taiwan opened branches there, especially in 2022. Also, Singapore hosting a boat show in April, for the first time since 2019, was a very good sign.

In general, I think there’s a lot of wealth moving from North Asia to Southeast Asia, not only to Singapore but also Thailand and Indonesia. It seems there’s quite a commitment to developing the superyacht industry in these countries, despite the need to address certain challenges including regulations, infrastructure and so on.

How has Camper and Nicholsons developed its presence in Asia?

We started Camper & Nicholsons Asia in 2017 by opening an office in Hong Kong. Earlier this year, we opened an office in Singapore as part of our plan to expand our presence in Asia. We have a strong belief in the growth potential of Asia, even though there has been a delay due to Covid. We believe there’s an opportune time for everything, and the resurgence could be just around the corner.

This is the reason we decided to open a second office, where we will improve our sales of brokerage yachts and new builds. There are more clients in Asia building new superyachts than we can guess.

Dr. Peter Lam, Chairman of Lai Sun Group, with Casani

Camper & Nicholsons is one of the very few global superyacht brokerage houses with a stable organisation in Asia, meaning the business is 100 per cent controlled by the company and totally integrated into our international operations. We don’t believe in the franchising and licensing model.

One of our main assets is our client database, the strong relationship with our clients, therefore we maintain strict control over those aspects. Whenever we decide to open an office, in any part of the world, it’s under Camper and Nicholsons’ control. As a result, our Hong Kong office is fully controlled by Camper and Nicholsons, and the same applies to our Singapore office.

This is our business model, which is different from some competitors who have a relationship with established local companies and license their brands. Our approach leans towards prioritising quality over quantity.

Client sales and purchase of pre-owned yachts have been the core business of brokerage houses, but the new build sector seems to be growing, with companies even partnering with shipyards on new designs and concepts. Do you see this sector increasing?

Yes. Even though superyacht builders have their own divisions that work directly with clients, over 50 per cent of new builds are sold through organisations like ours. The reason a client decides to use a brokerage company like Camper & Nicholsons for new construction is quite simple: the added value we can bring.

The new-build process is quite complicated and can depend on the size and type of the yacht. There’s usually a long pre-contractual phase where we work closely with a client – and/or their representative – to understand their lifestyle and what kind of yacht they want. We need to understand what they like, don’t like, crew requirements and so on.

After that, we can proceed with the creation of a design package tender. Following that, we collaborate with the designer to initiate the shipyard tendering process. In the meantime, we’re working with our engineers to develop the first part of the specification of the yacht and confirm flag, classification society and so on.

After the shipyard signs the contract, the production phase starts, during which we closely monitor the project on an almost daily basis, observing quality standards and ensuring everything is built according to specifications.

The final part of the production starts when the boat is in the water and this is probably one of the most important phases, with the sea trials and testing of the equipment and machinery installations before delivery. Strict control of processes reduces the potential for problems and increases the owners’ enjoyment of the yacht from handover.

The management of the yacht also starts with the delivery phase and includes crew training, compliance, accounting, regulations and so on. The captain is typically involved earlier in the process, before the rest of the crew begin working.

Not all yachts are for charter but if the owner wishes to charter the yacht, we can welcome the yacht into our fleet, market and promote it. If yachts have a skilled and efficient crew on board, they are quite productive in generating charter revenue, which can partially offset running costs. Of course, this depends on the periods and amount of time the owner makes the yacht available for charter.

We typically work with an owner from the very beginning of a project, whether it’s a new build or a second-hand yacht. Our job is to ensure the owner doesn’t have to spend any more time on the project than they want to. We’re a one-stop shop providing luxury services for superyachts.

Have sailing yachts increased in appeal during the Covid era?

Overall, sales of all types of superyachts during Covid increased compared to previous years and we’ve traditionally been more focused on sailing yachts than most other brokerage houses. More than motor yachts, sailing yachts represent the idea of freedom and healthy living, and these factors became more valued during the Covid era.

Looking ahead, I anticipate a stabilisation of sales, with sailing yachts typically representing less than 10 per cent of superyachts. They account for close to 10 per cent of our sales.

Has the increased popularity of sustainable propulsion and energy made sailing yachts more relevant now?

Pollution and consumption are more relevant now than ever before. There is a growing shift in attention towards these issues, although their significance in the yachting industry is not yet as important compared to other industries. Yachting lags behind the automotive industry, for example, although this is somewhat understandable due to the nature of the industries.

The focus on reducing emissions started years ago, before the discussion of using electric-hybrid or hydrogen propulsion, when people were looking for long-range yachts that were focused more on lower consumption than speed. Long term, I believe more in the future of hydrogen propulsion than electric or hybrid-electric.

Octopus, the 126m Lürssen shown above in Antarctica, is one of the charter-managed yachts offered by Camper & Nicholsons

What do you see as the main challenges for the superyacht industry in the coming years?

Firstly, regulations. There isn’t a unified European yacht registry, for example, so each country still maintains its own rules. If you think about chartering yachts across Europe or moving from one country to another, you may face different regulations. The lack of consistency poses both challenges and opportunities in terms of yacht operations.

Cost of components is another challenge. In the last couple of years, the price of steel almost doubled. Many yachts under construction and with signed contracts were sometimes charged for the extra costs, which nobody could have foreseen, and this generated a lot of issues and delays in delivering yachts.

Price increases applied to many components including electrical components and batteries, which had an incredible increase. We hope this side of the business will stabilise.

Over the next two to three years, shipyards will confront a challenge related to timely delivery. Most shipyards have an incredible order book, but there’s a lack of manpower, workforce and sub-contractors, so many of the delays in delivery come from this.

How do see the profile of superyacht owners changing, such as shifting or expanding from inherited family wealth to entrepreneurs and newly created fortunes?

It has changed a lot and will continue to change with the evolution of generations. Many of our clients come from the traditional wealthy background, although increasingly we deal with representatives, family offices, banks and other financial institutions, rather than directly with clients.

This changes the type of relationship. When you talk directly with the owner, there are some emotional elements that make the relationship special, unique, as each client is different. But when you talk to a representative, the relationship is more technical, based on business. This is already a great change.

Casani presents a book honouring 240 years of Camper & Nicholsons to Bernard d’Alessandri, General Secretary of Yacht Club de Monaco

In addition to this, there’s a massive increase in the use of technology and I’m talking just in the last 10 years, not decades or a century ago! Our own activities have also changed. Today, when we approach a potential buyer, we’re using technology that wasn’t available before.

It presents an opportunity for us, as leveraging our technology enables us to provide clients with more precise and efficient information, particularly for prototypes.

The new generation is making us stay on top of technology. For example, more people are booking daily charters on smaller boats online. Today, our advanced online system enables our clients to accomplish much, if not most, of the process remotely. Technology is increasingly being used as a tool, so we’ve established ourselves as leaders in this field.

In addition to the Hong Kong office, you opened offices in the UAE last year and Singapore this year, and recently appointed Julien Solari as Asia Chief Commercial Officer. So, how is the future looking for Camper & Nicholsons in this region?

These are all part of our strategy with our shareholders. We’re going to expand to key areas where the company was not physically present, although this does not imply that we were not actively involved in those markets, as we certainly were. On a side note, we’ve also recently opened an office in Greece, which has been the destination for 25 per cent of our charters this year.

Our expansion strategy also follows a flow of wealth, such as from North Asia to Southeast Asia and from Europe to the Middle East. Our Dubai office doesn’t only serve UAE but the whole Middle East, where Saudi Arabia is investing hugely in internal infrastructure and even directly in the yacht building industry.

Camper & Nicholsons has always been and will continue to be a trendsetter, so we’re always considering areas of growth and looking to invest in potential.

www.camperandnicholsons.com

PAOLO CASANI

Casani joined Camper & Nicholsons as CEO in 2015, following an impressive career in the fashion and yachting sectors. Having established himself in executive roles with designer fashion brands such as Armani, Valentino, Calvin Klein and Ferragamo, the Italian drew upon this expertise to fuse the luxury goods sector with the luxury yachting industry by joining Azimut- Benetti Group in 2008, becoming CEO of Azimut in 2010. Five years later, he joined Camper & Nicholsons, which celebrated its 240th anniversary in 2022, having been founded in 1782 in Gosport, England.

Torqeedo CEO Fabian Bez: “We’re building the future of marine mobility”

Leaders / yachtstyle2020

Torqeedo CEO Fabian Bez: “We’re building the future of marine mobility”

July 13, 2023
11:17 am

Founded in 2005, Torqeedo is now working with forward-looking builders on electrifying their motor boats, sailing yachts, catamarans and RIBs, as CEO Fabian Bez seeks to help the water-based electromobility pioneer “define the future”.
Interview: John Higginson Photos: Torqeedo & Shipyards

Fabian Bez, CEO, Torqeedo

Fabian, having studied mechanical engineering in Munich, what led to your career in high-tech mobility and eventually to Torqeedo?

Funnily enough, I grew up on Lake Starnberg, Torqeedo’s home lake outside Munich. As a kid, I was always on the water, rowing and sailing as often as I could, so I was a first-hand witness to the development of this hotbed of electric boating and the growth of Torqeedo as a company.

Like many young people, I was fascinated with how things work, especially cars. I was always taking things apart and putting them back together. While it was clear engineering might be my future career, I was also really fascinated by how ‘making things’ works as a business.

I was a serial entrepreneur throughout my studies, and further pursued a degree in engineering economics at Karlsruhe Institute of Technology (2003-07). This turned out to be a key combination: to be an engineer and understand the technology behind highly technical products, while also leveraging that knowledge to run a strong, healthy business.

Later experiences in the automotive industry and building up Webasto’s battery-systems and charging-solutions business units also informed my development as a leader in innovative drivetrain development, and electrification and alternative-fuels strategy.

Nimbus offers E-power versions of its 305 Drophead and 305 Coupé

All the professional experience, consulting jobs and education prepared me for leading Torqeedo, but the heart of it is that I love being on the water. That strong connection to nature and the waters I grew up on was, and is, important. I want everyone to experience that connection.

When you started as CEO of Torqeedo last October, what were your brief and key targets for the coming years?

Any new CEO job comes with financial and performance targets, as did this one, but my key targets are differently defined. Personally, I want to feel connected to where I’m investing my time and energy. I need to believe in what I’m doing, to be a part of something worth being proud of. I think most people need that.

My first priority is to build a company that acts with respect for its employees, its customers, its partners and the planet. A place where everyone is excited, engaged and happy to contribute. If you manage this, you’re well on your way to meeting the financial and performance goals.

At the same time, I’m drawn to companies where there are challenges. There’s huge potential in the electrification of the marine industry and the Torqeedo brand is strong and well respected. Customer interest is skyrocketing, and the eyes of the industry are on this company as we build the future of marine mobility.

Nimbus E-power models use Torqeedo’s Deep Blue 50i 1400 drive with BMW i3 42.2kWh batteries

Essentially, Torqeedo created and is now riding a massive sea change and my job is to make sure we keep our heads above water. These are “good problems to have”.

Over the last year, we’ve invested in our manufacturing infrastructure and optimised our R&D processes. Our new structure of two business groups will ensure we have the proper products and services to continue to connect with today’s and tomorrow’s boaters.

It’s my task, together with our leadership team, to leverage our assets – a proven product portfolio, partnerships, almost two decades of experience, and technical excellence – to become a true series manufacturer of complete, customisable systems and services that will continue to lead boating into its emission-free future.

How is the company structured in terms of headquarters and regional offices?

Torqeedo recently moved into our new headquarters in the Weßling municipality west of Munich, consolidated three manufacturing locations into that new headquarters, and invested in improving our production capabilities and internal processes. We’ve implemented lean manufacturing strategies and are ready to meet the growing demand for sustainable boating solutions.

The electric Delphia 11 has a Torqeedo Deep Blue 50i 1400 inboard

As well as maintaining two regional headquarters in the USA and Thailand, Torqeedo has a worldwide sales and service network with partners in more than 100 countries. From our Asia-Pacific headquarters in Bangkok, we see strong growth markets for electrification, especially in luxury yachting, in Australia, New Zealand, Japan and the UAE.

Torqeedo produced its 200,000th motor earlier this year, in the same week the company celebrated its 18th anniversary. The company founders were confident demand for electric boat propulsion would increase due to growth of population and middle classes, limited oil reserves and efforts to limit global warming. Are these reasons still as relevant today?

The key drivers for electric mobility on land and water are the same as they were when Torqeedo was created. Electric boating is clean, quiet and easy to use – for many people, it’s just a nicer way to boat.

Electric boating enables closer connections between boaters and nature, and boaters and their friends and families. Concurrently, we’re failing to adequately address our warming climate. Our cities continue to suffer from air and water pollution while becoming increasingly crowded.

Electrification is the most basic and obvious ‘tool in the toolbox’ for creating a greener, healthier future for our communities and the world. The policy is divided into two parts: make power production as environmentally friendly as possible by using renewable energy, and then electrify everything possible.

Frauscher’s 740 Mirage Air uses two 100kW Deep Blue inboards

For example, energy production in Southeast Asia currently relies heavily on fossil fuels, with renewables making up about 17 per cent of the total energy mix.

The region is one of the most at-risk from climate change yet the tropics are obviously ripe for solar-energy production. Over the next two years, ASEAN has set a goal of raising the renewables ratio to 23 per cent, and most countries have proposed strategies for making their grids cleaner, with most aiming to reach net zero by 2050.

Electrification of transportation has taken on a sense of urgency in many governments in Asia, as they strive to position themselves as EV (electric vehicles) manufacturing hubs and attract ‘clean economy jobs’ by offering tax breaks and incentives to buyers of electric cars, as well as manufacturers, and investing in charging infrastructure.

The Ocean Explorer 72 offers Torqeedo’s Deep Blue Hybrid system

Currently, EV adoption for four-wheel vehicles in Southeast Asia lags behind Europe, China and the US, but we see that changing. When you can buy a Tesla for the same price as a Camry, as you now can in Thailand, you can expect rapid adoption. And as more people experience driving electric, they want the same experience on the water.

For us, creating products that allow people to have a closer, more authentically enjoyable experience in nature and on the water is just as important as creating climate-friendly products, which we see as the bare minimum task of a company that hopes to be selling products in the coming decades.

But the dream of Torqeedo lies in making boating better in every way: cleaner, safer, easier, quieter and more luxurious. Choosing an electric boat doesn’t have to mean making compromises.

Of its first 200,000 electric motors, Torqeedo produced 100,000 in the last three years. What are the reasons behind this exponential growth?

We were the first to market with many of the original products for emission-free water transportation, and the institutional knowledge created within this company since 2005 is unrivalled in the industry.

Torqeedo’s Deep Blue 100i 2500rpm inboard

Of course, the Covid pandemic brought many new boaters to the water in many markets, as people sought ways to recreate outdoors. The industry was enjoying record order books, overcoming supply chain issues and generalised economic uncertainty.

But the factor that has contributed the most to our recent growth is the strength of the partnerships we’ve built. Torqeedo has partners in over 100 countries around the world, a global, highly professional sales and service network, and is the electrification partner for some of the world’s biggest boat brands and equipment manufacturers. The industry trusts Torqeedo. Boaters trust Torqeedo.

Yacht Style has featured Torqeedo’s collaborations with yacht builders like Beneteau (sailing monohulls), Excess, Ocean Explorer (sailing catamarans), Nimbus, Frauscher, Delphia (motor boats), Highfield and Zodiac (both RIBs). How does the company cater to such a variety of boating types?

One of Torqeedo’s key assets is the array of single-source, turnkey drive systems we provide to the industry.

The Excess 15 offers Torqeedo’s Deep Blue Hybrid system

In the past year, our boatbuilder partners have announced electric boats ranging from small pontoon boats, tenders and daysailers up to Delphia’s electric lineup of inland waterway cruisers and the Swan 88, a large sailing yacht with the Deep Blue Hybrid system.

We continue to make Torqeedo’s emission-free drive systems more accessible, easier to install, and integrate an ever-expanding variety of marine products into our system architecture.

Can you outline Torqeedo’s collaboration with BMW and Tyde on The Icon, which premiered at this year’s Cannes Film Festival in May?

Tyde is interesting as it’s building more than just a luxury electric yachting experience – The Icon feels like it’s flying because it’s ultraquiet, smooth and comfortable. The avant-garde design and attention to detail, down to the sound design, are stunning.

Torqeedo developed the propulsion for The Icon in collaboration with BMW and Tyde

It’s based on a foiling platform that can be leveraged for a variety of uses, including commercial passenger ferries or tour boats. Lifting a hull up on foils greatly increases efficiency and range. The propulsion system includes twin Deep Blue 100 inboard motors and six Deep Blue batteries.

Leveraging tested, proven components and systems like Deep Blue and BMW’s batteries allow us to share the technology for electrification between land, air and water. It was a very successful project and we’re proud to be part of it.

How is Torqeedo’s production split between outboards (Ultralight, Travel, Cruise, Deep Blue), Deep Blue inboard and hybrid systems, saildrives and pod drives?

In Asia-Pacific, outboards now make up roughly 75 per cent of our sales. These are mostly Travel motors for daysailers, tenders and dinghies, as well as Cruise motors for boats up to around 10 tonnes. We also sell a lot of outboards for water taxis and small passenger ferries. Workboats tend to be heavier, so most of these systems are Deep Blue.

Beneteau’s electric version of the First 44 features two Torqeedo Cruise 12.0 pod drives

Pod drives are a great option for sub-40ft sailboats, which can even charge their own batteries while under sail. Inboard motors are mostly used by electric tenders, catamarans and big sailing boats.

So, what types of boats are best suited for Torqeedo products?

Certain types of boating are ideal for electrification. On sailboats, going electric frees up space below decks, eliminates winterisation and reduces maintenance, plus you can use your electric drive system to charge your batteries. Big or small, sailboats are a perfect platform for electrification.

If exploring rivers, lakes, bays and tributaries is more your style, repowering smaller displacement boats with an electric drive system up to 25hp-equivalent (12kW/48V) can be done yourself or at any boatyard.

Torqeedo’s Cruise 12.0 R outboard

Small outboard electric motors are perfect for dinghies and tenders. They’re super lightweight, clean and quiet, and the dinghy starts with the push of a button, not a pull cord.

If you love to fish in inland or nearshore waters, electric can work for your fishing boat, while displacement cruisers up to around 40ft could consider either a fully electric or a hybrid-electric setup with a diesel generator backup.

If power is the main issue preventing builders of larger luxury yachts from going all-electric, how and when can this be changed or overcome?

Currently, the key limiting element is the energy density of batteries. On a technical level, batteries will continue to advance, as will the infrastructure for electric boating. As a result, our offering will expand, we will enter new markets, and we will gain market share in categories where we already provide solutions.

A Highfield RIB using the Torqeedo Travel 1103

Marinas are already aware that their shore power capabilities, while adequate for overnight charge, will need to expand to accommodate fast charging. Renewable onboard energy generation, such as solar and hydrogeneration, will continue to increase in efficiency, providing considerable opportunity to extend range and improve life on board.

Torqeedo’s innovative hydrogeneration algorithm for sailing yachts optimises power generation while reducing drag. While sailing, the Excess 15 generates approximately 75 per cent of its daily hotel load consumption.

Every year, solar photovoltaics become more economical and efficient, and we’re incorporating hydrogen fuel cells into the Deep Blue system architecture.

Torqeedo’s Travel 1103 outboard

What warranty and service follow-up do you offer owners of Torqeedo engines in Asia?

The standard warranty is two years for recreational use. Torqeedo has service partners in Thailand, Malaysia, China, Korea, Japan, India, UAE, Kuwait and Qatar.

What else should our readers in Asia know about Torqeedo?

In partnership with our management team, Heiko Vietmeier, our CFO, and I are instituting a new strategy for the company. Torqeedo is the trusted partner of the world’s most reputable boating brands, and has one of the most loyal and passionate customer bases you can find in this industry.

To build on that, we will make Torqeedo even more customer-centric by providing more optimised products for specific market segments. Torqeedo is a powerful brand, and we are the pioneers of electric marine propulsion. We’re determined to maintain that position as we define the future.

Heiko Vietmeier (left) started as CFO a month after Bez joined as CEO

Our ambition is to put Torqeedo on every boat, to deliver joyful experiences and enable authentic connections, giving our customers a multi-sensory movement experience when on the water. We aspire to offer a barrier-free boating experience – no fuel, no noise, no odour and no anxiety. Simply the pure pleasure of being on the sea.

I want to take Torqeedo to a new level by thoroughly exploring our brand’s essential attributes: pleasure, power and respect. We will build a whole suite of boating products on that foundation, allowing people to boat in full connection with each other, nature and their values.

www.torqeedo.com

asia@torqeedo.com

FABIAN BEZ

Based in Greater Munich, Bez has been CEO of Torqeedo in since October 2022. His early career included an internship at Porsche before he spent six years as a working student at BMW Group, completing his diploma thesis in New Jersey, US. During the same period, he was founder and Managing Partner of Quanten, a digital startup. His next five years with American consultancy Kearney were split between two years in London and just over three in Munich, before he focused on electric engines during six years at automotive supplier Webasto Group, while also developing CAT (Carbon, Aluminum and Titanium) bicycles and mountain bikes. Before joining Torqeedo, he spent 3½ years as a management consultant in the fields of alternative drives and renewable energies, including 10 months with Keyou focused on hydrogen-powered engines for commercial vehicles.

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Ewa Stachurska on Hainan’s new era

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Eva Orsi “making dreams come true” at Tankoa

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Interview: Jordi Esteve, Asia Yachting Thailand

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Camper & Nicholsons renews Asia push

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Torqeedo CEO Fabian Bez: “We’re building the future of marine mobility”

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