Yachting Matters - 26 - Spring/Summer 2014

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MAN AT THE TOPSHANNON FALCONE

PROFESSIONAL SNAPPERONNE VAN DER WAL

THE BATTLESHIP ‘G. AVEROF’THE PRIDE OF GREECE

LES VOILES DE ST. TROPEZONE HELL OF A CHALLENGE

SECURING SAILING YACHTSA COMPLETELY DIFFERENT BALL GAME

SHOWCASING NEW ZEALAND AOTEAROA – ‘LAND OF THE LONG WHITE CLOUD’

A Colin Squire Publication

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002 YACHTING MATTERS & THE YACHT OWNERISSUE 26

CONTENTS

COLIN SQUIRE PUBLISHINGPO Box 7, Bungay, Suffolk NR35 2QD UK+44 (0)1986 894333

PUBLISHER & EDITOR Colin SquireE-mail: [email protected]

ASSISTANT EDITOR Karen Leggett – E-mail: [email protected]

EDITOR AT LARGENorma Trease – E-mail: [email protected]

DESIGN AND ARTWORKAndy Larkin / The Production House

PRINTED BY Fuller Davies, Ipswich

COVER PHOTOGRAPHS:THE YACHT OWNER: Colin SquireYACHTING MATTERS: Colin Squire

ADVERTISING OPPORTUNITIES:Colin Squire – [email protected] Leggett – [email protected]

This magazine is a YachtFile publication. Whilst the publishers have

taken every care to ensure the contents are correct they cannot take

responsibility for any losses incurred as a result of any editorial or

advertisement. The opinions do not necessarily reflect those of the

publisher, who therefore cannot accept any legal responsibilities for

opinions expressed herein. We acknowledge the right of reply.

All rights are reserved in the format and content of this magazine

and no part may be reproduced or stored without prior permission.

LES VOILES DE ST TROPEZ 8 & ONE HELL OF A CHALLENGE!

AOTEAROA 28LAND OF THE LONG WHITE CLOUD

MAN AT THE TOP 38SHANNON FALCONE

PROFESSIONAL SNAPPER 72ONNE VAN DER WAL

THE MONACO YACHT SHOW 90THE BIGGEST YET

THE EVENTS PLANNER 92WHAT’S ON WHERE 2014 – 15

THE BATTLESHIP ‘G. AVEROF’ 94THE PRIDE OF GREECE

ONE OF THE CLOSESTFINISHES EVER 102THE 2014 ANTIGUA SUPERYACHT CHALLENGE

ISLANDS, ISLANDS AND EVEN MORE ISLANDS 114CRUISING SWEDEN

THE 52ND ANTIGUACHARTER YACHT SHOW 122& THE 3RD YACHTING MATTERS SUPERYACHT SOIRÉE

CPT. JOHN PERCIVAL 1286TH APRIL 1945 – 9TH MARCH 2014

PYA NEWS SUPPLEMENT 129THE LATEST NEWS AND VIEWS FROM THE PYA

BOOMING BARCELONA 158A SUPERYACHT ‘CITY’ REFIT

PORT ADRIANO 164A CENTRE OF MARINA EXCELLENCE

THE INDUSTRY MOVERS 168A RECOGNITION GUIDE

SECURING SAILING YACHTS 174A COMPLETELY DIFFERENT BALL GAME!

A HALF CENTURY OF MARINAS 178AND THE NEED TO CHANGE THE CHIP

THE MARINE GALLERY 183THE BEST IN YACHT BUILDING AND DESIGN

WHERE HAVE ALL THEPIRATES GONE? 189

REFIT & REPAIR FACILITIES 191A GUIDE TO THE YARDS

LIST OF ADVERTISERS 196

THE INDUSTRY FILE 197

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A NOTE FROMTHE EDITOR

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VER THE PAST MONTHS MANY QUITE DISTURBING

emails have passed over my desk, and comments have

been made on my SYC networking site. These basically

relate to the quality of crew onboard yachts and some crew

agents supplying crew without making suitable background

checks. Without doubt the majority of professional crew working

on yachts are clean when aboard, i.e. during their work period

they are not under the effects of illegal drugs or they could pass

a breathalyser. Working with high powered tenders, cranes,

engines, anchors, ropes, preparing food or navigating a vessel is

best done with a clear mind and steady hands.

But Captains often see a crew member with that ‘glazed’

look, maybe a massive hangover after a night out at the local crew

bar, but often this can be drug induced. In our industry it is more

likely to be cocaine, or maybe the effects from a joint too far or

some other substance that was hard to resist, the temptation or

peer pressure too great.

A standard procedure for a Captain, when he is suspicious

is to order a drugs test, selecting some crew and asking Johnny

boy along avoids the accusation of being ‘selected’, even the

Captain can put himself in the line. After the test the crew

members can hand in one of two things, a clean bill of health or

a notice to quit, no questions asked. This saves embarrassment for

the yacht, ensures a quiet departure and maybe allows the crew

member the option to rethink his life and go find another vessel.

Once he has been kicked off, he has gone, more likely to carry on

his hedonist pleasures on another vessel at someone else’s

expense, this really should not be allowed happen.

There are no shortage of dealers hanging around where

crew gather, lots of money, young, beautiful people letting off

steam, crew perfect and often willing targets.

But recently having had the prevalence of ‘new’ cut-price

online crew agencies pointed out to me and noting the preference

of many Captains to do anything to avoid paying high,

established, crew agency fees, isn’t it about time that some kind

of ‘Yacht Crew Agency Association’ was formed, with guidelines

and standards. I was just a month ago shown an invoice for crew

that came to an astonishing €16,000, both had left just after the

three month warranty period. It left a bad taste in the mouth of

all concerned. At the end of the day the Crewing industry must

ensure that the people working at the front end, with the owners

and guests are fit for purpose and also give value for money.

A Captain has been forwarding emails to me that he has

received from ‘new’ Crew Agencies I have never even heard of.

‘These guys are just after easy money’, was one of his more polite

observations on the matter. A quick online search revealed around

40 online crew portals in just a few minutes. It is also debatable

whether these new online sites can possibly be MLC compliant.

The point is, considering the money involved when

supplying crew and the implications of supplying the wrong crew,

is it not about time the crewing industry got its act together and

came up with a set of recognisable standards applicable to ALL

agencies wanting to work with yacht crew. These would have to be

applied to each crew put forward to a yacht, if these guidelines are

not met the contract between agency and yacht would be void.

I have seen an incredibly good reference from a crew

member that had been sacked for gross miss-conduct but who

had forged a perfect reference from the Captain who had

dismissed him. ALL references have to be checked by phone,

verbally, by a Captain about to employ somebody if they do not

come from a 100% trustworthy source. Anybody could easily set

up any number of email addresses under a Captain’s alias, email

has its faults. Also a great number of references being forwarded

to Captains are from potential candidates that have never met

the crew agent they are involved with. This needs to stop.

There are many long established, well run, crew agencies in

our industry, fantastic companies, supplying the best crew

possible to the yachts that they service. One can only respect

their professionalism, but unfortunately we now have a plethora

of imitators, unprofessional, money grabbing imitators preying on

a Captain’s desire to save money for his owner. The good agencies,

as I mentioned, need to get together to supply not only good crew

but a set of defined standards. As for Captains, the old route of

employing day workers and then keeping the best for the season

is a well tried and tested way of crewing up, for those of you that

wish to use untried and untested on-line agencies or blogs, well

you may get lucky, but if you get it wrong those weeks of

heartache for you and your crew, and above all your Owner, will

no doubt grow to haunt you.

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ACHTING MATTERS AT THE VOILES DE ST TROPEZ!

You bet it does. The annual pilgrimage by well over 320

racing yachts of every configuration and size, several

dating back to the late 19th century such as Partridge (1885) and

others that have only just launched, Inoui (2013), plus several

thousand, also very diverse crew, professional and unprofessional,

but all with the spirit it takes to enjoy this event to the full.

Even if the sun does not shine, or there is little or no wind,

or we have a day like the Thursday when it blows far too much

and only 0.62% of the fleet take to the water, these guys still

smile and enjoy everything this unique event can throw at them.

LVDST, originally known as ‘La Nioulargue’ has been

evolving now since that initial race took place in 1981. I always

like to relate my feelings on the Sunday evening that I arrive, the

port is always full of race yachts that have sailed in during the

weekend to fill this ancient harbour. It is almost spellbinding to

walk amongst the sails and rope piled high on the dock, to meet

old friends, also here enjoying the spectacle and watch as tourists

debate the pros and cons of something or other onboard that has

caught their eye or maybe set amongst the myriad of masts,

carbon, aluminium and pine that tower up and into the evening

sky. The throngs of tourists also join in the mood in their naïve

ways, wearing their new Docksiders and tops often emblazoned

with maritime signal flags exclaiming something that I (and they)

know not what and the logo of a marine clothing manufacturer,

clothing that would not help them one little bit should their lives

Y

15TH LES VOILES DE ST TROPEZ

ONE HELL OF A CHALLENGE! 28TH SEPTEMBER – 6TH OCTOBER 2013

WORDS AND PHOTOGRAPHY BY COLIN SQUIRE

BELOW: WALLY YACHT J ONEBETWEEN 2 JS

OPPOSITE:VELSHEDA

SUPERYACHT RACING

ever be imperilled on the oceans, but they look ‘cool’ and fit

perfectly into the environment created for them.

I was staying as always in my favourite hotel hideaway, just

a stone’s throw from the port and was happy, eventually, to fall

onto my welcoming bed after an incredibly exhausting week at

the Monaco Yacht Show, to muse about the imminent Monday

morning and my first day out on the water. The ladies at the Press

Centre, set just inside the Official Race Village, know me well, the

temporary Race Village is the focus for all crew, and after

obtaining my pass I was given the name of my press boat and

introduced to Pierre, its Captain/Owner and Bernard, who would

be at most times our valiant helmsman, this pair kept me smiling

for two days. We made our way along the quay and settled in on

board. Another friend of Pierre arrived, a famous fisherman who

would, unbeknown to me, be supplying the main course for the

evening meal on the following day with a delicacy from his home

city of Lyon.

What a day we had, nothing was too much for this

gentlemanly crew. If we had a lull in the proceedings we would

settle down to a snack and a glass of the local St Tropez rosé (not

Bernard) and of course we were all open to the occasional Anglo-

French leg pulling, I believe I came off worse. Monday is the day

that the impressive fleet of nearly 200 ‘modern’ yachts take to the

water, the Wally’s and J’s standing out amongst those flaunting

themselves around Pampelonne Bay. There were four J’s present,

Hanuman, Lionheart, Shamrock V and Velsheda and 12 Wallys, the

RIGHT:HANUMAN

BELOW:KENORA

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two stars of the Wally fleet were the recently launched Magic

Carpet3 and Hamilton, these two would enact throughout the

week a much-anticipated duel that would fully test this new

WallyCento class, the results of which would eventually entice a

new American owner to commence the building of a third yacht

in this class. By the end of the week Magic Carpet3 ended ahead

of Hamilton by the smallest of margins, but the eventual winner

of the Wally Division was Open Season, with J One in second

place and Magic Carpet3 a brilliant third. Magic Carpet3 won the

BMW Trophy, dedicated to the fastest Wally during the week as

the real time winner.

The J’s also had a fantastic day out on the water. Hanuman

led at the start, rounding the first windward mark only two boat

lengths ahead of Velsheda who was only a few boat lengths ahead

of Lionheart. Velsheda did well over the next four-mile leg and

took the next mark ahead of Hanuman. But Hanuman, on the

short last leg, took line honours by just a few seconds. Velsheda

still won on corrected time, closing out Hanuman‘s run of regatta

first-place wins this year. The week eventually finished with the ‘J’

honours going to a resurgent Velsheda.

Day two, Tuesday, started with less than perfect conditions

and a breeze sitting around four knots. I joined my French friends

again and we decided to follow the classic fleet and in particular

the yachts of the ‘Grand Tradition’, always the last to start and

ABOVE:ELEANORA

RIGHT:ALTAIR

PREVIOUS SPREAD:MAGIC CARPET

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certainly my favourites to photograph, for that the light was

perfect. It is difficult to get near to the starts here, a few years

back photographers would be like ants around the start line, but

now they have an exclusion zone into which anybody wanders at

their peril. The whistle blowing security, milling around in their

well marked ribs certainly kept us at bay, they hand out warnings

to a point that if you ignore them I guess you would get banned

from the event. I believe from the signals we were getting that we

accumulated at least two cautions! But seeing those starts taking

place in the distance, and the bustle around the Committee boat

as yachts would be forced to give way due to one rule or another

made me feel like a fisherman with the fish I could see but never

catch, the best shots I never took! But the day went well and once

the yachts were underway and we could follow them the camera

certainly warmed up. There were 11 yachts in the ‘Grand

Tradition’ fleet, Moonbeam IV, the eventual winner of this class,

Mariquita, a fabulous gaff cutter and Altair, who I would join on

the Thursday, Challenge Day, when Stéphane Benfield the long

serving Captain would invite me along on a sail the like of which

will never be forgotten, the graceful and fast Elena and the ‘O’ so

beautiful Cambria.

The competing yachts milled around for a couple of hours

around the bay, holding for the breeze to build, and with the

sound of gunfire we knew that racing would soon begin. The grand

ABOVE:CAMBRIA

RIGHT:AXELLES

FOLLOWING SPREAD:IN THE WAY!

GREY HTM 3 FENDERNovember 2013, SAN FRANCISCO

www.PolyformUS.comKENT, WASHINGTON, USA


stand seat here had to be that onboard the grand old motor yacht

Talitha who’s guests could be seen enjoying the spectacle from

the foredeck. First off were the smaller yachts, we would trail

them for a while before returning to the start and so it went on

as fleet after fleet passed over the line and off into the blue

distance and, at last, after what seemed an eternity 11 of the

most beautiful yachts in the world also set off to begin their

personal tussel. Seeing that mass of huge sail suddenly merge as

the yachts made for the line as one is something, once seen, never

RIGHT:TALITHA

BELOW:THE FLYING DISPLAY

BELOW RIGHT:RUNNING TIDE

023YACHTING MATTERS & THE YACHT OWNERISSUE 26

forgotten. After about 500 m we could join and close in on the

group and we motored on throughout the afternoon, moving

from yacht to yacht, pre-empting close encounters where we

could and speeding to get to a mark before the leaders we simply

filled our minds with close up scenes impossible to imagine from

the far off shore. I do not have the space to show you all of the

photographs taken, but what an incredible few hours we had. The

yachts from all classes eventually streamed back into the throat

of the bay to reach the finish line set just off the Harbour wall.


This offered a spectacle like no other to the crowds that were

massed there, it was really something to behold, almost perfect

timing and they arrived as if one great fleet, intentional or not. It

is almost always like this, on a good day!

What appeared next was an aeronautical display like no

other I have ever seen, having just viewed a dare devil display by

the Red Arrows at Monaco, all performed at extremely high

speeds, the appearance of four yellow Bombardier Superscooper

fire fighting planes in the distance, and heading our way, caused

me to quickly have our tender repositioned as close as we could

get to their drop zone. They did seem to simply hang in the air but

what an impressive sight they made as their hulls opened and

they dropped their liquid loads, they refilled and passed several

times, a fitting end to an extraordinary day. Did I feel privileged,

you bet I did.

Then Pierre’s phone rang, a smile crossed his face, would I

and Bransom Bean, who had also joined us for the day, like to join

him and his wife for dinner that evening at their villa. Of course

home cooking after all, and several hours later we arrived at one

of the most elegant and perfectly positioned houses that one

could ever imagine, with incredible panoramic views over the Bay

and Town. Several other guests joined us, the food arrived and was

soon piled high on the table, fantastic food and wine, and then

the main course, provided by our fisherman friend from Lyon. It

was a kind of pie, a fish pie (quenelle de Lyon?) that took on the

texture of a very thick omelette. The main ingredient of this

delicacy, the English name of which took quite

some time to arrive at and was resolved with

what seemed like a game of Charades, was Pike.

Good old English (French) Pike. I have in my

lifetime caught many of these beautifully

coloured but devilish predators in the local

waters around my home. I have salted fillets of

these for days before eating them fried, baked

and even smoked, I have to say they have never

been my favourite form of protein, but on this

occasion ‘Oh là là magnifique’. It is strange how

the French can turn creatures that we in

England have never taken to into something

quite so good to eat. Snails, horsemeat, frogs

legs, and foie gras being prime examples. But

thank you Pierre, it really was something to

ABOVE:THE FINISH LINE

BELOW:MOONBEAM


remember and I hope to have the honour of joining you again in

2014 and I will as promised bring you some Baron Bigod brie, one

of the best cheeses in the world and from my home town!

Wednesday arrived and it heralded a day I always look

forward to out on the water on the Pantaenius tender with my

great friends, Michael Kurtz and Tom Nitsch. Michael being a great

photographer in his own right drives, always positioning himself

and the boat to get great shots, it makes my life easy and Tom,

who specialises and creates many of the best yacht racing video

to be found. He works with the ability of a swaying Cobra, he will

stand strapped into the bows of the boat to film his sequences; a

method of filming that has taken him many years to perfect as

the rib bounces around. I certainly had another great day, a

highlight of which was the appearance by Shenandoah of Sark.

This 55 m schooner built in 1902 and

totally refitted in 2009 put on a stunning

display as she sailed the bay, the largest

of the yachts at this year’s regatta. The

weather, the wind and the light were

again perfect for us, but from what we

had heard of tomorrow, the Thursday and

Challenge Day, it was going to be rough,

very rough with at least 30/40 knots of

wind forecast.

I had to put on my thinking cap,

(not for long). I had been given the invite

by Stéphane the Captain of the 1932

schooner Altair to join them for a day sail,

he, I knew, had been offered a Challenge

and was due to go out and if anybody

would do it in the predicted weather he

and his stalwart crew would. Sure enough the

next day I found myself onboard as we exited the

port entrance in what was almost a gale to begin

a race during which the winds reached well into

gale force. The only other yacht to make it was

the spirited ‘little’ 1903, 102 ft gaff cutter

Moonbeam of Fife. All other craft stayed in port

and it did feel just a bit lonely out there after the

madness of the previous days. But I and the

crews of these two boats were in no doubt as to

who were the lucky ones. To sail on a yacht like

Altair in weather like that as Stéphane pushed

the yacht to its limits was enthralling, believe me

I kept my head down as I got as close to the

action as I dare. How Moonbeam held up in this

weather was incredible to watch, we certainly

had a battle on our hands and no quarter was

given until the end when Altair won the day and

a spirited hurrah was given by each crew to their opponents as

they sailed proud, wet and tired, back into port.

The forecast for Friday and Saturday was no better and the

racing was it seemed to be cancelled and so for me it made sense

that I should pack my bags and head out from my hotel on the

Friday morning and start my long drive back to the UK. I felt as

happy and contented as I ever had at this event, I had experienced

more than my fair share of what was on offer, I had some great

pictures to bring back and share with you, racing did eventually

take place on the Saturday but in light winds, I feel I had the best

of the week. The 1980 built Ikra was eventually declared the

winner of the Rolex Trophy and that sought after watch.

Les Voiles De St Tropez 2014: September 27th – October 5th

SUPERYACHT RACING

ABOVE:ALTAIR

BELOW RIGHT:THE HAPPY AND

VICTORIOUS CREWOF ALTAIR

>||

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SHOWCASINGNEW ZEALANDAOTEAROA – ‘LAND OF THELONG WHITE CLOUD’ BY JEANETTE TOBIN

NEW ZEALAND OFFERS MORE IN LESS MILES THAN ANY OTHER COUNTRY ON EARTH!


ROM TERRAIN AS EXTREME AS RAINFOREST AND PURE

white sandy beaches, geothermal sites and glaciers, you will

find it all as you cruise along the 15,000 km of exquisite

coastline that encompass the two main islands of New Zealand –

North and South – islands of hugely varied landscapes and

seascapes, this multi cultural nation has it all!

Showcasing cruising opportunities that are available to

yachts as well as myriad cultural and activity attractions, Jeanette

Tobin of Asia Pacific Superyachts New Zealand shares with us why

the country she loves is more than the refit and build destination

it has become known for over the past decades, it is, as she

explains, also an incredible cruising destination.

‘Over the past decades New Zealand has become a

well-known destination for refit when yachts are in the Pacific

region and many fantastic yachts have been built here,

however it’s now time to recognise New Zealand as a fantastic

“boutique” destination for yacht owners, captains and charterers

due to its huge variety of destinations and attractions to explore’,

explains Tobin.

Looking back to when Captain James Cook chartered this

small country down-under, New Zealand’s unspoiled and beautiful

shores still remains a destination to which seafarers have always

been attracted. Tobin notes, ‘New Zealand may be a small country,

but with its incredible coastline and hugely varied landscapes there

is much to see and do. Yachting visitors will discover pristine

cruising, wonderful fishing and diving as well as such diverse

attractions as world famous vineyards, ski resorts, glaciers, thermal

spas and stunning subtropical and alpine scenery.’

This prime location is eager to showcase itself as a

destination for cruising and chartering, Jeanette enthuses, ‘We’re

a little country and we have to stand up and make some noise

about the wonders of New Zealand and also about Auckland,

which, along with offering a city lifestyle has a sheltered harbour

dotted with islands housing attractions such as wine production

and dormant volcanoes.’

Made up of many factors, New Zealand has a unique

blend of cultures with the Maori culture a core part of its national

identity that adds Polynesian history to that of its European

settlers. This translates into a special identity for New Zealand

and one that at times, in this relaxed sunny atmosphere, can

be fiercely competitive – especially on the sports field. In

fact New Zealand is already known to many in international

yachting circles as a country with a proud marine history,

hosting numerous yachting events including the America’s Cup,

the Louis Vuitton Pacific Series and the Volvo Ocean Race

Auckland Stopover.’

An important feature is New Zealand’s well-earned

passion and reputation for outstanding food and wine as reflected

in ‘The capital of the Pacific’, Auckland, a place that has all the

razzmatazz of any large cosmopolitan city but welcomes you with

small town friendliness. Harbours are on both sides of the city –

on the west and the east coast with the sparkling Waitemata

home to the bulk of the yachts and marinas.

Cruising past sheltered bays and the islands of the Hauraki

Gulf, just 14 km from downtown Auckland, is one of the larger

islands, Waiheke. Home to many of New Zealand’s famed

boutique wine growing names, Waiheke provides a wonderful

opportunity for visitors to savor award winning wines, fresh

locally grown produce and just caught seafood for some all-

embracing gastronomic experiences.

Continuing the journey to nearby Noisey’s, Rakino,

Rangitoto and Kawau islands brings yachting visitors to excellent

fishing and diving opportunities. Northeast of Waiheke Island lies

Great Barrier Island on the edge of the Pacific Ocean, where

whales and numerous varieties of sea life, manta rays and turtles

can be found. This sparsely populated island is 60% national park

laced with over 100 km of tracks catering to every level of fitness.

From a 30 minute gentle walk to the geothermal waters of the

Kaitoke Hot Springs, to a day trek to Mount Hobson (621 metres)

and the historic Kauri dams, this wonderful park offers walking

and hiking options for all.

South of Great Barrier Island are the Mercury Islands,

the Alderman Islands and Tauranga Harbour.The Mercury Islands

offer spectacular rock pinnacles, caves and underwater drop-offs

in 8 – 30 m visibility with an exceptionally varied underwater

terrain throughout.

The Aldermans offer similar spectacular underwater

geographic features with prolific underwater life which has had

some unusual sightings in recent years, including the Queensland

Grouper and Orca. Big game fish are often seen along the

NEW ZEALAND

F

ABOVE: AUCKLAND CITYSKYLINE

OPPOSITE TOP: A TYPICAL NEWZEALAND BEACH VISTA

OPPOSITE BOTTOM: YACHT ‘A’ NAVIGATESHAURAKI GULF


drop-offs and the Tairua Reef around 22 km offshore has stands

of black coral and myriad schools of colourful fish to enjoy.

Heading south Tauranga offers access to New Zealand’s active

marine volcano, White Island. The island is about 2 km in diameter

and rises to a height of 321 m above sea level. However, this is only

the peak of a much larger submarine mountain; the main vent is

below sea level but shielded from the ocean by high crater walls.

A fantastic option at this point is to arrange with your

agent to helicopter inland to the Waitomo Caves for caving,

adventurers can abseil 400 m into a cave and then black-water

raft out. This caving journey into the unknown represents a

discovery and exploration experience of unknown worlds.

The Luckie Strike cave system, specially chosen for its

physically demanding nature and sheer beauty of unending crystal

formations can be explored, but this expedition is not for the faint

hearted as clients must be prepared to get wet, muddy and

exhausted! The trip downstream explores the ancient upper levels

of the cave and demands constant climbing, abseiling, traversing

(attaching yourself to safety lines using your harness) squeezing

and crawling.

Close by Tauranga is the town of Rotorua – the cultural

capital of New Zealand, steeped in Maori tradition guests here can

enjoy the world famous ’Haka’ and listen to the haunting ‘Waiata’

as it is sung in an ancient Maori meeting house. Rotorua is where

the turbulent forces that formed New Zealand are most evident.

The Volcanic Plateau has one of the world’s most lively fields of

geothermal activity with skyrocketing geysers, hot springs and

boiling mud pools set squarely on the Pacific Rim of Fire.

To experience a different type of experience set your sights

for Taupo, New Zealand’s largest lake and a trout fisherman’s

CONTINUED ON PAGE 34

ABOVE:TAURANGA FROM

MOUNT MAUNGANUI

BELOW:LITTLE PALM BEACH ON WAIHEKE ISLAND

NEW ZEALAND

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Mecca. This is where you can dine at New Zealand’s premier

luxury retreat, spectacular Huka Lodge (listed amongst the Top 10

Lodges in the world by CondeNeste).

Travelling north from Great Barrier Island and along the

eastern coast of the North Island you can stop off at the Poor

Knights Marine Reserve. Jacques Cousteau named The Poor

Knights Islands as one of the top 10 dive sites in the world. It is

influenced by a water temperature that is higher with

significantly greater visibility than in nearby coastal waters.

Tropical and subtropical life forms have become established

among the diverse and multiple environments formed by the

island’s volcanic origins. Underground caves, tunnels and

archways are home to an extraordinary variety of seaweed and

dense populations of friendly, colourful fish, an underwater

environment that is truly unique on this planet.

A half day north can be found the Bay of Islands which has

one of the best maritime parks in New Zealand with its 144

islands and bays which include Russell, Opua, Paihia, Waitangi and

Kerikeri. This area can be used as a base for many land activities

including expeditions on quad bikes, blokarts (micro size land

yachts), mountain bikes, sea kayaks and boogie boards to take you

down huge dunes in the Hokianga, all in the backdrop of the

world famous Ninety Mile Beach. Or, for a more passive and

spiritual experience take a visit to the greatest Kauri Tree of them

all – TaneMahuta.

Just north of the Bay of Islands is the Rainbow Warrior,

Greenpeace’s flagship, sunk by French Navy saboteurs in 1985.

Greenpeace gifted her to the sea and she now lies as an artificial

reef in the Cavalli Island group, a refuge for the marine life she was

sunk trying to protect, a world renowned dive site and ‘Jewel of the

North’. Nearby is the stunning Kauri Cliffs Lodge where you can

play a round at one of the world’s most spectacular golf courses.

NEW ZEALAND

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Now also in Australia

The final destination on the way north is Whangaroa

Harbour which has, without doubt, one of the most productive

Marlin fishing grounds in New Zealand. Whangaroa is known for

its spectacular scenery, safe anchorages and the largest Striped

Marlin in the world.

A journey to the ‘South Island’ of New Zealand provides

opportunities for cruising amidst spectacular scenery set in easily

accessible but remote areas that form the Marlborough Sounds.

Stretching from Tasman Bay to Cloudy Bay the Sounds are an

extensive region of inlets and bays amongst forest and national

parks, much of which is inaccessible by road. Countless tracks for

hikers and mountain bikers thread through the forests and parks

with campsites, homestays and luxury lodges.

To the west of the Sounds are Tasman Bay and Golden Bay

that stretch up to the north western tip of the South Island. The

shores of Golden Bay have long sandy beaches and Tasman Bay

incorporates the Abel Tasman National Park that offers sheltered

anchorages for further exploration of the park by tender or kayak.

This is where you can go horseback riding along spectacular

golden beaches and if you wish enjoy a picnic in the middle of

your own paradise.

A treat for the wine connoisseurs are the vineyards and

wineries to be found in the Marlborough region. This area is the

country’s most famous wine region and produces a range of

Sauvignon Blanc considered by many wine critics to be the best

in the world.

A passage around Cape Farewell at the northern tip of the

island, and then down the west coast for around 350 nm will

bring the more adventurous yachts to Milford Sound and

Doubtful Sound in the Fiordland region. Fiordland, carved out by

the action of glaciers in the Ice Age was listed as a United Nations

World Heritage site in 1990 and has some of the most dramatic

scenery on offer in New Zealand.

Those seeking a more adrenalin stimulating experience can

head to Queenstown, the mecca for extreme sports aficionados.

Queenstown and nearby Wanaka have world class ski fields and

resorts that also offer year round activities, including mountain

biking and hiking, popular in the summer months, and paragliding,

hang gliding and fishing that are available year-round. For thrill

seekers Queenstown is home to several bungee jumping sites that

are set in spectacular surroundings, also tandem free-fall

parachute jumps and jet boat rides over rapids are available. The

stunning alpine scenery enhances all of these activities adding

just another dimension to the enjoyment.

This area is also another home for wine lovers. Central

Otago produces exceptional Pinot Noirs that help showcase local

produce at award winning restaurants. Luxury high country lodges

abound along with six star villas that are available for groups to

stay as they explore the region in complete privacy.

North of Queenstown is an amazing natural feature, the

Franz Josef and Fox Glaciers. The glaciers can be explored from

one of the many walking tracks in the region or by helicopters

that land right on the glaciers. A heavenly spot to bring a picnic

along with some award-winning Kiwi wines, a spot where you can

enjoy lunch at the top of the world.

Clearly wherever a yachting journey takes you when travelling

New Zealand waters there will be spectacular scenery and amazing

sights and of course that wonderful New Zealand welcome!

Jeanette Tobin is delighted to share her discoveries in helping you

plan an unforgettable Superyacht journey. For that

special help with your trip contact:

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Tel: +64 (0) 21 2430233

Web: www.asia-pacific-superyachts.com


NEW ZEALAND

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SHANNON FALCONEINTERVIEW BY COLIN SQUIRE

PHOTOGRAPH: COLIN SQUIRE

MET WITH SHANNON AND HIS FATHER CARLO ON THE

veranda on the top deck of the Antigua Yacht Club Marina

building that overlooks the dock playing host to many of the

world’s top charter yacht’s that were, like myself, attending the

annual Antigua Charter Yacht Meeting. Shannon is already, at a

young age, an Antiguan sporting hero and his father Carlo,

another Antiguan legend, is the owner of the marina itself and has

his own tale to tell. I had first met Shannon in Venice during the

May 2012 Americas Cup World Series being held there, neither of

us at that time could have envisaged how the Americas Cup series

finals would unfold during the September of 2013. One can only

imagine the thrill of being involved as a Grinder onboard Oracle

Team USA, an extreme vessel the likes of which had never existed

before this event was planned. The series was not without tragedy

but those final races enacted a scene that will remain forever as

one of history’s greatest sporting comebacks.

Carlo, may I ask you first, what brought you to Antigua?

I was born in Livorno, and studied at the Nautical school by the

harbour there, near to the Benetti facility; I was involved with

ships and boats from an early age which lead to my love of the

sea and yachts. After leaving the School I found a job as Harbour

Master in Porto Cervo, Sardinia and as I was constantly meeting

very wealthy sailors I was lucky to be offered the opportunity to

be involved, and invest in, a big sail loft on the mainland. First I

had to go to the States for a year to improve my sailing skills, I

went to Stanford in Connecticut for my training and strangely

during my time there an Americas Cup took place in Newport,

which was not far away. On my return to Italy, suitably trained, I

then worked for five years helping to run the sail loft of which I

was a partner.

Shannon was born on June 28th 1981; I remember I would

have him on the loft floor beside me as I worked and he had his

first naps in the sails; he loved being in the sails, you could say he

began his career early. I really missed the sea and because the sail

loft was actually in Florence I did not get to see that much of it.

Then, by chance, I was offered the opportunity to cash out my

shares in the business and with that money I bought the 45 ft

sailing yacht Cacciaalla Volpe and in 1984 decided to up sticks

and head to the tropics with my partner Pandora and Shannon on

a very different kind of adventure. I left without really knowing

where I was going or having any master plan for the future. I knew

the latitude, but not the longitude; I just knew I wanted to be in

the tropics.

We left on our cruise and ended up firstly in Ibiza where I

noticed boats with numbers on their sides. It seemed that just

about everyone there with a boat at the time was going racing,

a transatlantic race, the Transat des Alizes, which certainly suited

our plans. Shannon was 3½ by then and our yacht already had

safety nets around the stanchions to keep him from falling

overboard; she was a new boat and in good order so we thought

why not. We pulled in family and friends as extra crew and made

our way to the start of the race proper in Casablanca and so

Shannon took part in his first transatlantic race when he was just

3½. He was the youngest listed competitor in the race that year

and for all I know he is possibly still the youngest ever.

We ended up being fifth overall, just five hours behind the

first yacht that arrived in Guadalupe, I was proud of that. Now,

strangely, after all those years, two days ago in the lounge here

(in Antigua), Shannon met the guy who won that first race. He

remembered playing with Shannon in Casablanca with his little

toy cars and trucks.

You ended up in Guadalupe, what made you leave there?

I felt the responsibility as a father to make a living, I did not have

a fortune in the bank, I had to care for my family. I had to work

somewhere and so we began to travel around, I really was not

sure what I was looking for but just felt that I would know when

the right opportunity presented itself. We went all the way to

Tobago, Grenada etc. I can remember arriving in English Harbour,

Antigua, which was at the time just another place to visit and

check out. We arrived late at night and I can still vividly

remember going through the entrance to English Harbour in the

dark and seeing the lights of many boats inside. I was feeling

uncomfortable as I obviously could not see much and so I

dropped the anchor in the middle of the channel near to the

entrance and in the morning we awoke to the sight of English

Harbour, the place that was to become out future home. I

thought, wow, what a place and so I went further in, stopped the


MAN AT THE TOP – SHANNON FALCONE

ILEFT: SHANNON ON THEFIRST OF HIS MANYTRANSATLANTICS


boat and began to meet a bunch of very friendly people one of

who was Joel Byerley. Then I met this young guy from Naples,

Angelo Caputo who said ‘Carlo why not do something else, join

me’, so with Angelo I became the founder of Abracadabra. The

restaurant industry is not my business, or so I discovered and

after three months I handed back my shares and I started my

own businesses, the Marina, the Hotel, Harmony Hall etc.

Carlo, you obviously have a love for sailing and you have built your

life here around it.

Actually Caccia played a big part in this and we were able to

actively take part in many of the sailing events that were

becoming established at the Yacht Club. I can remember in those

early days sinking a Flying Dutchman in English Harbour because

they wouldn’t give us water, the racing was taken seriously. One

of the crew on that luckless boat was Rocka Romcke, now the

Captain of the biggest sloop in the world, Mirabella V.... I think he

is still looking for me! I cut his boat in half.

Ever since my early days here I have been an active

member of the Yacht Club who’s demise in the mid 80’s turned

out to have a silver lining for me. The story was out that the

Yacht Club was going to close and so the members held an

extraordinary meeting, this was in 1987, Neil Adamant was

Commodore at the time and Franklin Braithwaite, who was on

the committee, chaired the meeting. They announced, what we

all knew, that they were having a problem with 150,000 US

Dollars of debt. The members had already paid three times their

annual subscriptions that year to help save the club but that

would not be enough.

The main problem was that the suppliers to the club

would not give us any more credit and unless we could find a

solution we would have had to pull down the flag. At the meeting


RIGHT:CARLO AND

SHANNON CLEANING UP IN ANTIGUA

BELOW:SHANNON GETS

THE FEEL FOR SUCCESS



when it was asked if anybody had any ideas I put my hand up

and said, ‘The problem with the Yacht Club is that it should be a

matter of yachts, docks, boats and racing and nothing to do with

the food and wine that was being sold, the club house has

become a members bar where the focus is more on parties than

events. I have spent two years as a board member, during this

time we have dealt with the price of the beer, the discount for

the members, and food. The important thing is the Dock as it will

bring boats and life and things would start again if only we can

develop it.’ They said ‘Carlo that is a very good idea, but we do

not have the money as you know, so if you want to make a

proposal we will listen.’ ‘Ok’ I said ‘I will build the dock and I will

give you a 15% royalty from the docking fees, but the Yacht Club

cannot interfere with the Marina. The Marina will be a one man

show.’ They asked me to put it in writing which I did and they

signed up. I took the letter to the National Parks and told them

of the plan and the fact that I wanted to build a dock and that it

was needed, because we are a growing yachting community.

They suggested a mega marina, one that would unfortunately

take 20 years to build. The little wooden dock I had in mind could

be built straight away and so they gave me temporary

permission to go ahead and I agreed that, if the big marina were

to ever get funded, I would dismantle mine.

The demand was obvious and boats started to come in

as we were building it. One day I had a letter from the National

Parks saying that the dock was illegal and they wanted it pulled

down. I called the late John Meade and asked him to call and

see me, he was a very powerful man around here and he was

always coming to the dock and saying what a great idea it was.

He called in and said this dock was too beautiful to pull down,

you guys go and I will deal with it, which he did and for which I

will always be grateful.

From there they gave me permission to build more and

more extensions and you just have to look out over the yachts

to see what we have now created.

Carlo, you must have been pretty fit when you represented Antigua

during the Olympics of 1992.

I was pretty fit and actually pioneered the big helmsmen idea.

All the top Helmsmen around that time were big guys, and yes I

managed to get to the Barcelona Olympics and I represented

Antigua, not that I brought back a medal but being there was

certainly a highlight in my life.

Carlo your story is quite amazing, we could talk for hours, but we

are digressing from Shannon and his life here. Shannon what can

you tell me about your early memories?

I grew up, basically sleeping in a hammock during the all-nighters

that happened at ‘Abras’ in those early days. Even to this day I

like sleeping with music on. My mum had the boutique there and

my dad ran the bar. I went to the Cobb’s Cross School, I was the

only white boy there in those days. Back then my life here was

very different, it was all about riding donkeys and hanging out

with my friends; it was good to be a youngster here in the

eighties, we had lots of freedom, very different to now with the

massive community of children. I also used to race a Topper out

in the bay, which I found great fun. Also, when I was seven or

eight I would take out the dingy, a Boston Whaler, to lead and

make a passage through the anchored cruising boats for the large

yachts arriving to the marina as the channel was not easily

defined back then. In the end Carlo did put some markers out to

help with the navigation. I would also help them tie up, I guess I

was the youngest dockmaster around at the time.

We then moved up to the North side in Hodges Bay and I

was sent to the Montessori school here on the island that does

not exist today. Through my best friend Justin, I got the

opportunity of going to boarding school in England. Justin’s

parents had reserved a slot for him, years in advance, at

Walhampton, a boarding school in Lymington, Hampshire. His

parents suddenly decided to pull him out and send him

somewhere else and so they played the system a little bit and

managed to get me into his slot at the school. That’s how I was

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given the opportunity to pack my bags and jet off. I had just

turned eight and thought of it as a massive adventure!

You mentioned you had a language barrier when you arrived.

Yes, because Italian was my first language (we lived in Florence

until I was three and obviously both my parents would

communicate in Italian when I was young), what I thought was

English, what I was speaking here in Antigua at Cobbs Cross

School with the other kids, was in fact local Antiguan dialect,

which I soon discovered was difficult for others to understand

when I arrived in England.

They call it Biwi?

Yes, I remember listening to tapes that my grandfather

had recorded for me that first summer when I arrived in England

and he was asking questions like how are you going to enjoy

school? The accent I had was heavy; I could hardly understand

myself so others must have wondered what I was talking about

most of the time. I had to take extra English classes. Initially, I

couldn’t understand anyone and no one could understand me and

so the first year was difficult and my grades were not so good

simply because of the language barrier. Once I had sorted the

language problem out I settled into my school life, particularly the

sports. I would study in the morning and in the afternoon I would

have sports or hobbies. You could sign up for all these cool things

like archery, rugby and of course you could do sailing. I did have a

short stint at sailing in England before I realised you could literally

sail around a lake on one tack and it was always freezing cold!

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RIGHT:‘WE WON AGAIN’ –

SHANNON AND FAMILY CELEBRATEANOTHER TROPHY


Growing up in the Caribbean I had been spoilt by the conditions

and the boats I was given the opportunity to sail on. I kept my

sailing skills honed in Antigua when I would be back home during

the school holidays, but in England I stuck to rugby and athletics

on dry land.

Do you have good memories of boarding school?

I loved boarding school, it was like being in Never-never land, just

fun and games! By the time I left boarding school I was head boy.

How many children were at the school?

That was the cool thing, there were less than 200. It was a prep

school and everyone knew everyone. I had a fun time and the

sports were great. I held the record for throwing cricket balls at

the age of 12 – we were only allowed to use cricket balls, not

javelins, due to our age and safety concerns. This ability probably

came from throwing rocks from the dock or the beaches here as

a youngster, as kids we would pick up rocks and see who could

throw them the furthest, maybe to reach the mangroves or

whatever seemed to be a good target at the time.

What was your favourite sport at school?

Rugby. I played a few positions growing up, I was a Lock to begin

with and by the time I entered Senior school I was playing Fly-

half. Then I grew, so moved to flanker and by the time I finished

playing rugby I was playing as number 8. I also enjoyed athletics.

We had so many options during school days, and at the

weekends when there were no lessons I would hang out with

friends and do even more sports. I would have to write to my

parents every weekend and I saw them three times a year. The

rest of the time I was happy to be at the school and hang out

with friends.

You are certainly now a big guy, and fit which must have given you

some great sporting advantages, how tall are you?

6 ft 5 in.

Weight?

105 kgs at the moment but I have been up to 120 kgs.

How were you as a scholar?

I won an all-round scholarship to Senior school where I turned into

a bit of a black sheep as I would often miss school to take part in

Regattas. I remember being pulled into the headmaster’s office

one day, and him saying ‘We are contemplating you as Head Boy,

but you really need to hang around here more during term. We

cannot have you arriving a week later than everybody else because

you are off racing’. By then, even though I thought school was

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affective, and it had certainly treated me well, I had developed my

own ideas. Mainly because I had seen a lot of the world, I thought

there was undue pressure on results and the University application

process. I remember friends of mine just feeling so pressured by

teachers for results. I didn’t think of it in that way, and to this day

I have conversations about it with friends who are still paying off

their university fees etc. My path was different in the end due to

the opportunities I was lucky enough to have offered. I was only 20

when I was given a chance on my first AC campaign. It was quite

an eye-opening experience as you can imagine, I was on the

smallest team and the first one knocked out. After that finished I

didn’t know whether it could possibly be a career and thought I

may have to go back to University.

You mentioned you were racing boats with your dad?

Yes, in the beginning we raced with Caccia everywhere. We won

seven Rolex’s, although I still do not have a Rolex watch! I did not

go for sailing little dinghy’s in the UK, I stuck with my physical

sports there since I could hop on a plane and enjoy racing much

bigger yachts here in the Caribbean in warmer weather. It was

super cool, I could mix it up with the old guys on the water and

then when the after race rum parties were going on I would meet

up with some other kids that were dragged along by their

parents. It was a great way to both sail hard and hang out with

friends and still is when I get the opportunity, life doesn’t change

that much over here.

Yes, the yachting fraternity over here is really something special, I

attended Kenny Coombes memorial service over by the club house

last night, it was packed and every one of those guys there was a

sailor of some description.

Sure, absolutely and what a great guy he was, he will be sorely

missed.

But talking about the Club?

We have the sailing development and youth sailing scheme that

has grown wonderfully here during the past few years. It is

headed up by Karl James, an Antiguan Olympian who has been

to the Olympics three times competing in the Laser division. My

younger brother Rocco (13) is a very good Optimist sailor and

competes Internationally now, and my step mum Paola is the

one who really fights and pushes to help keep this show going.

They also have great coaches, Norwegian Optimist sailor Magnus

Brun is currently leading their training program. There is here a

great community of kids, they train four or five days a week after

school and on the weekends, they have flat water on the bay and

big waves outside. Yet the Yacht Club it is still run as a country

club with restaurants upstairs and downstairs.




The Yacht Club should be pushing the development of

sailing and giving kids, whether they have the financial means or

not, the chance to experience sailing. As a kid, unlike many other

sports, having a boat allows you to gain a lot of independence,

freedom, responsibility and team spirit. When you are out on the

water you have to help each other; if someone capsizes you look

out for them and help them if needed. These are all things that

serve you well in later life.

Let’s hope they do not lose the Club, I hear it’s in difficulties again.

I hope not, I think, soon, my dad is going to officially open

something new for the kids. They do not have a space to hang out

in at the Yacht Club anymore after sailing. I keep telling my

brother about San Francisco, where the AC boats have been based

for the last few years and the conditions are epic. We would be

out on the 72, fooling around at 40 knots and we would see these

little kids battling the conditions sailing an Optimist in 20 knots

of breeze in freezing cold water in full dry suits, woolly hats and

gloves, everything. I would often go and give them a little talk at

the Yacht Club, I would tell them ‘you guys are so far ahead of

where I would have been had I grown up sailing here’. There is a

great opportunity to do something here in Antigua that a lot of

kids around the world don’t have, we have to encourage the kids

to make the most of it. Sailing has been a natural part of my life

and I like to bring it to others where and when I can.

Your AC triumph must have focused people’s minds here a bit.

Last night I was at Tony’s Barber Shop, opposite Cobb’s

Cross School getting a haircut and shave. This Antiguan said

he had never watched sailing before until he had put the Cup

race on TV and then he and his family watched it every night until

the final. He was asking me questions about the technology and

that for me was really cool, people that before hadn’t been

interested in sailing now have tuned into it, the people in the

street.It’s not just for the guys with blazers. I couldn’t sit down

with my father at a dinner table for two years because of the

changes that had happened with moving the AC away from

mono-hulls and doing all the futuristic and radical stuff that we

did, I did not enjoy the arguments. Eventually he came to San

Francisco and saw what we were doing in person, it blew him

away. It was a really tough mould to break, it was tough for Larry

Ellison and Russell Coutts to make that change. Those radical

boats had many very positive consequences, one of which, due to

the draft, was to bring the sailing in closer to the shore and of

course closer to the public.

Was that the reason for multi-hulls – you could get closer to

the spectators?

Certainly one of the reasons, if you are using high performance

mono-hulls you would have to have five metres or so of water

under you. All racing in mono-hulls would be well outside the

RIGHT:SHANNON AT

THE HELM



grandstand style type event which we have now created. With

the whole TV package that we now have it was a super cool

progression, call it evolution or re-invention... it was a major shift.

You obviously had special training for the AC campaign.

The boats put special demands on the crew, we had to be far

more physical than before. Our bodies are very much a tool, an

integral part of the yacht and how it functions. In the past you

would have a lot of guys standing at the back just thinking, on

these boats during the racing everyone on board had to put in,

even the tactician in the back cock pit, you had 11 guys with 8

on the handles. There was also a weight limit, which was pretty

low for the amount of effort required. The boats basically had a

righting moment that meant the loads on board were similar to

what they were on the old AC boats, if not more, yet we had six

guys less, the race course was much shorter as well. You had

boundaries and speed creating a physical work load that was on

another level. You had to be a serious athlete to sail those boats.

Our training shifted from old school classics, weight lifting etc. to

a much more high-intensity, interval, cross-fit style. We were into

functional full body workouts that left you splayed out on the

ground after a session. When I first tried this style of training it

certainly created the kind of feeling you get when out sailing on

the boats, originally on the 45s and later on the 72s. I thought it

was effective to mimic that kind of heart rate exertion.

What was your calorie in-take during a day, mine is around 2500?

On a big day we would burn 9000 calories, so we’d have to try

to consume at least that much,and we would do this day in day

out. Some people might train for a marathon for a few months

and burn 3500/4000 for that one day and then recover. A lot of

people do not realise the intensity of our training, it is very

different; it’s not sailing with a rum and ginger in hand on a

round the can race, which I love doing by the way. For people that

don’t understand the sport but are watching it,they have to

realise that we would be in the gym at six in the morning and

then have debriefs from the day before, then more meetings

before launching the boat and getting it ready to go sailing. We

would then go out sailing for a few hours, come back in, get the

boat out, do all the checks, the debriefs of what happened during

the day and then we would get out of the base – 12 hours later.

But your campaign must have gone on for several years.

Yes I guess the 2013 campaign began after we won in Valencia

on 14th February 2010 with the big Tri. Let’s talk about it as I

know it was the catalyst to how we ended up with the 72’s. That

yacht was an unbelievable feat of engineering, allowed simply

because it was a ‘Deed of Gift’ match and the designers basically

had ‘Carte Blanche’ in the design of that race boat. Historically

every time you had a ‘Deed of Gift’, there has been a shift in

class. There were the 12 m boats that took the stage for a long

time, suddenly there was this ‘Deed of Gift’ in 1988 and the

design of the boats changed radically. The same happened in

2010. This is what the America’s Cup is all about – technology

LEFT: THE LATE, GREATKENNY COOMBES –HE WILL BE MISSED

BELOW: LARRY ELLISON

BOTTOM: RUSSELL COUTTS

and innovation. I did two campaigns with the mono-hulls and

they were unbelievable boats to sail, but when I was sailing them

even I realised that they had been around for 15 years and there

were boats out there that were much faster and much cooler to

watch and be on. Now you finally have a boat again, one that is

blowing everything out of the water and also the minds of those

watching on land. I was incredibly lucky to spend a lot of time on

one of them. The feeling I would get every time I stepped aboard

is difficult to describe, I get goose bumps just thinking about it.

I cannot imagine. I sat and re-watched some of the races the other

night, ahead of this interview, it must be a bit like going to the

moon, there are not many people that have experienced it.

Who knows what will happenin the next AC series and whether

anyone will experience the same thing again, especially coming

back from our disastrous position. One of my main driving forces

to win was that when we were 8-1 down, we weren’t just

fighting to defend the Cup, it was the whole concept, all the

effort that had been put in and all the grief we were given while

trying to make the changes.

I did read that if the New Zealanders had won they would have

probably gone back to mono-hulls, cheaper boats and more sponsors.

It would be difficult, I think, for any of us to go back to sailing on

a ‘normal’ boat. I had that feeling when I came back off the Volvo

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ABOVE: BURNING 9000 CALORIES PER DAY IN THE GYM

BELOW: GRINDING

race, which has 70 foot boats, I had experienced something

exceptional and to go back to normal racing was not easy.

What was the maximum speed you hit on the 72s?

On the 72s, our top speed was just over 48 knots. You would be

cruising around in the mid 40s. That was the thing, there was not

much difference between average and top speed, just one or two

knots between normal targets and hauling ass. The main problem

we hit was cavitation on the foils – that was basically our

governor, our limiter. Had we had more time to experiment who

knows what speeds we could have reached, there was also a

restriction on how many foils we could build.


Tell us more about how you got into the AC campaigns?

While doing a 12 m campaign witha lot of old AC guys who had

won campaigns in the 90’s with America3 (Cubed), I was offered an

‘in’ with a small unknown Italian team called Mascalzone Latino in

2001 for the 2003 Cup. The fact that I am also Italian helped of

course. This gave me a lot of experience on an AC race boat as well

as connections. We were the first to be knocked out but I would

never change anything, it was an amazing learning experience. It

was the same when I went off and did the Volvos in 2008/9, a great

opportunity to learn more. I think you should always try to push

and grow, it is all about learning, every time you are given an

opportunity to learn you should take it.


LEFT: A CLOSE CALL

ABOVE: THE FLYING MACHINE

BELOW: THE SPEED MACHINE


I then joined Luna Rossa for the 2007 campaign. They had

known my dad from the sail making business in Italy when I was

a kid and I had kept in touch with them since I first met them at

the AC 150 year Jubilee in England. That was a really cool

campaign – Louis Vuitton Cup finalists; team New Zealand beat

us. Good racing, funnily enough we beat Oracle in the semi-finals.

That is where I started sailing with Jimmy Spithill, Joey Newton,

Gilberto Nobili, those are all guys that were on the Oracle Cat this

time around. So there are four of us who have been together for

almost 10 years. It is a sport where building a relationship and

communication is invaluable. When Larry did a shake up with

Oracle after 2007 he got Russell involved and Russell got Jimmy

involved and then a lot of us from the Luna Rossa base packed our

bags and walked across the road as the bases were next to each

other. That was after Patrizio Bertelli had said he was not going to

do the next Cup. We got going on a campaign where we thought

we were going to go for 90 ft monos and we ended up with a

court case and a ‘Deed of Gift’ match sailing a trimaran, a space

ship basically, that had a 240 ft/70 m wing. The largest wing ever

built – it was unbelievable.

It must have been awesome to sail on her.

Absolutely, even seeing that boat in its first iteration in Anacortes

where it was built, it had a normal 53 m rig, but the boat had a

centre dagger board and we had a lot of French help with the design

– the French were the pros with multi-hulls. There was the evolution

of that and then we did a complete about turn and went fully radical

with the final boat that we raced in the Cup off Valencia.

That came about when we lost what was our race rig

when we were still in soft sail set up, we had a failure off San

Diego and the rig fell over the side. Luckily we had already gone

down the road of being fully extreme and building the wing. It

was in the shed, nearly ready to go, but we weren’t sure if we

were going to use it and suddenly we were forced to!

Who knows what would have happened had we not lost

the rig over the side. Would that wing have ever seen the light of

day... maybe not. That was fantastic and that was the catalyst for

what we see now with the smaller Cats, and we are only just

scratching at the surface of what they can do.

Tell me Shannon, how did you as defenders, prepare to race in the

finals, the New Zealanders were competing for weeks before you

went up against them?

Unlike a challenger, we sailed two boats during our in house

training with two strong helmsmen and the crews were fully

rotated, so we had a really strong depth in our sailing team. We

could push the boats hard racing against each other. You always

have to manage the risk carefully but we were getting the boats in

pretty close, or what we thought was close at the time. But then

in the finals we blew those distances out of the water and went

even closer. It was a positive for us as we ended up feeling a little

more comfortable in those situations. Team New Zealand had the

BELOW:FOILING

Louis Vuitton to warm up, but for them the LV was pretty much a

walk in the park, they were racing a lot but they were basically

racing against themselves. When you line up against a competitor

you always trim on harder, it is never like racing against your team

mates and friends. As hard as you try that is the biggest challenge,

when it is all out on the line, you don’t hold back.

Before those finals took place, Larry had set up The America’s Cup

World Series a fleet of 45 foots Cats that went to various worldwide

destinations and raced. I guess you were racing on those boats.

No, I just did one event in San Francisco.

What were you doing then in Venice when I met you?

I had just done the 2012 Volvo leg from Itajai, Brazil to Miami

with Puma. I did the 2008/9 Volvo before with them racing 8 legs

out of the 10, and was signed up as an alternate in the 2011/12

campaign as I had cup obligations so couldn’t commit to all the

Volvo training and time away. That Brazil to Miami leg was a fun

leg for me as we were sailing past home. It was super cool as we

also won the leg. We arrived in Miami during the afternoon and

we partied that night before I got on a 6 am flight to Venice the

next morning, I was a little destroyed. I was in Venice because I

was Italian, and to help promote the sponsors and do some PR. A

lot of our sport is engaging with sponsors, it’s a sport, but we

want to change it from the days when just wealthy individuals

were backing teams and make it more commercial friendly.

Will Larry carry the 45s on?

I don’t know what Larry will do, but my personal standpoint is

if they change the class, if they don’t keep the 72s, then yes,

you will see the 45s in action. With a new class there will

be another design and build period whilst a new boat is built

so the 45’s will keep some action going. They may build new

45s as they are quick to build and many of the old boats are now

pretty beat up. If it developed so that we were racing foiling

45s it would be awesome and also for the spectators who have

now seen foiling 72s. Having to go back to a 45, as they were

then, would be difficult now that we have experienced the foiling

72s – it will be like driving a Mini after having the keys for a

Ferrari or Lamborghini.

As I mentioned before we are only just scratching the surface

of what we can do with these boats. We entered into the final and

we were at 80% of performance and we were learning every single

day. It is when you race that the biggest gains are made.

You did all the training against another Oracle Boat. Did Larry ever

come out with you on the 72s? How active is he in the racing?

Larry is a great sailor in his own right, he won several world



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championships with his Maxis. There was a funny story that I had

heard (not sure how much is truth and how much is

embellished). He was down here in Antigua during one race week

and as is normal after having won the event, he and his team

were enjoying the pleasures of good Antiguan rum while

anchored out here in Falmouth Bay. Someone threw out the idea

of doing the Cup and the rest is history, that’s what Antiguan

rum does for you.

You specifically asked, did he ever come out on the boat.

You have to understand that he runs a pretty big company,

Oracle, the risks involved on the 72’s were not something his

board of directors liked to contemplate. He went out on the

monohull, he was actually part of the race crew for that and also

the Trimaran in 2010. But even though he is part of the race

team in his own right, as is Russell, he wasn’t on the 72 whilst

racing. He never stepped on board until we crossed the final


ABOVE:THE 45S ARE FUN

BELOW:THE WINNERS SMILE

finish line. When we have guests on board, be it journalists,

sponsors or other athletes, they have to go through safety

training especially after the incident with Artemis. We have

put in good protocols with regards to safety training for

everybody. One thing is seeing it on paper, another is putting it

into practice. If you came down to the base and were going to

come out for a ride, you would have to put on all your gear, run

around the base, get out of breath. Then you would be thrown

into the water; you would have to swim under a net, get a little

disorientated, be able to take your helmet off, put on your spare

air and do all that in freezing water. Everyone had to do that, the

designers, the shore team, anyone who stepped on the 72.

Larry hadn’t done this as he wasn’t sailing on the 72. But when

we crossed the finish line on that final race we basically dragged

him off his tender and on board; no life jacket, no helmet, no

spare air or anything. We went underneath the Bay Bridge and

we sent the boat on a reach – hitting the high 40s just so that

he could get the sensation of racing these Cats, it was his

payback. I will never forget that massive grin!

I heard in Venice, that he spent over 300 million dollars just on

running the campaign for the 45s.

I know he has put in a lot of his personal wealth to pick up the


LEFT: SAFETY GEAR

BELOW: SUPERCOOL CATS



sport of sailing and change it, in my opinion, for the better. As

with anything, and at whatever level, there are times when you

strive to change things and you get a lot of push-backs, but you

then have to push harder to get people to see the light. Change

is never easy, as for the 300 million, I have no idea.

How did you feel, you were penalised two races. What was the

team feeling on that?

Even to this day, I still do not know the full story. I know just as

much as you in the sense of what happened with regards to the

corrector weights on the 45s being placed outside of their zone;

by who, by how much, or what the performance implications for

the 45s were, I’m not sure. In the end, the jury, I am sure, wanted

to set a precedent. Our mentality as the sailing team was that

you can’t change it, it is what it is. We are just going to have to

kick their ass eleven times.

But as an outsider it seemed very unfair that you should get

penalised for something that happened on the 45s. The penalty

was the most severe in the history of the Americas Cup.

It was hefty, especially for not being the same class. Maybe they

thought that a two point penalty wouldn’t become an issue

since historically the finals are always such a one sided affair. But

in the end it was close to deciding the outcome of the Cup

regardless of results on the water. As a team we just got on with

it, we were lucky enough that we had a strong sailing team, so

even when all that was going on we just focused on our sailing.

It just makes it a sweeter victory, as we had to fight just that bit

harder and win two extra.

Andrew ‘Bart’ Simpson, he was killed, it must have been a great

downer for everybody, it almost ended the cup.

Yes, it was a sad day for everyone. Bart was an amazing person,

sailor and inspiration, and just a really down to earth, cool guy. I

never sailed with him, but I sailed against him quite a bit. Our

sport has changed, no one is oblivious to the risk and you need to

be switched on and fully focused on the job in hand. I think the

biggest thing we can do for Bart is to keep driving for safety and

change. Sailing is changing, not only in the Cup, it is trickling down

into a lot of other sailing, you are seeing a lot more people getting

involved in Moths, the F-18 Phantom, the foiling 18 footer soon

coming out. Who knows when we are 50 years down the line, but

with an evolving sport comes evolving risk and safety needs.

You have become something special in Antigua.

Maybe, but my little brother Rocco is going to kick my ass in

absolutely no time. In fact, I am now known as Rocco’s brother,

not the other way around.

Getting back to the racing. You started the campaign, two down,

how did it go on from there?

We were 8-1 down. It is pretty difficult to put it in a nutshell, but

there was a constant drive by everyone on the team for

improvement, every night.

What was the story behind the gyro?

That was just paper talk, no such thing. Everyone involved in the

sailing from design to shore, everyone putting that extra effort

in, that is what drove that boat forward. There were some

changes; it was all a function of speed, about sailing the boat

faster upwind. At the start we were sailing in what was

essentially a high mode, going in to tacks far too slow resulting

in a greater tack loss than Team NZ. We tested it a little bit

before coming into the finals but we learned you have to invest

in order to get the payback. The first thirty seconds or so are

actually a loss if you have two boats together. To get up on the

foils you have to open up that 8-10 degrees of true wind angle

to get that extra speed to actually pop up and out on the foil and

that takes about 15 seconds. Then the next 15 seconds you are

sailing and making gains, so after 30 seconds you are back to a

delta of zero against the other boat and it is only from then on

that you start making gains.

What difference did Ben Ainslie make? The English Newspapers

made him out to be the winner of Americas Cup?

Ben is a great guy, an amazing sailor, and has an insatiable drive

to win. Ben, as we mentioned earlier, was helming our second

boat throughout training. That helped because in the end we were

all learning about these boats every day, so to have three

BELOW:BEN AINSLIE

A N T I L L E S



helmsmen on the race boat (Tom

Slingsby, Ben and Jimmy), with three

different perspectives, was invaluable.

Jimmy could not be on both hulls at the

same time, so Tommy was actually the

Helmsman at times, which a lot of

people don’t realise. It meant that they

all had that helmsman mentality of

thinking ahead and the communication

that we could hear on the comm’s was

excellent. Ben stepped on the boat and

was great at putting Jimmy in the right

place and the three of them worked

really hard at the speed loop – this

whole upwind flying thing. We didn’t

with the first race with Ben on, but we

won every race after.

The guy that Ben replaced was a local

‘Bay’ sailor.

Yes, John Kostecki, an amazing tactician from the Bay and a great

guy, when he was changed out he was instrumental in bringing

Ben up to speed in one night.

You also nearly got seriously injured at one point, simply because

of the G-forces on the boat. They were throwing that 72 foot boat

around like a toy.

Yes, nearly. Every close quarter situation we got into during

racing, we were doing for the first time. We had to execute

it right and it wasn’t always smooth so

I got flung into the wing during one of

those close calls. The races could have

so easily gone one way or the other. You

saw Team New Zealand’s entire

campaign nearly go belly up in one tack

when they almost capsized. I am so

glad they didn’t because they would

have an excuse for losing the cup. We

kept on pushing and they didn’t and we

won it fair and square.The drive on

board was unbelievable.

How did that go on, as you were 8-1

down, 8-2, 8-3 ?

If you are asking when I thought we

could actually win, it was actually the

second to last day. We had been doing

really well in the starts, we had been

leading to the first reach mark and

leading at the bottom mark and we were basically winning from

staying ahead in all those races. You could hear from all the

commentary that Team New Zealand simply needed to be

aggressive, lead at the reach mark and lead at the bottom gate

and then they will extend and win. So they lead at that bottom

gate and we passed them going up wind, we were foiling on port

and for some reason they decided to tack under us and we held

them out to the boundary and then we did the simultaneous

tack and just extended from there. That was the first time I said

RIGHT:JIMMY SPITHILL

BELOW:TOM SLINGSBY


‘We just overtook them up wind, tomorrow it’s all on!’ It just

came good, to have it all down to one last race. There were other

little things that I fed off – we had heard that there was an

Emirates plane sitting on the tarmac at San Francisco Airport for

a week, waiting to take the cup and the team home and I was like

‘you have no right to assume that. It is not over until it is over.’

This is what I think a lot of people gained from the racing; that

you keep fighting until the very end, no matter what. You ask

how I did it? Every day is another day – you have to have fun,

you have to enjoy it, you have to realise that we are super lucky

to be sailing these boats. It could be our last day but let’s go race,

let’s put it all in and let’s have fun doing it. You could see and feel

our vibe. I hope that we have footage somewhere of when we

had to go to Pier 27, to Americas Cup Village, every morning

before racing and be in a lounge for 45 minutes – even when the

results were not in our favour the vibe in the room was just like

being back at boarding school in the rugby changing room with

the banter and the speeches. There was some really good stuff.

When you are in a sport which has so much money and pressure,

the wheels can start falling off really fast and they didn’t. That is

a great attribute to the whole of the team.

What was the feeling like when you realised you were going to pass

over the line. The exhilaration must have been out of this world.

It was, the Cup is something that people have chased,

historically, for decades and never won. To have that opportunity

to be onboard and to win it was a defining moment for myself

and everyone else on the team, especially to do it like that. I

remember now, before the final had even started and we had

that penalty, people kept talking about the 83 Cup and how the

Australians came back from being 3-1 down, winning three in a

row. Now 30 years later we did it too, but eight in a row. Who

knows if there will ever be a racing series like this again. The

young guys on the team will, one day, be talking as the old

Australian guys were talking about the Australian challenge. I was

super-stoked that I had also become a father this year, Cade was

born and he was involved in the Cup. When we were down for

what could have been our last day of racing, we all took our kids

on stage. From that day on they stayed on stage every morning,

even when it was pouring down rain. It was really cool, the

families that support you, the friends that support you; it was

amazing to have Cade there every day. I had brewed up a good

batch of Antiguan Rum Punch a week before on the first day that

we could have been out and it would have been a consolation

toast. I had to keep shaking it every morning before docking out

and we just never drank it, it kept sitting, brewing in the bottom

of my locker. When we ended up winning and brought the boat

back to the base, then we started to drink it the entire way back

to the Americas Cup Village. That night was unbelievable – just

by pure coincidence, the series had lasted so long that Oracle

Open World was in town, so the biggest convention for Larry’s

company was taking place on our winning night. There were a

BELOW: TAKING A RIDE ON THE WILD SIDE



whole bunch of Oracle supporters there attending a huge concert

on Treasure Island that he does as an appreciation for the company

and his people. Black Keys and Maroon 5 were playing and I

remember vaguely going on the Today Show at 3 am the next

morning – you will probably have seen guys with husky voices and

sunglasses. It was a bit of a whirlwind afterwards; eventually all in

all our bodies actually shut down and everyone got sick. We had

been pushing and just surviving on adrenaline for that long. It was

unbelievable and I wouldn’t want to change any of it.

Were you personally presented with anything?

No.

You have nothing to put on your mantelpiece?

No we do this for the spirit; sailing is a Corinthian sport.

Where will the next event be?

I don’t know. San Francisco was great for racing,

personally the water was a little cold for my liking and

kind of sharky too. I like to do a lot of other water

sports like kiting and surfing. I still did those in SF but

it was not as pleasant. For the event, it is great, but for

the training it is tough with the fog and so on. We will

see how it goes. In the end I didn’t feel that the city really bought

into it; I had mixed feedback during my time there.

The English papers were saying that the event was running out of

money, the city council were pulling out.

There was a lot of stuff behind the scenes. I think it is something

that they are taking their time now to decide and make sure

that, for the future, it works. There is no rush to announce a new

protocol. It should be coming out in the New Year.

RIGHT:SHANNON WITH CADE

BELOW:THAT WINNING FEELING

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Do you think you will be a part of the next team?

Right now, my options are open. To stay in SF would be great as

my son was born there and I love San Francisco and California.

But on the other hand I really like challenges and change is also

always good. It would be nice to try and win it as a challenger. I

have now won the cup twice as a defender. The previous one

(2010) I wasn’t on board during racing, but I was part of the race

team and just before the start a few of us would stay on or get

off depending on the conditions. That didn’t feel like the

Americas cup, there wasn’t this whole challenge, and it was over

before you even knew it had happened – it was just two races.

This cup though, the way we won it was unreal and it would be

difficult to top that again as a defender.

It would be nice to hold it here.

I did suggest Antigua, or the Caribbean as a training base. One of

the things that I would maybe like to do in the future is to bring

a good event to the Caribbean. I have sailed a lot around the

world and here at home is world class, be it on or off the water.

There are several famous events held here already.

Yes, I like the racing we have out here, but I would like to bring in


ABOVE:A LITTLE RELAXATION

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Eratosthenes, 279-194 BCNicknamed Pentathlos, after the Olympians, for his knowledge in every area of learning

the sort of style we saw in San Francisco, maybe on a smaller

scale but with fast boats and professionals coming in.

Talking about Antigua again, from our earlier conversations I know

you are concerned about ecological and conservation issues here.

Yes, sustainability, solar energy and wind power. There is a lot of

work to be done here in not accepting second hand technology.

We need to innovate; we are a small enough island and we

should be leading by example with regards to the natural

resources we have here.

I have a lot of friends, like me, that have grown up here in

Antigua that fight for their environmental beliefs and I think

that’s great. I hope we will someday soon start to see things

happening that will improve the island and the lives of the people

that live here. It will take time just getting policies in place. I am

not on island enough to really understand what is going on, but I

hope to lead by example with projects that I want to start here.

There is so much cool stuff in the world of architecture and

innovation and doing things with a small environmental impact

or visual footprint makes sense. Some of the stuff that I see here,

I think, how did that ever get built? Everyone has their personal

views and you have to respect that, but on the other hand

sometimes you have to look at the bigger picture in terms of the

environment, planet and future generations.

How do you see English Harbour and Falmouth progressing, you

have seen the marinas being built, old buildings being renovated.

You only have to look at all the boats here today to realise that this

area is going to keep developing?

I think it’s good that people here are involved in making changes

over time. Sometimes local politics get involved and you have

people making decisions that have no idea about yachting but

have simply jumped on the band wagon or want to make a profit.

I won’t even mention some of the things my dad has had to fight

against with regard to boat shows. People don’t understand

synergy, it helps development, no one has to compete, there are

1988 Viking set sail with 2 employees, Dieter & Jill Jaenicke. 2013 Viking employs over 50 staff globally and has placed and managed over 100,000 crew members across the world.

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Thank you to the Superyacht sector for making the last 25 years so exciting

PLACING PEOPLE AROUND THE GLOBE

FOR 25 YEARS

1988-2013

PLACING PEOPLE AROUND THE GLOBE

FOR 25 YEARS

1988-2013

ABOVE:A OPTIMIST(IC)

FUTURE


enough boats all around, you can work together big time here to

make this all work for everyone’s benefit.

What gets to me, we have Falmouth bay, and now I constantly see an

influx of lifeboats coming in loaded with tourists from giant liners.

Don’t even get me started! I was at Pigeon beach yesterday with

my girlfriend and son where I have been going for 30 years. I

wanted to take a picture of it and send it to the Minister of

Tourism and ask ‘Really – is this what we want’. This is not the

tourism we need. It puts a strain on infrastructure and

environment. I don’t know who gets paid the fee for the tourists

or how it happens, but the cruise staff bring all their stuff off the

ships, take over half the beach and to do the Cruise Special

Caribbean Beach BBQ. It is not like the Superyacht industry with

regards to supporting the local economy, ancillary services,

provisioning, work for locals, restaurants, etc. Many yacht

captains have ended up getting property here and making

Antigua their home outside of the Med, thats a plus. These cruise

ship tourists do not have to be dumped on one of our beautiful

beaches in the way that they are, that’s not good.

We are lucky enough to have a home overlooking

Falmouth and unbelievably there were three of them cranking

out at the mouth of the bay; I had never seen that many before.

If I can I will fight against it, we do not need it. My younger

brother was training out on an Optimist just the other day and

came back and pointed out to me that he was sailing through

black slicks of oil from these guys dropping off tourists, you could

see the oil on the hull of his boat. You let one in and then another

follows, then another and there is always someone that profits

that has never been to this spot and who really does not care

about the damage that is being done.

I notice that you called your son after a local land mark, I think it’s

a great name by the way.

Yes, Cade’s Reef. His name is Cade Nakoa. We thought it was

rather cool because it’s a connection to where both his parents

ABOVE: THE BEAUTIFULPIGEON BEACH

were born or raised – he has a link to Antigua with his first name

and an Hawaiian middle name, Nakoa, which means the Brave.

He absolutely loves the water and we are here this winter just to

chill out, allowing Cade to be outdoors and at the beach every

day, and decide what we are going to do next, to see what the

next adventure is. My partner has a cool name too, Leilani, it’s

Hawaiian, she was born there.

I have seen so many people come up to you to congratulate you

here and you take it with such humility.

Thank you. It has been an amazing and crazy ride. I have been

super lucky. The main thing is I just work hard at it, I keep learning

– I never feel I know enough, I want to sail faster and have fun.

You have to enjoy what you are doing, life passes us by so fast, I

am only 32 and maybe I am crazy to be saying that.

As I grew up I was looking forward to getting into the

Superyacht industry, who knows maybe I will one day, working

on boats is a cool lifestyle, we have a lot of friends here in

Antigua and now I am seeing more and more kids getting

involved in sailing, Louis Sinclair and Jareese Finch for instance

are racing on some of the big boats like Leopard3. There are also

Antiguans involved in the whole super yacht side of it, like Mark

Ravanello, he is a captain now. I remember as a youngster it was

great as you had no expenses and weren’t burning the cash as

you were working on the boat. The industry has definitely

changed with how professional it has become and now everyone

just goes training or to the beach to relax, not straight to the bar

after work. New laws have come into place, boats have got so

much bigger, crew have become so much more professional.

I think we are all very lucky to be involved in what is an

incredible business.

The Ocean is a cool place, it is the ultimate playground.

Shannon you are the youngest person I have ever interviewed, and the

coolest, it was fascinating, thank you and who knows maybe we will be

sitting here in another 20 years talking about your life, Part Two!

We would like to thank the friends and family of Shannon for

allowing us the use of the photographs in this article. Special

credit also to the photographers of the Americas Cup (ACEA)

and in particular Gilles Martin-Raget & Ricardo Pinto.



>||


PROFESSIONALSNAPPERBY COLIN SQUIRE

PHOTOGRAPH: DAVE HANSEN

WAS BORN IN HOLLAND TO A FAMILY WITH A DEEP HERITAGE

of sea going and sea loving ancestors and my grandfather first took

me sailing before I could walk onboard his yacht where we lived in

De Biesbosch. We emigrated to South Africa when I was still young and

I grew up on the waters of Hout Bay, sailing a Dabchick, a youth training

dinghy that was popular before the Optimist came along. I then

progressed to a 30 ft Miura at the Royal Cape Yacht Club in Cape Town.

My first real job was working on commercial fishing boats, spending any

free time I had sailing, racing or repairing friend’s boats. All of this

eventually lead me to my real passion, ocean racing.

I was always hopping aboard boats when I could to sail in the

local regatta series held off Cape Town and as soon as the choice was

mine to make, I ditched the classroom, where I studied engineering, in

favour of any job or time spent on any kind of boat. I quickly discovered

that sailing was superior to a fishing career, and I set off on any, and all,

sailing races and adventures that came my way. Eventually it became

clear that I could travel and see the world this way and the fact that I

should have a decent camera in my kit to document my journeys

seemed a natural thing to me, I was sold on the sailors dream, but I did

not set out to become a photographer.

I started on KwaHeri, a South African based 72 ft maxi in the

1979 Cape Town to Uruguay race as a watch captain and helmsman,

I

LEFT: FOUR TP52’S MAKE FOR AN EXCITING START DURING THE 2013 KEY WESTRACE WEEK


plus I scored the delivery back to Cape Town and then on to

Antigua. I raced in the Maxi Boat Series for several years on

Midnight Sun, Boomerang, Nirvana, Kialoa, Amazon and Sleuth. I

did the SORC races, the Onion Patch Newport to Bermuda race,

Cowes Week, the infamous Fastnet race of 1979, the Maxi Worlds

in Sardinia and Norway and Antigua Race Weeks plus many other

events. I just loved racing yachts.

My break into professional photography came when Conny

van Rietschioten, a Hollander, announced another entry in the

1981-82 Whitbread Around the World Race. I was determined to

join them on Flyer, a 76 ft yacht, which was tempting fate and not

good for my mother's nerves, as during this slightly insane race

people were often swept overboard. We were given a small weight

allowance for kit which didn’t leave much room for my novices

camera gear, I was going to use this to document the epic journey

and hopeful a consecutive win for Team Flyer. I had managed to

talk Olympus into supplying me with a few lenses and a new

camera body (Olympus OM-1) to take with me to capture the

team’s amazing voyage. I was the bowman and the engineer,

which meant I was always up the rig or at the end of the pole,

enabling me to get some very interesting pictures during the race

and also during the stops. I felt I had an 'eye' for a good image and

enjoyed at the time experimenting with Ektachrome and

Kodachrome film and of course the camera. We covered 40,000

miles at sea in amazing weather, unbelievable sunrises and

sunsets, seasickness and breakdowns, which required my

engineering skills, and I was right there putting it all on film for

the world to see. When we finished the race as the winning yacht

it felt to me that the world wanted to see what I had shot and

what we had endured out there, my photos ‘got a life!’ so to speak

PROFESSIONAL PHOTOGRAPHERS – ONNE VAN DER WAL

ABOVE:ST. BARTHS BUCKET

SUPER YACHT REGATTAACTION BETWEEN P2

AND MALTESE FALCON

BELOW:GETTING UP BEFORE

SUNRISE CAN PAY HUGE DIVIDENDS


and I became noticed. The Editor of Sail Magazine, Keith Taylor,

had seen my images during a training stop-over when we were

anchored in Marblehead harbour near Boston. He took a shine to

my work, which resulted in me being signed up to document the

rest of the race for the magazine plus my job of ships engineer

and bowman.

After the completion of the Whitbread race in 1982, which

we won, I continued Maxi boat racing until 1987. During that year

I hung up my sea boots, took the plunge and started my new

career as a full time marine photographer putting down roots in

Newport, where I still am to this day. I live here with my wife,

Tenley and our three children, Read, Billy and Adrian and we often

go cruising together as a family. It is said by many to be the sailing

capital of North America, if not the world! It just made so much

sense to be based here, I know the waters and there are a great

variety of backdrops to choose from for photographic shoots. I get

great pleasure from shooting in my home waters around

Newport, Rhode Island, which is also an area rich with American

sailing and nautical history.

I spent my last dollars and set up a gallery and studio,

despite having no formal training other than that of attending a

few photographic seminars. The gallery we set up is run by Tenley

and we sell stock photography and retail a collection of over 300

fine art Limited Edition prints. The library holds images from

around the globe and features the most beautiful classic yachts,

the sleekest racing machines, quiet harbours and secluded

beaches, icebergs, and wildlife. In the beginning it took a solid 10

years before I didn’t have to worry about how I was going to pay

the rent or buy groceries. I think the key to being a successful

photographer, aside from taking good photos, is to deliver on

time, be easy to work with and treat the job as a business.

The studio is now completely digitised, a format that I

initially steered clear of simply because I didn't want to go down

on quality after the use of Fuji Velvia film for many years. I started

using digital with the first Canon EOS 1DS Mark I when they first

came out. I spent a winter fiddling around with the camera and

developing an optimal workflow. I started looking at software and

bigger hard drives and it really took me the whole winter to work

the bugs out. By the time the spring came around, when the bulk

of my work takes place, I was definitely ready and very keen to

work with this new format. I kept my film camera in case some

art director said: 'I want film', but nobody even mentioned it, film

felt as if it had died overnight. Seven or eight months later I put

all my film camera equipment on eBay and from then on my

photography has been 100% digital.

I found figuring out the workflow much more time

intensive than learning how to use the digital camera, which is

simple as you just push the button and take a photograph as with

a film camera. It's the workflow which takes the time and starts

before I, for example, step onto a boat or helicopter. I maybe have

to decide how many cards to take, do I have enough cards to

shoot the assignment, or do I need a portable hard drive? The

office is always busy and we are constantly refining the

equipment we have and installing bigger hard drives and servers.

ABOVE:A SOLITARY CRUISING

CATAMARAN ATANCHOR IN AN IDYLLIC

BAY IN AUSTRALIA'SWHITSUNDAY ISLANDS

PREVIOUS SPREAD:BARACUDA IN ACTION

AT ST. BARTHS


It never stops, but I've got a very good workflow ethic now, to the

point that Canon and Lexar have asked me to teach and lecture

on the subject

Mastering digital photography, video and the massive

workflow that accompanies these newer art forms has kept me

constantly on my toes.

For years I shot regattas and hassled magazine editors,

art directors and marketing professionals for assignments. The

work was there and I was published often, I have now racked up

tons of covers and features and have an impressive client list in

the marine industry who call on me to capture their latest and

greatest boats or gear. I learned to work with models that had

never set foot on a boat and I have trudged through staging

under-budgeted commercial shoots, while keeping the finely

dressed, landlubber type art directors from getting wet and

seasick in this most unfamiliar territory for them. I like to think of

myself as being one of the top Marine Photographers, a

distinction I must continue to fight for as the hoards of younger

photography majors with an affinity for sailing and deep pockets

invent themselves as the next best thing with a lens to hit the

water. It is a challenge to remain on top of a small industry of

marine photographers and with the present struggling economy I

rely heavily on my years of experience behind the lens and my

desk, along with my willingness to race ahead at

the speed of technology to keep me where I want to be. If I must

learn to shoot and edit digital video on a DSLR or on a dedicated

Canon camcorder, then I will! My nearly 30 years of ‘practicing’

have turned me into something of a machine – a machine for

selling myself, putting my best skills and shots forward, and

forging ahead – even reinventing myself in slow times. I have

carved out a reputation for my work from behind the lens and I

intend to keep it.

Work and clients have taken me around the globe shooting

in exotic destinations, many of which can only be reached by

boat. Expeditions are my favourite, and I have quite a few under


ABOVE:PERFECT STUDY IN THE USE OF A

WIDE-ANGLE LENS

BELOW:THE DECK OF

M/Y FREEDOM


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my belt. My work has taken me as far North as Spitsbergen in the

Norwegian Arctic and as far south as Antartica. During the winter

of 2003 I was fortunate enough to photograph an epic journey to

retrace the steps of Sir Ernest Shackleton on the Island of South

Georgia in the Falkland Islands. I was part of a nine man team that

were selected for this expedition onboard Shaman.

We have also developed a series of finely tuned summer

‘Workshops on the Water’ which are held onboard a 55 ft motor

yacht where I teach a small group of enthusiasts the 'ins and outs'

of shooting in, on, and around the water. In the winter I teach

multi-day workshops in the Bahamas, Caribbean and South

Florida.These workshops and presentations enable me to share

my passion for the sea and its islands,

coasts and coves as well as sharing

knowledge of shooting in the most

challenging of conditions. Some of the

best images I have ever captured have

been taken in the most awful

conditions imaginable, with salt spray

and unstable shooting platforms.

It's one thing shooting regular old

lighting on the water, but if you're in a

funny lighting situation, inside a

lighthouse for example, you can have a

quick look at the preview and think,‘Oh

s***, it's a slightly too dark, I have to

crank up the ISO a little bit’. Many

times I'll take my laptop with me which

allows me to do a quick download, if

the shot is not perfect then I've got to

do it again to get it right. When I am

ABOVE:BEAVERTAIL

LIGHTHOUSE CASTS IT’S BEAM OVER

NARRANGANSETT BAY

BELOW:P2 AT ST. BARTHS


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OPPOSITE:GOOMBAY SMASH

WEAVES THROUGH THEFLEET OF THE 2012

MELGES 32 WORLDS –RHODE ISLAND SOUND

BELOW:NOTHING BEATS THE

FIRST RAYS OF LIGHTOF SUNRISE IN THE

BAHAMAS BALANCINGTHE UNDERWATER

LIGHTS OF A MOTORYACHT AT ANCHOR


out shooting the immediacy of results on the laptop is a great help

as I can detect and then fix problems on the go.

In order to improve my art with every frame, I have bought

only the best Canon cameras and lenses available and

continuously upgrade to stay on top of the game. I learned to

pack my gear in coolers for the wet rides on chase boats, and I

learned how to steady my long lenses in rough seas. I discovered

that fast shutter speeds were paramount to sharp photos of boats

that were rarely still (especially when taken from another moving

platform), and I further developed my already keen eye and

composition, something to which I attribute my early success! I

had a vision as a sailor of what the viewer would be most engaged

by in this tiny rectangle of a canvas. It is still the one part of

shooting I tell my workshop and lecture students that simply

cannot be taught. No matter how technical and sharp your

photos are, if you don’t have an eye for the image, for the

composition, you are toast.

I used all of this ammo to finally land my career dream of

becoming a Canon Explorer of Light in 2006, a group of pro

shooters sponsored by Canon USA. It was a hard sell to those used

to selecting fashion and car photographers, but I was a standout.

I shot BOATS and I got WET, and I soaked, sank, or salted the heck

out of Canon bodies that continued to fire and produce crystal

sharp images. Years later I can say that this is perhaps the best

advice to give to any fledgling photographer looking for a career.

Make yourself and your work STAND OUT. Be different. Climb the

mast, swim with your $10k camera body in a waterproof housing

at a packed mark rounding, dangle from a helicopter. Scare your

mother and tempt fate! Get creative and dramatic and noticed.

Buy the best cameras and flash memory cards, and take the time

to learn new things, this is what the professional photography

industry now demands.

Distributing work is also easier digitally. With slides it's very

difficult to send that one killer shot to all of your clients, a guy would

sit on the picture and then not use it and give it back to you three

weeks later when it was dead, the moment forgotten. But with digital

you bang out emails, and everybody has the images. Then you say:

‘You guys better tell me what you want to use because somebody

else will grab it'. As a result we've made much more money from

photography, even though the initial outlay was horrendous.

Nautical photography, like underwater photography,

creates the unique problem of how to keep equipment dry and

safe. I do some photography in the water for special commissions,

and experiment with half in, half out of water shots, for these I

use a Aquatech underwater housing. This housing takes a Canon

EOS 1 Dx with a wide angle lens. Is a light weight housing and is

just barely buoyant so perfect for on the surface shooting.

Above the water,I protect my camera with an Aquashield

Sports Shield, it's like a fabric housing that goes over the camera,

and my hand goes into a sleeve. The front element of the lens gets

wet, but the rest of the camera and lens body are protected from

the spray and the salt water.

Nautical photography is an unusual genre, but there's

room in the industry for quite a few top pros. The marine industry

is a very large industry, because not only do we have racing and

cruising, large and small, there is also power and sail, commercial

shipping and then there is apparel, and there are the sail makers,

the mast makers, the paint guys, the propeller man, the battery,

the engines, the gloves, the hats, the sunglasses, they're all nicely

connected to this industry. Some of them have money and some

don't, and some appreciate good photography and others don't.

‘My main bread and butter is advertising’, a client may say:

'This is the boat, this is the Captain's name, fly down there, set it

all up, get the light right, hire the helicopter, and shoot my boat'.

I’m on my own and that’s the way I like to do it.

Much of my work is luckily done in balmy, bright weather

ensuring that the light is right. When a client asks me to shoot his

40 ft sailboat with his wife on board you don't want it to be

blowing force 8. My work also includes editorial commissions and

often private commissions for clients who want their experiences

on board their yacht documented. I have been working with a

client for more then ten years now, documenting his trips on a 90

ft sailing yacht to places like Cuba, Tonga, the Arctic, South

Georgia and Kamchatka in Northeastern Russia. I have a perfect

situation. If I feel like going into the crew mess and eating with

them because I got up early, then I go down and eat hot dogs. Or

if I feel like it, I go and plop down next to the owner and eat

caviar...but if the s*** hits the fan, I obviously put my foul

weather gear on and dig in to make sure we keep the vessel safe.

Nautical photography is the art of capturing motion,

energy and beauty. Before you capture the image you have to

have a sense of what is happening next. You need to predict what

will occur on the next wave or wind shift. You should know more

than what a pretty sky it is, or how the colour of the spinnaker

will reflect on the water. The photo opportunity will differ if

OPPOSITE:SUNRISE IN THE

BAHAMAS

BELOW:OUTBOARD DECK OF

NEVER SAY NEVERWHILE ANCHORED OFF NEWPORT, RI



the boat gybes or your angle changes. As a sailor and having a

deep passion for boats I am in tune with what is taking place

around me, I have a profound understanding of what makes them

work and a knack for making images that convey both the yacht

and its surroundings.

I have a docket of assignments to keep me busy, including

gigs in Holland, Martinique and a reunion with the crew of the

Flyer. About four years ago I started shooting videos for clients

and I have since loved learning this new part of my trade. It has

given me a bit of an edge over the guys that are not shooting this

format and I have already undertaken some great assignments

that have allowed me to shoot and travel to offbeat venues for

documentary footage of unusual boating subjects, such as the

builders of Bahamian sloops in the Exumas and a charter video of

a large motoryacht.

I feel I was born to be on the water, I have witnessed

decades of incredible sailing innovation, hence the yachts of the

Americas Cup, and I now feel as if I am an ‘astronaut of the sea’.

These days sailing is more like space travel and I love it, we have

seen extraordinary technological progress over the past 30 years

and I have been able to witness it first hand.

We have come along way since film, the advances in

technology have not only helped the experienced professionals

but also the amateur who is now better equipped than ever,

digital has brought quality plus point and shoot photography to

the masses. Everyone now shoots whether it is with a smartphone

or a DSLR. The pictures are better, sharper, with no grain and have

great colour and many cameras are super sensitive in low light.

Images can be blown up to the size of a billboard with ease and

without losing clarity and quality.

I'm so lucky to do a job I love, a job that has given me

so many wonderful experiences.There are times when I have been

at sea with a gale blowing, on a vessel that is barely afloat and

I have always just hung in there, when possible with camera

in hand. There have been some really scary moments, but to

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HIS YEAR THE WORLD’S LARGEST SHOWCASE FOR

Super and Megayachts afloat will be the biggest ever,

with an expanded exhibition area and berthing for 118

Superyachts in the Port Hercules of Monaco.

‘The demand for space at MYS has been a challenge to us

for more than ten years,’ said Gaëlle Tallarida, Managing Director

of the Monaco Yacht Show, ‘The improving global economy and

expanding demand in developing economies for exclusive

products and services, including Superyachts, was full of meaning

for us and for Monaco also. Jointly with the Monaco Government,

the MYS has been able to extend its show footprint for 2014

enabling us to again welcome the elite of the international

Superyacht community not only to an expanded MYS but

Monaco itself, the world capital of yachting’.

The new extension perfectly matches the increasing

demand for exhibiting bigger yachts in the Port. Last year’s event

appeared to herald the beginnings of a recovery in the yachting

market and it seems today that some yachting statistics are close

to pre-crisis figures, in terms of volume, with order books and the

demand for finance on the increase. During the last two to three

years it has also been noticeable that there has been an increasing

demand for vessels over 100 m, the Monaco Yacht Show will now

be able to berth these giants for all to see.

MEGAYACHTS UP TO 120 M IN LENGTH!

The MYS floating area has been extended to the port entrance in

front of the new Monaco Yacht Club and Quai Rainier, 1er Grand

Amiral de France, opening up space for 118 yachts up to 120

THE BIGGEST MONACOYACHT SHOW YET& A SHOWCASE FOR 118 SUPERYACHTS

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metres, giving an average length over 50 metres. The exhibition

area is also wider, with around 400 additional square metres

available for stands.

These figures are clearly impressive, enhancing the

reputation of the MYS in every respect and further stretching its

competitive advantage on the worldwide stage.

‘The Informa Group and the MYS have been in discussions

with the Monaco Harbours Management Company (S.E.P.M.) and

the Monaco Yacht Club for many years about how we can develop

yachting in Monaco further, and it became a natural and obvious

step for the three of us to formally join forces to pursue the same

goal. This is significant in highlighting the great importance of

Monaco for yachting, as well as that of yachting for Monaco. The

high concentration of industry professionals and clients here

underlines the potential for the industry to continue to grow in

the future and remain a long-term source of prestige for Monaco.’

BIGGER SHOW CUSTOM-MADE FOR

A ULTRA-HIGH END CLIENTELE

This annual, one-of-a-kind event attracts industry leaders and

billionaires from around the world. Recent figures stress that there

are now more ultra-rich people with a strong propensity to buy,

and with a certain interest in yachting, especially within the USA

and Eastern Europe, which remain historic markets for yachting.

The MYS will welcome among others, new wealth, notably from

emerging markets like Turkey, China or South Asia and these

visitors will be walking the docks to catch up on the latest

Superyacht trends and maybe be tempted to acquire these Jewels

of the Seas whilst in the glamorous setting of Monaco.

What makes Monaco so special during the MYS are the

events held every day. Over one hundred events are organised

on board the yachts, at the stands, or in the Principality’s top

hotels. Awards, business lunches, gala dinners and cocktail

parties are some of the many highlights that enable formal and

informal networking and often attract those that can afford and

do buy Superyachts.

24th Monaco Yacht Show 24th – 27th September 2014

Contacts:

Tel: (+377) 93 10 41 70

[email protected]

www.monacoyachtshow.com

>||

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SINGAPORE YACHT SHOW APRIL 10 – 13 2014www.singaporeyachtshow.com

ANTIGUA CLASSIC YACHT REGATTAAPRIL 17 – 22 2014www.antiguaclassics.com

ANTIBES YACHT SHOWAPRIL 23 – 26 2014 www.antibesyachtshow.com

5TH DOVASTON CREW SHOWAPRIL 25 2014 www.dovaston.com

MYBA CHARTER YACHT SHOW – GENOAAPRIL 28 – May 2 2014www.mybashow.com

MEDITERRANEAN YACHT SHOW – GREECEMAY 3 – 7 2014www.mediterraneanyachtshow.gr

MLC COURSE – PALMAMAY 5 – 6 2014 [email protected]

CANNES FILM FESTIVALMAY 14 – 25 2014www.festival-cannes.fr

MONACO GRAND PRIXMAY 22 – 25 2014www.formula1.com

LORO PIANA SUPERYACHT REGATTAJUNE 3 – 7 2014www.loropianasuperyachtregatta.com

FUTURE OF SUPERYACHTS CONFERENCEJUNE 17 – 18 2014www.quaynote.com

THE SUPERYACHT CUP – PALMAJUNE 18 – 21 2014www.thesuperyachtcup.com

NEWPORT BUCKET REGATTA AUGUST 22 – 24 2014www.bucketregattas.com

CANNES YACHT & BOAT SHOW SEPTEMBER 9 – 14 2014www.salonnautiquecannes.com

SOUTHAMPTON BOAT SHOWSEPTEMBER 12 –21 2014www.southamptonboatshow.com

AYSS – MONACONET – MONACO SEPTEMBER 23 2014www.ayss.org

THE MONACO YACHT SHOWSEPTEMBER 24 – 27 2014www.monacoyachtshow.com

LES VOILES DE ST. TROPEZSEPTEMBER 27 – OCTOBER 5 2014 www.snst.org

THE PINMAR GOLF TOURNAMENTOCTOBER 15 – 18 2014www.pinmar.com

FORT LAUDERDALE INT. BOATSHOWOCTOBER 30 – 3 NOVEMBER 2014www.showmanagement.com

GLOBAL SUPERYACHT FORUM –AMSTERDAM RAINOVEMBER 17 – 19 2014www.superyachtevents.com

METS & THE SUPERYACHT PAVILION –AMSTERDAM RAINOVEMBER 18 – 20 2014www.metstrade.com

ABU DHABI GRAND PRIXNOVEMBER 21 – 23 2014www.formula1.com

ANTIGUA CHARTER YACHT SHOWDECEMBER 5 – 11 2014www.antiguayachtshow.com

CAPTAINS SUPERYACHT SOIRÉE – ANTIGUADECEMBER 10 2014www.superyachtcaptains.com

ASIA SUPERYACHT RENDEZVOUSDECEMBER 16 – 18 2014www.asia-superyacht-rendezvous.com

LONDON BOAT SHOWJANUARY 10 – 18 2015www.londonboatshow.com

BOOT DUSSELDORFJANUARY 17 – 25 2015www.boot.de

2ND ANTIGUA CHARITY GOLF DAY – ABSARJANUARY (TBA) 2015 www.facebook.com/AntiguaCharityGolfDay

THE SUPERYACHT CHALLENGE – ANTIGUA JANUARY 30 – 2 FEBRUARY 2015www.thesuperyachtchallenge.com

MIAMI INT. BOAT SHOWFEBRUARY 12 – 18 2015 (TBC)www.miamiboatshow.com

DUBAI INTERNATIONAL BOAT SHOWMARCH 3 – 7 2015www.boatshowdubai.com

ST BARTHS BUCKETMARCH 19 – 2 2015www.bucketregattas.com

ALWAYS CHECK DATES ONLINE BEFORE COMMITMENT

EVENTS ROUND UP

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BATTLESHIP ‘G. AVEROF’

RECENTLY HAD THE HONOUR OF BEING GIVEN AN

in-depth tour of the 1910, 459.74 ft battleship G. Averof

alongside her current commanding officer, Panagiotis

Tripontikos. The G. Averof is still, today, a fully commissioned

warship in the Greek Navy and is based in Flisvos, Athens and now

serves as a beautifully preserved floating naval museum, a fantastic

relic from an almost forgotten age. However, the G. Averof is not

just any warship, she is as much a significant piece of modern Greek

naval history as the Hellenic Warships of centuries past and even, it

might be argued, of world Naval history, she is the sole remaining

armoured cruiser of her type left in the world today.

For just a few Euros visitors can stroll her lovingly restored

decks with their impressive and massive gun emplacements set

forward and aft and view the private aft balcony set aside for the

Admiral, easy for him to access from his stateroom. The beautiful

Italian craftsmanship in the wood-lined rooms of his and the

officers quarters can still be admired along with the truly amazing

engine room with its original steam engines, looking more like art

installations than working engines. She even has her original

boiler room, not as yet made ready for visitors to roam.

I

THE BATTLESHIP ‘G. AVEROF’THE PRIDE OF GREECEBY ROSEMARY PAVLATOU


To hear of how this ship was commissioned, and how

she was run by sailors, some as young as 12, who needed to

be short to work at speed throughout many of the low interior

walkways, and to walk through the sleeping area crisscrossed

with the hammocks required to enable all 670 peacetime sailors

to be accommodated onboard, this number would balloon to

1200 men during active service, is in itself an education. This was

the only area of any leisure for the crew, they not only slept here

but ate here too, as witnessed by the tables stowed away, neatly,

on the deck head above the hammocks on pulleys. What

impresses here is the vast numbers this vessel had to cater too,

there must have been constant noise, constant motion and

compared with our modern lives of convenience, everything

needed huge effort by the crew to be accomplished. This was

normal 100+ years ago in most areas of life, but living in such

numbers in such confined spaces was a tough existence and one

where cleanliness had to be imperative.

It is interesting to note that each crew member had a

number, and each number would be allocated to three crew, all who

had the same job. Imagine an eight hour day, multiply by three to

give a 24 hour rotation, and one numbered duffle bag would be

used for storing the possessions of all three crew members, one

hammock would be allocated to three crew etc. The number would

be green or red. All red crew stayed to port, all green to starboard,



unless an officer ordered otherwise the crew had to remain on their

side of the ship. If that order were given the crew member would

have to move in a clockwise progression through the ship.

The main deck of the ship consists of huge areas that would

have been teeming with men, men and animals to be exact, as live

animals were kept onboard whenever possible to ensure a supply

of fresh food for the crew. As expected, huge kitchens catered for

this enormous and probably very hungry crew. Interestingly much

of the original cookware and the infrastructure of the galley is still

intact and should the need ever exist again to feed so many again,

I am sure this could all soon be put to good use.

The Officers Ward room onboard the G. Averof would have

seen innumerable officers dinners and entertaining but would also

have seen the formation of some of the finest battle plans in

Greek naval history, battles that would embolden the name of the

G. Averof into the history books. In sharp contrast to the areas

available to the main crew this ward room conveys a sense of

refinement with its huge dining table surrounded by leather

dining chairs, wood-lined walls and silverware of great elegance.

Obviously this room offered some well earned comfort to the

ships officers as well as a place to entertain visitors to the ship. As

you stand looking at the splendour encapsulated here you can

almost imagine how the plans were drawn up so successfully by

the officers, not just for her, but often for the entire fleet as she

played out the role of Flag Ship during her active career. The sense

of history to be felt here is almost palpable.

I was also fortunate enough to be afforded a tour of the

Admiral’s cabin which has fabulous wood lined walls with some

intricate carving and again wonderful workmanship. This area has

been preserved in perfect condition, mainly due to the foresight

of the Hellenic Navy past when the entire fittings of this cabin

were removed and stored in safety for many years as the future

of this vessel was debated, eventually to be reinstated as the

jewel in the crown of the G. Averof. This leads to the aft balcony,


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as mentioned above, which allowed a panoramic view for the

Admiral whilst at sea or in port. There cannot be many warships

that have something so ornate and yet so practical.

Of course boys of all ages will enjoy the British-built gun

turrets with their huge barrels dominating the decks. The two

main turrets comprise 9.2" guns under 7.9" armour and four

smaller turrets contain 8 x 7.5" guns under 6.9" armour. There

were also many smaller gun emplacements set around the vessel

that have now been removed. The reinforced steel ‘belt’ at the

waterline was of 7.9" armour plate. Below decks there were also

three torpedo tubes that were never fired in anger due to the

accuracy required, but not possible, on such a large moving

platform. Going below decks one can view the shell store and

loading mechanisms and another interesting fact was that the

gunners, who would be in the turrets, would often be given the

job, for obvious reasons, if they were already deaf. During the

battle of Lemnos in 1913, during three hours and eight minutes

of engagement with the Ottoman fleet 648 shells were fired from

the hand loaded guns of the G. Averof. The primitive aiming gear

is still there to see, it would enable the ship to fire a massive shell

up to 11 km distance with incredible accuracy.

And of course we arrive in the huge engine-room.

Strangely enough this may well prove to be the most impressive



part of the ship for many, even if they know little to

nothing about what they are looking at in real terms as able

crew will be on hand to explain in as simple or as complex a

way as needed. The sheer size of these Italian engines will

impress, as will their all too apparent power, the fact of their

age and their absolute uniqueness as the only surviving such

engines today make them a sight to behold. With touches

of gleaming brass on many parts of the engines, huge spanners

specially made for specific parts of the engine on view and the

entire atmosphere within this perfectly preserved space it

is without doubt that you too might find this unexpectedly,

totally enthralling.

You will possibly have already visited the very sparse bridge,

along with the voice tubes required that helped transmit

messages throughout the ship during times of action, below

which sits the back to front helm. To understand this you need

to view it.

Part of the tour will also take you to the area exhibiting the

Balkan War uniforms worn by the various ranks who may have

been onboard, some very ornate and others obviously sailor’s

work day clothes. All of this helps the story of this remarkable ship

to come alive and would, I imagine, particularly appeal to children

who are very welcome onboard. Indeed they are specifically

catered for by the multilingual, hand-picked crew, all of whom

have a particular interest in the ship and a comprehensive

knowledge of her history.

Even now, at leisure as a floating naval museum, she

is revered by the entire Greek Hellenic Navy and each time a

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naval vessel passes, the entire crew are mustered on deck to

salute her and to acknowledge her impressive contribution to

Hellenic naval history.

She was removed from active service in 1952 and

remained anchored in Salamis Bay until she was towed to Poros,

where she remained at anchor from 1956 to 1983.

The ‘Averof’ was built in Livorno, Italy where her two sister

ships Pisa and Amalfi were also built. After the Italian government

decided not to take delivery of the third ship being constructed the

Greek government stepped in to take the opportunity to upgrade

their naval might. Her cost of almost 1,000,000 British Pounds was

hugely assisted by George Averof a wealthy Greek who endowed

300,000 gold pounds to the Greek government for the purpose of

this purchase and was accordingly remembered in the name of the

new ship when she was launched on March 12th 1910. At that

time she was one of the fastest ships in the region, with a

maximum speed of 23.5 knots, and the pride of the Hellenic Navy.

Her coal fired boilers would give her a maximum distance

of 2480 miles at a speed of 17.5 knots. Loading the coal was no

easy feat, coaling stations were set up around the world in those

days, it was a messy business and you can view the brass capped

holes through the decks that the coal would be dropped through

into the bunkers set into the bilges.

Her maiden voyage was to Britain where she took part in

the coronation celebrations for King George V, but her visit was

not without incident and problems between Captain and crew

lead to the replacement of Captain Damianos with Pavlos

Kountouriotis who quickly gained control of the ship and after

loading with ammunition he set sail for Greece. During the

voyage intensive training from Kountouriotis bore results and his

command was hugely successful from that time, arriving in

Faliron Bay on September1st 1911.

With the outbreak of the First Balkan Wars, Koutouriotis

was made Rear Admiral and Commander in chief of the Hellenic

Navy leaving in his place Sophocles Doumanis as the ship’s

Commanding Officer under whom the G. Averof served as the

flagship of the Hellenic Navy.

As the fastest ship in the area G. Averof was able to rout

the Turkish ships almost singlehandedly during the battles of Elli

and Lemnos. Having become impatient with the slow speeds of

the other ships Koutouriotis hoisted the ‘Z’ flag indicating

‘Independent Action’ and with full steam ahead blazed into the

opposing forces vanquishing them with very little damage to the

G. Averof even though hit several times. The Turkish fleet

disappeared into the Dardanelles Straits not to reappear for the

rest of the war. These incredible exploits, with only minor damage

lead the crew to affectionately call her ‘Lucky Uncle George’.

This move in no small part contributed to the Balkan

league’s success in securing victory by forcing the Turkish troops

to abandon the Aegean allowing Greece to move into some of the

hitherto occupied islands, notably Samos and Lesvos, as well as

securing the independence of Albania.

The G. Averof also took part in the Second Balkan Wars as

well as in the Hellenic-Turkish war of 1919 – 1922, when she saw

action in Eastern Thrace and The Black Sea, arriving in

Constantinople at war’s end to great rejoicing. She saw relatively

little action in the First World War as Greece was neutral until late

in the proceedings.

In 1941 when Greece was being threatened with invasion

an order to scuttle the G. Averof was given to keep it from the

hands of the invading German forces. However, after some of the

officers stepped ashore the rest of the officers and the crew, at

great danger to themselves, ignored the order and took the ship

by stealth to Souda in Crete and from there to Alexandria in Egypt.

She was then sent by the Allies to India where she spent most of

the war securing sea lanes for the allies.

On October 17, 1944, once again as the flagship of the

Hellenic Navy, under the command of Captain Theodoros

Kountouriotis (the Admiral's son), she carried the Greek

government-in-exile back to a liberated Athens. It is interesting also

that it was the flag of the G. Averof that was hoisted above the

Acropolis after the long occupation of the country in an act that

finally consolidated the freedom of Greece once again.

Contact: [email protected]

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HE SUPERYACHT CHALLENGE ANTIGUA IS NOW IN ITS FOURTH YEAR AND HAS

established itself as a unique superyacht event. An exciting and friendly regatta designed as

a wonderful celebration of sailing and parties, solely for the enjoyment of the yacht

owners, their guests and crew.

The Challenge is held each year at the end of January and hosted by the Admiral's Inn

in Nelson's Dockyard. Even though the racing is very competitive the Superyacht

Challenge is dedicated to pure fun afloat and ashore, where all participants can enjoy a

relaxed party atmosphere free from any commercial endorsements.

The event comprises three days of spectacular racing with ratings and start

times being determined by the International Superyacht Rule. Starting just

outside English Harbour, the magnificent yachts take part in daily pursuit

races along the stunning south coast of Antigua.

For the fourth year in succession an impressive line up of some of the world's

finest sailing yachts took part. This year, eight super sail yachts, with a combined length

of over 1000 ft, took part. Half of the fleet were returning from the previous year and three

of the yachts were new to the event.

Last year's overall winner Adela was back to defend the Challenge. This 182 ft Dykstra designed

schooner was the largest yacht competing and is renowned worldwide for her racing prowess, while the

smallest competitor was the 90 ft Maxi Swan, Freya, which made her debut here. The 102 ft ketch Maramar and the

113 ft Germán Frers sloop Unfurled and the magnificent 147 ft Dubois ketch Timoneer were also back having competed in

2013. The Hoek-designed, 180 ft ketch Marie, which competed in 2011 and 2012, was also making a return. The 110 ft Vitters Maxi

Inoui and the 126 ft Schooner Gloria were also making their debut at this event.

‘As always we are looking forward to three days of excellent sailing, spectacular racing and great sportsmanship’ commented Paul

Deeth before the racing began. Paul is one of the founders of the event. ‘As always, we will be encouraging all participants to indulge in

the evening activities which are aimed at creating an ideal social environment to enable the various contenders to enjoy themselves.’ It

ONE OF THE CLOSESTFINISHES EVERTHE 2014 SUPERYACHTCHALLENGE ANTIGUA30TH JANUARY – 2ND FEBRUARY 2014

WORDS BY LOUAY HABIB PHOTOGRAPHY BY TIM WRIGHT




must be mentioned that, in true yachting tradition, not much in

the way of encouragement was required!

TRAINING DAY AND GUNPOWDER PLOT

The majority of the fleet were out on the water on the Thursday,

the day before the racing began, honing their boat handling skills

and manoeuvres in feisty conditions. The eight magnificent

yachts were given a real taste of spectacular Caribbean sailing. 20

knots gusting up to 25 with three metre swells provided some

extremely exhilarating sailing conditions.

A skippers briefing was then held at the Admiral's Inn,

followed by a welcome reception cocktail party at the

Gunpowder House, the recently beautifully restored 18th-century

gunpowder store set within the harbour itself, a splendid setting

to open the proceedings.

With a hedonistic cocktail of a few drinks and some of

sailing's best known characters there was certainly plenty of

plotting for an early bath for some in the infinity pool! The

opening reception was a fun-filled affair with rival crews enjoying

plenty of laughter. The Challenge in Antigua is the first Superyacht

event of the year and many of the sailors were meeting up for the

first time in 2014.

The predicted weather for the next day was for strong

Trade Winds of 20 knots or more and a significant sea state.

By starting and finishing just outside Nelson's Dockyard

spectators are able to view the racing from Fort Charlotte,

Rendezvous Bay and Curtain Bluff. The fleet were predicted to

enjoy a fast close reach at the start, followed by a tactical

downwind run in deep ocean. A broad reach back inshore would

be followed by a tricky windward/leeward leg. Then the

penultimate leg, which would see the magnificent fleet powering

to windward for a six mile beat with a sprint broad reach to the

finish, just outside the Dockyard.

SPECTACULAR START AND GALLOPING GOURMETS

The first race of the 4th edition of The Superyacht Challenge was

blessed with stunning Caribbean conditions. Warm air, ocean

swells and as predicted 17-20 knots of breeze.

The 22 mile course tested the yachts and crews at just

about every point of sail and there was plenty of close action on

the water but that was nothing compared to the intense

competition for Friday night's 'Cook Off’ but more of that later.

The first yacht to start in the pursuit race was the Schooner,

Gloria, which was announced by a blast of The Doors tune G-L-O-R-I-A!

SUPERYACHT CHALLENGE ANTIGUA

ABOVE:TIMONEER

PREVIOUS SPREAD:ADELA

Adela had the best start, through the line at full pelt, just a few

seconds before the gun and with some impressive crew work Adela

led the fleet rounding Curtains for the long beat back towards the

finish. However, the carbon composite sloop Inoui went like a

rocket upwind to pass Adela to take line honours.

There was tremendously close racing throughout the fleet,

especially between Freya and Marie. Freya won The David and

Goliath battle for the line by just four seconds. Unfurled made an

excellent recovery to finish third over the line after blowing out

their spinnaker but today's race was won by the 102 ft ketch

Marama, which corrected out to win Race One from Adela.

After completing the race, the sensational cookery

competition was held right off the superyacht dock at Nelson's

Dockyard. By design, Superyacht crews consist of some highly

talented chefs, both amateur and professional, and each yacht

produced what can only be described as a galloping gourmet of

fine fayre, beautifully and artistically presented. With racing

points awarded towards the overall score there was a real

incentive to shine and the eight tables of rare roast beef,

succulent shrimp, fish curry and all manner of spiced and

seasoned vegetable accompaniments were put on display, a feast

fit for a king. The jury is still out but Adela's eye catching

watermelon shark most definitely caught the eye of race officer,

John Coveney, and the rib of beef from Marie was cooked to

perfection by Ninja Mutant Turtles!

DAY TWO – THRILLS AND SPILLS

Glorious conditions again prevailed for the second day of racing.

Two races were held in the 17-20 knots of warm Caribbean breeze

and the two shorter, tighter courses provided some thrills and

spills for the superyacht fleet.

In the first race of the day Adela got away to a flying start,

smashing to windward before unfurling 'Big Red' and accelerating

downwind. Adela performed well, playing the current and shifts

and the crew executed some text book boat handling to score

their first win of the regatta. Unfurled sailed well to post a second

place with Inoui third. Yesterday's winner, Marama, suffered a torn

mainsail but quick crew work to reef the sail saved the day.

The last race of the day was also full of incident,

unfortunately Inoui could not compete due to gear failure but



BELOW:MARIE

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I would be pleased to recommend Ariadne Yacht Management Systems to similar future operators”Captain John Wisden (M/Y Stargate)

9 Circular Road, Douglas, Isle of Man IM1 1AF+44 7624 486 505 [email protected]

M A N A G E M E N T S I M P L I C I T Y




was back racing on Sunday. One of the Adela crew was flicked

over the side during a manoeuvre, Freya immediately offered

assistance, furling away their head sail and in a controlled gybe

went to assist the overboard situation but the Adela crew

member was safely recovered by a chase boat. Freya received

three cheers from several yachts after the race.

Gloria was in consistent form all day and stayed out of

trouble in the last race to take her first win. Marama was second

and the very consistent Unfurled in third. This is the first occasion

that Gloria has entered the Challenge and the owner and crew

were elated with the win. Gloria's bow crew are all in their

twenties and composed of as many gals as guys, the regular crew

on Gloria had been joined by sailors in Antigua, there working on

other yachts. Most of the rear guard on these yachts (critics

section) are composed of silver foxes with decades of superyacht

know-how behind them and the blend of youth and experience

produced a laugh a minute atmosphere on board.

Saturday night's entertainment was a Caribbean beach

party with a loud shirt competition. The colourful clan enjoyed a

barbecue with a traditional Antiguan dance troop to get the party

going and the dance tunes kept the tempo up right through the

night. Prizes for the loudest Caribbean shirt will be awarded at

tomorrow's Prize Giving, the smart money is, as always, on

Timoneer, a crew famed for their shirt prowess, a tradition built up

over the years under the gaze of that infamous sailor, Phil Wade!

DAY THREE – JUST TWO SECONDS

Lighter shifty conditions provided for a dramatic finale to the 4th

edition of the Superyacht Challenge. The overall winner was

decided on the last leg of the final race, and by just two seconds.


TOP:INOUI

ABOVE:UNFURLED

PREVIOUS SPREAD:MARAMA


How Unfurled nailed the pin end of the line with just a

second to spare is unbelievable. The 112 ft sloop was at full pace

and the crew knew they had a chance of overall victory after they

heard the gun. Before the final six mile beat, Unfurled was up to

fourth in pursuit of the leaders and played the current in

Rendezvous Bay to great effect to stay in touch with the bigger,

more powerful yachts to take the lead. A smart, tack bare away

set, at Nelsons and Unfurled extended the lead and managed to

hold off the chasing pack. Unfurled took the line and then had to

wait for the time correction to be factored in, the result was

astonishing. The Superyacht Challenge delivered one of the

closest finishes in the history of superyacht racing.

Gloria finished the regatta in style scoring their second

bullet to elevate the team into third overall, but only just, Gloria

was tied on points with Marie. Gloria took the podium place

ahead of Marie by virtue of two first places in the regatta.

Adela was runner up to Gloria in Race 4, assuring the

Adela team of second place overall, just a point ahead of both

Marie and Gloria. In the last race, Adela beat Unfurled by just two

seconds after time correction. Significantly if Unfurled had beaten

Adela, the 112 ft sloop would have tied for an overall victory.

However, the overall winner of the 4th edition of the Superyacht

Challenge Antigua was the 102 ft Ketch, Marama, by a single point

from Unfurled.

The Superyacht Challenge Prize Giving was held at the

Copper and Lumber Store in Nelson's Dockyard and true to the

event's traditions there was not much pomp or ceremony, just

several hundred good natured lovers of yachting getting together

for a big laugh and to congratulate each winner as they went up

to the stage.

The Superyacht Challenge Antigua has one clear objective;

to provide all the facilities to stage an ideal event for an exclusive

selection of yachts, where fair racing and good companionship are

valued above all else.

The regatta will continue with a limited entry of 15 yachts,

depending on the type of vessels. This decision was made to ensure

that the magnificent amenities available at Nelson’s Dockyard

could comfortably host the event. Furthermore the event will have

no title sponsorship, to ensure that the Superyacht Challenge

Antigua will be held for the pure enjoyment of the participants

without any conflict of interest with a third party.

2015 dates: 30th January – 2nd February

Visit: www.thesuperyachtchallenge.com


>||

ABOVE:GLORIA

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Registered in England No 3706480

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Sturge Taylor & Associates Ltd

Notebeme House, 84 High Street, Southampton SO14 2NTT: +44 (0)2380 222666 F: +44 (0)2380 051381

E: [email protected]

Authorised and Regulated by the Financial Conduct Authority

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T: +33 (0)4 93 95 22 95 F: +33 (0)4 93 95 22 00 E: [email protected]

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Professional Liabilities Charter Cancellation Charter Liabilities


HY WOULD A YACHT OWNER OR CHARTER

client want to visit Scandinavia and the Baltic? The

relative closeness of the beautiful uncrowded

cruising grounds of Scandinavia to the overcrowded cruising

grounds of the Mediterranean is a good reason, tranquillity is

beckoning! Without the crammed ports and overpriced marinas

and with spectacular natural experiences on hand, plus a number

of cultural enriched capitals lined up all within convenient cruising

distances of each other like pearls on a string, heading to

Scandinavia really is a wonderful summer cruise option. We will

focus here on Sweden, but wherever you are in the Baltic, you are

never far from one or more of Europe’s great historic cities,

Copenhagen, Tallinn, Riga or St Petersburg to name but a few.

SWEDENISLANDS, ISLANDS

AND EVEN MORE ISLANDS

BY PETER KJELLIN & JENNY RAMTZÉN

W


A suggested cruise itinerary in this region could start with

a truly breath-taking cruise through the dramatic scenery offered

by the towering fjords of Norway and then continue along the

Swedish west coast with a mixture of stops in its smaller

townships, such as Fjällbacka, famed for oyster cultivation and

oyster safaris (seeking creatures in their natural habitat) and of

course a stop to experience the Michelin star restaurants of

Gothenburg. The itinerary could also provide jet set opportunities

with a visit to the July Swedish Open tennis tournament held in

Båstad before carrying on into the Swedish Baltic archipelago.

Cruising amongst the 30,000 islands and skerries (small rocky

islands) of the Stockholm archipelago is certainly relaxing with

cultural highlights such as those available in Stockholm itself. A

cruising itinerary through Swedish waters should combine the

experience of nature in a relaxing atmosphere with the

experience of first class dining and shopping when ashore all

linked to the wonderful experience of seeing the culture on offer

in the metropolitan capitals visited.

Sweden is conveniently placed in the centre of Scandinavia. It

is the largest of the Scandinavian countries with two coastlines that

differ greatly from each other to provide a visitor with two equally

spectacular and unique experiences. The west coast, from the

Norwegian boarder down to the city of Gothenburg, is characterised

SWEDEN

LEFT: KASTELLHOLMEN

BELOW: THE UNDISTURBEDPEACE OF THE WESTCOAST ARCHIPELAGO

BOTTOM: FJÄLLBACKAARCHIPELAGO,BOHUSLÄN

by its bare, flat cliffs with little vegetation and by small picturesque

fishing villages that provide charming scenery. The west coast

archipelago commences with the northern village of Strömstad – a

postcard-pretty village of red wooden houses set on the water’s

edge of the Koster-Väderö fjord. Just off the Strömstad coast you

will find Sweden’s first marine national park, Kosterhavet, a

protected 450 sq km zone that is the home to more than 6000

different marine species, both animals and plants, including reefs of

deep-water coral, Lophelia Pertusa. The Koster-Väderö fjord is

connected to the Norwegian Trench, which is in turn connected to

the Atlantic Ocean, making the conditions in the trench almost

oceanic. This means creatures and species that would normally be

found on the continental slopes thrive here. If you are at all

interested in marine wildlife a stop to enjoy the snorkelling paths

and diving sites of this unique underwater world is not to be missed!

As you set off and make your way southward along the coast,

you will find yourself surrounded by thousands of islands and islets

coloured by smooth champagne granite rock, summer cottages,

resorts and lighthouses. This is where you will find some of Europe’s

best seafood, you can gather shellfish yourself, glide past seals in

your kayak, rent a floating sauna, soak in a seaweed bath at a spa

resort, enjoy a cocktail on the quay or climb the stairs of a lighthouse

to watch the sun as it sets into the ocean.

SWEDEN


ABOVE:MARSTRAND

RIGHT:HUTS ON THE

BEACH IN SKANÖR

OPPOSITE:KAYAKING ATLÅNGESKÄR,

BOHUSLÄN

Grebbestad, situated south of Strömstad, is one of many

typically beautiful west coast fishing towns, with a dramatic rocky

backdrop and quaint pastel-coloured wooden houses with associated

buildings, where the heart of the town is its harbour. The town is set

at the head of a channel leading into the Fjällbacka archipelago, it is

a wonderful place for walks and a place to sample the atmosphere of

a small Swedish fishing town, you could perhaps pay a visit to the

famous Everts sea cottage. The picturesque township of Fjällbacka is

a dream-like fishing village dating back to the 17th century and made

famous as a novel crime-scene setting by Swedish writer Camilla

Läckberg’s. Swedish actress Ingrid Bergman had a cottage here, a

place where she spent her summers when she visited Sweden. Here

you will have the opportunity to dine al fresco while watching sail

yachts arrive for the night as the sun sets.

Continuing south from Fjällbacka you have the option to take

your tender through the narrow, very scenic, inner passage at

Hamburgsund and on through the Sotenäs channel passing through

the shellfish capital of Sweden, Smögen, situated just off the

southern channel exit. Another pearl along the west coast, situated

somewhat further out in the archipelago is Käringön. A must-do here

is to visit the Karingo oyster bar where you can enjoy the exquisite

European flat oysters, Ostrea Edulis, taken fresh from the cultivation

beds just outside in the fjord, to do this in style you can drink

champagne in the wood-stove heated hot tub as you watch the

oysters being collected. If you want to stay overnight there is a



selection of stylish accommodation ranging from converted fishing

cottages, boathouses and lofts.

The most popular sailing resort on the coastline here is

Marstrand. Marstrand acts as the host venue for the prestigious

Match Cup Sweden event that is a part of the World Match

Racing Tour. The town is a Swedish playground for royalty and

celebrities and boasts a rich and intriguing history. Here you can

enjoy the impressive views across the archipelago from Carlsten’s

Fortress, dine in style and enjoy a vibrant nightlife.

After passing Marstrand you will finally reach the ‘capital’

of the west coast, Gothenburg. Gothenburg is Sweden’s second

largest city, and the gateway to the three striking provinces on the

west coast – Bohuslän, Dalsland and Västergötland. The city itself

is relatively small with a compact centre which makes walking

SWEDEN

VIAREGGIO

Office: +39 0584 383984Fax: +39 0584 384685

http://www.termopetroliversilia.comemail:[email protected]

55049 VIAREGGIO - ITALYVia Paolo Savi, 170

WORLDWIDE YACHT SERVICEFUEL & LUBE OIL NETWORK

YACHT MAINTENANCE SYSTEM• Cleaning of fuel, sewage and fresh water tanks,

bilges & engine rooms• GAS FREE cleaning• Fuel centrifugation• Antibacterical treatment

RIGHT:GOTHENBURG

HARBOUR AREA

BELOW:FRESH CATCH FROM

THE LOBSTER SAFARI

OPPOSITE:THE HVEN DISTILLERY

AND ITS FAMOUSWHISKY

SWEDEN

around between the different sights very easy. Here you will find a

broad spectrum of eateries, from fine dining to easy-going lunch

restaurants and cafes, and you will be able to enjoy the city’s rich

cultural life as you visit its vast selection of museums, theatres and of

course the Gothenburg Opera house that hosts many international

productions. If shopping is on the menu a visit to the main boulevard,

Kungsportsavenyn, where exclusive shopping opportunities and flagship

stores are found, is a must.

Continuing onwards south from Gothenburg you will pass an

area known as the spa and recreation centre of Sweden with its mile

long white sand beaches and mostly small townships like Varberg or

Falkenberg which are famous for their early 20th century cold water,

seaside bath houses, most of which have today been transformed into

modern spa resorts.

Laying off the coast you will find the picturesque Swedish island

of Hven, which lies close to Denmark and has its own distillery where, if

you enjoy whisky, a visit is a must. Sweden has a passion for whisky but

it has only been producing this amber nectar for a few years. The

country has only two whisky distilleries bottling at present but up to 10

others are maturing spirit for the future. Spirit of Hven has been

available for some three years now, and it is an exceptionally well made

single malt whisky. The distillery owners have a hotel, restaurant and

conference complex on the island and in addition to the distillery tour

itself you should treat yourself to a drink in the whisky bar. It is ranked

as one of Sweden's best. At any time you'll find there is a well balanced

variation of 30-50 different ales, stouts, lagers and wheat beers etc. In

2006 the bar ‘Spirit’ was voted best bar in Sweden by the

magazine Vin & Bar together with Swedish Bartenders Guild. But

it's the whisky which really makes this bar a treat. You'll find at

least 500 different single malt whiskies that are brought up from

the main warehouse which houses at least another 1000.

Somewhat further down the coast sits the jet set capital of

the west coast, at least during the middle of July when the town

of Båstad hosts the Skistar Swedish Open tennis tournament as

mentioned previously. Even further south you will find Sweden’s

third largest city, Malmö, and the township of Falsterbo, home of

the famous Falsterbo Horse show. This area has, just like Varberg

and Falkenberg, been built up around an old spa resort and is

today also a haven both for bird watchers and golfers. By cruising

past the Falsterbo cape we leave the west coast behind us and

head on into the Baltic itself and onto the Swedish east coast.

The east coast consists of islands with a slightly sharper

form and more vegetation than its west coast counterparts. The

distance between the destinations is a little bit longer and the

townships here are a lot older. A good example of this is

Karlskrona, originally a 16th century naval base, where the old

navy yard today is a UNESCO world heritage site. Another good

example is Visby on the Island of Gotland. Visby was originally

founded as a trading post in the early 12th century and is

characterised by its characteristic ring wall, built for protection,

that still surrounds the town today. Visby is often known as the

summer capital of Sweden and it is often called ‘The City of Roses’

due to the wild roses that grow prolifically here during the

warmer months.


TOP:STOCKHOLM AT NIGHT

ABOVE:VISBY

RIGHT:ONE OF MANY GREAT

SHOPPING SPOTSIN STOCKHOLM

SWEDEN

Stockholm, the capital of Sweden, is often nicknamed ‘the

Capital of Scandinavia’ or ‘Beauty on the Water’, and both are

equally true! The Stockholm archipelago is very well suited for

yacht cruising. The islands and skerries provide a unique backdrop

with sheltered bays and inlets and a visitor can easily combine a

quiet and peaceful stay onboard with going ashore to any of the

very good little restaurants located on many of the islands. Water-

sport activities are allowed everywhere in Sweden, as long as the

performance is kept at a responsible level and does not disturb

the rich archipelago wildlife. The water temperature in July is

generally around 20 degrees Celcius, but can reach as high as

25-26 degrees inside the more sheltered bays and lagoons.

Stockholm combines 17th century architecture in the ‘Old

town’, with all of the characteristics of a modern metropolitan

capital, including first class dining in no less than two 2 Michelin

star, and six 1 Michelin star restaurants, first class shopping, art

and culture. Here you can visit the world famous City hall, home

of the Nobel Prize festivities and the ABBA Museum. You can

enjoy famous Swedish art and design exhibitions at Prince Eugens

Waldermarsudde, and the famous Vasa Museum, the final resting

place of the 15th century warship ‘Wasa’.

Stockholm is spread around six separate islands, all

linked by bridges, something that provides an excellent opportunity

for those wanting to take a tender on a tour to get a view of the

city from its best side, the sea side. Two locks provide the link

between the large inner lake, ‘Malaren’ and the Baltic sea. The larger

of the locks, ‘Hammarbyslussen’ is 115 m long and 17 m wide and

provides the opportunity for boats that can fit through to visit the

inner lake with destinations such as the Gripsholm and

Drottningholm Castles – home of the Swedish Royal family, or the

Viking excavations and restorations at Birka on the island of Björkö.

During the summer months both the West and East coasts

of Sweden are absolutely bustling with life and offer vibrant hot

spots for both sailors and holidaymakers alike. With the short

nights, when it seems like the sun only dwells on the horizon for

a few hours and never really appears to set, it is easy to get lost

in the true spirit of a Swedish summer!

Contact: Peter Kjellin

T.R. Shipping Sweden AB

Tel: + 46 (0) 8 410 465 10

E-mail: [email protected]

A proud member of the AYSS

Spirit of Hven info kindly supplied by:

Dom Roskrow – www.worldwhisky.co.uk

[email protected]+34 608 531 898 +34 971 237 006www.yachtcoatingsolutions.com

prepare for the finish…

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>||

RRIVING FROM ALL POINTS OF THE

compass to attend this year’s show were

almost 100 of the world’s most luxurious,

and certainly impressive charter yachts that are

available to the market today. As has become the

norm in recent years the Burgess fleet of yachts

chartering in the Caribbean during the 2013-14

winter season made an impressive display as they

dominated the Falmouth dock, not only in numbers,

but in size. Yachts such as the 205 ft MY Baton Rouge

and its Captain Joss de Rohan Willner, the

217 ft Invictus, driven by Steve Walker, the 216 ft

MY Natita with Stephen Hilton at the helm, and

the biggest of them all MY Titania and Neil

Evans. All in all Burgess brought along

15 Superyachts with an average length of

163 ft (and a massive team of brokers),

reinforcing their claim to being the No 1

brokerage house in the world.

The longest, and in many ways most impressive

vessel here, was the Clipper Stad Amsterdam at

250 ft, a beautiful replica of ships that served the

oceans in a bygone age, available for charter to those

that prefer adding a little nostalgia to their seaborne

cruise. Of course there were many sail yachts on display,

they are here because God gave us the Caribbean and

included the wind for the sailing yachts that followed.

Amphitrite at 156 ft certainly looked impressive as did

the absolutely stunning 182 ft schooner Germania Nova

with rotational Captain Justin Holvik in charge, SY Marie

52NDANTIGUACHARTER YACHT SHOW& THE 3RD YACHTING MATTERS SUPERYACHT SOIRÉE

6TH – 12TH DECEMBER 2013

WORDS AND PHOTOGRAPHY BY COLIN SQUIRE


with Jim Livingstone on-board

shone in her all black livery as she

sat stern to the dock. There were

also yachts as small as the 50 ft

Catamaran Tell Star and 64 ft mono

hull SY Lady Mariposa with Captain

Dan Hardy, in all a great collection

of yachts of every description. An

interesting fact is that the fleet was

split almost 50/50 sail and power,

indicative to the varied attractions

of Caribbean cruising.

The Show opened on the 6th

December, Registration Day, which

combines with the Captains and

Chefs briefings in the Copper and

Lumber store. Spotting an opportunity here, a simple request to

photograph the Captains present in a perfect arena for Yachting

Matters, resulted in the quite unique group photograph as featured

at the top of this page. At day’s end a dock party was held at the

Yacht Club, hosted by local companies.

The following morning proceedings were begun, and closed,

as they were every day by the sounding of the Gun, a cannon fired

in style from the aft deck of Germania Nova. This Schooner,

managed by Hill Robinson, featured greatly during my week as on

the following Wednesday I, along with a few other chosen guests

were invited on-board for lunch. Preceding this wonderfully

conversational meal, I jokingly mentioned a trip up the mast and

before I knew it the crew appeared with a Bosun’s Chair and took

great pleasure in hoisting me aloft, in what I think must have been

record time, to photograph the Dockyard from on high. The offer to

do so again after lunch, and a few glasses of superb wine, was

sheepishly declined!

The schooner was berthed on the well conceived and

recently built ‘New Dock’ in English Harbour, possibly the only

major development here since Nelson arrived in 1784, and with its

52ND ANTIGUA CHARTER YACHT SHOW


www.superyachtchefs.comHave you joined the private networking site for

professional yacht chefs?

new link road that goes behind the Copper and Lumber Store access

by vehicle is simple. The Dock can accommodate very large yachts

comfortably, MY Leander G being a great example this year.

During the show, as has become tradition at these

Superyacht events, a Chefs competition, ‘The Concours de Chef’

was held. Co-ordinated by Afsaneh Franklin, Sarah Sebastian and

the evergreen Cpt. Jan Robinson and judged by an influential

panel consisting of celebrity chefs Chad Sarno and Mitchell

Husbands, Wilbur Edwards of Liat Airlines, Anne Vandromme-

Hood and Janine Ketterer from the sponsors Boat International, it

was hailed a great success.

THE WINNERS WERE:

Yachts up to 100 ft

1st place S/Y Aurelius with Chef Gisele Lannamann

2nd place S/Cat Skylark with Chef Cary UY

3rd place S/Cat Matau with Chef Adrian Martin

Organic table display went to: S/Cat Alethia, Audrey Harper

Yacht from 101 to 159 ft

1st place M/Y Crowned Eagle Chef Jacob Luke

2nd place M/Y Safira Chef Tracy Ireland

3rd place M/Y Lady J Chef Nathaniel Cox

Organic table display went to: M/Y Crowned Eagle, Hayley Diskin

Yachts 160 ft and up

1st place M/Y Altitude Chef Anders Pederson

2nd place M/Y Sealyon Chef David Hawkins

3rd place S/Y Marie Chef Tammy Ayers

Organic table display went to: M/Y Teleost, Kasia Jankowska

If you are a chef it is worth mentioning the new and totally

professional private website www.superyachtchefs.com, a site where

Chefs can communicate, exchange information and ideas with each

other in privacy and the new www.superyachtstewardesses.com site,

where the ladies can do the same.

The days were punctuated by incredible on-board lunches,

served to the almost 300 international brokers that attended from




around the world, as the yachts flaunted there quality and service

with experiences designed to be passed on to potential charter

guests seeking that ‘special’ yacht for their Caribbean cruise. Also

there were several ‘Informative Hours’ where companies could

stage mini lectures to all those attending. The evenings were a

fantastic mix of off the water networking parties in private villas

and Dock Hops that would extend well into the evenings as each

yacht and its crew strove to win the Andreas Liveras award for the

best party staged throughout the week.

On the last night of the show Yachting Matters magazine

staged the 3rd Captains Superyacht Soirée in aid of the local Cobbs

Cross School and The English Harbour Charity Fund which not only

cares for the School but also administers food and

medicine if needed to local children. The event could

only take place due to the incredible generosity of

the Sponsors at the foot of this page and the help of

the ACYM team in its organisation.

It was an incredible evening, as always,

beginning with a Champagne reception, followed by

a sumptuous sit down dinner, with every one of the

150 available seats filled by Captains and their

Partners. At 9.45 more invited VIP guests arrived to

fill the grounds of the historic Admirals Inn. The food

was perfect and the band played until midnight

having begun after one of the highlights, the

‘Auction’ had taken place. This was an incredible

success and added to the total raised, just

over US$28,000. Included in the auction was

a beautiful hand-made rug, donated by Tai

Ping Carpets that was won by the generous

Cpt Nick Doyle. Also to be added to the grand

total were two donations of US$1000 by

Frances David of Shoreside Services – BVI and

Björn Burkert of Pantaenius Yacht Insurance.

My heartfelt thanks go to all who attended

and donated to this worthy cause.

The following day, Sail Day, allowed

brokers to experience a day out on the water

while being pampered by the crew of their

chosen yacht. Brokers could also take a tour

of Antigua itself, visiting the many attractions

that the Island has to offer. That evening, not forgetting the

hardworking crews of the yachts that really made the event as

successful as it was, a fantastic party was held in their honour at

the Interpretation Centre on Dow’s Hill with its spectacular views

overlooking English Harbour and Falmouth.

All in all an incredible week of beautiful yachts, incredible

food, stunning parties, nonstop networking and some of the most

jaw dropping scenic sunsets ever, and best we not forget, just a

little unseasonal rain!!

The 2014 Show dates: 5th – 11th December

Visit: www.antiguayachtshow.com

The Soirée was kindly sponsored by the following companies:

>||

Marten Yacht Painting Advice Inspection

[email protected]

www.mypai.nl

M. +316 204 29 425

ADVICE

SURVEY

INSPECTION

TRA IN ING

SEM INARS

CONSULTANCY

ARB ITRATION


PT. JOHN PERCIVAL BEGAN HIS PROFESSIONAL

seagoing career when he joined Alfred Holt and Co (later

to become Blue Funnel Line) as a Deck Midshipman in

1961. In 1971 he passed his Master (Foreign Going) Certificate

gaining his first command in 1973 with Westminster Dredging. In

1977 he joined Armanco Overseas Co. as a Cargo Superintendent.

He then spent two years in Johannesburg, managing what was the

largest empty container park in the Southern Hemisphere. In the

early 80's, he joined Wirral Metropolitan Borough Council as a

Personnel Officer.

In 1996 he established the JPMA/Hoylake Sailing School

with his daughter Anna. JPMA/HSS Ltd rapidly became one of the

major training schools for the small boat industry and soon John

found himself teaching ever more candidates entering or working

their way up through the minefield of tickets required of the

modern Superyacht Industry. His company grew by word of mouth

as his alumni would pass their positive experiences of the school

to their peers.

At the time of his death he was involved in a great many

organisations, both professional and charitable, and was awarded

the Queens Diamond Jubilee Medal in 2012.

John could hold a listener spellbound and was indeed a

great talker and he loved to impart his knowledge to others. John

also liked to write and his technical articles appeared in the past

20 editions of this magazine, they will be sorely missed.

He always had a love of the sea and the school allowed him

to take to the water on many occasions, teaching onboard a vessel

was a favourite and he would often be invited by one of his past

pupils to deliver a Superyacht from one remote area of the world

to another. Should he have stayed on dry land for what he

considered too long he would talk his wife Maureen into taking a

cruise and when on it often manage to talk his way onto the bridge

and the Captain’s table.

He would attend many of the best Superyacht events and

became a legend for leading the team that brought the Red Arrows

to appear at the Monaco Show on three occasions. Notably he gave

his time tirelessly to the British Marine Federation and Superyacht

UK as he did the Professional Yachting Association where his

knowledge was considered invaluable to its many members.

John was one of the world’s finest gentlemen with many

friends, many of them with careers that he had helped personally

to mould in his own special way. If you went to JPMA/HSS Ltd you

knew the qualifications that you left with were genuinely earned.

The loss of a man who died well before his time and had so much

more he wanted to give is tragic, he will be missed by many but

his work carries on in the minds of those he taught.

ANDREW SCHOFIELD, PYA

John was an active and productive PYA Council member for 13 years as

well as an integral part of many workgroups. Our sector owes a debt

of gratitude to this maritime legend who dedicated so much of his life

to pursuing the training needs of seafarers. Those who met him could

not fail to appreciate his dedication and big-hearted attitude to life.

ALBERT LEVY, SUPERYACHT UK

John, a man for whom command was not an entitlement, but to

be earned through knowledge and effort. I met John as a member

of Superyacht UK. His voice, strong, firm and fair ensured that

the importance of training and the North West was heard

and represented. He was proud of his pupils and in Antibes had watery

eyes when he told me of passing a yacht where one of his pupils was in

command. The baton had been firmly passed. May those who

remember him remember his smile under that shock of white hair.

John was diagnosed with prostate cancer in 2008, but during the

last six months of his life John's health deteriorated causing him to

step back from the day-to-day running of JPMA/HSS and leaving

the school with its 30 staff in the capable hands of Anna.

We, along with all of those who have passed words

of sympathy to us here at the office, would like to offer our

sincerest condolences to John’s wife Maureen and his daughters

Anna Lyssa .

CPT. JOHN PERCIVAL6TH APRIL 1945 – 9TH MARCH 2014

C

>||, and Debbie

SUPPLEMENTSPRING / SUMMER 2014

Photograph: www.markoconnell.photodeck.com

YOUR VOICE– YOUR VISION

www.pya.org

The PYA’s mission is to represent the interests of Professional Yacht Personneland to encourage and maintain the highest professional standards

AUSTRALIA • CORFU • GIBRALTAR • GREECEITALY • MALTA • MONTENEGRO • NEW ZEALAND

PALMA • RHODES • SOUTH AFRICA • SPAINST MAARTEN • TURKEY • UK (THE WIRRAL)

UK ( ISLE OF WIGHT) • USA

Letter from the PresidentAndrew Schofield

The flow of legislation that impacts

the way in which crew live and work

on board yachts would appear to have

increased over the last few months.

The work of the association has

therefore increased too. Clarifications,

consultations and meetings continue

to be the order of the day.

PYA is working closely with MCA on the implementation of various

new training requirements that have arisen from MLC. One of the big subjects

at the moment is how to ensure that chefs working on yachts can obtain their

‘ships cook’ certificate. First of all there is the question of nomenclature – chefs

are not cooks. Seemingly there is not much room for manoeuvre here. Secondly,

how to ensure that those who have been successfully working as chefs onboard

yachts for many years can continue to do so. At the time of writing, MCA

promises a pragmatic approach and will shortly be issuing guidance on how this

can be achieved.

We are witnessing a phenomenal uptake on the GUEST initiative

(Guidelines for Unified Excellence Service Training). The industry standard

for the training and certification of crew who work in the interior departments

of yachts has been adopted by 23 training providers worldwide. What is more,

some 1200 certificates have been issued from PYA accredited courses. Given

that PYA only opened its doors to schools for accreditation 12 months ago this

represents a remarkable uptake by the yachting industry. Quite evidently there

was a vacuum in this area: the GUEST program is in the process of filling it.

It is certain that this industry standard will grow in scope.

Last year, PYA held its ‘Sea Changes’ seminar at the International

Hydrographic Organisation (IHO) office in Monaco. The line up of speakers

was top notch, the turn out high, support from sponsors likewise, and the

hospitality from our hosts was excellent. Thank you to all who participated and

attended! During this year’s Monaco Yacht Show, PYA has a much more

ambitious program of seminars planned. The IHO has agreed to allow the

association to host a range of seminars and networking events aimed at all the

professionals that live and work on board yachts.

I look forward to seeing you there.

Andrew Schofield

PYA SUPPLEMENT – SPRING / SUMMER 2014

the trusted leader in yachting since 1966

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131PYA SUPPLEMENT / YACHTING MATTERS & THE YACHT OWNERISSUE 26

The Professional Yachting Association (PYA) was granted formal

observer status at the International Hydrographic Organization

(IHO) in June 2013 as an accredited Non-governmental

International Organization. This allows PYA to be represented at

all IHO committee, sub-committee and working group meetings

and to attend the International Hydrographic Conference (the IHO

equivalent of the General Assembly in the UN), which is held in

Monaco every two to three years.

The PYA will provide a new and valuable input to the work of the

IHO, by representing the views of mariners that are most often operating

in the less frequented – and often amongst the most poorly charted waters

of the world, but where many are equipped with very sophisticated and

modern navigation systems. PYA now has the opportunity to comment

on the current status of the world’s nautical charting, and to contribute to

improvements in the next generation of electronic charting standards and

to the data itself, through passage sounding activities and the emerging

concept of crowd-sourcing for data at sea.

THE STATE OF SURVEYING AND CHARTING WORLDWIDE

Despite the 82 countries that belong to the IHO having a combined fleet

of about 400 hydrographic survey vessels, with additional hydrographic

launches, plus aircraft and helicopters, less than 10 percent of the world’s

seas and oceans are surveyed to modern standards. There are higher

resolution maps of the Moon and Mars than for most of the world’s sea

and ocean areas. The numbers of government owned surveying vessels

has actually declined by one-third over the last three decades. This

reduction has not been equally matched or overtaken by a compensating

increase in capacity through the use of more efficient technology or

through governments opting to use commercial surveying contractors.

THE IHO

The principle aim of the International Hydrographic Organization

(IHO) is to ensure that all the world’s seas, oceans and navigable waters

are surveyed and charted. The IHO is an intergovernmental consultative

and technical organization. It is presently made up of 82 Member States

that have acceded to the Convention on the IHO.

Each member country of the IHO is normally represented by its

national Hydrographer or the Head of the equivalent national authority

responsible for hydrographic services. The International Hydrographic

Bureau (IHB) is the Secretariat of the Organization and is governed by

a Directing Committee composed of three senior Hydrographers elected

every five years at the International Hydrographic Conference.


The International Hydrographic Organizationand the PYA By Robert Ward, President, IHO

132 YACHTING MATTERS & THE YACHT OWNER / PYA SUPPLEMENTISSUE 26

In 1921 the International Hydrographic Bureau (IHB) was

established by 24 nations and tasked to support safety of navigation and

the protection of the marine environment through the exchange of

relevant oceanographic information and data. At the invitation of HSH

Prince Albert 1st, a noted marine scientist and oceanographer of the day,

it was headquartered in Monaco, where it remains to this day. In 1970 the

member nations of the then IHB agreed an intergovernmental

Convention which changed the name and legal status of the organization

to the International Hydrographic Organization with the secretariat

retaining the title of International Hydrographic Bureau.

The IHO enjoys observer status at the United Nations and the

International Maritime Organization; where it is recognized as the

competent international authority for matters concerning hydrography

and nautical charting.

THE UN AND THE IHO

The work of the IHO is supported by a number of UN Regulations

and Assembly Resolutions, the most important of which is Regulation

9 of Chapter V of the International Convention on the Safety of Life

at Sea (SOLAS). This regulation places an obligation on coastal nations

to ensure that hydrographic services are provided in their countries,

including the delivery of Maritime Safety Information (MSI),

surveying and data collection, production of charts and nautical

publications and updating services for the maintenance for those charts

and nautical publications.

HYDROGRAPHY

Hydrography is the science of measuring and depicting the information

necessary to describe the nature and configuration of the seabed, its

geographical relationship to the adjacent land masses, and the

characteristics and the dynamics of the sea. A principal outcome of

hydrography is the publication of nautical charts as well as thematic

maps of the sea floor. Hydrography, nautical cartography, aids to

navigation and the promulgation of MSI are key factors for maritime

safety and for the protection of the marine environment. They are also

essential elements in the development of a coastal nation’s

infrastructure and economy, involving not only ports and maritime

transportation but also the exploitation of marine resources and the

protection of the marine ecology.

IHO PROGRAMMES

The main work of the IHO is divided between two work programmes, a

Technical programme and a Regional Coordination and Capacity

Building programme. Each programme is overseen by one the elected

IHB Directors and a coordinating committee made up of representatives

from IHO countries and from observer organizations.

IHO STANDARDS

The IHO has produced and maintains a number of international

standards, especially for charting, digital hydrographic data and for the

conduct of hydrographic surveys. Nautical charts have been in use,

in one form or another, for at least 400 years. For over 90 years the

IHO has worked towards standardising the specifications, symbols,

style and formats used in nautical charts and related publications.

All of the world’s nautical charts compiled by IHO Member States

follow these standards. Highly significant standardisation milestones

were the adoption of the Chart Specifications of the IHO in 1982

and the supporting digital chart standards S-57 and S-52, following

the approval by the IMO in 1997 of the performance Standard

for Electronic Chart Display and Information Systems (ECDIS).

All IHO publications and the international standards on hydrography

and marine cartography are available from the IHO Web site.

The dissemination of MSI is achieved through an

internationally coordinated service – the World-Wide Navigational

Warning Service (WWNWS). The WWNWS was jointly created by

the IMO and IHO for the promulgation of coordinated NAVAREA,



Navtex and coastal warnings of relevant MSI. There is an IHO Sub-

Committee that develops policy and guidelines on behalf of IMO to

ensure a consistent WWNWS.

In cooperation with the Fédération Internationale des Géomètres

(FIG), and the International Cartographic Association (ICA), a

comprehensive set of syllabi for teaching hydrographic surveyors and

subsequently for nautical cartographers was started in 1972. These

standards are now used by universities and teaching establishments

throughout the world. An international Advisory Board, that includes IHO

representatives, maintains the standards and oversees their application

through a course accreditation process, thereby ensuring internationally

recognized qualifications are available in the hydrographic professions.

CAPACITY BUILDING

Many countries do not yet have appropriate structures and organizations

in place to survey and chart their maritime areas or circulate the relevant

nautical information. The IHO, increasingly in cooperation with other

organizations such as the IMO and IALA, provide capacity building

support to developing nations so that they are able to provide suitable

services for the mariner and ship operators.

The IHO capacity building programme provides advisory visits

to developing countries (both IHO Member States and others) on

request. The IHO encourages the formation of bilateral, multilateral and

multinational agreements between nations and international

organizations for technical cooperation in hydrographic projects,

including the provision of vessels, equipment, joint hydrographic surveys,

training and supervisory expertise. The IHB also maintains close contact

with international funding agencies.


REGIONAL HYDROGRAPHIC COMMISSIONS

The IHO has encouraged the establishment of Regional Hydrographic

Commissions (RHCs) to coordinate hydrographic activity and

cooperation at the regional level. There are now 16 commissions covering

the world. The area covered by each commission is closely aligned with

the world’s NAVAREA limits. The RHCs are made up predominantly of

IHO Member States with interests in a particular region; together with

non-Member States from the same region. RHCs work in close harmony

with the IHO to achieve its aims and objectives at the regional level.

RHCs meet at regular intervals to enable discussion on such things as

mutual hydrographic and chart production problems, plan joint survey

operations, and harmonise charting scheme across their regions.

OCEAN MAPPING AND THE PYA

The IHO, in cooperation with the IOC, manages the ocean bathymetric

mapping project known as the General Bathymetric Chart of the Oceans

(GEBCO). GEBCO was initiated in 1903 at the instigation of Prince

Albert I of Monaco. This has resulted in the world’s most comprehensive

and mostly free collection of bathymetric data for the oceans together

with a series of maps and grids. Much of the bathymetric data in

products such as Google Ocean and Google Earth depend upon

GEBCO data.

As mentioned earlier, there is still very little comprehensive and

truly reliable depth data available for most of the world’s sea and ocean

areas. Many of the world’s charts and maps are interpolated from a sparse

set of depth soundings. As well as continuing to find ways to improve

the dataset for the oceans, the GEBCO project is now collecting data for

inshore areas, too. This is required for such things as coastal zone

management and planning, tsunami inundation prediction modelling,

and in many cases, the improvement of existing but out of date charts.

There is much work yet to be done.

In this regard, as well as the contribution that the PYA can now

make to all areas of the IHO programme, the President of the PYA is

closely involved in seeking ways in which PYA members may be able to

contribute in particular to the GEBCO effort. This could well be the

subject of another article.


OFFICE ADMINISTRATIONJeff Marsh, Jane Hardy, Andrew Schofield, all office personnel

MEMBERSHIP AND MARKETINGAlice Wring, Joey Meen, Karen Hughes

THE WAY AHEAD Andrew Schofield, Rod Hatch, Russell Lunt, David O’Brien,John Wyborn, Nick Simmons

ISO 9001 QUALITY SYSTEMS STANDARDSJeff Marsh, Jane Hardy, Andrew Schofield, all office personnel

SERVICE RECORD BOOK/CREW WORK BOOKAlison Houghton, Peter Evans, Jane Hardy, Joey Meen, Richard Le Quesne

COUNCIL FORUM MANAGEMENTSteve Thomas

WEBSITE UPKEEPKenneth Himschoot, Andrew Schofield, Alice Wring

OFFICE IT AND COMPUTER SUPPORTKenneth Himschoot

REVIEW OF INTERNAL RULES WORKGROUP Richard Le Quesne, Steve Thomas, Ian Soutar, David O’Brien

MCA ENGINEERINGJohn Wyborn, Paul Doherty, Tim Moss

FRENCH LIAISON incl. GEPY/CHAMBRE OF COMMERCE/ RYNPeter Evans, Pascal Berger, Ben Johnson

ENGLISH LIAISON/MYBA AND ISS/NAUTILUSRod Hatch, Norma Trease

LEGISLATION WORKGROUP, MCA YACHT QUALIFICATIONPANEL/STCW REVIEWJoey Meen, John Morris, John Wyborn

MLC ILO WORK GROUPRod Hatch, Russell Lunt, Cyd Mansell, Peter Evans, Chloe Collett, Laurence Reymann

CONTINUOUS PROFESSIONAL DEVELOPMENTJoey Meen, Peter Evans, John Wyborn, Sabrina O’Brien (GUEST)

REGIONAL OFFICES Joey Meen, Alice Wring

NEWSLETTER EDITORRichard Le Quesne

PYA SUPPLEMENT EDITORIAL GROUPAndrew Schofield, Alice Wring, Joey MeenProof readers: Steve Thomas, Alison Houghton

ISM, ISPSMike Lamb

EVENTS CO-ORDINATORAlice Wring

DEVELOPMENT OF YACHT TENDER COURSE Joey Meen, John Wyborn, Mike French, Henry Hillier, Graham Tindall, Nick Simmons, Jonathan Chell, Sam Clarke, Emma Baggett

Within the PYA, there are around 21 working groups who actively areresearching, discussing and influencing various topics relevant andfundamental to the future of all crew and yachting in general. Below you willfind a list the workgroup and the members involved with these workgroups.

PYA WorkGroups

>||

WHAT'S THIS ALL ABOUT?

For crew working on yachts, the big issue in 2013 was the coming

into effect of MLC 2006. Here we look at how this affects our

employment on yachts and what factors we ought to consider

when deciding whether or not to accept a particular job offer.

THE BIG DIVIDE

The coming into effect of MLC 2006 in August 2013 can be said,

without exaggeration, to have changed everything to do

with employment for those of us who work on yachts in commercial

use. MLC 2006 (The Convention) sets out the minimum terms

and conditions of employment for seafarers and these are now – or

should be – spelled out in the national legislation of all the participating

Flag States.

By contrast, those of us working on pleasure vessels – yachts not

in commercial use – are not affected by MLC 2006 and our

employment continues to be governed by the existing national laws of

the various Flag States.

EMPLOYMENT ON A COMMERCIAL YACHT

One of the main effects of the Convention will be to set the minimum

level for the employment conditions for seafarers all around the world.

However, for this to benefit them, seafarers must know their rights so

here is a summary of the main parts concerning employment matters.

For more information, the full text of the Convention can be

downloaded, free, from the IMO's website.

As stated above, the Convention sets out the minimum terms

and conditions of employment. Nothing prevents the employer from

offering better terms and conditions!

MLC 2006 AND EMPLOYMENT

Reg. 2.1 – Seafarer's Employment Agreement

Under the Convention, all of us who work on commercial yachts are

supposed to have been given a Seafarer's Employment Agreement

(SEA) to replace any previous employment contract. The SEA must

contain the following:

a) The seafarer's name, date of birth and place of birth.

b) The name and address of the ship owner (or employer).

c) Date and place of signing the SEA.

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d) The seafarer's job on board.

e) Details of the seafarer's pay including, if relevant, how it's calculated.

f) The seafarer's entitlement to paid holidays.

g) Termination arrangements. Note: The notice period for the employer

cannot be shorter than the notice period for the seafarer.

h) Health and social security benefits to be provided by the employer

i ) Repatriation details.

j) Reference to the Collective Bargaining Agreement, if any.

k) Any other particulars required by the law of the Flag State.

This regulation also requires that the seafarer be given an opportunity

to study the SEA and, if he / she wishes, seek advice before signing it.

Other important requirements of the Convention include:

Reg. 1.4) A seafarer must not be made to pay in any way for obtaining a job.

Reg. 2.2) Wages must be paid, in full, at least every month.

Reg. 2.3) Hours of work / Hours of rest must comply with international rules

and must be recorded.

Reg. 2.4) In general, all seafarers must be given at least 2.5 days of paid

holiday per month worked.

Reg. 2.5) In most circumstances, a seafarer leaving a ship must be given free

transport back to his / her home.

Reg. 4.1) In most circumstances, a seafarer must be provided with free

medical care.

Reg. 5.1.5) There must be an established on-board complaints procedure and

every seafarer must be given a copy of it when joining.

Reg. 5.2.2) Seafarers have the right to make a complaint to a shore official

and this official must follow set procedures in dealing with it.

SOCIAL SECURITY

Contrary to popular belief, the Convention does not require social

security payments to be made for all seafarers. However both the

seafarer and the ship owner must make the payments if required by

law to do so.

This is one reason why so many owners and managers are now

employing crew through special entities in places like Guernsey, where

no social security payments are required for employees who don't live

there or work there.

EMPLOYMENT ON A NON-COMMERCIAL YACHT (PLEASURE VESSEL)

The laws and regulations governing employment on yachts not in

commercial use continue to be those of the Flag State (country) where

the yacht is registered and they vary widely between countries.

It's not possible, in the space available, to look at the laws and

regulations for all the commonly found flags so I will restrict my

comments to those of what is called ‘The Red Ensign Group’ flags.

The ‘Red Ensign Group’ comprises the UK plus a number of

British colonies, dependencies and other territories of which the best

known are:- Isle of Man, Jersey, Guernsey, Gibraltar, Bermuda and the

Cayman Islands. The local administrations of these territories all

operate their own ship registries, according to local laws, but they are

under the overall control of the UK government and all follow, more or

less, the lead of the UK's maritime authority, the MCA. However it

must be understood that there are significant variations between them,

especially with regard to such things as employment laws.

An example of these variations is that UK pleasure vessels

employing crew are subject to the UK's Occupational Health & Safety

regulations whereas other Red Ensign territories have different (or,

sometimes, no) health and safety regulations for yacht crew.

CREW AGREEMENT

Under the British system, any vessel, commercial or pleasure that

employs more than four paid crew and makes voyages other than

‘coastal’ voyages, must use a ‘Crew Agreement’. This is a standardised

contract, with a history going back centuries that sets out the terms and

conditions of the crew's employment. It was originally introduced to

try and prevent exploitation of crew, who were often ill-educated (and

sometimes illiterate), by unscrupulous ship owners.

A Crew Agreement is still required on UK pleasure vessels

employing more than four crew and in varying circumstances, on those

of the other Red Ensign territories.

EMPLOYMENT CONTRACTS

It is quite common for crew on a pleasure vessel to be given an

employment contract that is separate from the Crew Agreement. This

is perfectly acceptable but the law stipulates that the terms of the Crew

Agreement will prevail if there is any conflict between the two.


One of the advantages of a separate employment contract is that

it can spell out, in greater detail than the Crew Agreement, the terms

and conditions that have been agreed.

ADVICE FOR CREW

Although, as you have seen above, MLC 2006 sets out the minimum

terms and conditions for those working on commercial vessels, it is still

necessary to discuss and agree the actual terms and conditions of your

employment before you accept the job.

By contrast, the terms and conditions offered by pleasure vessels

vary enormously, from very generous to deplorable, so it's terribly

important, especially for those who are new to the industry, that you don't

accept a job until all the terms and conditions have been spelled out and

you have compared them to what's being offered on other yachts.

Also, do not agree that any part of your salary will be held back

until the end of the season (which is illegal under MLC 2006) because this

can leave you in a very weak position if you wish to give notice and leave.

TERMS AND CONDITIONS

Whether you will be working on a commercial yacht or a pleasure vessel,

we strongly recommend that you reach an agreement with the Captain

on all of the terms and conditions of your employment before you join

the yacht. As these discussions are likely to take place during a period

of some stress and the Captain may be pressing you to sign on quickly,

it is sensible to have a little checklist to ensure you don't miss anything.

The topics that need to be discussed and agreed should include:

Your position on board and the duties this entails?

The duration of the employment: indefinite or for a fixed period?

The salary (amount and currency) and any bonuses such as a 13th month?

How will the salary be paid?

Your entitlement to paid holidays and to free travel for holiday purposes?

Duration of the trial period and the notice to be given during the trial period?

Notice to be given after the trial period?

The date and place of joining and who pays for your travel to get there?

The repatriation destination and who pays for your travel to get back there

from the yacht?

Normal working hours? Saturday working?

How are tips handled?

Will time off be given for outside training? Will it be paid or unpaid? Will the

training be paid?

What medical cover is provided? Does it cover you when not working? Does it

have any restrictions?

If you're a smoker, the rules about smoking on board?

If you're a drinker, the rules about drinking on board?

Having reached an agreement, it's wise to make a record of what has

been agreed. The simplest way to do this is to ask the Captain to send

you an e-mail containing the job offer stating the agreed terms and

conditions. Many Captains do this anyhow, as part of their crew

recruitment procedure.

IF THINGS ARE NOT GOING WELL

Almost everyone, sooner or later, finds themselves in a situation where,

for one reason or another, they are not happy with their job. When this

happens, the first thing to do is to grab a period of quiet time to figure

out exactly what the problem is and to look at all the possible ways of

putting it right.

If you think the cause of the problem is something that can be

put right you should ask for a private meeting with your Head of

Department (or, on smaller yachts, the Captain) and discuss whatever

it is that's troubling you. If your HoD is part of the problem, you should

go direct to the Captain.

When doing this, you should keep a positive attitude and try to

work with your superior to find a solution that is good for you and good

for the yacht.

If this does not lead to a satisfactory outcome and you feel that

you are being badly treated, you can make an official complaint. On

commercial yachts you should have been given a copy of the

complaints procedure when you joined. Many pleasure vessels,

especially the larger ones, also have a formal complaints procedure.

Remember that you have the right to have a friend accompany

you when making a complaint.



Whether or not there is a formal procedure, the superior to

whom you are making the complaint should meet you in private, should

make a written record of your complaint and of what he / she has

decided to do about it and should give you a copy of this record.

It is important that, when making a complaint, you keep calm

and maintain a professional approach, sticking to the facts and not

making any allegations that you cannot substantiate.

On a commercial vessel, if you are not satisfied with the outcome

of your formal complaint, you have the right under MLC 2006 to take

it to the shoreside management and, ultimately, to a Port State Control

inspector or a Flag State representative. On a pleasure vessel you may

have the right to take your complaint to shoreside management.

IF YOU WANT TO LEAVE

As explained above, your terms and conditions of employment should

include specific arrangements for ending your employment. In most

cases, notice of one month is required but longer notice periods are

sometimes used for senior crew. Always give notice in writing, even if

you have first done so verbally.

Regardless of the contractual notice period, it's desirable to give

as much notice as possible so as to make the task of finding your

replacement easier for the Captain and so increase the chances of

getting a good reference.

Do not, except under the most extreme circumstances, quit

without giving notice. Not only does this put you in breach of contract

and so possibly liable for expenses incurred in replacing you but it will

be a blot on your record and may make finding a job harder in the future.

When the time comes to leave the yacht you may be asked to

sign a document setting out the financial details (salary owed, accrued

holiday pay, etc.) of your departure.

Remember to ask the Captain or the Mate to make an entry in

your Discharge Book and to give you a Certificate of Discharge - which

is often in the form of a Sea Service Certificate, on the PYA's template.

They can refuse to give you a reference but they must give you a

Certificate of Discharge if you ask for it.

IF YOU ARE FIRED

In reality, there is no job protection in yachting and anyone can be fired

at any time, without reason.

Your SEA or Crew Agreement will have in it a list of serious

faults that can lead to instant dismissal but it's very unusual, in yachting,

for these to be invoked. Much more common is for the Captain to tell

you that you are to be fired for some more trivial reason - but he does

not have to give you a reason.

Commercial yachts and larger pleasure vessels will have a

set disciplinary procedure with a series of formal warnings before you

are dismissed.

In theory you can be asked to work out the contractual notice

period but this rarely happens because it's uncomfortable for everyone

to have to live and work with a colleague who has been fired. Much

more common is for the Captain to offer you a ‘payment in lieu of

notice’ and a prompt departure from the yacht.

If fired, you should insist on being provided with transport back

to the agreed repatriation destination.

If fired, you are entitled to ask to be paid in full on the day

you leave but, if you have confidence in the Captain, you can, instead,

accept a written undertaking that you will be paid a stated amount by

a stated date.

As above, ask for your Discharge Book to be completed and for

a Certificate of Discharge.

Once off the yacht, don't bad-mouth the owner, the yacht or the

crew because it makes you look unprofessional and could rebound on

you in the future.

IN CONCLUSION

Employment on yachts has, sadly, moved a long way from the old

formula of ‘I work and in return you feed me, house me and pay me’

and it is now becoming a minefield of laws and regulations.

I hope this summary will give you, a working seafarer, a broad

understanding of what's now involved when you take a job on a yacht.

Finally, always remember that the PYA is there to answer your

questions and to help, if we can, when you get into difficulties.

NOTE – a copy of this article can be downloaded from the PYA's website at

www.pya.org



>||


Operations on board yachts are usually well covered; being closely

monitored under the watchful eye of the master. However, with

tenders operating both in close proximity to and away from the

mother ship at times, it is could be easy for them to be both ‘out of

sight and out of mind’.

There have been a number of serious accidents involving tenders

over the years. Below are some basic safety tips for tender operators.

ALWAYS WEAR A KILL CORD

Working at heights with more than a 2 m fall on a yacht requires wearing

a safety harness with a lifeline secured above the work position. Even

though most people will never fall, a serious injury could occur if they did.

In a similar way, it is highly unlikely that anyone will fall out of an

open tender, but if they did the impact could be devastating. The driver

should always attach the kill cord to their leg (this keeps it clear of steering

and throttle mechanisms). The kill cord when correctly worn will stop the

engine if the driver becomes dislodged from the helm position.

LIFEJACKETS

Lifejackets are always an option, and should be considered if conditions

dictate. If your passengers are not wearing lifejackets, you must take

appropriate actions to ensure the vessel is loaded and driven in such a

way as to mitigate the chance of dislodging them from their seat.

Your passengers will look to you as their lead on safety. If you

wear one, they are much more likely to do so.

KEEP A GOOD LOOK OUT

Ensure the driver of the boat keeps a proper lookout at all times. When

towing anyone on water skis, wake-boards or inflatable toys, always have

a spotter in the boat to monitor the people being towed.

SEATING

All tenders are a compromise – at one moment they are used for towing

the guests on a ringo, at another for a sunbathing platform at anchor in

a secluded bay, and more often than not it is used to ferry guests from

the quayside to the mothership. When driving the tender, think about

what it is being used for, and consider carefully the available seating.

Given the magnified forces at work in the bow, the sunbathing cushions

in the bow will certainly not offer postural stability and protect guests

from potential back injuries or possible ejection. As drivers we must

moderate our helming to suit the conditions and the available seating

for our passengers.

SPEED AND COMMUNICATION

Speed should be matched to the conditions – in rougher conditions and

areas of high traffic, slow down, it will not only keep everyone much

drier, it will be more comfortable. Keep everyone in the loop by warning

passengers and crew prior to making any manoeuvres at speed or

approaching rough water or wash from other vessels.

KNOW YOUR LIMITS

Keep within the law and your boat’s limits. Be honest with yourself and

get the necessary training to help you stay safe.

This list represents a number of strategies for safe tender operations;

it is by no means exhaustive and does not substitute the requirement for

practical training and on-board familiarisation for new crew.

Six steps to keepingguests and crewsafe during tenderoperationsBy Rachel AndrewsRYA Chief Instructor Motor Cruising and Power


>||


We would like to extend a huge thank you to all those who have

contributed to the recent research and studies that the PYA have

actively been leading on regarding the current and potential

‘tender training and best practices’ available for junior level crew.

We had a healthy response to the survey we sent out at the end of last

summer, with 543 participants, all of whom are actively working with

tenders onboard, at different levels. We also had a multitude of

emails and correspondence, sparked by this survey, all of which have

been read and considered as part of the statistics.

This survey has given us vital information to work with, and includes the

following relevant topics:

Who drives the tender and when

Who drives the tender with guests on

The utilisation of kill cords

If and when lifejackets are worn

How much onboard training crew get when they first join a vessel,

i.e. craft specific training

Whether or not the yacht has an SOP for tender use

The huge variety of tenders being used onboard yachts

How many crew have a qualification to drive the tender

What qualification they deem adequate

The survey also solicited opinion from all those who participated,

on the subject of whether the formal training available is sufficient to

meet the needs of what is required onboard.

The survey indicated that 51.9% of respondents did not feel that

the current training available is sufficient. 31.7% say that they never

wear lifejackets, 5% say they do wear them at night. 46.2% say that

guests don’t wear lifejackets…. (the full survey analysis to is available to

members on the PYA website).

With the startling statistics in the number of tender driving

fatalities in our sector (we have been told the latest count is 11) added

to the number of comments over the years from our members on the

subject of the rise in numbers of yachts, tenders getting bigger and more

powerful, waters getting busier (anyone who was at Monaco Yacht

Show this last year will know what I am talking about!), is it any wonder

that the PYA’s concerns have grown? It is clear that the training needs

have outgrown what is currently available.

Superyacht tender operation is a far cry from most normal tender

duty and/or ‘pleasure’ activities, for which there is a whole

host of bespoke training available. Our superyacht tender operator is

having to cater to an assortment of fundamentally different

circumstances; including handling the large varieties of crafts and

engines available (such as the very powerful custom built inboard engine

tenders up to 35f and the Contender’s & Intrepid’s without board

engines from 2 x 250hp to 3 x 350hp etc). They have to be able to easily

cope with the pressures of managing high-end guests and the

complexities could include dealing with inebriated folk after long lunches

as well as the huge range of water sports activities they enjoy; as well as

being able to handle the tender and the guests in busy, unfamiliar and

often testing waters in prevailing conditions, to name but a few…

The survey concludes that the tender drivers we all put our lives

in the hands of need to be ‘masters’ on many levels pertaining to

tender operations.

Surely it is every crew member’s right to expect that the training

provided should be both complete and relevant to the activities they

are expected to be proficient in. (That obviously extends to all the yacht

departments!)

2014 will see PYA focus on this subject, and working alongside

the MCA and RYA on the issues of formal training & best practices,

we hope that, with you, we can work together to create a solution to our

objective on available training for junior level crew as well as guidelines

to onboard mentoring.

PYA – CONTINUOUS PROFESSIONAL DEVELOPMENT

– TAKING AN ACTIVE INTEREST IN YOUR TRAINING NEEDS.


PYA Tender Survey UpdateBy Joey Meen – Director of Training & Certification for PYA

>||


PYA Member ProfileCorina GrayChief StewardessHOW DID YOU GET INTO YACHTING?

I was living in Scotland on a Working Holiday Visa which was about to

expire. As expected after 2 years of the cold I was keen for the sun. My

friend’s brother was working on yachts in Palma and it seemed like a

fun way to spend the summer; 13 years later I’m still in the Med!

HAVE YOU ALWAYS HAD A LOVE OF THE SEA?

Absolutely, I think that growing up in New Zealand it’s hard not to love the

ocean. I love the mountains too but can’t give up being out on the water.

WHAT ARE THE MOST DIFFICULT CHALLENGES YOU HAVE

OVERCOME?

As a female working in a male dominated industry you have to grow a

thick skin against all the comments made regarding females and interior

crew. When I first started working on yachts it was a very different

industry, things have changed for the better, yet it’s still fickle and can

lack job security. Creating a medium between work and maintaining

contact with friends and family is a constant balancing act yet is

definitely worth the effort.

WHAT ARE THE HIGHLIGHTS OF YOUR CAREER?

Working in NZ during the 2003 Americas Cup Challenge (shame we

lost) and world cruising.

WHAT IS YOUR FAVOURITE CRUISING GROUND AND WHY?

It’s between SE Asia and the Pacific. For out of the way wild beauty,

Southern Chile is awe inspiring.

HOW DO YOU UNWIND AFTER A SEASON?

I love to explore and seek the antithesis of yachting luxury. My holidays

tend towards canoeing down the Amazon and horse riding in the

Mongolian Steppe.

WHY DID YOU CHOOSE TO GO DOWN THE ROUTE OF PYA GUEST

CERTIFICATION?

We are professionals attending to other people’s luxury lifestyles and it

seems only natural to gain qualifications commensurate with those skills.

Interior crew are integral members of ISPS and ISM emergency

procedures on board and let’s face it, our guests are not eating burgers

bought from the McDonald’s Drive Thru.

WHERE DO YOU SEE YOUR CAREER EVOLVING OVER THE NEXT

FEW YEARS?

I would eventually like to be a purser, as such my focus is towards

gaining the necessary experience and skills to arrive at that level.

WHERE WOULD YOU LIKE TO BE IN 5 YEARS TIME?

Working rotation on my dream yacht.


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11TH SEPT 2013 YACHTING IN MALTA SUPER YACHT

SEMINAR – GRAND HOTEL EXCELSIOR |

MALTA

In collaboration with Transport Malta and ISS,

Yachting Malta held its third Superyacht seminar.

(2009, 2011 & 2013). With its continued mission

to take forward super yachting in Malta, this was

a successful and lively event, where PYA had the

chance to talk about the changes in training, the

PYA interior GUEST Program and what the

PYA can offer yacht crew now and for the future.

PYA has set up a subsidiary branch, Malta PYA,

based at the Grand Harbour Marina in order to

work with TM and better support local nationals

and crew onboard Maltese flagged vessels.

Attended by Joey Meen

25TH SEPT MEETING OF THE ASSOCIATIONS

INTERNATIONAL WINE TASTING –

YACHT CLUB OF MONACO

PYA and The International Superyacht Society

hosted one of the Monaco Yacht Show’s greatest

opportunities to network and enjoy food and wine

in a most breathtaking environment. Attended by

over 250 PYA and ISS members, this year’s

supporters included some of the most

recognizable brands in the large yacht industry:

BlackStar, DuPont, Global Marine

Communications (GMC), Port Vell Marina and

Trogir Shipyard. PYA and ISS welcomed back

SO.SE.MA and Shore Solutions as committed

supporters of the event.

25TH – 28TH SEPT MONACO YACHT SHOW & PYA SEA

CHANGES FORUM 2013 – MONACO

The PYA Sea Changes Forum was held at

the International Hydrographic Organisation,

during the Monaco Yacht show, with the support

of MYBA - The Worldwide Yachting Association,

Sturge International Services, Bluewater Yachting,

Edmiston Yacht Management, JPMA/Hoylake

Sailing School, Porto Adriano, Crew Asia and

Hug Engineering. This was a huge success

and was very well attended by captains, crew

and other representatives from the yachting

industry. Presentations from the Paris MoU,

MCA, the IHO, Transport Malta, and PYA. A full

report of the meeting is published in this issue of

the PYA Supplement.

1ST OCT YACHT QUALIFYING PANEL MEETING

(YQP) – MCA | SOUTHAMPTON | UK

The PYA attended the annual YQP meeting

hosted at MCA HQ, attended by all the yacht

training providers worldwide, to discuss current

yacht training issues, course syllabus, exam results

and new exam procedures and new courses under

MCA & STCW amendments. This is the annual

chance to put the opinions of yacht crew on the

table for discussion on these subjects.


2ND OCT PRE-YACHT QUALIFYING PANEL – UKSA| UK

A pre-meeting to the YQP at MCA, this was

a chance for all training providers worldwide

to discuss all aspects of training, including

PYA Activity Report Autumn & Winter 2013/14The following is a list of external meetings the PYA has attended on behalf of its members. This activity report lists meetingsthroughout Autumn and Winter 2013. A brief explanation has been included to illustrate the relevance of these meetings. For full reports go to www.pya.org



www.superyachtcaptains.comHave you joined the private networking site for

professional yacht captains?

non-MCA courses. Also, to openly discuss and

share progress within the MCA qualifications

structures and to find a united front to the

discussions at the YQP.


3RD NOV PYA GUEST SEMINAR AT FORT LAUDERDALE

INTERNATIONAL BOAT SHOW

The PYA hosted a GUEST seminar at the Bimini

Boatyard and Grill restaurant, focusing on Interior

Crew Training and Certification, and for PYA to

gain feedback from crew with regards to the

programme. The event was sponsored by Title

Sponsor, Marina Port Vell, and was hosted with

the support of PYA Regional Office International

Crew Training.


19TH NOV METS | GLOBAL SUPERYACHT FORUM

Attended by Andrew Schofield and John Wyborn

27TH NOV PYA ANNUAL GENERAL MEETING

– SALLE DU 8 MAI, ANTIBES, FRANCE

Reports from the President and Treasurer were

presented along with election and re-election of

council members. The AGM was followed by a

general question and answer discussion. PYA's

accounts for 2012 are available in the member’s

portal for members to review.

13TH DEC PYA CHRISTMAS BALL – CARLTON

INTERCONTINENTAL HOTEL, CANNES

Attended by crew and yachting professionals

from all four corners of the globe, the evening

offered guests a chance to relax, dance, and win

some fantastic prizes with fellow crew,

colleagues, and family. Many thanks to Title

sponsor Burgess Crew Services Guernsey, and

sponsors Marina Port Vell, Peter Insull's Crew

Agency, Other Angle Yachting, SoSeMa Shore

Crew, and Hug Engineering.

5TH FEB 2014 IAMI SMALL CRAFT SUB GROUP

– WARSASH, UK

The PYA was invited to attend this meeting in an

observer status. This meeting is primarily to

discuss topics relevant to all small craft sectors

including super yachts. (Mainstream craft -

limited). To discuss exam procedures, changes to

OOW syllabus, Celestial exams and tender courses.

Attended by Joey Meen and John Wyborn

Upcoming PYA EventsSpring 2014

25TH APR SPRING SEA CHANGES SEMINAR

– ROYAL HOTEL, ANTIBES

The PYA will be hosting a day of seminars on topics

relevant to interior, engineering, and deck crew. In

addition, the first PYA Sea Changes Seminar of

2014 will host guest speakers Captain Roger

Towner, Registrar General of Shipping & Seamen

and Chief Examiner at the MCA, and Richard Falk,

Training Manager & Chief Examiner at the RYA.

They will present the latest changes being

introduced to yachting legislation. Open to all crew.

Contact PYA for further details and to register.

29TH APR – MYBA CHARTER SHOW – GENOA, ITALY

1ST MAY Joey Meen and Alice Wring will be available for

meetings at the MYBA Charter Show.

30TH MAY 13TH PYA GOLF TOURNAMENT – GOLF DE

LA GRANDE BASTIDE, OPIO, FRANCE


www.superyachtstewardesses.comHave you joined the private networking site for

professional yacht stewardesses?



I was sitting on a tender with a South African friend who was

taking me back to the yacht I was employed on at the time. We

were at anchor, awaiting the Dock Express to Fort Lauderdale.

That was the day I first put my dream into words… I told my

friend that I was going to open a Steward/ess training school in

South Africa after I finished my career on yachts.

I always explain to friends and family that yachting is an

addiction and it took me about two years after leaving before I could

finally say: ‘I will not return to yachting again’. Some of you might

accuse me of being slightly hypocritical, because I did not entirely leave

the industry when I opened a Yacht Steward/ess school, but adjusting

to life back home is full of every day challenges; no matter what you set

out to do – paying bills (what do you mean I have to buy my own

toiletries, food, medical insurance and work uniform?), having to drive

to work, not earning the same lucrative salary, not being able to buy

everything I desire due to new financial responsibilities, missing the

adrenaline rush just before a busy charter season, reacquainting your

family and friends after being away for many years, not being

surrounded by people 24 hours a day – and just the all-in-all normality

of everyone and everything around you.

Leaving theindustry: life afteryachting for interior crew By Isobel OdendaalHow a PYA GUEST Training Provider wentfrom sea to shore


PYA GUEST INTRODUCTIONCOURSE: WHAT IS YOUR MISSION?Before you leave yachting, it is very important to establish a

goal, a vision and a mission.

Mission: A personal mission statement provides clarity and gives

you a sense of purpose. It defines who you are and how you will

achieve success in your new career.

Vision: Create or revise the personal vision you have for your life

and career after yachting. A compelling vision can help you succeed,

be more satisfied with your life, and get the most out of your

mentoring relationships. It is vital that you craft your own personal

vision for your life and career. A powerful vision can help you succeed

far beyond where you’d be without one. That vision can propel you

and inspire those around you to reach their own dreams. In a

nutshell, your personal vision is what you want to be, do, feel, think,

own, associate with, and impact by some date in the future. Your

vision is the means of successfully achieving your mission

Goal: A personal goal statement is a specific plan of action a

person plans to take in one or more areas of their life. Every goal

statement must start with a clearly written goal. That goal must

address an actionable and measurable change that you want to

make. The more specific and measurable your goals are, the easier

they tend to be to achieve.

Plan of Action: A personal goal statement must have a clear plan

of action. The point of a personal goal statement is to evaluate

and transform areas of your life so it matches your potential. For

many, this equates taking ‘stock’ of your life and then writing

down troubled areas and assigning solutions to correct them.

Personal goal statements can be written down and updated at

regular intervals (maybe once every 3 months). Evaluate what

actions have been taken and how effective they have been.

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It is very important when you start planning your life and career

after yachts that you have a clear vision of what it is you want to set out

doing after you leave. We all know crew who left for a year or two and

ended up going back to yachting, because they simply could not/would

not adjust on land or could not find a suitable land job.

So apart from auditioning for a role on ‘Below Deck’ – what will

life after yachts offer?

Leaving the industry to start your own business is about

identifying a niche market, seeing a need for a certain business,

deciding that it is something that you will enjoy doing, doing

feasibility research beforehand, establishing a demand for this service

you intend on providing, getting a business plan in place, and assessing

financial demands of starting your business. A detailed business plan is

of utmost importance.

Perhaps you do not want to start your own business – perhaps

you want to find employment at an existing company? The crucial

aspect would be to compile an excellent, descriptive Curriculum Vitae

explaining a Steward/ess’ job as thoroughly and correctly as possible.

One of the most challenging aspects after leaving yachts was

putting my skills into a CV that ‘land-based’ companies could understand.

I spent days converting my trusty old yacht CV into a professional

document – best describing my abilities, aptitude and experience.

People often ask me how and why I started the business – a lot

of it was planning, extremely hard work, taking a huge chance, but also

with a bit of luck. The right place and the right time.

When asked ‘What is the biggest reason you don’t leave right

now, come home, and start the school?’ my answer was an honest,

direct: FEAR of failure, FEAR of being unsuccessful, FEAR of leaving

the safe, comfortable world of yachting.

One of the most important aspects when you feel you are ready

to leave, is a clear and realistic vision, mission and goal and sticking to

it. Arriving and settling in the country you want to settle in without any

kind of plan in your mind will send you back to the nearest airport and

registering with Crew Agencies in no time.

How did I survive the adjustment? Motivation and

stubbornness! Going back into the industry after leaving was not an

option for me. My pride was preventing me from going back and

admitting that I was a failure at what I set out to do after yachting and

go back with my tail between my legs.

Find something that makes it worthwhile for you to stay out of

the industry once you have left – a husband/wife/partner, your family,

whatever makes you happy – having a detailed and clear escape plan

and enough money to sustain yourself.

There is no easy break – it takes hard work, constant planning,

willingness to change/adapt, to grow, to learn, to experiment and above

all – taking chances – every day.

Decide how much time you want to spend on realising

your dream. Know one thing – if you are going to start your own

business, expect to work just as hard, or even harder than on yachts

on making it come to fruition, constantly growing it and above all,

losing a lot of sleep over it (sometimes dreaming up new concepts and

marketing ideas and other times having nightmares about the yearly

financial statements!)

ENTERING THE PYA GUEST PROGRAMME

During my 10 year career on super yachts, I saw the industry

progressing and growing into a more professional career, not just

a seasonal or temporary summer job. As a Stewardess who

was constantly trying to better myself, I always felt there was a

great need for a career progression path for Steward/esses, just

like there was for deck crew. I had to be quite creative when it came

to training, and even did a Quickbooks course in New York once just

to make myself eligible to become a Purser. There simply was no

formal training programme in place for Steward/esses. I felt that

we were the ‘black sheep’ of the industry – no one really cared

about putting a formal programme in place for us, whilst continuously

developing serious career and training opportunities for deck crew

and engineers.

A few years after opening the school, a very good Captain friend

of mine suggested I accredit our school’s Steward/ess programme with

the PYA. He had heard a lot about the possibility of the GUEST

programme being developed and I was ecstatic. Exactly what I

wanted – a credible yachting accreditation for the already popular

Steward/ess training programme we were offering – which meant they

could finally get some recognition for their training and experience.

In my opinion, the most exciting part of the GUEST initiative

is that finally, Steward/esses have a clear way forward if they are serious

about the industry and if they have the desire to grow and progress

into well-trained, well-informed, professional career crew members,

adding value to any yacht they work on. Something I longed for and

believed in for so many years.

It was only two years after initially contacting the PYA that the

GUEST programme was launched, but I watched its progression very

closely and with great interest. Despite being geographically removed

from the development of the programme, I tried to participate as much

through Skype sessions and workgroups and numerous emails to Joey

Meen, PYA GUEST training Director.

I am probably one of the GUEST programme’s biggest

supporters, simply because I understand the frustrations of wanting to

become more professional and participate in valuable and career

orientated courses. I know there are many dedicated Steward/esses out

there, serious about their education, being ultimate professionals and

focused on fair and deserved progression – and finally there is a clear

route to follow.

It is an unbelievably satisfying feeling to be part of a young

student’s career – from the very first enquiry email, to getting to know



them during their training, to getting that email, full of anticipation and

excitement: ‘I have my first job and I am loving life!’

As with most new things, there are certainly challenges facing the

GUEST programme – one of the biggest being the huge task of educating

the existing crew members, crew agents, captains, owners and larger yacht

industry about its benefits. It will certainly take time for people to realise its

benefits, which include less damage to yachts due to improperly trained

Steward/esses, higher levels of service to guests, a higher level of disciplined,

responsible and professional new crew entering the industry, a shallower

learning curve on board, less required training and supervision of new crew,

recognition for experience and training of Steward/esses already in the

industry in the form of a central system for keeping all your records

(certificates issued are registered on the PYA’s database), issuing of CoC’s

for experienced Steward/esses.

HOW CAN THE PYA BENEFIT YOU WHEN YOU LEAVE THE INDUSTRY?

The PYA provides a central database where training and experience is

logged, which will be substantial, concrete and detailed proof or your

experience and training to any parties looking to employ you on land.

‘SUCCESS FOLLOWS DOING WHAT YOU WANT (AND LOVE) TO DO.

THERE IS NO OTHER WAY TO BE SUCCESSFUL’ MALCOLM FORBES

WHAT HAVE I LEARNT ABOUTOWNING MY OWN BUSINESS?• It takes HARD work and exceptional discipline and

dedication

• Planning and more planning

• Flexibility in all situations and adapting to ever-changingfinancial markets

• Creativity

• Set goals – financial and others

• Spend a lot of money on a professional website andmarketing

• Social media – crucial for marketing and promotional ideas

• Ignore negative people who tell you it is not possible.Believe in your experience and abilities

• Diplomacy and patience

• A good reputation and always striving to better it

• Client service first and foremost

• Less money available – for the first few years, most of yourprofit will go back into the business

• Loving what you do

• Integrity and passion

• Do not expect instant gratification and results

• Less holiday time!

• Peak hour traffic isn’t for the faint hearted!

Another successful evening took place at the Carlton

Intercontinental Hotel in Cannes on Friday 13th December,

attended by PYA members, their colleagues, and their families.

The raffle made many happy guests with a fantastic selection of

luxury prizes, including an overnight stay with spa treatments

and dinner for 2 at a 5-star luxury hotel donated by MYBA - The

Worldwide Yachting Organisation.

Many thanks to the sponsors of this event: title sponsor

Burgess Crew Services Guernsey, and sponsors Marina Port Vell,

Peter Insull's Crew Agency, Other Angle Yachting, Hug

Engineering, and So.Se.Ma Shore Crew

The PYA Christmas Ball


>||


INTRODUCTION

This is a summary of the five presentations made at the Professional

Yachting Association's ‘Sea Changes’ seminar on Thursday 26th

September 2013.

The seminar took place at the headquarters of the International

Hydrographic Organisation in Monaco. The speakers included:-

Mr. David Wyatt

– Assistant Director at the International Hydrographic Organisation

Hon. Edward Zammit Lewis

– Parliamentary Secretary for Competitiveness and Economic Growth,

Government of Malta

Mr. Richard Schiferli

– Secretary General, Paris MoU

Capt. Roger Towner

– Registrar General of Shipping and Seamen & MCA Chief Examiner,

UK Government

Ms. Joey Meen

– Director of Training, Professional Yachting Association

MR. DAVID WYATT

Mr. Wyatt started by welcoming the Professional Yachting Association

as the latest observer member of the IHO.

He then went on to summarise the history and role of the IHO,

explaining that it's function is to promote the safety of navigation and

the protection of the marine environment. He said it has 81 full

members with eight applications for membership pending.

He followed this by remarking that less than 10 per cent of the

world's seas have been surveyed to modern standards and that we

currently have better maps of the moon and Mars than we do of the sea

bed. He went on to explain that the digital data generated by modern

surveys is stored at a special centre, operated by the US government, at

Boulder, Colorado.

He then described a new project of the IHO to use ‘crowd

sourcing’ as a means of gathering extra depth information from vessels

such as yachts, saying that this could be of particular value in shallower

seas where there is little commercial incentive for governments to carry

out official surveys.

He said that, under the IHO's plan, suitable equipped

vessels would collect and store data (primarily position and depth data)

and then upload it to the centre at Boulder. This data would then

be made available for use by participating vessels seeking more

detailed information than that available from official charts. He

explained that there is no plan at present to incorporate data gathered

under this project into official charts because of issues relating to

validation of the data.

He finished by saying that the concept for this project has been

approved and the IHO is now seeking volunteers to run a test

programme in 2014 with a view to presenting the project for approval

by the IHO's members at their meeting in the autumn of 2014.

THE HON. EDWARD ZAMMIT LEWIS

Mr. Zammit Lewis opened by explaining how Malta's shift from

an economy based on low-cost manufacturing to one based on

services includes the desire to become a leading maritime centre and

has already resulted in Malta having the largest fleet in Europe. He said

this is the result of several factors including political stability, EU

membership, a favourable fiscal regime, a well-respected flag and an

efficient administration.

He said that his government sees advantages in extending this to

the superyacht sector and is developing policies to attract superyachts

to the Maltese flag and high-net-worth individuals to Malta. As a part

of this, Transport Malta has entered into a cooperation agreement with

the Professional Yachting Association and has recognised the Malta

branch of the PYA as the official representative of crew working on

Maltese yachts.

Sea ChangesSeminar 2013 – a summaryBy Capt. Richard Le Quesne


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Chemin de la Romaine, 06410 BIOT 47 Ave Maurice Chevalier 06150 CANNEStel. +33 (0)4 93 65 62 57 fax. +33 (0)4 93 65 62 56 mob. +33 (0)6 27 48 67 18

email. [email protected] web. www.squarefootselfstorage.com


PYA SUPPLEMENT – SPRING / SUMMER 2014PYA SUPPLEMENT – SPRING / SUMMER 2014

Mr. Zammit Lewis then went on to talk about the importance

of investing in training and said that the administration is looking

nto the possibility of setting up a Maritime Academy. He also

mentioned that elements of the PYA's programme for training

interior crew (ICTC) have been adopted for training hospitality workers

in Malta.

He again emphasised the importance to shipping of having an

administration that can respond quickly and effectively to their demands.

Mr Zammit Lewis finished by saying that Malta is now

well positioned as a base for maritime activities, including superyacht

operations, and that the government will continue its efforts to develop

this sector.

MR. RICHARD SCHIFERLI

Mr. Schiferli opened by referring to the confusion that had been

caused by the Paris MoU's guidance with regard to Port State Control of

yachts in commercial use, saying that he hopes this had now been

satisfactorily settled by the creation of a separate category for yachts in

Thetis and the issue of revised guidance. In passing, he mentioned that just

recently he had noticed the first detention of a commercially-operated yacht.

He then gave an overview of the hierarchy of responsibility for

safety aboard ships with the owner/operator having primary

responsibility, backed up by flag, class and other special interests such as

underwriters and with Port State Control as the ‘safety net’.

With regard to yachts, Mr. Schiferli explained in detail how Port

Sate Control applies to yachts in commercial use but not pleasure vessels

and outlined three possible scenarios:

• A yacht used as a pleasure vessel on a permanent basis is exempt from PSC

(although it may be inspected for compliance with local laws and regulations).

• A yacht used permanently as a commercial vessel is subject to PSC at all times.

• A yacht used occasionally as a commercial vessel may be subject to PSC.

With regard to this third category, he went on to outline the criteria a

PSC inspector will use to decide if the yacht is subject to PSC or not. He

said the Master will be asked to produce evidence of the yacht's current

status and this evidence could include:

• The Certificate of Registry

• The holding of an International Load Line Certificate

• The holding of other certificates listed in Annex 10 of the Paris MoU.

The Port State may also consult Flag about the yacht's status.

Mr. Schiferli went on to explain an important change for yachts, saying

that, under the new system, a yacht in the Priority 2 category for

inspection may request a PSC inspection at a convenient time and place

and thus avoid the inconvenience of an unexpected inspection.

Following this, Mr. Schiferli went on to outline the overall system

for the categorisation of vessels and the timing of their inspections -

which has not been changed.

CAPT. ROGER TOWNER

Capt. Towner opened by saying that he had little that was new to

announce this year and so would give a summary of the changes that are

coming for those working in yachting.The topics that he covered were:

CELESTIAL NAVIGATION

After mentioning the seminar about GPS spoofing earlier in the day,

Capt. Towner said that the IMO still considers celestial navigation to be

an essential skill for deck officers and even the USA, which operates the

GPS system, is against removing it from the syllabus.

He went on the say that, from 1st January 2014, all candidates

for Master 500 and Master 3000 must have passed an RYA celestial

navigation exam. To pass, the candidate must be able fix his position

from celestial bodies, including latitude from Polaris, as well as finding

the compass error by amplitude. Candidates have to be able to reduce

sights using trig tables, sight reduction tables or a plain (but not a

programmable) calculator and then plot them.

EFFICIENT DECKHAND

Capt. Towner said that, at the request of the industry, it will be a

requirement from 1st January 2014 that all candidates for a deck officer

certificate have gained an EDH certificate. The syllabus includes knot

tying, basic splicing and COSWP.

ECDIS

Here he repeated the previously announced STCW requirement

that, from 1st January 2017, all deck officers must have successfully

completed a generic ECDIS training course. In addition, he said that

from 1st January 2014 an MCA approved ECDIS certificate will

be required for the issue of a Chief Mate Yacht < 3000GT COC.

There is no intention to introduce this requirement retrospectively but

all yacht CoC’s will be issued with a negative endorsement on

the certificate if the holder does not have an ECDIS certificate when the

CoC is revalidated.

HELM

Capt. Towner reminded the audience that it is already an MCA

(not STCW) requirement that candidates for deck officer certificates

have successfully completed a HELM course at the appropriate level.

He confirmed that the course must be completed at Operational

level and then at Management level, saying that it is not allowed to go

direct to the Management level.

SHIP'S COOK

Capt. Towner told the meeting that there has long been a requirement

for a qualified cook but the MCA had traditionally taken a relaxed view

about enforcing this requirement for yachts. He went on to say vessels

with more than 10 crew (passengers not included) would be required


PYA SUPPLEMENT – SPRING / SUMMER 2014PYA SUPPLEMENT – SPRING / SUMMER 2014

under MLC 2006 to have a qualified cook from August 2014, when

MLC 2006 is implemented in the UK.

Mr. Schiferli pointed out that this requirement is in effect now

under the ‘No more favourable treatment’ clause of MLC 2006.

STCW BASIC TRAINING REVALIDATION

Capt. Towner reminded the audience that all officers applying for

revalidation of their certificates from 1st January 2017 will be required

to hold valid (i.e. < 5 years old) STCW Basic Training certificates and

will be required to keep them valid thereafter. He emphasised that it will

be the individual's responsibility to ensure that his certificates are in date

at all times.

MEDICAL CARE ON BOARD CERTIFICATE

Capt. Towner explained that it is an EU requirement (not STCW) that

the Master and the person in charge of providing medical care hold a

valid (< five years old) certificate.

TRECVET

Capt. Towner spoke briefly about this project to unify Yachtmaster

type qualifications in the EU. He said he was doubtful it will achieve

its objective.

MGN 1802

Capt. Towner confirmed that it is allowed for a candidate holding a Ch.

Officer CoC to bypass the Master 500 and go direct to Master 3,000 but

all his modules for Master 500 must be valid at the time he applies for

Master 3,000 NoE.

After 1st Jan 2014, all certificate and module requirements

MUST be met prior to application for NOE for Master 3000GT

(Yachts). [This means all certificates have to be in date and the courses

completed, and the documents sighted by the MCA, before they will

issue the NoE.]

MERCHANT NAVY CODE OF CONDUCT

Capt. Towner informed the meeting that a new version of the Merchant

Navy Code of Conduct, amended to comply with MLC 2006, had been

published in August.

AUSTRALIAN SEA TIME

Capt. Towner said that the MCA is looking at the possibility of allowing

time served in gaining Australian AMSA Certificates of Competency to

count towards sea time for MCA Certificates of Competency.

MS. JOEY MEEN

Ms. Meen opened by recounting a story, which she said was true, about

a junior yacht crew who volunteered to stay ashore on a beach in Turkey

to take care of a sick donkey because the owner's wife wished it.

She used this story to illustrate the vital importance the attitude

that crew have to their work: it being all about flexibility and a willingness

to go the extra mile.

From this she went on to ask two questions:

• Are we short of professional crew?

• Are the training needs of crew being met?

She then provided the following statistics:

• There are currently some 4300 yachts over 24 m employing around

48,000 crew

• There are 423 yachts under construction which will require an additional

3400 crew

Ms. Meen went on talk about the wide variety of non-statutory

training required to equip crew to carry out their duties on yachts and

the PYA's role as a facilitator, creating courses and monitoring

standards. She mentioned specifically the GUEST programme for

interior crew and the proposed new PYA/RYA Tender Driving course

and said the PYA hopes to work with the MCA on a conversion course

for cooks.

She then outlined the PYA's approach to training courses which

is to verify ‘the need, the provision and the quality’ of training being

delivered so as to ensure that crew do not waste their money on

unsuitable training courses and then concluded by stating: ‘The

training needs of the industry are currently way ahead of what is

actually being provided.’

CONCLUSION

After a brief session of questions and answers, Capt. Schofield wrapped

up the meeting by thanking the speakers, the hosts, the sponsors and

the audience.The meeting was followed by a reception on the top floor

terrace of the IHO's building.

SPONSORS

The PYA is grateful to our lead sponsor:

MYBA, the Worldwide Yachting Association

and the supporting sponsors:

Bluewater Yachting

Crew Asia

Edmiston & Company

Hug Engineering

Porto Adriano

Sturge International Services

>||



GUEST Accredited Training Schools Directory

AUSTRALIASUPER YACHT CREW AUSTRALIAwww.superyachtcrew.com.au/courses.php

PYA Yacht Interior Introduction CoursePYA Yacht Interior Basic food Service CoursePYA Wine and Cocktail Introduction CourseAlso running STCW courses

FRANCEABACUS AND MARCHInterior Training AcademyJuan Les Pins

www.abacusmarch.com/courses

PYA Yacht Interior Introduction CoursePYA Yacht Interior Basic Food Service CoursePYA Wine and Cocktail Introduction Course

BLUEWATER YACHTINGAntibes

www.bluewateryachting.com

PYA Yacht Interior Introduction CoursePYA Yacht Interior Basic Food Service CoursePYA Wine and Cocktail Introduction Course PYA Cocktail and Sprit Intermediate CoursePYA Yacht Interior Intermediate CoursePYA Cocktail and Spirit Advanced CourseAlso running STCW and PBL2 courses

FINEWINEWORKS Monaco

www.finewineworks.com/

PYA Wine and Cocktail Introduction Course PYA Cocktail and Sprit Intermediate CourseAlso running WSET courses

MAGNUMS BUTLERS Juan Les Pins

www.yachtstewardess.biz/yachtstewardess.htm

PYA Yacht Interior Introduction CoursePYA Yacht Interior Basic food Service CoursePYA Wine and Cocktail Introduction CoursePYA Yacht Interior Intermediate CoursePYA Wine Intermediate CoursePYA Cocktail and Sprit Intermediate CoursePYA Barista

THE CREW ACADEMYFrance

www.thecrewacademy.com

PYA Yacht Interior Introduction CoursePYA Yacht Interior Basic Food Service CoursePYA Wine and Cocktail Introduction Course PYA Yacht Interior Intermediate CoursePYA Barista CoursePYA Yacht Interior Management CourseAlso running WSET courses

NETHERLANDSIYS INTERIOR YACHT SERVICESwww.iys-nl.com/services/training/luxury-hospitality-training

PYA Yacht Interior Intermediate CoursePYA Wine Intermediate CoursePYA Cocktail and Sprit Intermediate CoursePYA Barista Course

NEW ZEALANDBLUE NATION Aucklandwww.bluenationcrew.co.nz

PYA Yacht Interior Introduction CoursePYA Yacht Interior Basic Food Service CoursePYA Wine and Cocktail Introduction CoursePYA Cocktail and Sprit Intermediate CourseAlso running PBL2 courses

NZ SCHOOL OF FOOD AND WINEAuckland

www.foodandwine.co.nz/Super_Yacht

PYA Yacht Interior Introduction CoursePYA Yacht Interior Basic Food Service CoursePYA Wine and Cocktail Introduction CourseAlso running WSET courses

MAHURANGI TECHNICALINSTITUTEwww.superyachtcourses.co.nz/www.mti.net.nz

PYA Yacht Interior Introduction CoursePYA Yacht Interior Basic Food Service CoursePYA Wine and Cocktail Introduction CourseAlso running STCW and PBL2 courses

SOUTH AFRICASUPER YACHTING SOUTH AFRICACape Town

www.sysa.co.za


SUPER CREW Gordon’s Bay

www.supercrew.co.za

PYA Yacht Interior Introduction CoursePYA Yacht Interior Basic Food Service CoursePYA Wine and Cocktail Introduction CoursePYA Barista

SPAINTHE NAUTICAL ACADEMY Barcelona

www.nautical-academy.net

PYA Yacht Interior Intermediate Course Also running STCW and PBL2 courses

UNITED KINGDOMWARSASH SUPER YACHT ACADEMY – in association with IYSSouthampton

www.warsashsuperyachtacademy.com/home.aspx

PYA Yacht Interior Introduction CoursePYA Yacht Interior Basic food Service CoursePYA Wine and Cocktail Introduction CoursePYA Yacht Interior Intermediate CoursePYA Wine Intermediate CoursePYA Cocktail and Sprit Intermediate CoursePYA Barista CoursePYA Yacht Interior Management CoursePYA Wine Advanced CoursePYA Cocktail and Spirit Advanced CourseAlso running STCW and PBL2 courses

UNITED STATES OF AMERICAICT Fort Lauderdale

www.yachtmaster.com


TO DATE THE PYA HAVE ACCREDITEDTHE FOLLOWING TRAINING SCHOOLSFOR THE FOLLOWING COURSES



The allure of adventure, the remote pristine islands, the world-

renowned diving and an ocean more bountiful than the Tsukiji

Fish Market has always drawn travellers from far and wide to the

South Pacific. But how does one experience all of these things

without their fresh berries in the morning, caviar Hors d 'Oeuvres

in the evening and preferred reading material throughout the

day? Well one simply does not!

It may be popular perception among yacht captains that it is more

difficult to source premium, seasonal produce in the more remote areas

of the South Pacific. Those who have cruised through these waters before

tend to be a lot more positive about it, provided they went through the

right channels. But if you haven’t sailed the South Pacific before you may

be more inclined to put it in the 'too hard' basket due to the obvious

geographical obstacles (the extremely large masses of water between

islands). For this reason it is my intention to give you as much objective

information as possible so that you can make your own mind up.

Plan well in advance! Funnily enough however, this fickle

industry that we all know and love, rarely allows us that simple luxury

and hearing the words ‘plan well in advance’ when you’ve just been told

that the guest that was allergic to strawberries is now not allergic to

strawberries and you need 15 kilos of fresh juicy strawberries by

yesterday, probably sounds more like a bullet to the head. So, if you have

the slightest inkling that you might take a yacht to the Pacific at some

point in your life, please read on.

WHERE TO ORDER SUPPLIES FROM

New Zealand tends to be the main supplier of fruit, vegetables, fish,

meat, poultry and other items to the islands due not only to the countries

geographical advantage and regular flights but also because of the

relationships that have been developed over many years between New

Zealand and these countries. New Zealand has one of the best bio-

security systems in the world, being very conscientious about agriculture

and the environment and the preservation of it. New Zealand has

introduced many facets of these systems to help the smaller, less

developed island nations prevent many agricultural virus’ such as foot

and mouth disease etc. New Zealand is considered by many to be the

hub for many South Pacific nations and is beginning to move in to Asia.

WHAT ARE THE HURDLES AND POSSIBLE COMPLICATIONS?

As with anything there are always hurdles and possible complications to

overcome. Each country has its own set of rules and regulations some

logical, some not so logical, some rigid, some very easy. Each country

also has its own set of rules for each product for example, Singapore

and Rarotonga require very little in the way of import permits and

paperwork whereas Tonga only requires import permits for fruit and

vegetables but not for fish and dairy. There are also different rules

depending on where the produce is coming from, if it is coming from

New Zealand it is generally more straightforward than say if it was

coming from Botswana! This is why it is important to go through

Provisioning in the South PacificHow, and how hard? By Fleur Tomlinson



professional and experienced channels who are well versed in all of the

rules and regulations when provisioning.

TIPS AND TRICKS (OTHER THAN GET YOUR ORDER IN EARLY)!

• As a general rule of thumb the officials of almost every country are most

concerned about one, pests and dirt and two, labeling of the product. So work

on getting these right and you’re halfway there. For example, you’re going

to have much better luck getting a bag of washed potatoes in to a country

than a bag of unwashed potatoes.

• When you are bringing product in to a country, an affidavit and receipts for

the products are always helpful. It’s all about professionalism and

organisation with the officials.

• Exaggerate your order! This is important as it cannot only help you if there

are any shortcomings but it can save you money. You can always take items

out of the order but to add items once the order has been presented to

government officials is treated as a new order and another import permit

must be issued costing $175 each time.

• Have a good shore support team both where you are and where you are

receiving the goods from, don’t try to deal with the paperwork and

government officials on your own; you won’t get far.

• When placing your order, photos or a link to view the product online is

helpful in case the authorities are unfamiliar with the product. This should

only really need to be done for products that may be confused such as

kitchenware products or specific international items.

• If there are very specific requests that urgently need to be on board when

guests arrive and you are simply unable to source them in time, sometimes

where possible it can be a good idea to bring supplies over on guest planes. If

the guests are okay with that it can save money and a lot of stress.

COMMON NECESSARY CERTIFICATES:

• Health Certificate – generally needed for plant matter and meats to certify

that they have come from a certified export plant.

• Fumigation Certificate – certifies fumigation. E.g. Broccoli and other

brassicaceae need to be fumigated.

• Phytosanitary Certificate – for fruit and vegetables to say goods have been

inspected in line with the import permit.

GENERAL AVAILABILITY INFO FOR COMMON STOPS:

• French Polynesia – Their main supplier is France, they have a good product

range locally.

• Fiji – Similar to French Polynesia except main supplier is NZ, they have a

pretty good range of local provisions, not too difficult if you do need to get

something sent up from NZ.

• Tonga – although plenty of fresh fruit and vegetables are grown here and sold

in the markets their product lines can sometimes not be consistent, this can

be fine for crew but you may need more consistency when guests are arriving.

There are plenty of flights a week to get provisions up from NZ.

• Vanuatu – Similar situation as with Tonga.

• New Caledonia – Similar situation as with French Polynesia due to the

area being a special collectivity of France.

• Solomon Islands – Similar situation to Tonga

• Papua New Guinea – As with the Solomon’s.

37 South is a PYA Regional Office based in Auckland, New Zealand.

www.37southyachts.com


With the International expansion of our representation and the

appointment of an increasing number of Regional Offices, PYA is

able to offer more on hand and impartial advice and support to Yacht

Crew worldwide. Each Regional Office representative is able to assist

with processing membership applications and with attesting

documents for the completion of Service Records Books. They have

a heightened awareness of the PYA and how we represent yacht crew.

Member applications can be completed online or through the

regional office. The Regional office will sight and attest copies of original

documents, passports, testimonials and certificates required to be

scanned and sent for initial membership application & issue of the

Service Record Book by PYA HQ in Antibes.

ADVICE AND SUPPORT

Regional Offices have the support of PYA HQ team and Council. With

access to latest information and PYA forms and procedures, they can

assist PYA members with careers, training and valuable up to date

information to our ever changing industry.

We have offices in Australia, Gibraltar, Greece, Italy, Malta,

Montenegro, New Zealand, Rhodes, South Africa, Spain, St Maarten,

Turkey, the UK & the USA

For a full list of regional offices and contact details please go to

http://www.pya.org/contact

PYA Regional Offices

All opinions are those of the authors and do not necessarily reflect the views of the PYA


INCENTIVES AND DISCOUNTSFOR MEMBERS

HELI AIR MONACOHeli Air Monaco operates helicopters on scheduled flights between Nice and Monaco. Heli Air Monaco is IATAapproved (IATA-YO747) and was established in 1976. With flight times of only 7 minutes duration, departuresevery 15 minutes and a free car service available at your arrival in Monaco, this makes an attractive alternative totaxi or car transfer.

Visit www.heliairmonaco.com for the latest schedule. Reservations can be made by calling +377 92 050 050.

Heli Air Monaco also specialise in group transportation, charter flights to all destinations. Of particular interest to PYA members, they are alsolicensed to land directly on yacht heli decks for drop offs and pickups from yachts at anchor. As a working partnership, Heli Air Monaco offers allPYA members a discounted price of €70 plus tax (Normally €125 plus taxes) on regular flights between Nice and Monaco, a 10% discount onprivate flights and 10% off their helicopter pilot training. Members should present their PYA membership card (with photo) when checking in toqualify for these generous discounts.

Bond TM offers thefollowing benefits to PYA Members:

• 10% Discount on Bond IT email hosting service

• 12% Discount on Bond ITSupport Service

• 10% Discount on Bond TM new build consultancy

www.bondtm.com

OTHER INCENTIVESReduced membership with Nautilus UKMoore Stephens Isle of Man –preferential rates and discounts oninsurances sourced for yacht crewWYCC Insurance – various discountsThe Naval Club, London –eligible to join with entrance fee waiver

Offshore banking with Lloyds TSB Bank

DISCOUNT ON TRAINING COURSESHoylake Sailing School5% off selected courseswww.sailorsworld.co.uk

Australian Superyacht Crew Crew Recruitment and Training 10% off PYA accredited interior courseswww.superyachtcrew.com.au

Maritime Training AcademySuperyacht Operations Diploma – 10 % discountwww.marinediplomas.com

The Crew Coach10% off personal individual training www.thecrewcoach.com

International Crew Training FL5% off all courseswww.yachtmaster.com

ALWAYS QUOTE YOUR MEMBERSHIP NUMBER ANDMEMBERSHIP EXPIRY DATE WHEN BOOKING TOTAKE ADVANTAGE OF THESE INCENTIVES.COMMUNITY MEMBERS ARE NOT ELIGIBLE.

G TRAVELG Travel are offering a freetransfer between a pick-up point(located anywhere betweenCannes and Monaco) and Niceairport for any PYA memberwhose seaman's ticket has beenbought through G Travel.Members should present theirPYA membership card (withphoto) when checking in toqualify for this generous offer.

www.gtravel.no

ASKPYAAs a dedicated follower of thePYA, Joey Meen has agreed toassist members with any quickemail questions submitted toAskPYA regarding yachting.However for more detailed andpersonal assistance regardingcertification and training, aformal meeting will be arrangedand charged accordingly.

[email protected]+ 33 (0) 6 15 27 02 36

ADVANCED TRACKING provide customised solutionsspecially designed for individuals, occasional boaters,professionals, charter boats, yacht managers, ‘Round theworld navigators’, Merchant Marine and more. Offeringsatellite tracking devices with Global coverage via theInmarsat satellite network and via the InternationalRescue and Coordination centre ‘Geos Alliance IERCC’.

Satellite Tracking of your boat 24h/24 and 7/7.

Advanced Tracking are offering PYA membersa 15% discount on new equipment.

www.advanced-tracking.com

For further details please contact Gemma:[email protected]

www.maritimetrainingacademy.com

Superyacht Operations Diploma

by quoting your PYA membership number on applicationSAVE 10%


The Service Record BookThe MCA approved Service Record Books (SRB) that are issued

with membership are now widely recognised, as are the strict verification

procedures conducted by the PYA Office for testimonials and the sighting of

certificates. An approved log book is a requirement by the MCA to show

documentary proof of sea service needed to progress along the certification

ladder. The PYA Service Record Book can often be used in the same way as a

seaman’s book to obtain seamen’s discounts on flights, additional baggage

allowance and for presentation at job interviews. Coming soon Digital Service

Record Book (DSRB). Look out for details.

The Crew Work BookThis Work Book has been designed for Crew Agencies and Management Companies to easily follow a seafarer’s comprehensive detailed account

of employment and performance history, for all onboard departments. For new crew considering a career in yachting, this is a vital working tool.

It will encourage good practice in recording and documenting all relevant work and training. The Work Book can be verified by previous Captains

and Companies and includes testimonial pages, tasks and duties, training courses and a record of all sea time. The Crew Work Book is the little

sister to the PYA Service Record Book, which has proven to be the most popular and effective method for recording sea time for Engineers,

Deck and interior crew who need a formal recognised record of sea service. It is favoured by the MCA, with all entries having been verified and

sighted. A member can upgrade to a SRB at any time.

Points to consider:● Suitable for level entry crew and interior crew

● For the Crew Agents /Management Companies and Captains

● Easy to document and easy to read seafarers employment history, including duties and references

● Yacht Ratings - MCA approval for Yacht Ratings sea time log book

● Deck - Record of sea time for Yachtmaster Offshore

● Engineer - Entry for required evidence of sea time for AEC

● Interior- An informative account of duties and tasks completed

● Interior- An informative account of duties and tasks completed

Membership classes and feesJOINING FEE ANNUAL SUBSCRIPTION TOTAL DUE WHEN JOINING

Full Pro Member (Sea-going) €80 + €120 €200

Cadet Blue with SRB* WAIVED €120 €120

Cadet Green with Crew Work Book** WAIVED €50 €50

Corporate Member €100 + €200 €300

Retired Members WAIVED €50 €50

Community Members €0 FREE FREE

* Cadet Membership is only available for people with less than two years sea going experience.** Crew Work Book is accepted by the MCA as a recognised logbook for Yacht Rating Certificates only – see website for details. Suitable for level entry crew and interior crew.

Go to www.pya.org to create your account and start enjoying the benefits immediately.


ARCELONA, ONE OF THE WORLD’S MOST VIBRANT

and intoxicating cities, has in recent years become an

increasingly relevant and popular yachting destination.

Already home to some of the best known Superyacht businesses

around and with more making their homes here as they utilise the

excellent support from municipal officials, Barcelona and the

nearby Balearic Islands are poised to take advantage of their

prime locations to host even more of the largest and most

beautiful yachts afloat. It’s a story of vision and rejuvenation that

has brought to life a much needed new resource for the global

yachting community.

As the largest city bordering the Mediterranean and with a

huge, always busy commercial port, Barcelona was first

introduced to the yacht world when they hosted the 1992

Olympics which broadcast stunning images of the harbour as a

backdrop to the Games. That year saw the opening of two of

BOOMING BARCELONAA SUPERYACHT ‘CITY’ REFIT BY NORMA TREASE

Barcelona’s most important yacht facilities: MPV (Marina Port

Vell) and MB’92 (Marina Barcelona 92.)

Located within the original inner harbour of Barcelona, a

natural bight first discovered by the Romans and Phoenicians,

Marina Port Vell was opened as BCN’s first yacht marina just in

time for the Olympics and has hosted some of the world’s finest

yachts ever since. In 2010, the UK firm Salamanca Group acquired

the marina and has been engaged in a major renovation and

expansion project, which will before the end of this year see

the delivery of 165 state-of-the-art yacht berths for vessels up to

140 m, with extensive amenities including a wine bar/restaurant

and a stunning marina services building. The airy glass and steel

building, designed by award-winning designers SCOB and El

Equipo Creativo and built literally over the water, will house a new

reception area, management offices, gym, spa and a hyper-cool

indoor-outdoor crew lounge, a space sure to please hard working

captains and crew. Also located there on the upper level will be

over 20 offices for marine-related businesses and above that an

impressive rooftop lounge/entertainment space.

Salamanca Group Vice-Chairman Uri Nachoom, who has

moved to Barcelona to personally spearhead the finishing of this

major project, is an enthusiastic supporter of his adopted city and

its bright future: ‘the timing of MPV couldn’t be better and we are

thrilled to be contributing to the economic fabric of Barcelona.

The hundreds of jobs we are creating here will help the city

continue its obvious growth and vibrant health. We are proud to

be partners in creating a hub of yachting excellence here at MPV

and we look forward to being a home port for many world-class

yachts who will surely enjoy the quality marina and service that

we are creating for them in what we believe will be the Med’s best

yacht facility.’

Just as elsewhere throughout the port of Barcelona, MPV

has become a magnet for new yachting businesses that are

flocking here to establish themselves ahead of the pack. Already

committed to new offices at MPV are BWA (Blue Water Alliance)

which will base their Spanish headquarters here, headed up by the

dynamic Antonella della Pietra. Coming soon is also S.O.S. Yachting,

a company founded by Alex Mazzoni that specialises in helping

yachts with legal and contractual issues. Sotheby’s Realty believes

that both berth sales and real estate services to clients will make

their new double-sized office here another success for the firm.

Very exciting is the opening of Elite Crew International

with their first office away from their home base in Fort

Lauderdale. Karina Roholte Befeld, Founder of ELITE says ‘We are

very excited to be involved in the extensive growth in Barcelona.

With our expansion to the new location in MPV we will be closer

to the exclusive clientele that we cater to and we will personally

be able to offer an even higher level of global service to Owners,

Captains and Crew alike.’

MB’92 is a serious repair and refit shipyard with every

resource needed for large motor and sailing yachts and it is an

official warranty yard for several Superyacht builders including

Lürssen and Feadship. Under the careful leadership of Managing

Director Pepe García-Aubert, MB’92 has followed a steady path of

growth, expanding and modernising their facilities constantly.

Beginning in 2004 they began a major and visionary expansion

plan, almost doubling their already impressive facilities. Their

enormous graving dock only recently held a collection of yachts

large enough to impress the most knowledgeable of yacht fans:

Eminence, Dilbar and the mighty Eclipse – totalling a whopping

352 m. They can accommodate individual yachts up to 180 m and

have assets including a 210 m dry-dock and a 125 m floating and

BARCELONA

LEFT: THE MB’92 YARDWITH MPV IN THEBACKGROUND

ABOVE: RESTAURANT SÉSAM,OPENING OCTOBER2014 AT MPV


covered paint shed. With ever larger Superyachts becoming more

prominent in the yard’s operations MB’92 have been very careful

to continue its support of yachts in the 30 m to 60 m range with

its 150 ton Travelift and 2000 ton Syncrolift.

García-Aubert explains, ‘We have the good fortune to be

located in what many consider to be the best city in the

Mediterranean, a City that houses a port with extraordinary

potential and ongoing important investment projects. Besides

MB’92 there we also have Marina Port Vell and Nuevo Bocana

Nord. It’s essential to look after the nautical industry in the City,

both recreational and professional, as the port area of Barcelona

is a major centre for the generation of industry and services with

high added value to the local economy.’

MB’92 not only looks after over 100 major yachts each and

every year, but is also home to several other leading yacht service

businesses including worldwide yacht paint specialists Pinmar, who

have a retail shop and office, they have of course for many years

made excellent use of the MB92 paint sheds. Hello Yachts, a yacht

agent and concierge service led by the lovely Helena Guardiola, has

been based here for years and recently moved into one of the

many newly renovated historical buildings on the MB’92 site.

MB’92 has also attracted a number of other businesses

which will now call Barcelona home including Bond Technical

Management and the world’s largest marine insurance broker Willis.

‘We realised that, in order to grow our Superyacht business and raise

our profile in the Med, we needed to physically be here’ says Mark

Feltham, managing partner of Willis, further explaining, ‘we spent

the best part of two years looking at all the obvious locations

before concluding that Barcelona (more specifically MB’92) fulfilled

all the criteria on our list. A rapidly growing, well respected and

already established shipyard in a city that was clearly keen on

attracting more Superyacht clientele ticked all our boxes.’

Perhaps the most exciting of all the new set ups in MB’92

is the newly opened Nautical Academy, located in the gorgeous

Sovren House. The facility was only recently renovated by MB’92

to house this important new concept business which offers yacht

crew training in everything from STCW and fire-fighting to

executive level training for chefs and pursers. Cpt. Steve White,

owner of brokerage firm IYR, and founder of the Nautical Academy,

is definitely bullish about the great future ahead for Barcelona’s

yachting scene,‘we have had a wonderful response to the Nautical

Academy since opening our doors only a few months ago – we see

Barcelona as an increasingly important business hub and feel that

more and more of our business will come from here. The yachting

community in Barcelona is powerful and the chance to work

co-operatively with the many great partners here makes doing

business not only successful but enjoyable as well.’ Obviously the

Nautical Academy is a resource for yacht crew that will have a

profound impact in making their professional lives easier, and is

also a fantastic addition to the business scene in Barcelona.

We must not forget the many businesses which have

long made Barcelona home and which continue to thrive

BARCELONA

ABOVE:AN AERIAL VIEW OF

MB’92 WITH THE NEW ‘W’ HOTEL

TOP R/H CORNER


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and grow in this hot-bed of yachting excellence. There are

for instance the crew uniform company Deckers, headed up by

David Ireland and founded decades ago in Palma and now with

outlets throughout Europe. They have had several offices in

Barcelona over the years and are now perfectly situated in MB’92

itself and yet located only a few meters from MPV, as David

told us, ‘we are so close to the large yachts, our clients, it is a

win-win situation for both us and the yachts, it is perfect, and

as we see more and more of our clients pulling in here every

year our client base can only grow’. Also here are dynamic yacht

agents Evolution, headed up by husband and wife team John and

Belen Shinske. They have a large retail shop in addition to offices

in Barcelona and Palma de Mallorca. Highly experienced

yacht agents Intra Marine have been based in their office-with-a-

view next to Marina Port Vell for over ten years. Sergio Ravenet,

owner of Boatwash, which started out detailing on mid-sized

boats and supplying Helly Hansen Workwear to mega yacht crews,

has further developed into yacht management as Boat Charter

BCN, a charter business promoting day/weekend trips from

Barcelona. He confirms his vision of the future ‘At the moment

there is a big demand for chartering yachts locally during the

summer months with day charter clients that are seeking to just

go anchor off the beach or take a day trip to Sitges on a nice yacht.

I think this demand will increase in the future after the new MPV

marina is completed.’

Crew uniform supply company, Smallwoods, is another

pioneer, expanding from Fort Lauderdale, first to Antibes and now

to Barcelona. Hunter Cwalinski, the son of Smallwoods founder

Helen Smallwood-Cwalinski has moved to Barcelona and says ‘we

came here to test the waters for 12 months in order to determine

whether the market warranted us establishing a full time office.

After only five months we've gotten our answer, which is a

resounding ‘yes’. Barcelona is on the rise in the yachting industry

and we have every intention of remaining a part of it.’

The ripple effect of yachting on the city of Barcelona

cannot be discounted, with the rise of related businesses nearby

such as the new Hotel H10 Port Vell, and the residence 1840

Apartments which are called home by Hunter Cwalinski, Paul

Lowndes of Salamanca Technical Services (MPV project

managers), and the new Managing Director of MPV, Marcel

Brekelmans. There are plans afoot to establish crew houses in the

neighborhood as well (which could be called an investment tip). It

wouldn’t be a yacht port without great crew bars, and the very

popular bar/restaurants MakaMaka and FOC definitely benefit

from yacht crew trade by offering regular crew theme nights –and

any day of the week they are THE places to meet and greet

friends from near and far.

There has been a lot of press regarding the changes to the

dreaded Spanish Matriculation Tax. This hull tax, which has

stymied chartering in Spanish waters for decades, is undergoing

major changes. Significant exceptions to the tax have been

announced, which will greatly increase the number of charter

yachts operating in the region as the regulations continue to

loosen up. One of the leading experts in this subject is Alex

BARCELONA

Chumillas, owner of legal and tax firm Tax Marine – who also

helped lead the charge to convince the authorities to make this

much needed change.

Recognising the importance of the yacht sector to the local

economy, MPV, MB’92, Tax Marine, the Port Authorities of BCN

and the local government have founded the Barcelona Nautical

Cluster, dedicated to supporting marine-related businesses and

spreading the word about the business-friendly atmosphere that

exists here. This organisation has been very busy, organising a

study of the economic impact on the region of the yachting trade,

including reaching out to established organisations such as the

Marine Industries Association of South Florida (MIASF) and visiting

other yachting destinations including Fort Lauderdale, Palm Beach

and St Maarten. Mentioning other new developments, including

the recent announcement of the soon-to-come marina Nuevo

Bocana Nord by Formentera Mar, Mr Toni Tio, Director of the

Nautical Cluster, believes that the nautical sector offers only good

economic prospects for Barcelona – not only for Superyachts, but

for local businesses which specialise in yachts under 20 m. He says

‘this area of economic development is a good project for BCN. This

business area is a fact, with the reality of projects like MB’92, MPV

and now Nuevo Bocana, BCN is becoming a trademark destination.

The authorities are obviously now understanding the strategic

potential of yachting in Barcelona and the entire region. We are

here to support the efforts of every nautical business and expect

to see healthy, continued growth.’

So, please do come visit Barcelona, where the weather is

great, the city is incredible, the food is wonderful – and the yacht

scene is hot, and growing fast!

Author Norma Trease, our Editor-at-large, is also the head of

Salamanca Marine, a division of Salamanca Group.


>||

BARCELONA

LEFT: THE MB’92 DRY DOCK

ABOVE: A VIEW FROMINSIDE MB’92

BELOW: MPV UNDERCONSTRUCTION – OPENING DATE 1ST JUNE 2014


ORT ADRIANO IS ONE OF THE MOST SELECT MODERN,

eco-conscious,Superyacht marinas in the Mediterranean.The

marina was designed exclusively by the renowned French

designer Philippe Starck, also known in the Superyacht world for

his radical design of the motor yachts ‘A’ and Venus, his concept

was to create a luxury home for the world’s most exclusive

Superyachts on the important yachting island of Mallorca, an

island perfectly situated at the centre of the Western

Mediterranean sea. This extension, to an already existing marina

that dates from1974, was officially opened during March of 2012.

Located on the south coast of Mallorca, Port Adriano is just

9 km from the island’s capital and enjoys an exceptional location

as a base for yachts wanting to explore the Mediterranean Sea

and also local areas of outstanding beauty, such as Cala Fornells,

Toro Island and Mallorca’s magnificent northern coast which has

recently been declared a world heritage site by UNESCO. Set at

the mouth of the Bay of Palma the marina offers ideal conditions

for sailing and other nautical activities as well as the possibility of

a short cruising connection to the islands of Ibiza and Menorca,

and it is also the closest Balearic superport to mainland Barcelona.

Port Adriano is well connected by a nearby highway to the

main Majorcan airport of Son Sant Joan that offers yacht owners

commercial and private flights, if required, to and from all

European countries.

PORT ADRIANOA CENTRE OF MARINA EXCELLENCE


PORT ADRIANO

Respectful of the environment, Port Adriano has been

granted the EMAS environmental award given by the European

Union, which recognises companies that have introduced a

system of environmental management and are committed to

ongoing improvement. Port Adriano’s expansion was facilitated by

the construction of a massive second fixed breakwater to avoid

the need to eat up additional areas of the picturesque coastline

to create the berths required during planning.

Starck’s eye for design filters throughout the harbour with

mooring bollards, harbour lights and wood decking that mirror

the interiors and exteriors of yachts. All of the facilities at Port

Adriano have been designed with ease of use in mind.

Boasting a service area for moorings of 25,000 m² and 82

newly created berths for Superyachts, Port Adriano’s extension

allows it to accommodate boats between 6 and 110 metres inside

its Superyacht basin. Berths for yachts comprise; 18 – 6 x 20 m,

18 – 25 m x 7 m, 12 – 30 m x 8 m, 7 – 35 m x 9 m, 10 – 40 m x 10 m,

8 – 45 m x 12 m, 5 – 50 m x 14 m and 4 – 60/110 m x 15 m.

In addition to offering specialist services such as concierge

and yacht provisioning, Yates Adriano offers elite technical services

from its new 10,000 m² technical area comprising a dry dock

suitable for large yachts, a 250 tonne travel lift and workshops

equipped to deal with vessels of any size. A slip way and launch

ramp is also available for smaller boats. The company Yacht Coating

Solutions are also established here and provide a complete

professional and detailed solution for all yacht coating projects and

can embrace yachts of any size. With an in-house scaffold

containment and a fixtures and fittings division the company can

cover all areas of yacht and Superyacht refit and repair.

Upon arrival at Port Adriano a wide range of services are

available to yachts that include shops, several restaurants and

bars, a branch of the Banco Popular/Es Credit and a supermarket.

All Superyacht berths have a four line (optional) mooring system

and are MARPOL Certificated as required. They have running

water and a fuel supply at the mooring that can pump at 12,000

litres an hour, also waste water and bilge water extraction, data

service with Wi-Fi and access to phones as well as ample shore-

power link up. Security cameras and watchmen are on hand 24/7

to offer safety and security for clients. Each vessel can rent

lockable storage space (24 m², 6 x 4 x 3.3 m) if required.

Captains and Crew can also reap the benefits of the nearby

facilities to Port Adriano during the winter months, these include

services such as multilingual schools, hospitals, dental services,

health clubs, banking etc, etc all in a healthy, calm and safe

environment. Outside of the excellent Port amenities there also

exists the incredible nightlife that Mallorca is famed for, it is not

without reason that the airport during August is claimed to be the

busiest anywhere in the world!

One of the great attractions of Port Adriano is the avant-

garde design of the communal areas and shopping complex.

Starck’s focus was also heavily tuned into the needs of the

Marinas many visitors by ensuring the natural beauty of the

surrounding area was not compromised by the development. He

also ensured that the leisure and shopping areas could be

accessed easily and comfortably by foot and that the newly

expanded car parking facilities for 240 vehicles was hidden out of

sight, underground.

The 4000 m² shopping area boasting some 40 prestigious

shops is seen as one of the great attractions to Port Adriano and

the Port’s commitment to the environment also filters through

into the shopping area by the innovative use of a system of

refrigeration and heating that utilises the constant temperature

of deep seawater to reduce C02 emissions.

Within this area visitors can experience a range of

gastronomic delights. The Coast by East Restaurant offers the

delights of shell-fish, grilles, sushi and sashimi. The legendary

Sansibar boasts a list of 30,000 wines and Bruno’s restaurant

offers a great selection of authentic cooked delights based on

fresh daily produce and for those wanting a relaxed informal

atmosphere El Tandem offers snacks and drinks. For something

more spectacular the Champagnerie in Port Adriano is famed for

its outstanding Mojito Veuve Cliquot and is worthy of a visit. The

Crew bar is also on hand and offers a great, relaxed area for crew

to meet and socialise with its nautical themes and cold beer.

Many events are staged within the Port and can easily be

found listed on their website. For those that want to can get close

to nature and also enjoy sport close by, there are on offer three

different golf courses within five kilometres that allow golfers to

choose their favourite course and add variation to their game.

There is also a diving centre, a sailing school and horse riding

facilities to be found close by.

Berthing at Port Adriano opens you up the delights of Palma.

The historic city of Palma lies just 9 km from the port, visitors can

utilise the Port’s shuttle service and explore the city on foot if they

wish, with the centre still having its medieval layout a stroll around

brings Majorcan history alive. The most striking landmark has to be

the Cathedral of Santa Maria, a brilliant and beautiful specimen of

gothic splendour. In addition to this are the other rich historical

attractions such as Le Seu and Banys Àrabs. Palma’s busy nightlife is

renowned and with its restaurants serving an array of gastronomic

delights there has to be something to suit all tastes and moods.

The abundance of beautiful beaches, such as Cala Fornells,

Palma Nova, Playa del Mago and the beach of Port Adriano itself

become an extra lure for those wishing to enjoy a really pleasant

stay when they step ashore. Spectacular landscapes also exist

underground and can be visited in the depths of caves sculpted

out by water over millions of years, like those of Campanet or

Arta. One of Majorca’s other most important natural assets are

the submerged meadows of Posidonia Oceancica sea grass, a

plant icing that exist on the sandy sea-beds that surround the

island as far down as the sunlight penetrates.

Port Adriano also works with community related projects

to promote information about the eco system and environment

through recreational activities that raise the awareness of children

to green issues and they collaborate with non-governmental

organisations to help increase awareness of recycling by all port

users. Also the Port constantly trains its administration and dock

staff to ensure first class service to its clients and visitors ensuring

ongoing excellence.

One of the goals Port Adriano hopes to achieve during 2014,

is to obtain the certification ‘Bandera Azul’ and to proudly be able

to have the blue flag flying in the port, adding this distinction as a

proof of its commitment and desire to continually improve.

Contact: +34 971 232 494

www.portadriano.com

PORT ADRIANO

>||

INDUSTRY RECOGNITION GUIDE

STEFAN ENDERS TED HOOD TONY EUDEN

LUUK VAN ZANTEN JAN ROBINSON REBECCA AYLEN & JOHN SIPSON

MICHAEL COENS & JOHAN KAASJAGER

JULIAN MADSEN FIONA MAURESO & JACQUI LOCKHART

REGINA SERRANO

THE INDUSTRYMOVERSTHE YACHTING MATTERS INDUSTRY RECOGNITION GUIDE – SNAPPED AROUND THE WORLDThe full list of all those that have appeared within The Industry Moverssection can now be found at www.yachtingmatters.com


DIONE SKY 151' Research, Expedition YachtBUILDER/DESIGNER Palmer Johnson/Vripack YachtingYEAR 1996 Refit 2007, 2010, 2013FLAG Cayman IslandsENGINES 2 Caterpillar 3508 DITA ‘C’

Rebuilt 2013 to Caterpillar‘zero time’ specifications

RANGE/SPEED 7.000 + nautical miles/12 to 14 knotsCLASSIFICATION ABSAmerican Bureau of Shipping A1

MCACaymans Commercial ComplianceACCOMMODATIONS Owner’s Suite + 8 guests in 4 cabins

8 crew in 4 cabins + pilot berthPRICEGUIDE USD 17,500,000 Euro 12,900,000

Keen Seller - Please Bring OffersLOCATION Barcelona

If you wish to cruise the world in a yacht with exceptional rangeplease read on. If you wish to have ‘fun’ doing the ‘exceptional’then read on.Dione Sky was launched from the Palmer Johnson yard under thename ‘Turmoil’. Her present owner has expanded on this yacht’simpressive history of expedition cruising, taking her for a secondtime through the fabled North West Passage and completing afigure of 8 circumnavigations of North and SouthAmerica, a tripfor which she was awarded the prestigious Neptune VoyagingTrophy at the 2011 Super-Yacht Gala.As you would expect from a yard with the pedigree and reputationof Palmer Johnson, Dione Sky’s standard of engineering andaluminium construction is outstanding.Dione Sky has been meticulously maintained with regular refits,and an ongoing maintenance programme and upgrades by ownersmore concerned with her safe handling, security and comfort, thana bottom line.

Yacht particulars are believed to be correct but their contents are not guaranteed, neither may they be used for anycontractual purposes. Specification provided for information only. Subject to prior sale, price change or withdrawal frommarket without notice.

FOR SALE

Dione Sky (Ex Turmoil) PRICE REDUCTION

CENTRAL AGENT YACHT CONNECTIONSTel + 44 (0)1590 626291 email [email protected]

151' Research, Expedition Yacht



JANINA MARTINSEN

MARIANNE NISSEN & MARTIN FRANCIS

OSCAR SICHES

JOYCE CLEAR

ALAN BROSILOW

CHRISTINE BARNES & TOM ROWE

GERHARD PRANIC

DIETER JAENICKE

JACQUI & DEAN LAVEY

LETICIA VAN ALLEN & CPT. PHIL WADE

OLA HIIS BERGH

CPT. COLIN RICHARDSON



CPT. WILL KAYE, ANELLA ALCOTT & AENEAS HOLLINS

SIMON ALEXANDER

MARK ARMSTRONG

NORMA TREASE, ELLEN ANDERSON& CYNTHIA SCHIFFELBIAN

CARLOS VIGUEIRA, NORMA TREASE& JOHN AUDABRAN

MARIUS SMITH

GARY GROENEWOLD

REMY MILLOT

COSTAS CHARALAMBOUS

www.superyachtconnect.comThe secure private social networking site

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DIEGO COLON LARS LIPPUNER DERIK WAGNER

RICHARD GARDINER MATHEW SCALES JIMMY FLOYD

JULIET WARTER CPT. DAVID LINEBAUGH MELANIE CORBETT

www.superyachtengineer.comHave you joined the private networking site for

professional yacht engineers?


FABIAN ROCHE JAN BEYER-OLSEN DAVID PRICE

CPT. PAUL DEETH CPT. STEPHANE BENFIELD JOHN VENABLES


AILING YACHTS HAVE EVOLVED IN THE LAST FEW

years, with new designs and on-board facilities and

features. To many, the unique sound of ‘wind on sail’ is

unmatched and follows a tradition going back hundreds of years.

In those days however, near on every vessel under sail had a

cannon or bank of cannons to protect it against unwanted

attention. Piracy in those days was taken very seriously indeed.

Sailing yachts these days don’t carry cargo or a country’s

plundered treasure, however they are a much more desirable prize

than a motor yacht and easier pickings for modern day pirates.

THE ATTRACTION

A sailing yacht by definition does not need an engine although

many have small power plants for times when the wind is absent

or when manoeuvring. These engines however are not the main

source of propulsion. In essence they are dependent most of the

time on the wind for propulsion and speed. You cannot simply

crank up the engine and cruise away at 40 knots. The larger the

yacht, the more sail they require, the taller the mast or masts, and

the higher the yachts horizontal profile. The yacht however does

not have to be large to be a target for piracy. In 2009, British

couple Paul and Rachel Chandler were attacked and kidnapped on

their 38 foot yacht ‘Lynn Rival’ and only freed after a ransom of

nearly a million US dollars was paid in secret; and in 2011 the

59 ft sailing yacht ‘Quest’ was attacked off the coast of Somalia,

and all four American citizens on board were killed by the pirates.

It doesn’t have to be the established perception of ‘pirate’ waters

either – it can happen anywhere. The 55 m Sailing Yacht Tiara was

attacked off the coast of Corsica by masked pirates with rifles and

handguns, having only been anchored there for a matter of hours.

They robbed everyone on board before speeding off in a high

speed rib into the night.

THE PROBLEM

A sailing yacht, modern or otherwise has inherent problems which

make it easier to pirate than other vessels. Firstly, they are slow in

the water compared to motorised yachts which can alter course

and speed at will. A sailing yacht is at the mercy of the prevailing

wind and course and speed are greatly restricted. We’re not

talking about a high speed racing catamaran here! A pirate vessel

travelling at 40 knots is not going to be outrun or out

manoeuvred by a sailing yacht. The other critical issue is the fact

SECURING SAILING YACHTSA COMPLETELY DIFFERENT BALL GAME!BY DEAN LA VEY

S

that a sailing yacht is difficult to protect. It’s low in the water

allowing easy boarding and most have an exposed helm position.

There are also very few places to hide and most are crewed and/or

owned by individuals who have no perception whatsoever of

what a pirate attack may entail.

This has led to ‘home made’ solutions with one owner

‘Tom West’ publishing details of his ‘Pirate Proof’ 55 ft sailing

yacht in the February 2013 issue of high circulation US

publication ‘Popular Science’. It states: ‘To guard against pirates,

West made the core of the master cabin’s door from steel and

incorporated a thick metal lock bar. The only access to the rudder

controls is through the master cabin, so if there’s a raid, the Wests

can hunker down inside and disable the ship’s steering (a gun

cabinet in the master cabin holds last-resort countermeasures).’

Give me a break here! ‘Last resort countermeasures’! He needs to

watch ‘Captain Phillips’ the recent Hollywood tale regarding the

full on container ship, the Maersk Alabama.

A steel hull and metal locks offer little protection against

an armour piercing 7.62 round; and bear in mind that this is the

pirate’s $100 weapon. Most like to flaunt the fact that they have

50 calibre machine guns and RPG7 (Rocket Propelled Grenade)

launchers. Hunkering down and disabling the steering is not an

option. You’ll still be hunkering down as the yacht is sinking to the

bottom! Write this down – THERE IS NO SUCH THING AS A

‘PIRATE PROOF’ SAILING YACHT. And it doesn’t matter if the

yacht is 10 metres or over 100 metres. The same inherent

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problems exist. Things get even more complicated when a sailing

yacht is at anchor, and the reason for this is the reason people

have a sailing yacht in the first place – pleasure! A day of sailing,

a great meal, idyllic scenery and more than a few bottles of wine

firmly put away any thoughts of security; and it’s at anchor where

sailing yachts in particular are the most vulnerable. Many in the

yachting fraternity remember Sir Peter Blake who was shot dead

by pirates who approached his anchored sailing yacht by rubber

dingy in Macapa, Brazil. He was many say, badly advised to anchor

in such a place and in the rumpus that followed Sir Peter was shot

dead after shooting one of the pirates himself. Others on-board

said they never heard the pirates coming. They’d all just returned

after a dinner ashore. The truth here is that sailing yachts have

little or no security regime on-board.

FIREARMS ABOARD

For some reason, there is a mistaken perception that if you have

firearms on-board your yacht, you are protected against armed

pirates. Firearms in un-trained hands dramatically makes the

situation worse, no matter how ‘gung-ho’ they may make you

feel. We’re talking about sailing yachts here! Who determines

when the time is right to break out firearms? Do you wave it

about or start shooting? More importantly, this is not the movies.

If you are shot by a high calibre bullet at sea or otherwise, you are

likely not to survive, and the pirate who shot you has absolutely

no concern for the condition you’re left in. Unfortunately highly

trained armed security teams operate mostly on large

commercial ships or high profile motor yachts. They are expensive

and highly sought after by the big boys! If you raise a weapon on

your average sail boat, you raise the stakes considerably – and not

in your favour!

REDUCING THE RISK

There are of course places that no-one should venture in a sailing

yacht small or large, and this applies also to motor yachts. There

are areas that you really shouldn’t be, given the risks. All too often

however something has to happen before people start to take

note. Travelling to the Seychelles or Maldives can involve sailing

through waters where piracy is on the increase. It lead last year to

one American owner paying upwards of $30,000 to have his yacht

shipped back to the USA by container ship, rather than risk sailing

in what was becoming dangerous waters for sailing yachts. You

can however sign up to services that give up to date alerts of

imminent dangers in global waters of piracy. UK company Orchid,

gives up to the minute intelligence on piracy activity in high risk

areas such as the Gulf of Aden, East Africa & South China Sea to

name a few for example. (orchid-maritime.com). If you don’t

know about such services, you won’t have the intelligence you

need when planning your routes or deciding where to go. You

won’t get this type of real time information from the ISAF

website! Not going to places where piracy is a risk is better than

going there. How simple is that to understand? It was allegedly

stated that the UK couple ‘Paul & Rachel Chandler’ were pre-

warned about travelling to East Africa because of the piracy

threat, but sailed anyway. It cost them a year of turmoil.

GENERAL SECURITY

A large motor vessel can accommodate many security systems

and as previously stated can also accommodate highly trained

security personnel. It is generally the financial restrictions of

operating even medium sized sailing yachts that limits what you

can or cannot do in regard to security. Below deck areas are

cramped and mast space for radar and camera mounting is also

limited. It’s impossible to secure the deck itself and the outside

helm leaves crew exposed. More to the point, we’re sailing for

pleasure – not going to war! Intelligence is the key here.

Anchoring alone in a secluded spot may seem like paradise,

however it’s far safer to drop anchor where others are moored or

in a harbour. Thinking security is also something that should be

standard fare when visiting foreign shores. Telling all and sundry

where you plan to sail is also not a good idea. Of course there are

extremely large high profile sailing yachts where many of the

measures on large motor yachts can be employed, however these

are less of a target than your average sailing yacht. The owners of

these vessels can afford the best security systems and personnel!

No-one should take things for granted however. Piracy is an

evolving art with some pirates still using traditional Dhows as

mother ships, others high speed ribs. What looks normal in the

Gulf of Aden may be anything but normal.

CONCLUSION

A sailing yacht is for the many purists the ultimate expression of

man and yacht at harmony with the ocean. It can be a relaxed

stress free activity with many people selling their houses to buy a

yacht and sail the world. How fantastic is that? It does now come

with more responsibility than it used to, with personal safety and

the security of the vessel a more prominent feature. Sailing on a

budget means food and harbour fees become more important

than security measures, and sailors have to be more aware of their

surroundings, especially when anchored off shore with beer and

wine a plenty. No-one wants to be the victim of any maritime

criminal act by dedicated pirates or simple opportunist.

Sometimes it’s a matter of simple ‘common sense’.


www.secureyacht.com

YACHT SECURITY

>||

A HALF CENTURYOF MARINASAND THE NEED TO CHANGE THE CHIPBY OSCAR SICHES

T WAS IN YACHTING MATTERS EDITION 25 THAT COLIN

took us back to the ‘80s and the straightforward way that

yachting was developed, lived, and enjoyed. We were skippers

cruising on, at the time, ‘huge’ yachts, and plying our trade by

experience, common sense, the heart, knowledge and a strong and

deep respect of tradition and ethics, more or less in that order.

Today, at least half of such things are imposed by rules and

regulations, we must all conform or so it seems, but the results

obtained by these complex equations of technical development

despite the size, cost, number of yachts, management agencies and

speed, result in an owners experience no better than then. Well,

maybe the yachts have better fuel efficiency, but that’s about it.

I agree with Colin that it would take me a lot to want to

adapt to being a skipper again in the present time, I served on

yachts, sorry to make it sound like a Naval experience, but now

my life’s focus is on marinas.

This article is about marinas and how marinas have

changed. First I would like to go way back and quote Morris West

in his (my favourite West) novel ‘The Lovers’:

1952. Aussie Brian de Courcy Cavanagh, once described

as ‘a native twig grafted onto Celtic stock’, walks out of the

Bar Felix in Antibes through the Porte Marine and along the

esplanade until arriving by the lighthouse at the entrance of

the harbour.

A broad chested attorney at 25, he had the weathered

young-old look of someone with a certain amount of living

behind him. Even Felix, the bar patron, who had small faith in

mankind, less in woman and not at all in God, treated this one

with reluctant respect. He was trying to get a berth as a crewman

on a pleasure yacht.

Marie-Claire, who he had met at the pension and worked at

the Societé Glemot, told him about the imminent arrival of the

I

yacht Salamandra d’ Oro, coming from Alicante to start here a

Mediterranean cruise. The master has wired for fuel, provisions and

local labour for two days of scrubbing, painting and bright work.

The Salamandra d’ Oro was a hundred feet of sleek hull

with a clipper bow and a square transom with a golden

salamander displayed in relief under her nameplate.

‘Excuse me sir, are you the master of this beauty?’

‘And who may you be?’

‘Brian de Courcy Cavanagh, sir. Australian, ex-navy, just

finished a law degree and giving myself a working holiday in Europe’.

With the sole exception of the salary, this episode could

have been happening during this year, 2014, pre-season. And yet,

there are many changes that make Antibes (and most of the

world’s yacht harbours) a completely different port of call to how

they were back then.

Yacht harbours, and what they could offer, grew in line with

yacht technology and the demands of owners and crew. Yachts, as

they grew in size, were incorporating safety and comfort equipment

that needed ever more power. In the ‘60s it was limited to yacht’s

increasing battery capacity, later air conditioning made necessary a

generator, and the shore power supply to silently keep those

systems running became a blessing that would define whether a

yacht harbour was a very advanced and convenient one, or not.

I am referring to yacht harbours, as they were often called

in those early days, to include both marinas (a yacht harbour with

villa or commercial development) and yacht clubs (non profit

organisations). From now on I will use the generic name ‘marinas’.

Most of the coastal shores of EU states cannot be bought,

remaining always as property of the state (this is linked to their

status as strategic areas). To allow private use of such coasts,

Governments Issue grants to allow their use for a certain period

(Government Concessions).

In the ‘60s those grants would often be from 50 to 99 years.

The usual way of developing a marina was that the government

would fund the harbour infrastructure (breakwaters, quays, piers, slips,

esplanade) and the Concessionaire would take care of everything else.

There was money to spend and yachting was seen as an exclusive and

healthy sport full of tradition and perfect for the wealthy. The

concession fee to pay to the government was small in relation to the

investment that would have to be made by the lease owner.

Mr Onassis’s MY ‘Christina O’ featured on most Monaco

pictures and postcards showing her lying at her berth at the YCM and

being the image of the ultimate in chic, power and life enjoyment.

In the ‘70s marinas were conceived with the basic services

(water and electricity) and few featured even a telephone line to

the larger berths. If your berth came with a phone it would consist

of a long cable that would run alongside the gangway and would

have at its end a bulky rotating disk dial telephone. The average

size of the berths increased over the years, led by the demand of

the ever larger yachts that were being built, and in the crowded

MARINAS

Palma, Barcelona,Cartagenaand rest of Europe

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major marinas of the Mediterranean it was almost a necessity to

get a local diver to stand-by to untangle ones anchor from the

neighbour’s one and mooring lines from the props. Hi Saint Tropez!

Arabs with their coffers loaded from the oil crisis of 1976 were

commissioning their larger yachts and they then berthed them in

a few iconic harbours: Monaco, Antibes, Porto Cervo, Cannes,

Athens and the very new Puerto Banus. Yachting began to be easily

attainable by the EU middle classes and smaller yachts became

ever more affordable thanks to shipyard efficiency and modular

production. Marinas increased in size and services and hired more

personnel to keep on top of the demands that were being made of

them. Environmental control was something theoretical. Extra

taxes and harbour fees start showing up here and there.

As for the ‘80s, the governments started spending money

without any sustainable strategy and needed to collect even

more money in order to keep on the vicious circle that eventually

took the world to the infamous year of 2008 (still going strong

some might say). Yachting was demanding ever larger boats as

technology (satellite communication, water makers, TV etc)

allowed owners to spend ever more time with their ‘homes’ on

the water. Existing marinas could not berth the new breed of large

yachts over 140 ft and in 1986 the International Yacht Club

d’Antibes was created for yachts from 175 ft to 500 ft.

Governments decided that yachting was a good source of extra

income (it’s always good to go for the rich first) and started to

tighten the knot. Marina leases increased in price and so, naturally,

did mooring fees.

At the same time the green movement gathered

momentum and we started being made aware that our days were

numbered if we did not reduce CO2 emissions and that Nemo

and friends had a dark future due to marinas pouring concrete

into the sea, and that we had to curtail a yachtsmen’s preferred

amusement of pooing within the harbour limits before we quickly

transformed Monaco, Palma or Cannes into s*** pits.

Governments acted again and limited the issuing of new

harbour construction permits. Dirty, naughty yachtsmen! Meantime,

boats of all sizes kept being produced and the output from shipyards

grew exponentially. Now let’s understand one thing, the price of

berths is driven by demand. I remember the 120 ft Santa Cruz Tres

paying 1000 US dollars (per night) for the discharge berth used by

the water barge in Porto Cervo (no electricity) and with its use

limited from 1900 to 0700 the following morning. Nobody really

knew much about Turkey, which was a place you would not want to

arrive to from Greece because they were not on the best of

diplomatic terms. The same for the other way around. Yugoslavia

was off limits as it was very unstable. Greece had little to offer in the

way of decent marinas with the exception of Athens, most sheltered

places in the islands (you could not call them marinas) were fishing

harbours or unused commercial piers. Huge portable phones were

becoming available, and that made it possible to run your own

business from the yacht, so long as you were at a reasonable

distance from the shore and within coverage. At the end of the ’80s

cellular phones started replacing VHF communications, sea to shore,

and certainly helped in the booking of berths. Lürssen dedicates itself

seriously to building big yachts. Oceanco builds hulls in South Africa

and ships them to be finished in Europe. MY Cedar Sea pays to

widen the locks outside Van Lent and therefore keep the original

design beam. The big guys are here to stay.

And so the ’90s came along and the yachting industry kept

gaining momentum. The first Class 4 Captains were getting their

professional tickets. Marina associations were born. Yachting’s

favourite areas (Florida, the Côte d’Azur, Sardinia) fight to build

more marinas. Not only did superyachts drive the market. More

than 80% of the world’s yachts are less than 33 ft long. Less than

1% of the world’s yachts are over 65 ft It starts to get difficult to

find a suitable superyacht berth.

80 ft yachts are being pumped out of the yards as

production building really takes off to meet demand, and each

year the size is increasing. Flag regulations become more

demanding as the commercial shipping world starts to encroach

and Captains have to do a lot more administrative work to keep

their heads above water. Yacht management becomes a necessity,

which was and still is a change hard to digest for some, but rules

are out there to be fulfilled. Captains of the 80 ft boats of the ‘80s

are now driving 150 footers, youngsters are gaining the

qualifications to drive these larger yachts as training facilities

spring up to cope with demand. It takes time, subtle social skills

and sometime, bluntly, enormous tips to get a berth in a prime

spot during the summer. Small craft users often felt safer, and

enjoyed the privacy offered, by having a portable phone onboard,

far better than using VHF.

During the past 15 years we have seen the enormous

growth of Wifi and cellular phones in our lives and onboard.

Standard chores such as getting the weather forecast and

positioning can be done today from almost anywhere. Wifi,

parking and security are the three most valued items in

a marina today. Italy decided in 2008 that the country was lacking

39,000 berths needed to cope with the country’s burgeoning

yacht production and many visitors. The established good Italian

marinas had enjoyed excellent profits but the nautical industry

demanded more marinas be created. The Government, eyeing the

golden goose, reacted quickly and increased the fees to be

charged (up to 400%). Turkey became a feasible cruising ground

and a good destination, and the same happened with Croatia.

Montenegro grew very quickly and became a favoured stop over

for yachts when entering the Adriatic. Venice got itself well

organised and offered good possibilities for superyacht visitors.

And then 2008 struck.

MARINAS

And it hit everybody. Maybe not directly for some,

but many changes took place around us almost overnight. It

was a tough filter, a clean-up if you like. Nothing was guaranteed

anymore. Everybody guessed at how long it would take until

the recuperation came. Most people failed on the guess. Refit

yards blossomed as builders turned their attention to

this lucrative trade, if you can’t build them then repair those that

have already been built. Prices of berths, in general, froze or went

down, depending on the location. There are now berths at

reasonable prices in places where, in 2007, long waiting

lists existed. Megayachts kept being built and the over 350 ft

yacht list grew.

And why am I going through this retrospective from the ‘60s?

Yachting has always been a way to enjoy the sea and the

nature associated with it. The motion through water, the breeze and

spray on the face, the constant moving and looking forward to a

landfall are experiences that have not changed since the 17th

century. It is the sharing of those experiences that unite yachtsmen

all over the world. Private, commercial, displacement, fast, racing,

sail, power, all these are secondary to the core feeling that makes

you a mariner and I hope, leads you to enjoy this article.

Marinas, as the interface between land and sea, play a

decisive role within yachting. They are second to none in

providing the much-needed shelter, and lately the comforts

superyachts are associated with. Do not forget that for a marina

to exist, there should be yachts. Both live with and from each

other, and so should the relation yacht-marina-marina-yacht be

understood: a symbiosis.

MARINAS


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10 years ago everything was possible and the snowball

kept rolling, getting bigger as it progressed. As human beings we

accept the good times and constantly improve our standard of

living and adapt to the comforts we are allowed to enjoy. When

this changes, as in 2008, we can quickly improve efficiency, trim

our way of living, have a sustainable strategy in general which will

allow us to face the future enjoying that standard of living we

have achieved. To keep our yachts we must try to get the best

value for money we can, sometimes by just going for the

cheapest deal, but we must not give up on the high standards that

we have grown to accept.

We are affected and so are the governments. We, as

individuals can adapt quickly to the new situation much better

than they can. Their laws, decrees and rules of the past are still

there and are not easy to be changed.

Many marinas are now facing financial trouble. Italy built

25,000 of those 39,000 berths, and many of those berths remain

empty. Greece does not lift the stupid laws that keep yacht

charter away and protect their woeful home fleet through lack of

competition. Neither does Spain. France, defying Brussels, keeps

defending their charter business and somehow Italy is second

best. Turkey learns fast and is developing a serious marina network

to challenge anything in the Mediterranean basin.

Marina organisations are stronger now than they have ever

been and can make themselves heard at the EU Parliament and

the US Senate, but the process for change is too slow. Innovation

is more a political word than a sustainability way. I only have to

see how commercial fishing has raped the seas, it will never end

in my lifetime, what will our grandchildren have to look forward

to when the future arrives. Politicians and countries will still be

blaming each other, be assured none will take the blame!

So forget about blame and accusation. Today’s marinas

should capitalise on their past experience. Marina operators

should learn to read a Captain’s or an Owner’s mind and adapt

our behaviour to their wishes. We must think ahead of time to

anticipate their needs before they arrive, and we can look back to

avoid the mistakes already made. Fairness is not anymore an

option but a first need. You cannot soft talk an experienced

Captain. You must build the Captain’s or Owner’s trust in you to

have a chance. In all management courses it is taught that you

cannot ask from an employee more than the employee can give,

this is down to training, staff have to be trained to the highest of

levels, not just in their given job but also in how to show respect

to their guests when they arrive. Location is still extremely

important but most Captains will tie up where they feel

comfortable and, along with their crew, know they will be well

taken care of. A high profile marina badly operated will not

succeed; but a standard marina very well operated will always be

full. Marinas are in today’s world more a hospitality business than

a maritime one. Marinas need yachts and yachts need marinas

and we both have to suffer the ‘rich guy’ stigma as bestowed by

governments that we carry, together we have to make the best of

it and move forward into the future.

On arrival at a marina the first 15 minutes will

dictate the impression that a Captain and his crew form of that

marina and indeed it’s personnel. There is no second chance for

that first impression!


MARINAS

>||

THE MARINE GALLERYFEATURING THE BEST IN YACHT BUILDING & DESIGN

THE

MAR

INE

GAL

LERY

Azzam was delivered to her owners in the October of 2013

and built by one of the world’s most prestigious Superyacht

builders, the German yard Lürssen. This 180 m (590.55 ft)

monster (our first Terayacht maybe?) is without doubt the

biggest yacht in the world and the largest ever built and

considering the standards to which she would have been finished

her three year build time is exceptional. Nothing official has ever

been released on this vessel but it is rumoured that her owner is

of mid eastern origin (Abu Dhabi) and she does fly the flag of the

UAE which is a good pointer. Her slender exterior design was

conceived by Nauta Yachts and her interior by Christophe Leoni.

Her top speed reached in excess of 31 knots during trials and to

achieve this she has been fitted with two gas turbine diesels that

combined can give her 94,000 hp. The project was handled by

Burgess Technical Services and the project Engineer was Mubarak

Saad al Ahbabi.

Azzam, which means 'determination' in Arabic,

interestingly has a draft which is said to be only 4.3 m,

very shallow, but quite suitable for getting into many of the

world’s most sought after anchorages and cruising grounds. She is

said to carry a missile defence system, something that many of

these very large yachts have been said to have had fitted over the

years, but to date it is never been reported that any missiles have

ever been fired from a yacht bringing this rumour into serious

doubt. As we know much of this is truly good newspaper

speculation. She is also said to sport two helipads, two pools, a

miniature submarine and an onboard movie theatre, far more

likely accompaniments to such a fine vessel with a rumoured

£400,000,000 price tag.

The world’s longest yachts: Azzam 180 m, Eclipse 163.5 m,

Dubai 162 m, Al Said 155 m, Prince Abdulaziz 147 m, Topaz 147 m.

YACHT GALLERY – AZZAM

TECHNICAL SPECIFICATIONSLENGTH OVERALL: 180 MBEAM: 22 MDRAFT: 4.3 MHULL & SUPERSTRUCTURE: STEEL & ALUMINIUMACCOMMODATION: UNKNOWNENGINES: 2 X GAS TURBINE DIESELSSPEED: MAX: 31.5 KNOTSNAVAL ARCHITECTURE: LÜRSSENEXTERIOR DESIGN: NAUTA YACHTSINTERIOR DESIGN: CHRISTOPHE LEONIDELIVERY: 2013BUILDER: LÜRSSEN YACHTS

Tel: +49 421 6604 166Email: [email protected]

Azz

am

PHOTOGRAPH: KLAUS JORDAN

YACHT GALLERY – SOLANDGE

The 85 m Solandge was delivered in October 2013. She was

conceived as a family yacht but also a yacht that would create

a reputation as one of the world’s great yachts at the high end of

the charter market. The owner, who upgraded from a 63 m Lürssen,

has many years' experience of owning and chartering and has

applied his extensive ‘working’ knowledge to this new vessel

ensuring its comfort and suitability during lengthy voyages.

Yacht-building on the scale of Solandge needs excellent team-

work, and to achieve his goals the owner brought together the skills

of project manager Richard Masters, exterior designer Espen Oeino,

interior designer Aileen Rodriguez and the project team of Lürssen.

Solandge has very harmonious proportions and, with a

length of 85.10 m and a beam of 13.80 m she boasts extraordinary

volume. Interior designer Aileen Rodriguez explains what enhances

Solandge’s luxurious style: 'The interior has classical touches with a

contemporary backdrop, making it a transitional interior. The

unique mix of rare and striking materials gives the yacht its

ultimate look and luxurious style'.

Master Yachts implemented its personalised project

management style by bringing the owner's crew into the build team.

The expertise was applied to the entire process, right through to the

delivery and preparation for the ongoing operational life of the vessel.

One eye catching feature of Solandge is seen when you step

through the main entrance onto the wood and onyx inlayed floor of

the foyer where you are instantly captured by the golden ‘Tree of Life’

– a lighted sculpture where more than 1200 points of light act as

tropical rain drops that bring coloured glass flowers to bloom. The tree

is approximately 16 m high and enhances the entire area from the

tank deck to the bridge deck. The whole sculpture is encompassed by

an antique Venetian mirror and edge-lit, hand-carved art glass.

Indeed the beautifully conceived exterior and the quite

amazing interior of this special vessel will no doubt allow the owner

and his guests, private or charter to enjoy every conceivable delight

that a vessel of this quality can deliver.

TECHNICAL SPECIFICATIONSLENGTH OVERALL: 85.10 MBEAM: 13.80 MDRAFT: 3.90 MHULL & SUPERSTRUCTURE: STEEL & ALUMINIUMACCOMMODATION: 14 GUESTS IN 7 STATEROOMS

29 CREW IN 15 CABINSENGINES: 2 x CAT 3516 – 2.000 KW at 1.600 rpmSPEED: 17 KNOTS MAXRANGE: 6000 NM AT 12 KNOTSCLASSIFICATION: LRS, +100A1 SSC YACHT (P) MONO G6 +

LMC UMSEXTERIOR DESIGN: ESPEN OEINO DESIGNINTERIOR DESIGN: RODRIGUEZ INTERIORSDELIVERY: 2013BUILDER: LÜRSSEN YACHTS

Tel: +49 421 6604 166Email: [email protected]

So

land

ge

YACHT GALLERY – SEAHAWK

Se

ah

awk Seahawk, the new 60 m series Perini was delivered to her delighted

owners in November 2013 after she was showcased at the Monaco

Yacht Show. She is considered a natural evolution of the Perini 56

m series of which ten have been constructed. She was designed to

be an exceptionally fast vessel and will prove herself at the 2014 St

Barths Bucket in just a few weeks from now against 38 of her

contemporaries. She will be competing in the ‘Les Grandes Dames

Des Mers’ division and will be the 2nd largest in the fleet.

She was not only designed for speed, but also as a very

comfortable and innovative cruising yacht with abundant indoor

and outdoor spaces. Her hull, design by Perini Navi in collaboration

with Ron Holland, has lines even sleeker than her 56 m

predecessors, that have in themselves proven to be exceptional

racers when set against other vessels of their class, giving credence

to the input during the design procedure by the legendary Holland.

Perini Navi, famed for its captive winch design, have created

a new generation of smaller winches that give stronger reeling

power resulting in faster manoeuvring, both essentials for racing

prowess. For the jib sail these new winches can reel in a maximum

weight of 30 tons at a speed of 40 m per minute. They are

managed from a dedicated sensor that can measure the load and

regulate the reeling speed to the maximum possible.

There are a great many new design features built into

Seahawk but to increase her racing capabilities the designers have

looked at weight, and the use of new lighter materials throughout,

such as titanium and the carbon fibre used in the spreaders, boom,

forestay foils, diagonals and standing rigging. The masts, even though

of aluminium, are lighter than their predecessors due to new

structural design. Incredibly the two masts on Seahawk are the same

weight as the single main mast of the 2003 launched Burrasca.

Indeed a vessel that will deliver pride to the builders,

designers and crew but above all it holds the promise to bring the

Owner to the winners rostrum at many of the world’s top

Superyacht Racing events.

TECHNICAL SPECIFICATIONSLENGTH OVERALL: 58.6 MBEAM: 11.4 MDRAFT: CENTREBOARD UP 4.3 M – DOWN 12.3 MHULL & SUPERSTRUCTURE: ALUMINIUMACCOMMODATION: 12 GUESTS IN 6 SUITES, 6 CREW CABINSENGINES: 2 x MTU 8V2000M72RANGE: @12.5 KT 3,500 NM CLASSIFICATION: MALTA CROSS A1 COMMERCIAL YACHTING

SERVICE MALTA CROSS AMS, MCA - LY2NAVAL ARCHITECTURE: PERINI NAVI IN COLLABORATION WITH

RON HOLLANDEXTERIOR DESIGN: PERINI NAVIINTERIOR DESIGN: CHRISTIAN LIAIGREDELIVERY: 2013BUILDER: PERINI NAVI

Tel: +39 0584 4241Email: [email protected]: www.perininavi.it

The 62 m Feadship Sea Owl was handed to her owners in July of

2013 after her build period at the acclaimed Feadship yard of Royal

Van Lent in Holland. Since launch she has cruised extensively with

her private owners and is presently in the Caribbean having

completed her first transatlantic crossing. Her jade mist green hull

and oyster white superstructure, combined with the quite striking

exterior lines, a product of the award winning Andrew Winch Designs

studio in London, certainly makes this lady stand out against any of

her peers as she sits at anchor or enters port.

Not much has been officially released on Sea Owl into the

public domain but we do know that she has been given, again by the

Winch team, one of the most customised interiors ever to have been

fitted inside a modern Feadship. This is one of the important factors

that Andrew Winch takes pride in, getting to personally know an

owners likes and dislikes, and then to turn that knowledge into a

luxurious and very special environment suitable for living in and

enjoying during periods of extended cruising.

This sophisticated yacht has been built for experienced

owners who are themselves exceptionally private. Anthony Sands

(Edge Yachts) represented them on the Sea Owl project from the

early design phase and speaking on behalf of his clients remarked,

‘We believe she is quite possibly the most customised 62 m yacht

ever built, a true work of art. It gives me tremendous personal

satisfaction to see such a large, talented and diverse group of people

working together to make sure our client's expectations were met,

and then exceeded. I believe this is an example of the Superyacht

industry working at its very best.’

The owners are very family-oriented and this is reflected in

the facilities on board for the younger generation, which range from

a magical array of toys and games to a thematic decorative scheme.

There are two dedicated children’s cabins on board Sea Owl as well

as the owners’ stateroom and three guest suites.

YACHT GALLERY – SEA OWL

TECHNICAL SPECIFICATIONSLENGTH OVERALL: 62.00 MBEAM: 12.20 MDRAFT: 3.70 MHULL & SUPERSTRUCTURE: STEEL & ALUMINIUMACCOMMODATION: 8 GUESTS IN FOUR STATEROOMS

4 CHILDREN IN 2 CABINS2 STAFF IN 2 CABINS, 18 CREW IN 10 CABINS

ENGINES: 2 X MTU 16V4000 M53R, 1520 KW @1600 RPMSPEED: MAX 16 KNOTS (TBC)NAVAL ARCHITECTURE: FEADSHIP DE VOOGT NAVAL ARCHITECTSEXTERIOR DESIGN: ANDREW WINCH DESIGNSINTERIOR DESIGN: ANDREW WINCH DESIGNSDELIVERY: 2013BUILDER: FEADSHIP (ROYAL VAN LENT)

Tel: +31 (0)23 524 7000Email: [email protected]

Se

a O

wl

YACHT GALLERY – M5 (EX MIRABELLA V)

M5 (

ex M

irab

ella

V) The remodelled sailing yacht M5 (ex Mirabella V) with her new and

impressive lightweight carbon rigging was recently put through

extensive sail trials off Falmouth. Her rigging was designed and

manufactured by Carbo-Link and included 34 new carbon fibre

stays with titanium fittings and built-in dynamic fibre optics which

all in have decreased the rig weight by a massive 18 tonnes. When

first launched in 2004 at the VT Shipbuilding yard in the UK this

vessel broke all kinds of records, one being the largest sloop ever to

be launched, and now she claims to have the longest composite

forestay ever fitted to a yacht. This will be the first time a

Superyacht has been fitted with a solid carbon cable with

unidirectional fibre and a Fibre Bragg Grating (FBG). These are

optical fibres that reflect the loads through particular wavelengths.

Data of all tension and loads on the rig at any given moment are

visually monitored via onboard computer systems. Sensors are also

wrapped around the forestays. Access between the forestay, the

carbon foils and furler motors is extremely limited, making it almost

impossible to detect chafing between the stay and the furler which

is where the surface damage sensors come into play; if there is

chafing, they will simply stop reflecting, triggering an alarm.

During several hours on the water and with challenging

sea conditions the remodelled yacht performed well, reaching

17.7 knots in 18-23 knots of wind.

During the refit the Pendennis Yard based in Falmouth

also completed extensive interior redesign and engineering

works which included replacing the main engines, generators,

switchboards and the sewage treatment plant along with an

upgrade of the air conditioning system, electrics and

entertainment systems, and also a 10 year DNV survey. A new

extension to the stern of 32.4 m has created a new sleeker profile

for the yacht and at the same time provided an impressive new

aft deck area.

TECHNICAL SPECIFICATIONSLENGTH OVERALL: 77.6 MBEAM: 14.82 M DRAFT: 4.2 M (KEEL UP) & 10.2 M (KEEL DOWN)HULL & SUPERSTRUCTURE: COMPOSITE - EGLASS ACCOMMODATION: 14 GUESTS/16 CREWENGINES: 2 X CATERPILLAR C32 1,300 HPSPEED: 16 KNOTS UNDER POWERCLASSIFICATION: BUILT TO DNVGL, AND MCA COMPLIANTNAVAL ARCHITECTURE: RON HOLLAND (REMODEL & BUILD)EXTERIOR DESIGN: RON HOLLAND (REMODEL & BUILD)INTERIOR DESIGN: REDMAN WHITELEY DIXON (REMODEL)ORIGINAL BUILD: 2004 (AS MIRABELLA V)REFIT: PENDENNIS, UK 2014BUILDER: VT SHIPBUILDING, UK, 2004

Tel: +44 (0)1326 211344 Email: [email protected]: www.pendennis.com


T DOESN’T SEEM THAT LONG AGO WHEN VESSELS THAT

took to the high seas ran the perilous risk of being violently

attacked by pirate gangs. Reports of ships being attacked and

crews being held hostage were a weekly occurrence with no

solution in sight. Transits through the Gulf of Aden and along the

Somali coastline were extremely hazardous, the attacks continued

despite the deployment of warships to the region. In 2010, the

number of recorded attacks peaked after four consecutive years

of increased piracy and armed robbery worldwide.

However, by the end of 2013 the number of piratical

attacks had fallen significantly especially those around Somalia.

This gradual decline has left an eerie silence and the question

remains: where have all the pirates gone?

Statistics produced by the International Maritime

Bureau (IMB) Piracy Reporting Centre in January 2012

demonstrate clearly the decrease in attacks throughout 2011

compared to 2010.

After four continuous years of increased attacks, the IMB were

quick to point out that the number of recorded attacks had fallen. In

2011, there had been no fewer than 439 recorded incidents of piracy

and armed robbery compared to the 445 incidents recorded the year

before. 802 crew members had been taken hostage in 2011

compared to the 1181 crew members taken hostage in 2010. Eight

crew members were killed in 2010 and 2011 respectively.

This positive decline continued and in October 2013, the

IMB reported that piracy at sea fell to its lowest level in seven

years. The IMB’s global figures showed that during the first nine

months of 2013, pirates hijacked ten vessels and 266 crew

members were taken hostage – a stark contrast to those figures

recorded three years earlier. Furthermore, Operation Ocean Shield,

NATO’s counter-piracy mission around the Horn of Africa is due

to terminate at the end of this year.

It would appear that the war against maritime piracy is

being won. Or is it?

In 2011, the IMB claimed that approximately 54% of

reported attacks were attributed to Somali piracy. The dramatic

upsurge in Somali piracy coupled with the cost to the global

economy led to the international community concentrating its

efforts to that region to combat the problem. The deployment of

naval assets, utilisation of Best Management Practice and the

increased but controversial employment of armed guards have all

contributed to the recent demise in Somali piracy.

However, does this now mean that the Somali pirates have

finally hung up their Kalashnikov rifles and accepted defeat?

The IMB Piracy Reporting Centre’s website states that

attacks around Somalia, the Gulf of Aden and the Red Sea have

‘dropped significantly’ however it still warns ships to ‘remain

vigilant’ and the threat is ‘still present’.

These warnings were legitimised on 17th January 2014

when a product tanker was attacked with small arms fire to the

south of Salalah. The attack was repelled by the armed on board

security team following an exchange of gunfire. Another attack

took place on the 13th February when a Ro-Ro vessel was chased

and fired upon close to the Somali coastline. The attackers aborted

after receiving warning shots from the armed onboard security

team with on-deck containers sustaining minor bullet hole damage.

It can argued that the actions of the armed security teams

in successfully repelling these attacks may have saved the ship

and crew from a one-way trip to Somalia and a tortuous period

of time being held hostage.

It can also be argued that the increased use of armed on

board security teams has made a significant contribution to the

reduction in Somali piracy. Over 60% of vessels passing through

the High Risk Area (HRA) are now protecting their vessels with

armed security teams. Statistics have repeatedly shown that

when Somali pirates have faced armed resistance they’ll abort

their attack in search of an easier target. The private maritime

security industry maintains its 100% record that no vessel with

an armed security team on board has ever been hijacked.

However, despite these successes the fact remains that

piracy in this area has yet to be eradicated.

The lawless nature of Somalia and its categorisation as

being a failed state has allowed piracy to flourish. The roots of

piracy originate on land and until stable governance can be

restored to the country then the threat posed by Somali pirates

will continue to linger. Having failed to hijack a commercial vessel

in over twenty months, there can be no doubting that the

business model of Somali piracy is on the wane. Pirate gangs are

now turning to other illicit ventures such as arms smuggling and

protection services for illegal fishing fleets. It is reported that

1435 suspected pirates or their financiers are now in custody or

jail in 21 countries. Nevertheless, the criminal network remains

intact and continues to pose a credible threat to mariners. In short,

Somali piracy has been contained and not eradicated.

WHERE HAVE ALLTHE PIRATES GONE? BY ED HILL


Whilst the number of piracy incidents around East Africa

has declined, the same cannot be said for West Africa.

The Gulf of Guinea is regarded as being one of the world’s

most dangerous regions for seafarers. During 2013, this area

accounted for 19% of worldwide incidents with a total of 51

attacks, 31 of them carried out by Nigerian pirates. Attacks in West

Africa range from petty robbery of ships at anchor to sophisticated

hijackings of vessels and crew. Pirates are described as being far

more brutal and violent than their Somali counterparts and in

some cases have been prepared to stand and fight when

challenged. Last year it was reported that 36 crew members were

kidnapped and taken ashore for ransom and one crew member

was killed. With the majority of attacks being committed within

territorial waters it is the responsibility of local governments to

tackle the problem. Sadly, it appears that little is being done.

Figures produced by the IMB Piracy Reporting Centre at the

end of 2013 highlighted that Indonesia saw the most pirate attacks

for the year, accounting for over 50% of all worldwide incidents.

This region is no stranger to modern piracy and the Malacca

Straits continues to present problems to vessels passing through

the area. There is however a vast difference in the type of attack

that generally occurs in these waters. An IMB report claimed that

incidents were typically ‘low-level opportunistic thefts, not to be

compared with the more serious incidents off Africa’. That said, last

year a fishing vessel operating in the Malacca Straits was attacked

and hijacked and taken to Indonesian territorial waters. A product

tanker was also hijacked off the coast of PulauKukup, Malaysia

resulting in the crew being forced to transfer its cargo to another

tanker before the pirates made their getaway.

All of these figures indicate that classic piracy is still very

active in certain parts of the world.

But of course there is another threat.

Currently commercial shipping appears to be taking the

brunt of attacks. But it would be foolhardy to suggest that a

superyacht and its crew are immune from attack.

Superyachts by their very nature are a conspicuous

demonstration of wealth making them very attractive targets

with relatively low speeds and low freeboard.

In February 2014, a gang of masked men boarded a luxury

17 m trawler-type yacht in the middle of the night off Corsica.

The owner and his wife were tied-up, held in a cabin then set

adrift eventually being washed ashore. Of course this wasn’t a

superyacht in the strictest sense but it demonstrates the

vulnerability of luxury yachts anywhere.

But the very real continued threat of piracy shouldn’t

necessarily mean a total restriction on travelling to beautiful but

higher threat parts of the world.

Seychelles, Mauritius, Maldives and the UAE are well

established havens for the superyacht industry. Their geographical

location places them well within the designated High Risk Area

and the striking range of Somali pirates.

However, proven security measures adopted by

commercial vessels can be adopted by a superyacht to ensure a

safe passage in these waters.

YACHT CAPTAINS WOULD BE STRONGLY ADVISED TO CONSIDER:

• Be familiar with pirate hotspots. Frequent familiarisation with

global piracy incidents will allow you to understand areas that

pose the greatest risk. Familiarisation with the modus operandi of

pirate groups in that area will assist in deciding what mitigation

measures to employ.

• Be familiar with Best Management Practice. Although originally

published as guidance for protection against Somalia based piracy,

many of the techniques can be employed in any part of the world.

Conducting a thorough passage plan, vessel hardening, increasing

watches, travelling at best speed and nominating a citadel should

all be basic measures for consideration.

• Conduct regular security training. The addition of mandatory

security training as part of the STCW Manila Amendments mandates

that crews have a basic understanding of security awareness. This

forms their minimum baseline of security knowledge and will

provide comfort in uncomfortable situations. The establishment of

an on board security culture should be adopted with security

training and drills conducted at regular intervals.

• Seek external advice from maritime security experts. The Captain

and crew are typically so engulfed in their day to day roles that

security matters can often be overlooked. Remember, there is a

security threat everywhere. Whether its assistance with a passage

plan, threat assessment, crew training or advice regarding armed

security teams the engagement of a reputable maritime security

consultant can shoulder that additional burden and provide

valuable security guidance.

The decrease of reported piracy attacks has largely been

attributed to the use of Best Management Practice, the assistance

of naval assets and the increased use of armed private security

teams. This concerted effort has resulted in a significant reduction

in Somali piracy.

But recent attacks and lack of governmental stability

in traditionally high threat areas demonstrate that the problem

has merely been contained not eradicated. Moreover, piracy

continues to plague other parts of the world with no apparent

solution in sight.

The scourge of piracy is as almost as old as time itself,

increased knowledge and self-protection have proven to be the

most effective measures.

Piracy hasn’t gone away and neither is it likely to.

Contact Ed Hill: www.intrepid-risk.com

PIRACY

>||

IN THIS EDITION:

HUISFITAMICO & CO

ASTILLEROS DE MALLORCALUSBEN


THE YACHTING MATTERS GUIDE TOSUPERYACHT REFIT

& REPAIR FACILITIES

OYAL HUISMAN IS INTERNATIONALLY RENOWNED AS A BUILDER OF FINE CUSTOM yachts, but the same standards of expertise and craftsmanship are equally accessible for superyacht service, repairand refit through their Huisfit programme. The steady increase in scale and diversity of refit projects undertakensince the division was formalised in 2010 appears to confirm the industry’s appreciation of what Huisfit has to offer.

Most yachts operate on tight schedules, so refit or maintenance work is usually scheduled many months inadvance. As captains and owners are all too aware, any ‘downtime’ due to survey or unexpected problems can befrustrating, disruptive and expensive. Instead, they seek a yard with high qualitative standards and a professional cultureto ensure the work is carried out on time and on budget. Whether modern or classic, sail or motor, all Huisfit servicesbenefit from the team's passion for perfection and are backed by almost 130 years of experience. The work can beundertaken at the Royal Huisman yard in Vollenhove or at nearby deep-water locations, according to the owner's orcaptain's preference and the requirements of the project.

A Huisfit is no ordinary program. It assures a high level of enhancement carried out to leading edge industrystandards. A true investment in the pleasure of ownership and in the long-term value of the yacht, a Huisfit isunderpinned by Royal Huisman's global reputation for quality and endorsed by both owners and their captains. Recent major projects have included the Lürssen builds, 70.7 m M/Y Skat, 93 m S/Y Eos and 40 m M/Y Be Mine. In eachcase, not only were the captains and/or owners’ representatives completely satisfied with Huisfit’s high qualitystandards, they were also appreciative of the hospitality, service and support they received while working on site.

Indeed, Huisfit clients benefit from the exceptional infrastructure and facilities for project managers and crew at itsVollenhove yard, which has the capacity to accommodate the majority of superyachts. Modern buildings, spacious externalareas, thorough organisation, controlled budgeting and attractive working conditions all contribute to outstanding results.

Huisfit is able to address all areas of service refit and repair, including spars and rigging, interior and deckoutfitting, electrics and electronics, machinery hydraulics and onboard systems. Whatever the scale and scope of workrequired, projects benefit from Royal Huisman’s comprehensive and highly regarded in-house design and engineeringcapability for developing solutions that optimise functionality, efficiency, use of space and serviceability. Sea trails areconducted both pre and post-refit to ensure all issues are correctly identified and rectified.

Moreover, a winter refit at Royal Huisman introduces an attractive new option to the cruising schedule. As achange from the Med and the Caribbean, the Baltic and Norwegian seas offer a fantastic diversity of deep waterharbours and cruising grounds, steeped in history, cloaked in natural beauty, basking in warm temperatures, steadywinds and long hours of daylight – all easily accessible from Holland's North Sea ports, offering the prospect of a veryspecial integrated refit-and-cruise itinerary.

Before scheduling a Huisfit, shipyard visits are encouraged to review the facilities and proposed work lists.Alternatively Huisfit personnel are available to visit you on board for a briefing and an inspection of the project. Eitherway, when our proposals are presented, you may be agreeably surprised by the competitive rates that result from theefficiency of a Royal Huisman refit. Could Huisfit be the smart choice for your project too?

SHIPYARD FACTFILE

HUISFIT

HUISFIT – SUPERYACHT REFIT, REPAIR AND RENEWAL, RE-DEFINED BY ROYAL HUISMAN Vollenhove, Holland

Contact: Bert Tromp or Evert van DishoeckTel: +31 527 24 3131Email: [email protected]: www.huisfit.com

AVAILABLE FACILITIES: 3 climate controlled halls: 45 to 81 m

with overhead gantry cranesDedicated spray booths: up to 55 m

(masts up to 63 m)2 covered dry docks: 138 m to 144 m4500 ton synchro lift: 120 mElectrical supply: Up to 1000A @ 400V 50Hz

PROJECT OFFICES: Purpose-built and fully furnished complete withdirect outside phone lines, wired and wirelessinternet connections, separate male and femalebathrooms and a dedicated kitchenette. Excellenthousing and accommodations for prolonged stays


SHIPYARD FACTFILE

MICO & CO IS ONE OF THE VERY FEW MAJOR SUPERYACHT REFIT AND REPAIR

centres worldwide and has developed facilities at its Genoa yard to meet the precise requirements of

superyacht refit and repair.

Amico & Co can cater for all work whether the project is just to refresh the paintwork or a major conversion

that may take a year of more. The yard can handle any type or size of yacht including the latest generation of large

sailboats. It also specialises in working on classic and antique yachts where dedicated care is required. The aim at Amico

is to complete each project on time and on budget.

Since 1991 the continual growth of the Amico & Co shipyard has given testament to its leadership in the refit

& repair industry and the yard itself has a 30,000 m2 surface which includes 10 refit and repair covered areas and paint

sheds specifically designed for projects up to 75 m in length and equipped with force ventilation systems to maintain

necessary temperature/humidity/emission conditions.

By September 2014 a new fundamental step will be reached, improving Amico & Co facilities and the services

offered to yachts of 70+ m. A new 101 m sheltered graving dry-dock will be completed inside the yard area with a

31 m Airdrift which will be equipped with state-of-the art and environmental friendly technical systems for paint

overspray recovering and treatment, heating & lighting.

The company is particularly renowned for its painting skills (its contractual painting standards and warranty

conditions have been recently upgraded), for engineering Amico & Co is an official contractor for leading companies

such as MTU, Caterpillar, Northern Light, Berg and Idromar. The company headquarters also boasts a new crew area

designed and dedicated to crew members. It is equipped with SAT TV, internet Wi-Fi connection, small kitchen area,

snack points, etc. Access is allowed seven days a week and at all hours with a company provided crew badge.

The large number of clients who bring their yachts back to the shipyard for repeat work is testimony to the

dedicated service and skill that Amico & Co can bring to repair and refit work. Amico & Co is a World leader in this field

and has the in-house skills and management to make each job a satisfying experience for owners, captains, managers

and crews as well as the shipyard.

Project organisation and management procedures are fully integrated thanks to a management system which

has been perfected over 20 years. This is an indispensable tool for both the Amico & Co team and for the Client, who

is kept constantly informed and who can monitor the state of progress of his project.

Amico & Co has a long experience of working to meet all Flag State and Class regulations and interacts with

important associations such as Confindustria and ICOMIA and was the first shipyard in Italy to attain the environmental

management standard certificate ISO 1400.

AMICO & CO SRL

AMICO & CO SRLVia dei Pescatori, 16128 Genova, Italy

Contact: Mr. Filippo Censi Buffarini Technical & Customer Care Manager Tel: +39 0102470067Email: [email protected] Web: www.amicoshipyard.com

SUITABLE FOR VESSELS OF: 18 m - 270 m

IN HOUSE FACILITIES: 10 paint-refit sheds, 20 berth max 110 mt LOA, in-housedepartments: Engineering, shaft alignment, engine andgenerator servicing and reconditioning, ship’s technicalsystems. Paint work, from primer application to topcoatrefinishing. Wood carpentry, teak decking and yachtinterior refurbishment. Electrical workshop. Officialservices: MTU, CAT, Northern Lights, Idromar and Berg.

MAIN LOCAL CONTRACTORS: All trades Drydock: Max length of vessel 270 mTravel lift: 320 and 835 tons Cranes: Max weight of lift 835 tonsHard standing area: 30,000 m2 of

docking and yard areaAlongside berthing: Max 110 mStern to berthing: Max 110 mCovered sheds: 10 x sheds up to 60 m LOA,

dry-dock shed 75 m LOA and coming bythe end of 2013 a new 100 m sheltered graving

dock inside the yardTenting available: YesDayworkers allowed: RestrictedProject office available: Yes


STILLEROS DE MALLORCA IS A REFIT AND REPAIR SHIPYARD FOR LUXURY

sailing and motor yachts. It was first established in 1942 and pioneered the construction of a great variety

of vessels. In the early 90s, Mallorca started to become the focal point for Superyachts that run both the

Caribbean and Mediterranean seasons.Astilleros de Mallorca adapted to the requirements of this up and coming market

and is considered today to be Mallorca’s Premier Shipyard. This recognition has been backed up by important awards

such as the Boat International's ‘Best Superyacht Refit’.

The yard's workforce is proud to conserve the rich heritage of the old artisan’s tradition while constantly keeping

an eye on the future.

Astilleros de Mallorca has recently invested heavily with the purchase of state of the art equipment, the latest

in technology and new machinery. Also the redefined workshops have contributed to upgrade the facilities.

The shipyard offers a full range of in-house services that include mechanical, electrical, stainless steel, carpentry,

electronics and upholstery work. Despite having all their own departments and specialities, a yacht’s favourite supplier

is welcome to join the project within the facilities. They will be supported by the experienced management team that

will provide assessment in all the yacht’s requirements and needs.

Astilleros has embraced the opportunities that the STP facilities have offered and expanded their business

premises into this new working area; increasing their haul-out and working capacities. The professional Astilleros STP

Team is based in offices 17 & 18 in the ‘RS Global Building’ and the unique, fully functioning mechanical and metal

workshops are available for any specific job or complete refit.

With more than 30 years of experience completing refits and repairs on approximately 120 yachts every year,

the shipyard is honoured with a long list of loyal clients.

SHIPYARD FACTFILE

ASTILLEROS DE MALLORCA

ASTILLEROS DE MALLORCAContramuelle Mollet, 11E-07012 Palma de MallorcaBaleares, Spain

Contact: Diego Colon / Stefan EndersTel: +34 971 710645Email: [email protected] Web: www.astillerosdemallorca.com

SUITABLE FOR VESSELS OF: 25 m+

IN HOUSE FACILITIES: Hull & structural work in: steel, aluminium, woodand composite plastics. Engineering: pipe-work,tanks, electrical and wiring, machinery overhauland repair, shafts and propellers. Fitting-out work:joinery, furnishings, interior finishing, electronics,television, sat-com, sourcing/supply of fittings.Exterior work: hull cleaning and painting, deckrefinishing, woodwork, sanding and varnishing.Exterior painting: afloat under cover, ashore undercover.

MAIN LOCAL CONTRACTORS: All trades Slipways: 4 x Max length 74 m, Beam 11.5 m

Weight 1700 tons, Draught 5.5 mCranes: 3 x Max weight of lift 20 tonsAlongside berthing: Max length 100 m

Max draught 7 mStern to berthing: 4 available. Max 80 mTenting available: YesDayworkers allowed: ControlledProject office available: Yes


SHIPYARD FACTFILE

USBEN WAS ESTABLISHED IN 1956 AND IS GLOBALLY RECOGNISED AS THE

definitive 'one-stop-shop' for all luxury yacht refit and repair projects. The company boasts unrivalled facilities,

expertise, technical know-how and skilled craftsmen, capable of handling yachts from 20 m to 120 m.

The company continues to grow in size with the recent addition of a new facility in Livorno and is now a part

of Yachtique, the largest yacht services group in the world.

Lusben offers a fully comprehensive range of services with a dedicated project manager overseeing refits and

repairs, berthing, document management, technical specification and comprehensive assistance.

Refit and repair work at Lusben is carried out by some of the most skilled and experienced specialists in Europe,

with Viareggio recognised as a true centre of excellence for yacht building and the skilled local craftsmen have perfected

unique skills over generations and all of our workers are specialists in their fields.

Lusben is able to carry out significant mechanical, structural and interior refits as well as providing the

necessary support to upgrade any mechanical or electrical systems. Our high quality insulation work always meets the

strict safety regulations in force for charter class. All refit and repair services are performed with the support of marine

engineers and specialist technicians.

Over the past few years our private port in Viareggio has been re-structured and extended to offer over

15,000m² of docks and moorings for up to about 40 yachts ranging from 20 m to 65 m.

Livorno, our sister yard, has a hard standing area of 125,000 m² and a seafront area of 120,000 m² with the

possibility of berthing up to 70 large yachts.

Our two sites in Viareggio and Livorno feature some of the most advanced equipment to be found in any

shipyards worldwide. Our 2500 tonne ship lift in Livorno is unique in the yachting industry and is the only lift in Europe

with such a capacity. The 110 m floating dock can easily accommodate 99% of the largest yachts in the world.

We also offer a dry dock of 180 m and our specialist paint shed in Viareggio, which can be pressurised, ventilated and

heated up to 70 degrees is perfect for an excellent finish.

Lusben has refitted more than a thousand yachts and is heralded as the pinnacle of refit and repair

yards worldwide.

LUSBEN-VIAREGGIO

LUSBEN – REFIT AND REPAIR Viareggio: Via Coppino, 441 - ITALYLivorno: Piazza Mazzini, 92 - ITALY

Contact: Paolo Simoncini - Marco NuovoTel. +39 0584 3801486 (Viareggio)Tel: +39 0586 415621 (Livorno)Email: [email protected]

SUITABLE FOR VESSELS OF: 20 m – 130 m

IN HOUSE FACILITIES: Project management, engineering, mechanical,joinery, stainless steel.

MAIN LOCAL CONTRACTORS :All trades

REFIT & REPAIR - VIAREGGIO Travel lift: 300 tons Crane: 30 tons Trolley: 250 tons Trolley: 80 tons Seafront area: 30,000 m2

Paint shed: up to 60 mCrew Accommodation: Yes

REFIT & REPAIR - LIVORNO Travel lift: 300 tons Trolley: 1050 tonsFloating dock: 110 m Drydock: 180 m Syncro lift: 2500 t Seafront area: 120,000 m2

Hard standing area: All sizes of yachts can be accommodated

Alongside berthing: PossibleCovered sheds: up to 80 mPaint shed: up to 60 mTenting available: YesProject office available: YesCrew Accommodation: Yes

L


THIS EDITION WAS MADE POSSIBLE WITHTHANKS TO THE FOLLOWING ADVERTISERS

A1 Yacht Provisioning 97 & Business Card

A1 Yacht Trade Consortium 67

Absolute Boat Care 55

ACDC Energy 141

Alexseal Yacht Coatings 99

Alpha Marine Group 41

Amico & Co S.r.l. 37

Antigua Charter Yacht Show 125

Ariadne Yacht Management 107

Asia Pacific Superyachts 71

Astilleros De Mallorca 31 & Business Card

Atlas Paint Consultants 117

Awlgrip BC

AYSS 119

Bradford Marine Inc. 130

BWA Yachting 32, 33 & Business Card

Curvelle 173

D-Marin Marinas Group 25

Dockwise Yacht Transport 6 - 7

Dominion Marine Corporate Services Ltd 101

Dovaston Crew 135

Femobunker 61

Fenderhooks Business Card

Frankentek Yacht Security Systems Business Card

Freestyle Cruiser 52

G Travel Business Card

Global Marine Communications Business Card

Global Services 111

Global Yacht Fuel 130

Helios Business Card

Hill Robinson Yacht Management 43

Hoylake Sailing School 175

Innershed 75 & Business Card

International Paint ISFC

K H Superyachts Business Card

Kahlenberg Industries, Inc 47

Lockton Private Clients 17

Luise Associates 105

Marina Di Stabia 13

Marina Port Vell 3

Maritime Services 167

Master Yachts 92

Megafend 1 & Business Card

MHG Insurance Brokers 57

Mid Atlantic Yacht Services 100

Mobius Design 50, 51

Monaco Yacht Show 89

Mypai 127

Naiad Dynamics 27

National Marine 44

National Marine Suppliers 79

National Provisions 46

Pantaenius Yacht Insurance 35 & Business Card

Pantalan Del Mediterraneo 11

Pinmar 83

Pinmar Supply 85

Plan B Safety Business Card

Polyform 19

Quantum Marine ISBC

S & D Yachts 161 & Business Card

Sardinia Gourmet Supplies 155

Sardinia Yacht Services 81

Sevenstar Yacht Transport Business Card

Square Foot 149

Starclass Yacht Transport Business Card

Sturge 113

Summit Furniture 5

Superyacht Luxury 181

Superyacht Spares 133

Superyacht Tenders and Toys 83

Teak Decks 167

Technocraft SL. 179

Termopetroli Versilia S.R.L. 118

The Crew Academy 145

The Maritime Skills Academy 66

The Superyacht Cup 165

Tilse 93

Viking Recruitment 68

Vilanova Grand Marina 45

Wet Spot Europe 107

World Yachting 65

Yacht Coating Solutions 121

Yacht Connections 169

YachtFile 177

COMPANY NAME PAGE NUMBER COMPANY NAME PAGE NUMBER


DOVASTON CREWC/ Joan De Saridakis 2,Edificio Goya,Localia Marivent, Palma de Mallorca 07015SpainT: +34 971 677375 F: +34 971 677785Email: [email protected] Edwards - Managing Director Dovaston Crew is renowned for placing quality crew on quality yachts. We havethree departments. Deck Department: for captains, mates, bosuns anddeckhands. Engineering Department: for engineers, electrical engineers andETO’s. Interior Department: for chefs and all interior staff.

PROFESSIONAL YACHTINGASSOCIATIONB.P. 41, 06601 Antibes Cedex,FranceT: +33 (0)493 34 91 16 F: +33 (0)493 34 21 83Email: [email protected] www.pya.orgContact: Alice WringThe PYA was founded in 1991 to create a recognised professionalstatus for seagoing members of the yacht industry. Today theAssociationhas close ties with the organisations that monitor various qualificationsnow required by professionals within the industry. The association willalso assist personnel beginning a yachting career with constructive anduseful advice.

ALL SERVICES S.R.LVia Del Castillo, 17,Portosole, San Remo18038, ItalyT: +39 0184 533533F: +39 0184 531035E: [email protected]: Dr. Alessandro Sartore – Broker/Ship AgentAll Services, a highly reputable ship agent based in Sanremo Italy, has been assisting Yachts throughout the Mediterranean since 1980.Whatever your needs in all ports along the Cote D’Azur, the entire Italiancoast and beyond, All Services are there for you.

MOBIUS DESIGN GROUP INC9121 Paragon Way, BoyntonBeach, Florida 33472, USAT: +15617367720 F: +15617367721E: [email protected]: Vicki Shand-Horn – Vice PresidentMobius Design Group is a perfect niche business, filling a very particularneed; expertly designed and meticulously engineered entertainmentsystems for the most discriminating marine and residential clients. It’s assimple as that! And while Bob Horn is eager to demonstrate his world-class operation, he’s also quite discerning when it comes to doingbusiness. High standards and high expectations must be met.

S & D YACHTS LTD.Seabreeze. Guiseppe Cali Street,Ta’Xbiex MSD 14, MaltaT: +356 21331515 F: +356 21332259E: [email protected]: Peter Fiorini Lowell – DirectorS&D Yachts were established in mid 1976 to cater for all the visitingyachtsmen to Malta. We offer berthing arrangement, Customs & PoliceImmigration clearance in/outwards, Duty-free fuel & Provisions, in-waterrepairs as well as yard repairs. We are now also operating from Tunisia.

TAI PING CARPETS EUROPE S.AHôtel de Livry, 23, rue de l'Université,75007 Paris - FranceT: +33 1534 59065 F: +33 14020 9071M (France): +33 (0)609 76 83 75 M (UK): +44 (0)7800 848 973Tai Ping Chelsea Harbour, 406-407 Design Centre East, London, SW10 0XFT: +44 (0) 207 808 9655 F: +44 (0) 2078089659E: [email protected] www.taipingcarpets.com Contact: Xavier Bonnamy – Sales ManagerTai Ping Carpets is the world’s leading manufacturer of luxury custom carpets andhas developed a special Yacht Division. Yachts delivered in 2013: M.Y. Katara,M.Y. Vava II, M.Y. Quattroelle, M.Y. Ace, M.Y. Musashi, M.Y. Lady Olga, M.Y. Alfa Nero,M.Y. Hampshire II, M.Y. Vitruvius, M.Y. Mogambo, M.Y. Madame Gu, M.Y. Sea Owl,M.Y. Red Square, M.Y. Chopi Chopi, M.Y. Event, S.Y. Inoui, S.Y. Encore, S.Y Twizzle.

ASIA PACIFIC YACHT SERVICES SDN BHD45 Persiaran Mutiara Kelana Mas, Kuah, Langkawi 07000 MalaysiaT: +60 (0)49551544 F: +60 (0)49552544 M : +60 (0)194499422E: nick@asiapacificsuperyachts.comwww.asiapacificsuperyachts.comContact: Nick Coombes – Managing DirectorAsia Pacific Superyachts is Asia and the Pacific's largest affiliation of yachtagents. The network of highly experienced companies covers: Andaman Islands& India; Borneo; Hong Kong; Bali & Indonesia; Malaysia; Maldives; Myanmar;New Zealand; Phuket, Thailand; Koh Samui, Thailand; Seychelles; Singapore; andSri Lanka. Common services provided include: Yacht Agency Services; AircraftPermits; Berthing; Carpentry & Finishing; CheckIn/Out; Crew Placement;Engineering Services; Govt. Assistance; Handling Yacht Charters; Help on 7 days;Legal Assistance; Provisioning; and Shipping.

MID ATLANTIC YACHT SERVICESRua Cons. M. da Silveira, 3,Horta, Faial, AzoresPT9900-144, PortugalT: +351 292 391616 F: +351 292 391656E: [email protected]: Duncan Sweet – Managing Directorwww.midatlanticyachtservices.comServing all needs and desires of crew & vessels crossing the Atlantic toEurope & the Mediterranean.

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MULTIPLEX GMBHZur Westpier 328755 Bremen T: +49 421 8350 104F: +49 421 67 88 68Email: [email protected]: Melanie Anan – Executive Assistant

Multiplex GmbH was established in 1986 and specializes in the design andproduction of light weight marine composite solutions build from carbonfiber. Consistently supplying top notch services and products.

G TRAVEL5600 Nothwest Central Drive, Suite 202, Houston, Texas 77092 USA T: +1-512-815-4700 (mobile)Skype: gt-wallykelmEmail: [email protected] www.gtravelyacht.comContact: Wally Kelm, CTC – Executive Vice President - Global

G Travel is a modern business run by highly experienced people with a trackrecord in delivering excellent customer service, cost effectiveness and stronglong working relationships with our customers and staff. Proving assistanceto the Superyachting community with marine airline tickets on a 24/7/365basis at [email protected] and from offices in Bergen, London, Manila,Shanghai, Singapore, Athens (Partner) and Houston, Texas. G Travel ispartners with VIA EXPEDIA an EXPEDIA INC. company.

MEGAFENDMOORING PRODUCTS3001 SW 3rd Avenue, Unit 1, Fort Lauderdale, Florida, 33315 USAT: +1 954 759 9929 F: +1 954 759 9122 M: +1 954 651 0687E: [email protected] www.megafend.comContact: Nathan Marsack – Sales ManagerMegafend is your one stop mooring products solution for New Builds and Refits.We will custom craft orders to match your specific application needs. Megafendhas built its reputation through hands-on experience and we are now in ourthird decade of creating specialty mooring products. Our commitment is toprovide our clients with innovative, extreme quality products, each withoutstanding value. Add to that absolute order turnarounds, timely deliveryassurance and personalized customer service.

FENDERHOOKS LLC409 24th Street, West Palm Beach, FL, 33407 USAT: +1 561 832 3434 F: +1 561 832 6577E: [email protected] Contact: Fred Volkwein – DesignerCustom designed and fabricated FENDERHOOKS for superyachts, usinga prestigious line of hardware from Linelockers, Harken, and Schaefer:includes all stainless steel cam cleats, EZ Fairleads, Standoffs, TenderWhips.Vessels to 100M+, stainless steel core to 6mm x 150mm, using a lowmaintenance WOW leather and natural sheepskin wool, custom locatorembossing on each FenderHook, supplying Aere Inflatable Fenders, andcustom dock lines. Drop the ‘industrial look’ and add style to your railsusing the ‘FENDERHOOK’ brand.

HILL DICKINSON3 St. James's Square, London SW1Y 4JU, UKT: +44 (0) 207 283 9033 E: [email protected] Contact: Tony Allen – PartnerPalais Saint James, 5 avenue Princesse Alice, 98000 MonacoT: +33 6 43 86 73 73 E: [email protected]: David Reardon – Partnerwww.hilldickinson.com/yachtHill Dickinson’s yacht team are market leaders in the provision of legalservices to the Superyacht industry. In addition to its yachting andyacht finance capability, the firm’s expertise in all areas of marine lawis also acknowledged.

TILSE INDUSTRIE-UND SCHIFFSTECHNIK GMBHSottorfallee 12, 22529 Hamburg,Germany T: +49 (0)40 43 20 80 80 F: +49 (0)40 43 20 80 888E: [email protected] www.tilse.comContact: Hans-Joachim Tilse – Managing DirectorFounded in 1974 TILSE Industrie specialises in the design, production andinstallation of marine glass to power and sail vessels in the SuperyachtIndustry worldwide. Amongst our many specialities is the production ofcurved glass that helps to complement the graceful lines of today’smodern yachts. Our well-known brands are FORMGLAS SPEZIAL® planeand bent glass, MICROCLEAR® heated glass made out of FORMGLASSPEZIAL®, SOLARDIM® compound glass made out of FORMGLASSPEZIAL® with dimmer function.

PORT TARRACO MARINAMuelle de Costa, Tinglado 3,43004 Tarragona, SpainT: +34 977 244 173F: +34 977 216 322Email: [email protected] www.porttarraco.comContact: Marc Colls – General Manager

Ideally located in the western Mediterranean, the marina provides a shelteredhaven close to the major cruising destinations of the Spanish Coast, BalearicIslands, and South of France. Exclusively designed for superyachts, the marinaoffers 64 deep-water berths ranging from 30 to 160 m. The latest technology,standards, and security measures for visiting VIP vessels in combination witha signature concierge service ensure that each yacht and crew receives awarm welcome and any personal assistance they might need.

ANTIGUA YACHT CLUB MARINAFalmouth Harbour, Antigua T: +1 (268) 460 1544 F: +1 (268) 460 1444E: [email protected] Falcone - Managing DirectorSituated in Falmouth Harbour the marina is a complete facility ideallylocated for all services in the English and Falmouth harbour area. We can accommodate boats up to 400’, that draw up to 25’.

CREW TRAVEL DECK FITTINGS

FENDERS & MARINA EQUIPMENT FENDERS & MARINA EQUIPMENT

GLASS AND TANK MONITORING LEGAL SERVICES

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WARD AND MCKENZIE (YACHT CONSULTANTS) LTD14 Deben Mill Business Centre, Old Maltings Approach,Woodbridge, Suffolk, IP12 1BL UKT: +44 (0) 1394 383222 F: +44 (0)1394 388765E: [email protected] www.ward-mckenzie.co.ukContact: Sir Ian Collett – Managing DirectorInternational Yacht Surveyors and Legal Consultants. Survey offices throughoutthe UK, Russia and Europe, the Med (extending Portugal to Turkey), Canaries,BVI, Trinidad, Hong Kong, Thailand/Malaysia and S. Africa. MCA accredited to24m. LY2 pre coding inspections. Bank valuations. Project Management onnew builds and refits. Insurance Investigations. In house legal advice in respectof all purchases, new build/refit contracts, VAT, leasing, yacht registration, off-shore incorporation and dispute resolution.

JPMA (JOHN PERCIVAL MARINE ASSOCIATES)Marine House, 86a Market Street, Hoylake, Wirral CH47 3BD,UK T: +44 (0)151 632 4000 F: +44 (0)151 632 4776 E: [email protected] Contact: Anna Percival-Harris – Managing DirectorShorebased RYA/MCA training courses to Yachtmaster Ocean, MCAmodules and STCW 95 courses. Oral preparation for OOW, Master &Engineer Oral Exams, ISM related matters, Specialist supplier ofHydrographic Office and Publishers charts.

SUPERYACHT WEBColin Squire Publishing, PO Box 7, Bungay, Suffolk NR35 2QD UKT: +44 (0)1986 894333E: [email protected]: Colin Squire – PublisherLINKING THE WORLD OF SUPERYACHTSSuperyacht Web – a free and exclusive, private social network forSuperyacht Professionals.

www.SuperyachtCaptains.com • www.SuperyachtChefs.com www.SuperyachtEngineer.com • www.SuperyachtCrew.com

All linked to one online Superyacht show – what else do you need?

1:50 Scale Model of ‘Dione Sky’L.O.A. 151ft built by PalmerJohnson. This Motor Yacht was thecommitee boat at the 2012Antigiua Classic Yacht Regatta

T: +44 (0)1702 420440 Email: [email protected] Contact: John Bertola – Managing DirectorOver 280 highly detailed scale models have been built for satisfied clients worldwide including

the Aga Khan and the Sultan of Brunei. Both sailing and motor yachts can be recreatedin precise detail, and to a scale of your choice. John’s spectacular and accurate

models are highly sought after at auction and can represent a sound investment.

MARTEN YACHT PAINTINGADVICE AND INSPECTIONVan Ommenstraat 3, 8326CP St. Jansklooter NETHERLANDST: +31 527246855 F: +31 527245688M: +31 620429425E: [email protected] www.mypai.nlContact: Marten Heetebrij – Managing DirectorSteered by over 40 years of experience we offer a superb knowledge of modernyacht paint and application systems to captains, owners, managementcompanies, paint suppliers, applicators, insurance companies, etc.

CONSULTANT MARINE ENGINEERS LIMITED The Penthouse, 9, Pier View Court,St Thomas Street, Ryde, IOWPO33 2DL, UKT: +44 (0)75 38 93 2230 E: [email protected] www.cmeltd.co.ukContact: Charlie Baker – Managing DirectorCME are amongst the premier Superyacht consultants and areassociated with a portfolio of new builds of the highest quality. CME act as technical representative for the Owner and Captain duringa build and if required undertake the Owners representative position.CME oversee a project from concept, delivery and beyond and withover 150 new builds completed CME instinctively add quality of detailto a project and encourage the highest of standards from the builders.

MARINE SCHOOLS MARINE SURVEYORS

MODELS NETWORKING

OWNERS REPRESENTATIVES PAINT SURVEYORS

ASTILLEROS DE MALLORCAContramuelle-Mollet 11, 07012 Palma de Mallorca,SpainT: +34 971 710645 F: +34 971 721368 E: [email protected] growing list of established clients help to justify our claim to be theSuperyacht Repair Centre of the Mediterranean. Astilleros de Mallorca hasfour slipways to 74 m plus 220 m of outfitting quays and have expandedinto the STP refitting area.

PIENING-PROPELLERAm Altendeich 83, 25348Glückstadt, Germany T: +49 4124 916812 F: +49 4124 916852E: [email protected]. piening-propeller.deContact: Mathias Pein – CEO & COBPIENING-PROPELLER supplies complete propulsion systems, fromgearboxes to propellers, including struts, for MEGA yachts and HIGH-SPEED yachts. The company designs and produces various types ofpropellers from a diameter of 800mm upwards and shafts with aseveral length up to 16,000mm.

PIENING-PROPELLER is ISO 9001/2008 certified by GLC

PROPELLERS REFIT & REPAIR

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NAIAD DYNAMICS UK LTDUnit 15 Trafalgar Wharf,Hamilton Road, Cosham, Hampshire PO6 4PX UKT: +44 (0)23 92 539750 F: +44 (0)23 92 539764E: [email protected] Contact: Steve Colliss – Sales Manager Naiad Dynamics, recognized world leader in the design & manufacture of ShipMotion Control Systems and equipment for yachts of all sizes. AtRest® andAtSpeed® Roll Stabilizers, Advanced Ride Control Systems, Interceptors, Bow&Stern Thrusters, and Integrated Hydraulic Systems. OEM support for all Vosper,Naiad, KoopNautic and MDI systems

MARINA BARCELONA 92, S.A.Paseo Juan De Borbón 92, 08039Barcelona, SpainT: +34 93 224 02 24 F: +34 93 224 02 25 Email: [email protected] www.mb92.com Contact: Pepe García-Aubert - Managing Director

Marina Barcelona 92 (MB’92) is the largest facility in the Mediterranean thatis exclusively dedicated to service-refit, repair and maintenance of largeyachts. With facilities of 76,000 m2 we can accommodate yachts with overalllengths from 35 up to 180 meters. MB’92 has a 210 m dry dock, 2,000 tonSyncrolift®, 125 m paint shed, 150 ton Travelift, docking repair quays for 8yachts up to 110 m, a berthing repair area for 6 yachts up to 200 m and anew 4,000 ton Syncrolift® which will be operational in 2016.

SEVENSTAR YACHT TRANSPORTRadarweg 36, 1042 AA AmsterdamNETHERLANDST: +31 204 488 590 F: +31 204 488 596E: info@sevenstar-yacht-transport.comwww.sevenstar-yacht-transport.comContact: Richard Klabbers – Managing DirectorSevenstar Yacht Transport is the world's leading provider of yachttransportation services on a lift-on-lift-off basis. One of the company’sgreatest strengths lies with its parent company Spliethoff. The Amsterdam-based Spliethoff Group is the largest ship owner in the Netherlands, specializing in heavy lift vessels which are idealfor carrying yachts.

TEAKDECKING SYSTEMS7061 15th Street East, Sarasota, Florida 34243 USAT: +1 941 756 0600F: +1 941 756 0406E: [email protected] www.teakdecking.comContact: Alan Brosilow – Manager USATeakdecking Systems pre-manufactures teakdecks in pre-trimmed panels forships and yachts. Planks can be straight or curved to the planksheer of thevessel. Our craftsmen also create beautiful custom interior floors. We performinstallations and refurbishments worldwide and carry TDS caulking, cleaners,epoxies and adhesives.

24th – 27th September 2014Port Hercules, Monaco

www.monacoyachtshow.com

INNERSHED LTD7, Oak Tree Business Park, Basey Road,Rackheath Industrial EstateNorwich, Norfolk, NR13 6PZ, UK T: +44 (0)1603 735576E: [email protected] www.innershed.comContact: Jimmy Clabburn – Managing DirectorWe build websites. It is what we have always done and we are fantastic at it!We hand code custom and bespoke responsive websites in state of the art code.Our personal approach and unrivalled service ensure that you get the websiteyou want. With over 14 years in the business, we are one of Norfolk's oldestand most experienced website companies. Get in touch with one of our projectmanagers who will help realise your website ambitions. We are experts inWebsite Design and Development, Software and App Development and SearchEngine Marketing.

REFIT & REPAIR STABILISERS

TEAK DECKS TRANSPORT

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SuperYachtWeb.com– why not join today?

Call Quantum today to discuss the stability and comfort of your superyacht.

3790 S.W. 30th Avenue, Fort Lauderdale, FL 33312 T. +1 954.587.4205 M. +1 954.330.8081 F. +1 954.587.4259E. [email protected] www.quantumhydraulic.com

The Art of Stabilization

WARNING: ZERO SPEEDTM Stabilization may cause drowsiness!

You want your work to be brilliant. To dazzle. Awlgrip®, yachting’s premier coating system, has been created to give that diamond

hard, dazzling finish. For unmistakable gloss, durability and performance, applicators who know best always choose Awlgrip.

For the ultimate finish, your first and last choice is Awlgrip. FINISH FIRST.

DAZZLING

Awlgrip and the AkzoNobel logo are trademarks of AkzoNobel. © AkzoNobel 2014.

facebook.com/awlgripfinishfirst twitter.com/awlgripwww.awlgrip.com

Documents

Yachting Matters - 26 - Spring/Summer 2014