yacht no destination owner

NO DESTINATION Motor yacht for sale

NO DESTINATION is the perfect yacht for an adventure seeker, blending the capability of a support vessel with the luxury guest spaces of a superyacht. Originally delivered in 2009 by the Dutch shipyard Damen as a Royal Navy crew support vessel, NO DESTINATION is a 37.5m (123ft) explorer yacht conversion built to Bureau Veritas (BV) unlimited navigation classification.

Delivered in 2022 after an extensive 30-month rebuild at Multiship Holland BV, the 196GT NO DESTINATION was extended by 4.5m (14.8ft), fitted with a 5.5-tonne custom A-frame crane, refitted with custom interiors designed by SuperNova Luxury Interiors and Just Design Studio BV and made charter compliant. Her original exterior lines were reimagined by Azure Yacht Design & Naval Architecture.

NO DESTINATION delivers incredible views from her foredeck sun lounge with jacuzzi and on the bridge deck aft there is a lounge that doubles as an open-air dining area. On the main deck aft there is a second al fresco dining option with BBQ shaded by the overhang, overlooking the tender and toy storage. When the tenders are in the water, this versatile space can be used in a variety of ways depending on the owner’s desires.

Inside the bridge deck is an intimate lounge with guest seating and direct access to the helm station. The main deck has a welcoming full-beam lounge area complete with an L-shaped sofa, TV and pantry, which serves as a relaxed gathering space for post-exploration lounging.

NO DESTINATION welcomes up to seven guests in three cabins. There is a full-beam owner’s suite forward on the main deck with a desk to port, walk-in wardrobe and en suite with skylight, steam shower room and bathtub. Aft of the owner’s suite there are two guest cabins, one double cabin and one bunk cabin with three berths, both with en suite facilities.

Twin 1,400hp Caterpillar C32 diesel engines give her a top speed of 22 knots and a range of 3,500nm at her passage speed of 10 knots. Humphree fins and interceptors ensure guest comfort underway and at anchor and the sale includes a custom 9m (29.5ft) Munson Packcat landing craft tender, 5.5m Zodiac RIB, Hobie cat, electric bicycles, scuba diving equipment, two SeaDoos and more.

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主要特点

• 30-month rebuild completed in 2022 at a premier Dutch shipyard
• Impressive 3,500nm range
• 5.5-metric ton A-frame crane allows for oversized tenders
• 4.5m hull extension
• Oversized bridge deck jacuzzi
• Full-beam master cabin with walk-in wardrobe with en suite
• Dutch pedigree and highly technical engineering throughout
• Custom 9m Munson Packcat landing craft tender
• Large array of water toys including a Hobie Cat, electric bicycles, scuba gear, & more
• Sub-200GT yacht

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PERLE BLEUE

EUR 10,500,000

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LEVANTINE II

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• Built: 2006 (refitted 2018), Fipa Italiana Yachts, Italy

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NO DESTINATION

NO DESTINATION is a 37.5 m Motor Yacht, built in Netherlands by Damen Yachting and delivered in 2009. She is the only Sea Axe 3307 model.

Her top speed is 22.0 kn and she boasts a maximum range of 3500.0 nm when navigating at cruising speed, with power coming from two Caterpillar diesel engines. She can accommodate up to 7 guests in 3 staterooms, with 4 crew members waiting on their every need. She has a gross tonnage of 168.0 GT and a 7.4 m beam.

She was designed by Azure Yacht Design and Naval Architecture (10 other superyachts designed) and Damen Yachting (22 other superyachts designed).

The naval architecture was developed by Damen Yachting , who has architected 31 other superyachts in the BOAT Pro database, and the interior of the yacht was designed by SuperNova Luxury Interiors - she is built with a Aluminium deck, a Aluminium hull, and Aluminium superstructure.

NO DESTINATION is in the top 30% by LOA in the world. She is one of 1159 motor yachts in the 35-40m size range, and, compared to similarly sized motor yachts, her top speed is 0.13 kn above the average.

NO DESTINATION is currently sailing under the Marshall Islands flag, the 5th most popular flag state for superyachts with a total of 448 yachts registered. She is currently located at the superyacht marina D-Marin Zea Marina, in Greece, where she has been located for 1 day. For more information regarding NO DESTINATION's movements, find out more about BOAT Pro AIS .

Specifications

• Name: NO DESTINATION
• Previous Names: SD EVA
• Yacht Type: Motor Yacht
• Yacht Subtype: Displacement , Expedition Yacht
• Model: Sea Axe 3307
• Builder: Damen Yachting
• Naval Architect: Damen Yachting
• Exterior Designer: Damen Yachting , Azure Yacht Design and Naval Architecture
• Interior Designer: SuperNova Luxury Interiors

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• D.C.M. Philosophy
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‘Go anywhere, do anything’ luxury expedition yacht NO DESTINATION launched

The 37.5m/123ft expedition yacht NO DESTINATION has completed a 30-month conversion and has now been launched from the shipyard Multiship Holland BV.

P875 NO DESTINATION yacht support vessel

E/Y NO DESTINATION began life as a 2009-built Damen Crew Support Vessel before she was purchased by her current Owner in 2019 with the intent to explore across the world surrounded by personalised comforts.

This new appearance was created by Azure Yacht Design & Naval Architecture , and the changes made include a 4m/13ft extension from 33.5m/110ft, and the addition of a 5-tonne A-frame to the main deck aft to launch and retrieve the extensive collection of water toys that will be stored onboard. The foredeck is fitted with a Jacuzzi, while a shallow draft and cruising range of 3,500 nautical miles will allow luxury yacht NO DESTINATION to roam across charter grounds such as the Bahamas and Maldives .

E/Y NO DESTINATION will now undergo final outfitting ahead of her delivery in Spring 2022.

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• Digital edition

Yacht deliveries: How to get your yacht from A to B

• August 15, 2023

If you need help getting your boat from A to B after a purchase or for a cruise, a delivery crew might be the solution, says Ben Lowings

Perhaps your treasured yacht is in the wrong place at the wrong time? Does it need to be somewhere else, soon? Don’t have the time, crew, or experience to remedy this yourself? Well, it might be time to look into yacht deliveries.

While it sounds simple, handing over your pride and joy to another skipper you’ve never met before can be a daunting prospect, so I’ve collated some advice on what the process would look like. We’re talking about sailing your vessel from one port to another here, as opposed to loading it on a larger vessel, for which a range of choices are available.

This article concentrates on hiring a crew to sail your yacht to its destination. While it is possible to hire private individuals (more on that later) we’ve spoken in depth to three popular UK companies you’d be likely to come across in your search.

The largest is Wirral-based Professional Yacht Deliveries Ltd. PYD – set up in 1995 – which completes 180 deliveries a year. ‘We deliver most yachts around the UK, Northern Europe and the Mediterranean,’ PYD’s snazzy website declares. Another option – also with slick homepage, social media presence and international reach but with European focus: Halcyon Yacht Delivery Ltd, established in 2010, based in Falmouth. A smaller outfit is Merseyside-based Wright Marine Ltd. They’re doing good business in the wake of the pandemic.

Other operators are out there. Amsterdam-based Sevenstar Yacht Transport’s a popular choice for transporting your yacht by ship.

Some boats and passages will need particular experience from a crew

Choosing a yacht delivery company and skipper

In general, it’ll be the company that selects a skipper, so you need to pick the company you most feel happy with. They’ll forward you, the owner, the candidate skipper’s sailing CV. Naturally, you’ll be given the right of refusal. Peter Kloezeman, PYD’s operations director, says they have 40 skippers on the books who are ‘some of the most qualified in the industry. All are RYA Yachtmaster Offshore as a minimum. Our most experienced skippers have over 400,000 miles logged.’

With PYD, your delivery crew will be allocated based on whether they have experience of your proposed trip and experience sailing your make, model and size of yacht. ‘For a transatlantic [crossing] we’d allocate a skipper with extensive ocean experience,’ says Kloezeman. ‘The skipper will usually have completed the crossing several times.’ For her owners, a yacht is often a member of the family. Handing her over can be disconcerting. It’s something the industry is keenly cognisant of.

Peter Green, managing director of Halcyon Yacht Delivery acknowledges this. ‘Having your yacht delivered and entrusting it to another skipper is clearly a big decision. It’s crucial you find a delivery company or skipper that’ll care for her as you would.’ As an owner you’ll not be alone if, when departing the marina, you waggle your loved one’s anchor and whisper a few words of endearment. But it’s best to leave the delivery crew to do their work. ‘Owners must trust the company to look after the yacht as if it were their own,’ says Kloezeman.

It’s no different with Wright Marine. Simon Pendlebury, managing director, explains: ‘We look at the vessel’s particulars. Is it a classic? Pre-1900s? Does it have any quirks?’ The job’s offered out to skippers felt best suited to the role.’

As an owner you could expect a call from Wright with the particulars of the skipper and their past work. You would then be contacted by the Wright Marine skipper, who will introduce themselves.

Ben Ainslie’s yacht Rita, being delivered by PYD

Solo skipper setups

But what about selecting a skipper and contacting them directly oneself? ‘It can be the cheapest option,’ says Halcyon’s Peter Green, but ‘it’s not without risk.’ A solo skipper-for-hire, he argues, won’t have backup. A shore support team is preferable, he says. ‘If the [freelancer] has to cancel the job you could be left in the lurch.’ Green recalls one yacht left in Spain.

A panicked owner had engaged a solo skipper to bring the boat from Greece to the UK. ‘For personal reasons we assume, he decided to end the journey early and tied the yacht up in a random marina in Spain. The owner was sent an email with the address of the marina and little else. We stepped in quickly and sent a team out to finish the delivery.’

You need to check crew references. ‘Always check testimonials,’ Green says. The firms’ dedicated staff have a CV bank. The list is curated. New applicants are reviewed. Resumes of sailing experience will have been updated before they are sent on to you for information. Qualifications will have to have been recorded accurately and kept valid, and RYA course certificates do expire.

The gig economy we’ve become used to is relevant here. Hiring a freelancer is akin to paying a courier or a driver for a ‘ride-sharing’ service. One unnamed ‘lone wolf’ worked UK deliveries around Caribbean seasons. He took a boat from Plymouth to the Solent, where he picked up another yacht and brought her back. ‘Two deliveries in 24 hours.’ An adventurous seadog’s boast. Fun to sail with maybe, but there’s a risk they’re a bounty hunter with less of a plan about safety.

You’ll need to make sure paperwork, navigation and safety equipment is all in order, or ask the skipper to provide them

How to prepare your boat

You’ll be sent an extensive pre-delivery checklist. Should you plump for Halcyon, you’re likely to get a verified checklist which will also be received by the skipper who then checks this upon arriving at the boat. As an owner, you’ll need to be clear about where you’ll be if you’re not planning to be on or next to your yacht at the agreed handover time.

You’ll be expected to have settled bills at the departure berth. The same goes for bookings and customs arrangements made at the destination – although Halcyon, as with the other companies, will be able to provide as much assistance towards this as appropriate. ‘The process at PYD is the same,’ Peter Kloezeman affirms. Should you be engaging PYD, your checklist will be the starting point for PYD to ‘build an overall picture of how prepared the yacht is, depending on the intended passage.’

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Prep for an ocean crossing differs from a Channel hop. ‘PYD can supply certain equipment if it is missing from the yacht such as EPIRBs, satellite phones and communications, and jackstays,’ explains Kloezeman. ‘Ideally you – as the owner – will arrange for the yacht to be fully equipped for the intended delivery passage.’

You’ll need to have checked – or organised someone to do so in lieu of the owner, particularly if you’re getting a new purchase delivered – the engine, generators, electrical and charging systems, and batteries. Kloezeman says they ought to have been well maintained and checked before the crew arrives. You will need to have cleaned the sails, hull and propellers. ‘If there’s an issue with the yacht when the crew arrive – such as the batteries are dead or the hull is covered with growth – this will incur delays whilst these issues are dealt with, which increases the overall costs to the client.’ If you’ve engaged Halcyon, their rules echo PYD’s. ‘Check systems work and are serviced,’ says Peter Green. ‘If it’s a new yacht to you then have a survey. It’s also best to have an engine serviced.’

If you’re buying a second hand boat, get a full survey done before the delivery

Yacht deliveries insurance cover

In the UK you are legally bound to insure the vessel for the duration of the delivery for the waters to be traversed, in the appropriate coding. The skipper provides for themselves and the crew. Skipper Liability Insurance covers damage to third parties while the delivery captain is in charge. Check your skipper has it.

Prices for this product have shot up since Brexit. For UK work, it’s obtainable from Pantaenius (through its German arm). Delivery companies will check these documents and take the owner through the policy wording. Peter Kloezeman explains: ‘Liability insurance will cover the yacht for skipper/crew negligence only. The yacht needs to have its own hull policy.’

Experienced crews can help with complexities and paperwork, such as when navigating the Panama Canal

Hull insurance is standard practice. It’s rare indeed for a yacht to put to sea without some sort of insurance policy. Peter Green explains: ‘Owners should be able to lodge an appropriate claim with a reputable insurance company if something doesn’t go to plan. If something does go wrong, then you should be able to make a claim with your insurers. All reputable skippers will have liability insurance. Make sure that your insurance coverage is suitable for the trip. Inform them that a delivery company or skipper will be taking charge.’

Simon Pendlebury puts it most succinctly. ‘Unfortunately, there is no insurance product on the market which would effectively allow the same asset to be insured twice (once for owner, once for the delivery skipper).’ Mr Pendlebury confirms all Wright Marine skippers have their own Skipper Liability insurance. ‘We ask all owners to ensure the skipper is also noted on their policy.’

A good skipper will go over the boat thoroughly

Taking responsibility

The skipper must know if the vessel’s seaworthy, how much fuel, water and battery there is, and any technical issues, or temporary fixes. There’ll be phone conversations, notes taken, and usually the company, the skipper and the owner create a WhatsApp group to exchange photos. These could be anything from the thousand bits-and-bobs on a yacht. But they often feature the log impeller, notes on the chart table, and the whereabouts of the keys.

‘The collection of keys’ is top of Simon Pendlebury’s catalogue of items for your pre-delivery checklist. Alongside the delivery company documents is your vessel paperwork – registration papers, liferaft certificates, etc.

If your vessel’s been sold to you, for instance, through a brokerage, then the broker’s name and contact details must be supplied. A contract is drawn up, specifying when payments are required plus any extra advance payments such as for fuel. This, notes Pendlebury, is common when delivering diesel-thirsty motor vessels.

You’ll need to ensure passports and papers are in order. C1331 UK immigration forms and forms for departure clearing ports are vital for EU trips. Brexit has complicated things too. A skipper with good local language skills (and EU citizenship) is, if not worth their weight in gold, at least a great saving of your time.

Skippers will have their own comprehensive lists to work through

If you have contacts made through reciprocal membership of foreign yacht clubs, for instance, they’re helpful to delivery skippers trying to source items or surmount red tape. Individual skippers’ resourcefulness comes into its own here, which Kloezeman recognises. ‘[PYD’s] skippers have a good understanding of the processes involved and are well versed in presenting and obtaining the correct paperwork when required, particularly where VAT is concerned. At PYD we also have links with several other yacht management companies who can advise further on VAT and vessel, import and export from the EU.’

Of course, the circumstances vary with vessel and voyage. For his part, Pendlebury promises Wright Marine will work with you to assist in ‘ensuring all Customs arrangements are completed on time and according to countries’ rules. A lot of owners find this as valuable as the delivery itself.’

Paperwork is irksome but necessary, for as Kloezeman notes, it sometimes isn’t practical for you to be physically present for the handover. ‘We’re happy for clients to speak to the skippers on the phone whilst they’re on board if they need to discuss anything.’ PYD’s office takes over liaison between you and the skipper once the delivery has started. ‘We will keep them updated on the delivery progress. We have a GPS tracker that we send on our deliveries.’ You can expect to receive a link that updates daily.

Proper navigation kit on board will help the skipper do their job properly

Safety kit and spares

Your safety gear must be compliant with SOLAS V, insists Halcyon’s Peter Green. This includes an in-date liferaft, in-date flares, fire extinguishers, a first aid kit, man overboard recovery equipment, radar reflector and jackstays. ‘We always do engine checks before we leave anywhere,’ affirms Halcyon regular Mark Treacher (a prominent social media skipper with excellent YouTube videos).

If you’ve bought a second-hand yacht, everything should have been taken off the vessel after the point of sale. This underlines the necessity for delivery crews to keep tools. You will probably have tools of your own, but it might not be practicable to get them to the boat. The crew might have, for example, their own spare impeller (complete with service kit), not to mention suitable pliers for prising out defunct blades.

You can expect help if required from PYD, Wright Marine and Halcyon. Peter Green says, ‘We encourage our clients to send a full inventory list.’ Green also advises you to ‘make sure there is sufficient domestic equipment’ such as cooking pans, plates and cups.

This applies to vessels with these items in the existing inventory. In the situation where a yacht has been acquired recently from a broker, these items may be missing, in which case the skipper would normally purchase them and invoice you. The skipper could equally bring their own reserve stock and take it off the boat afterwards. Most delivery crews will only need a bare minimum of galley equipment to minimise on washing up. It follows that the skipper would not be buying a walnut chopping board and pricey Damascus steel cooking knife and then invoicing you for them!

Navigation will be carried out by highly experienced crew

You needn’t worry about your pristine upholstery either. Crews for these three delivery firms supply their own sleeping bags. Halcyon advises using double sheets to protect soft furnishings. Peter Green’s crews are warned to be watchful for harness clips scratching saloon fittings.

Kloezeman specifies that PYD crews ‘spend at least 24 hours checking all the systems and preparing the boat for passage, even for short deliveries.’ A good chunk of this time might well be given over to a job shown on PYD’s website: enthusiastically bubble-wrapping everything in the saloon. ‘All vulnerable areas of woodwork and upholstery below decks are encased in protective cladding,’

PYD’s ops director explains, ‘to avoid any inadvertent damage while at sea in rough conditions. It’s a long and time-consuming process but very worthwhile to ensure that the joinery stays well protected during the delivery passage. Similarly, mast spreaders are normally wrapped and taped to avoid making alloy rub marks on the main sail that can frequently occur when sailing downwind for extended periods.’

Working as delivery crew is a great way to build experience and sea miles

Become a delivery crew

On the flip side of the coin, it’s relatively easy to become a member of a yacht delivery crew, and this is a great way to build sea miles, gain experience, and sail with some highly qualified skippers.

Most yacht delivery companies will insist on delivery skippers being commercially endorsed RYA Yachtmaster Ocean or above. Unsurprisingly, many will also be RYA Yachtmaster Instructors. If you want to be a skipper, you’ll need to be highly qualified. If you want to crew, however, it’s a great way to learn, as well as sail on passages and to destinations you may otherwise never get to visit.

First mates will be qualified skippers, though requirements for qualifications vary. Crew need to be able to competently stand a solo watch at night. This means you’ll generally have an RYA Day Skipper certificate.

Yacht delivery agencies will ask for a fee to join their list and will want to see a sailing CV. You will then be notified of opportunities as and when they come up. You may also receive discounts on further training as well as equipment.

A delivery boat will be actively sailed, but shouldn’t be pushed too hard

Will my boat be safe?

You’ll find that communication before, during and after the trip is paramount. WhatsApp, a text, a request to the destination marina over VHF radio to relay all is well to you via phone, even a check call relayed by the Coastguard – all of these may be used.

PYD claims its quotations are ‘calculated conservatively’ to give an estimated passage time. The Wirral-based market leader says allowance for weather delays and boat prep is built in. ‘Skippers will sail as much as possible but will not push the yacht unnecessarily. A delivery passage is not a race.’

PYD’s rivals in Falmouth and St. Helens would absolutely agree. ‘On arrival at the destination,’ Kloezeman says, ‘the crew will usually spend around 24 hours completing the final wash and clean down before departing.’

If bad weather is encountered, crews will sail conservatively and not push too hard

Problems and damage

As an owner, you’d be advised not to worry unduly. Things do go wrong, but severe damage is extremely rare, and loss almost unheard of. Peter Green admits the element of risk can ‘never be fully eliminated’. A delivery company worth its salt will be striving to keep that quantity as close to zero as possible. ‘With any sailing journey,’ says Green, ‘there is of course some risk.’

Halcyon, PYD and Wright Marine skippers must report to you at the delivery’s conclusion on the condition of general maintenance items, any general wear and tear, any recommendations or improvements or any damage caused during the passage by the crew.

You can expect to be told straight away of incidents resulting in damage. Green points to Halcyon’s engineer support service, whereby crew can phone for help diagnosing and making repairs. ‘One of the most common problems we see is dirty fuel,’ he says. ‘If you’ve bought a yacht that hasn’t been used for a while, the risk of diesel bug increases. It’s often something that won’t come to light until the fuel tank’s been shaken around a bit at sea.’

A lot of Wright’s deliveries involve vessels which have recently changed hands. ‘As such,’ Pendlebury says, delicately, ‘defects may not be known.’ On one trip from Southampton to Newcastle upon Tyne, diesel bug clogged the injectors and the engine gave in just past Chichester. The boat was brought alongside under sail to Haslar marina. ‘The vessel required a complete polishing of its fuel and an overhaul of injector assembly but was able to resume the delivery a week later.’

Deliveries continue overnight. You will get tracking updates about the boat’s whereabouts

Avoiding problems

Making your expectations clear and having your consents in writing beforehand is key when resolving issues arising from company procedures and insurance. ‘Any pre-existing damage is photographed,’ assures Pendlebury. ‘This is then chatted through with the owner, or photos are sent to them prior to departure. This helps to prevent any misunderstandings later down the line.’

Similarly – and Kloezeman and Green would undoubtedly agree – ‘If skippers feel conditions don’t permit safe passage, they’ll seek shelter. The easiest way to avoid misunderstandings is to carefully read the contract and ask questions.’ Delivery firms emphasise that the crew’s only task is moving a vessel from A to B in seamanlike fashion. ‘Owners are welcome to join a delivery,’ says Kloezeman, ‘although the delivery crew will routinely sail 24 hours a day with only brief stops as necessary for fuel, provisions or to avoid severe weather.’

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On the water – No Destination explorer superyacht launched © Multiship Holland BV

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Written by Eva Belanyiova

This image is featured as part of the article ‘Go anywhere, do anything’ luxury expedition yacht NO DESTINATION launched .

Please contact CharterWorld - the luxury yacht charter specialist - for more on superyacht news item "On the water - No Destination explorer superyacht launched © Multiship Holland BV".

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No Crew Required

• By Chris Caswell
• Updated: June 18, 2009

ytgjun09cy2525.jpg

A growing number of yachts are being operated “short-handed,” the nautical term for a voyage with fewer than the usual number of crew members. In the yachting world, it was not long ago that owning a 70-footer meant having a dedicated captain and at least one crew member.

Today, however, there are a growing number of yachts in the 60- to 80-foot range being handled by husband-and-wife teams. And this isn’t just weekend marina-hopping, either, but voyages that stretch the lengths of continents and span oceans.

John and Linda Langan who, in 16 months, have ranged from Alaska to Mexico and are currently in the Caribbean aboard their Nordhavn 47, are now accustomed to short-handed cruising. “At first it was daunting, now it’s no big thing,” they happily report.

A multitude of factors have not only made this possible, but desirable. Modern technology has provided warping winches that can turn a 100-pound woman into Arnold Schwarzenegger when it comes to handling dock lines, while bow and stern thrusters make docking easier. There are more young couples acquiring larger yachts these days, yet not really wanting paid crew. And at the other end, there are “empty-nesters,” who want to be able to take out family or friends occasionally, yet still remain independent.

Regardless of the reasons, boatbuilders are seizing on this new market, creating fleets of yachts aimed at short-handed cruisers. We talked to a number of owner-operators, as well as boatbuilders, to gather some of the hard-won tips and techniques that make short-handed cruising possible. Here’s a look at what we learned.

Pick the Right Yacht

The design features needed for short-handed cruising are a matter of common sense. One of the keys to simplified boat-handling, according to one skipper, is the ability to “be everywhere at once.”

This means you need wide side decks that allow you to move easily from bow to stern, with bulwarks or rails high enough to make movement underway safe. It requires having doors on each side of a pilothouse so the skipper can step out to lend a hand quickly. Look for flying bridge stairs that are conveniently located and safe in all conditions. Inside, a pilot berth or convertible settee might be a good idea, so a second person is close at hand during night passages.

Outfit the Yacht

Once you’ve chosen the yacht, you need to outfit it with short-handing in mind, which generally falls into two categories: Extra power and simplicity.

Docking is always the biggest concern for a husband-and-wife team, but several modern conveniences turn this into a “no worries” area. First, bow and stern thrusters allow the skipper to place the yacht precisely against a dock. Second, warping winches on the stern allow one person to easily move a 40-ton yacht. Third, remote helm controls put the skipper where he can see everything, as well as lend a hand as needed. And last (but certainly not least!), the dawn of Zeus or IPS drive power allows joystick control that can pivot the yacht in any direction and even hold station effortlessly.

For Barry and Alice Allred, the bow and stern thrusters aboard their Outer Reef 65, Risky Business, are a godsend. “Choosing hydraulic progressive Trac thrusters was our wisest investment,” says Barry. “I can place the boat against the dock and then hold it there indefinitely while I help with the docklines.” Progressive thrusters can be left in the thrusting position and, being hydraulic, can be used continuously because they don’t have overheating issues.

Warping winches were named as one of the most popular options by boatbuilders, and several owners noted that using them meant they could easily muscle in a spring line-even against wind and current. They also allow the positioning of the yacht to be done from on board, rather than relying on dock helpers. Lydia Biggie, who has cruised the length of the Eastern Seaboard with her husband, John, aboard their Outer Reef 73, SeeYa, always passes the eye of the dockline ashore, so she can control the length from on board.

The ability of the skipper to operate the engines and thrusters from locations other than the helm was also mentioned as very important by short-handed crews. Options include wing controls hidden in a bulwark outside the pilothouse or on the afterdeck, as well as corded control boxes that can be plugged in at various locations around the yacht. Aboard Risky Business, for example, plug locations include the bow (for anchoring), the stern, and both sides of the bridge.

Ample and properly sized fenders were mentioned as valuable to short-handers, because they protect the yacht until all the lines are secured. Several skippers mentioned that they have premarked fender lines, so they can be secured at a set height before being hung over the side. This is particularly important with large or heavy fenders being handled by a small person.

Another valuable piece of deck gear that short-handers mentioned is “a really long boathook” which can be used for placing looped docklines over pilings or cleats when there are no helpers ashore.

Prep the Crew

If there was one tip given by absolutely every short-handed couple, it was to talk everything through beforehand. “Plan ahead, and take your time,” says Lydia Biggie. “John and I will discuss the order of lines to be given to the dock help, because sometimes it varies.” Aboard Risky Business, Barry Allred also tells his wife which lines to set first, and she passes these directions to the dock helpers.

Both John Biggie and Barry Allred go a step further in their preparations: “I talk to the dockmaster by VHF beforehand,” says Allred, “to find out the exact slip location, the wind or current at that spot, and what’s around my slip. That way there are no surprises.” Lydia Biggie adds, “We find out at least half an hour beforehand what side of the dock we’ll be on, and if they are floating or stationary. That way I can estimate the height and position of the fenders.”

Just as important as crew preparation are crew communications. John Langan is succinct: “We use duplex two-way hands-free communications, and this is a marriagesaver!” Barry Allred also has several pairs of voice-activated Eartec headsets, adding a third unit so his daughter “could hear what was going on” when she was aboard. “These work fine, even in a breeze,” says Allred, noting that they allow two people to work without being in sight of each other.

Lowering and raising an anchor brings a host of new challenges but, again, modern technology and ingenuity simplify the task for short-handers. Barry Allred has anchor controls on his remote controller and, once plugged in at the bow, can direct the whole process as he watches.

Aboard SeeYa, the Biggies use hand signals to communicate from the bow to the pilothouse. “I look at him and signal and call ‘taking the pin out.’ This is the safety pin that prevents the anchor and chain from going down. Now John knows my hands are clear, and it’s okay to lower the anchor. We have one of those neat ‘chain counters’ so he can raise and lower the anchor from the wheel and know how many feet are out.”

The way the Langans aboard the Nordhavn 47 see it, “You can’t be too rich or too thin or have too many anchors. I use 400 feet of 7/16-inch chain and a 105-pound CQR. We set the CQR on the roller nearing the anchorage so that when we let the windlass out, it goes down by itself and my wife counts the 50-foot paint stripes to the required scope.” John adds, “All this I do from the pilothouse, since the windlass can be operated from there, the flybridge, or the bow.”

For raising the anchor, Lydia Biggie has painted three marks on the chain, but hers are near the anchor. “When I see these marks come out of the water, I take over raising the anchor. I can now do this slowly, make sure the anchor is free of sand, oriented properly and, finally, seated properly. Besides, by the time I take over the anchor, John needs to pay attention to steering the boat.”

When it comes to signaling, the Biggies keep it simple. “I point to where the anchor chain is, port or starboard, so John can use the bow thruster to line up the boat with the chain. I use a circular motion with my arm to indicate ‘keep the anchor coming up,’ and I put my hand up in a ‘stop’ motion to end pulling the anchor in.”

The biggest concern for most short-handers is a man overboard because, with just two people aboard, you only have half a crew to handle a serious crisis.

Most short-handers carry comfortable lifejackets in addition to the U.S. Coast Guard-required PFDs-either in the form of automatic inflatable life vests that don’t constrict movements, or as float coats to wear when weathering colder climates. But many short-handers also admitted that they don’t wear them often enough. “Unless the conditions are really bad,” said one, “we don’t put them on. I know we should, but we’re lazy.”

High bulwarks, double or even triple lifelines, and plenty of rails can create a false sense of security and we’d be remiss if we didn’t recommend that everyone on deck wear a life vest at all times.

Even in the best case scenario, when the MOB is wearing a flotation device, the situation is very dangerous because only one person is left to maneuver the yacht, spot the person in the water, and retrieve the crew. There are a multitude of devices designed to help locate and retrieve a crew member, large or small, from the water, and each has its pros and cons. Some require installations on the yacht, and all should be tested in practice situations with a full crew aboard in calm water. A dark night with your spouse in the water is no time to start reading the instructions.

The most popular MOB device for powerboats is the Lifesling, which comes in several variations but is basically a horseshoe- shaped collar that is thrown to the victim or towed behind the yacht so it can be reached without swimming for it.

It provides buoyancy as well as a secure attachment to the yacht and, when combined with lifting tackle on board, allows a smaller person to hoist a heavy and watersoaked victim on board.

Several short-handers that were interviewed have a basic rule: No one ever goes on deck without being watched. And one added that, when voyaging, they always bring the yacht to a complete stop before a crew member goes on deck.

Barry Allred uses a video camera that covers all the action on the afterdeck. “With that, one of us can be in the pilothouse and still keep an eye on the other if we’re rigging lines or fenders.”

Short-handed cruising a largish yacht may seem intimidating or even scary at first but, with a well-chosen yacht and the right equipment and practice, it can be a grand adventure.

“I wasn’t sure the two of us could do it,” says Barry Allred. “I was wrong…it’s great!”

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Mallorca, the destination chosen by Mark Zuckerberg to debut his $300 million megayacht

T he group of megayachts that have been sailing the waters of Spain’s Balearic Islands since the arrival of good weather has welcomed a new member. While last year it was Amazon founder Jeff Bezos who debuted his $500-million toy called Koru, this year, it was tech entrepreneur Mark Zuckerberg who is sailing the Mediterranean with his latest acquisition: a megayacht called Launchpad. The 118-meter-long vessel, made by Feadship from the Netherlands, is valued at $300 million. The luxury yacht was completed last March and was delivered to Zuckerberg on May 14, the same day that the Meta founder and owner turned 40 .

The ship flies the flag of the Marshall Islands, in the region of Micronesia, and, according to its technical specifications, it is 118 meters (387 feet) long, 17 meters (55 feet) wide and has a capacity for 24 guests, to which up to 48 crew members can be added. It can reach a speed of 20 knots with a range of 3,000 nautical miles, and the cost of its annual maintenance costs is more than $30 million.

The luxury yacht was designed by experts from Monaco-based Espen Øino International, which has a long track record in designing large vessels. Little is known about its interiors, beyond the fact that they were designed by Zuretti Interior Design, a French company dedicated to yacht interior design. The Launchpad has three decks, in white and navy blue, the bow has a tennis court, while on the aft deck, there is a helicopter to bring in guests from the mainland. On one side of the hull there is a glazed terrace for sunbathing or dining in front of the sea. During the time that is has been moored in the Bay of Palma, in Mallorca , slides and inflatable water toys have been seen in the sea.

Last week, the crew tested the yacht and the ship’s helicopter, signalling Zuckerberg’s imminent arrival. The social media guru landed in the private area of Palma airport on Friday night, June 14. The businessman and his wife, Priscilla Chan, were snapped leaving the terminal, with their three daughters: Max, August and Aurelia. The family was picked up by a vehicle that took them directly to the port of Palma, where the Launchpad was located. In recent weeks, the megayacht has been moored in the luxurious Club de Mar-Mallorca, fitting in beside the vessels of wealthy sheikhs and businessmen. Over the weekend, the Launchpad sailed to the south of the island, to spots such as Santa Ponça. So far, no photos have been taken of the Zuckerberg family or their guests on dry land.

Last weekend, Zuckerberg himself posted a photo on his Instagram profile, which has almost 14 million followers. In the image, he appears with his entire family as they celebrate his father’s 70th birthday. The group is seen wearing identical T-shirts that read “Ed’s Kids” after his father. Around 20 family members have come together on the megayacht to celebrate the milestone birthday. Zuckerberg’s three siblings also appear smiling in the images, joined by their partners and children.

“Happy Father’s Day to the man who started and continues to inspire our whole family,” Zuckerberg posted. “We’re also celebrating his 70th birthday and it was really something to hear the grandkids (at least the ones old enough) take turns telling papa all the ways he is meaningful in their lives last night at dinner. Here’s to many more.”

Megayacht debuts

The Launchpad , which also has a support vessel called the Wingman , is the latest megayacht to make its debut in Mallorca. Last year, Bezos launched Koru, the largest sailing yacht in the world, measuring 127 meters (416 feet). The Amazon founder and his fiancée, news anchor Lauren Sánchez , sailed the Mediterranean last summer on the $500-million vessel. Both arrived to the yacht directly by helicopter from a private plane that landed in Palma and were also photographed with a group of friends in Ibiza.

The Koru was also docked at the luxurious Club de Mar-Mallorca in Palma, the capital of the Balearic Islands, where producer David Geffen often moors his yacht Rising Sun . Just a couple of weeks ago, this gigantic 138-meter boat welcomed Kendall and Kylie Jenner , who spent a few days off with their mother, Kris Jenner, on the coast of Mallorca. In recent summers, Geffen has regularly sailed across the Balearic Islands with famous friends such as Bezos himself, actor Tom Hanks and singer Paul McCartney.

Chinese tycoon Jack Ma, founder of the Alibaba group , also debuted his megayacht Zen in Mallorca. The ship made its debut in 2021 after its construction was completed in a shipyard in the Netherlands. At the time, Jack Ma had largely out of the public view for two years after publicly criticizing China’s regulatory system. He was spotted on the Balearic island that summer playing golf in the municipality of Calvià, where his yacht was anchored. He liked the island, and he returned in 2022 the following summer.

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The human side of yacht ownership

How would you characterise the typical yacht owner? Whatever you may have been led to believe, the truth is simple: for most, it’s about using their yachts for precious family time, and for many it’s also about using their yachts for good.

There’s a theme that is repeated on countless yachts large and small the world over – superyachting, for most, is not about being seen but rather the opposite. It’s about yacht families and their friends enjoying precious, private moments away from the pressures of demanding business lives and the long hours running those businesses can entail.

“I have an extended family, and when our schedules allow we all like to gather on the yacht and spend some quality time as a family,” Douglas Barrowman , owner of the yacht Turquoise , told Superyacht Life back in 2017. “There is no place like a yacht for family togetherness.”

Douglas Barrowman with family

A love of the sea, adventure and technology

Superyachts and yacht ownership are also a way to explore the world around us, and to interact with and grow to understand extraordinarily diverse communities from remote Pacific islands to the Scandinavian Arctic. It’s something that inspired tech entrepreneur Jasper Smith to combine his love of adventure and his love of the sea with an opportunity for owners to give back while indulging their passion.

“I have always had a deep passion for the ocean,” Smith says. “I grew up watching Jacques Cousteau movies and being enthralled at the idea of being challenged by an endeavour.” When he set out to find his own perfect explorer yacht, however, he realised it didn’t yet exist. His answer was to create Arksen. “My aim with Arksen was to create the perfect machines to enable adventure,” he enthuses. “I also wanted to build sustainable boats which considered full life cycles, from material sourcing to recycling.”

That’s not all – Arksen also asks owners of its yachts to sign up to a pledge it calls 10% for the Ocean, where they will donate 10% of their vessel’s time to philanthropic activities. “A lot of people who have the money feel a responsibility to try and make sure that the oceans are well looked after,” Smith explains. “The people that are attracted to Arksen are passionate about the ocean and want to go off on slightly more advanced expeditions and trips. With that audience, there is a tremendous buy-in to the boat being for more than just their own purposes.”

Superyachts as a force for good

It speaks to the heart of the matter, which is that the superyacht industry and yacht owners in particular have a heart – they care about preserving the environment they enjoy, and they care about the communities they interact with who make them feel so welcome when they visit. It’s reflected in the smallest of gestures, such as donating materials and books to local schools, to the largest – helping with last-mile delivery of critical disaster relief. It’s about superyachts giving back.

It’s a positive-impact attitude toward humanity that is quietly typified by hundreds of superyacht owners, who often prefer to do their thing under the radar rather than take false glory for their philanthropic or humanitarian endeavours. For some it’s as straightforward as getting involved in projects with organisations like YachtAid Global . For others, their endeavours become a key reason for yachting.

American superyacht owner Carl Allen is a prime example of these philanthropic yacht owners. After selling his company, and having enjoyed chartering and owning yachts as a family for years, Allen set up Allen Explorations to deliver a full programme of projects, ranging from historical shipwreck searches and environmental research to disaster relief. Indeed, Allen’s support yacht Axis played a vital role in the aftermath of Hurricane Dorian – one of the most powerful storms ever to hit the Bahamas.

“We had to drop everything and help after the hurricane,” says Allen. “ Axis delivered over £700,000 of supplies and made multiple trips to Little Grand island in the Bahamas. We’ve turned it into the epitome of how to organise hurricane relief.” The team helped get the local school back up and running, and organised for a group from Florida Power and Light to help restore power. “The island also lost their water tower,” he adds, “so we delivered four tanks on  Axis .”

Jasper Smith

Celebrating the good in the superyachting good life

From family time to time spent embracing the global family, superyacht owners have a far greater positive impact than many assume from preconceived ideas about what a superyacht is and the sort of person who owns or charters one. It’s one of the reasons The Superyacht Life Foundation, in association with the Monaco Yacht Show , has unveiled The Honours, which is a way to celebrate the people of our industry rather than the yachts which so often get sole focus. It’s about recognising the extraordinary contributions that people make, the change they inspire, the opportunities they create, and the lives they change.

On 26 September, the eve of the 2023 Monaco Yacht Show, three honourees – nominated by people from across the superyacht industry, and selected from a shortlist by an expert panel of industry judges – will be feted for their work and contribution to superyachting. These are industry professionals and yacht owners who epitomise what superyachting can do. These are people who highlight the good in the superyachting good life.

Yacht owners, impactful journeys

All around the globe, yacht owners are enjoying precious time on their yachts with family and friends, and many are also realising that their yachts can be a force for good and for change, tying in with their philanthropic works and humanitarian endeavours.

“Our yacht is a platform for much of our life,” offers Joe Anderson , co-owner of the Benovia Winery in California with his wife, Mary Dewane. “For instance, we used it at a fundraiser for cystic fibrosis in Baltimore at the 200th anniversary of the Star-Spangled Banner event. The Blue Angels were flying overhead and used Bella Una [the couple’s yacht] as a GPS coordinate and performed flybys, tipping their wings at us. It was quite a thrill. Having a yacht is a way to keep the family intact, enjoy time with friends and have fun.”

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STARBURST IV Yacht Layout & GA Plans

73.99m  /  242'9   crn   2017.

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