Why everyone’s talking about glassSome novel approaches to yachtbuilding

In this issue:– Where have all the spaces gone?Why Mediterranean countries are on a mission to build berths–A tale of two codesEverything yacht owners need to know about key legislation

Yacht FocusNews and information for the yacht industry A Lloyd’s Register supplement

September 2012

Contents

Yacht Focus is the journal for Lloyd’s Register marine clients and staff, delivering news and analysis on our global activities.

The Yacht Focus team is:

Editor: Christopher BrowneE chris.browne@lr.orgT +44 (0)20 7423 2305

Marine Communications Manager: Nick Brown

Staff photographer: Mat Curtis

Design and production: Clever Clogs Creative

Yacht Focus is produced by Marine Communications. Care is taken to ensure the information it contains is accurate and up to date. However Lloyd’s Register accepts no responsibility for inaccuracies in, or changes to, such information.

Front cover: Ocean views reflected in the side window of a yacht

A lifestyle on the ocean wave is what appeals to today’s superyacht owner. Whether it is a speedboat, several sets of jet-skis, a sailing dinghy, a submarine, a sports car, a small plane or a helicopter, the variety of extra equipment and gadgets on modern vessels is seemingly endless.

However even though superyachts continue to grow, space is at a premium. This, in addition to the high cost per square foot for today’s vessels, has led owners to consider using shadow yachts or support craft to carry their toys and accessories, so freeing up valuable space on their yachts.

A shadow yacht also helps to eliminate the need for large side-shell openings and complex handling systems on a superyacht. They are smaller and more compact than their charges and often include such key features as large galleys, water-making devices, waste management systems and walk-in refrigerators.

One of the vessels being launched at this

year’s Monaco Yacht Show is Garçon, Amels’ Sea Axe fast support vessel built by Holland’s Damen Shipyards. The vessel has 235 m2 of deck space for owners’ accessories and a SOLAS-certified helipad for commercial use.

“A support craft can be a real advantage to a yacht owner as yachts grow larger and reach the 3,000 tonne level. Once a yacht reaches a certain size, its manning and accommodation requirements change and using a support craft avoids the need to fit a lot of extra accessories,” said Garçon project manager Simon England of UK-based SE Marine, who advised the owner on specifications and technical design.

“A support craft can also carry extra fuel for a superyacht and act as a re-fuelling station, so it does not have to seek a port for re-fuelling and thus affect its itinerary. The vessel can also travel ahead of the superyacht and help plan the logistics of her voyage,” he said.

Lloyd’s Register (LR) has recently recognised the specialist roles of shadow yachts and introduced an appropriate class notation (Support Yacht Craft) and pragmatic requirements derived specifically for this type of craft – from the sill heights of door openings and ventilators, to windows, portlights and accessible port areas.

LR pioneered the concept of the support vessel with the classification of the US-built Golden Shadow, a 66 metre long vessel which has supported the superyacht Golden Odyssey since 1995. Although many, like Amels’ Sea Axe, are custom-built others are specially converted research vessels, tug boats or supply ships.

Shadow yachts are a lifestyle choice

As owners’ accessories expand and multiply, a smaller vessel to carry their equipment and extras is becoming an essential add-on for some owners

01 Shadow yachts are a lifestyle choice

02 Why everyone’s talking about glass

06 What the yacht owner needs to know about glass

07 Amels wins green seal of approval

08 Berths shortage is forcing owners to reconsider their options

10 A tale of two codes

12 Portrait of a shipyard - Rybovich in pictures

13 TrainingandrefitsheadtheMarseilleagenda

02 Cover story Why everyone’s talking about glassThe head of a team of Dutch naval architects talks about design concepts and some novel ways of using building materials

08 Berths shortage is forcing owners to reconsider their optionsIndustry leaders in the south-eastern Mediterranean are devising schemes and marinas to create more spaces for owners to moor their yachts

10 A tale of two codes Two Lloyd’s Register specialists discuss the implications for owners of some key pieces of legislation

Garçon, Amels’ Sea Axe support vessel. Class notation: | 100A1 SSC Support Yacht Craft G6 | LMC, UMS

Printed on Soporset Premium Offset from the Robert Horne Group. The virgin wood fibre is sourced from Spain and Chile and produced at a mill in Scotland that has been awarded the ISO14001 certificate for environmental management. The pulp is bleached using an elemental chlorine-free (ECF) process. Soporset is an FSC product group from well-managed forests and other controlled sources.

For further information contactEngel-Jan de Boer, Lloyd’s Register’s Marine Planning and Research Manager for Western Europe, RotterdamE englejan.deboer@lr.orgT +31 (0)50 539558

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Yacht Focus September 2012 Shadow yachts are a lifestyle choice

Why everyone’s talking about Many yacht owners like to be as close to the water as possible which has given designers and architects some innovative ideas

Imagine sampling the luxuries of an ocean-going cruise in a glass bubble. Crazy, impractical and impossible though it may sound, the idea may not be quite as far-fetched as it seems.

For a team of ingenious engineers and scientists from the Dutch yacht designer De Voogt Naval Architects have been moulding and shaping their own glasswork for the hulls and interiors of some of today’s largest and most streamlined superyachts.

“Owners like to see what’s going on under a yacht’s waterline – whether it’s aquatic life or the contours of a coral reef and so our design team have been working with glass for yacht superstructures since 2006. After all it has been used by architects in the building industry for years whether for glass lifts or glass-panelled exteriors,” said Ronno Shouten, head of the Haarlem-based company’s design studio.

But because of its brittleness, handling glass needs rare skill particularly when it involves such designer-led features as curved, and in some cases double curved, panels and glass walls that open and close on sea-going yachts. Other more technical applications include using aluminium tubes to carry superstructure loads with glass panels bonded to a vessel’s outer shell.

On a more technical note, De Voogt uses computer analyses to test glass stress levels, a concept it is now putting into practice with the delivery of its first superyacht fitted with glass below her waterline.

Meanwhile an ISO glass standards working group is studying the properties of using glass in yachts (see page 5). Their findings will play a key role in the structural rules needed for yachts that are built using these advanced methods.

Artist’s impression of the Breathe concept:The light hull and dark shells and funnels create a natural flow of air on the outside decks

Ronno Schouten, De Voogt’s Head of Studio

Why everyone’s talking about glass

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Yacht Focus September 2011Yacht Focus September 2012

Baton Rouge: on a seagoing trip

For further information contactFrans Verbaas, Lead Technical Specialist (Marine), RotterdamE frans.verbaas@lr.orgT +31 (0)10 2018414

A new standard for glass in large yachts, ISO 11336, was issued in July this year. The fine details of the standard have been drafted by the ISO glass standard working group on safety of large yachts, TC8/S12/WG2. The group includes classification society specialists, glazing manufacturers, builders and flag state representatives.

Lloyd’s Register’s Frans Verbaas, a member of the working group, says: “In comparison with the existing standards for marine glazing, ISO 11336 offers a method of calculating the design pressure appropriate to yachts 24-90 metres long.

“The standard’s philosophy is to consider glass as a structural material in its own right, coming with its own proper certification and inspection scheme.

“Under ISO 11336, laminated chemically strengthened glazing is recognised as the standard for today’s yachts, and methods for qualification and testing are defined. Rooted in general engineering principles, properties of laminates of different materials glass – polycarbonate and acrylate – can be derived and validated by testing.

“Part 1 of the new standard covers flat panes that are fitted to yachts in frames and is designed to include the field of the existing marine glazing standards. The principles will be carried to the second part of ISO 11336 which deals with glazing bonded in place. While Part 3 covers quality control and inspection.

“Curved glazing and structural carrying glazing are as yet considered outside the priority of the working group, but the principles from the standard can be applied,” adds Verbaas.

The new ISO 11336 standard

Yacht Focus September 2012

4 5

Why everyone’s talking about glass

Breathing freelyDe Voogt has the distinction of being one of the yachting industry’s leading propulsion pioneers. One of its most novel concepts is known as Breathe which, like many innovative designs, is refreshingly simple and uses a minimum of components.

Basically, Breathe is a hydrodynamic concept that reduces a superyacht’s fuel consumption by 20%-40% at cruising speed and 10% at top speed. To help achieve these exceptional figures, the vessel’s hull has a wedge-like shape with her centre of buoyancy far aft.

One of Breathe’s more revolutionary features is that it uses one instead of two propellers with a medium-speed diesel engine. The single shaft propulsion gives the vessel less appendage-related drag while its propulsion efficiency is increased with a 5% larger-than-normal diameter main propeller and a heavier main engine using around 9% less fuel.

Much of the concept stems from nature such as a ventilation system based on the cooling properties of a zebra’s alternating stripes, stabilisers that behave like whale’s fins to generate lift and solar cells based on natural materials. “Nature’s inventions are on many occasions far more efficient than anything humans can devise,” said Shouten.

“Combined with the superyacht’s hull optimisation, reduced appendage drag, single-screw propulsion, contra-rotating propeller and medium speed engine, these features will show owners how sustainable development can reduce a vessel’s operating costs”.

Decisions, decisions, decisionsChoosing the design and specifications of a multi-million dollar superyacht can be a daunting prospect for a new owner. So to help prospective buyers choose their dreamboat of the future, De Voogt has been running a series of projects called Future Concept Feadship (Feadship is the name of its parent company) at the Monaco and Fort Lauderdale yacht shows.

“The main reason we began presenting these concepts was to inspire clients to do different things, as four years (the time it takes to build the average superyacht) is a bit too long to get a reaction to a design or an innovation,” Schouten told Yacht Focus when we visited the company’s Holland office recently.

“Some clients know exactly what they want because they come from a tradition of yachting. Then there are those who may be new to yachting or who don’t need or want the traditional type of boat, who are open to new ideas,” he said.

De Voogt’s team of 100 designers, naval architects and engineers then draws on the ideas and information from these concept sessions to help create the company’s designs of tomorrow.

Lloyd’s Register’s Marine Planning and Research Manager for Western Europe, Engel-Jan de Boer, said: “De Voogt Naval Architects and Lloyd’s Register have strengthened their business partnership, not just through standard classification, statutory certification and design appraisal but also by providing design support with innovative features for which there aren’t always known rules and regulations.

“This ensures both companies remain at the forefront of technology, at times crossing the boundaries into the unknown while always ensuring the quality and safety for which both companies stand.”

Breathe propulsion system: One of its key features is a contra-rotating thruster just aft of the main propeller

Engel-Jan de Boer, Lloyd’s Register’s Marine Planning and Research Manager for Western Europe, said; “With LR’s presence in the Netherlands since 1868, the first LR Register of Yachts being published in 1878, and the establishment of “Ingenieursbureau voor de scheepsbouw H W De Voogt” (Shipbuilding Engineering Office H.W. de Voogt) in 1922, there is a rich history of co-operation between our two companies.

“As the size, sophistication and complexity of yachts continuously increases, so have both companies increased in size in order to provide a premium product expected by the industry

“Safety, quality and the environment is what LR stands for. Add to this aesthetically pleasing, superior comfort and reliability and you are talking about a yacht engineered by De Voogt Naval Architects.

“Feadship and LR are both well known brand names in the yacht industry related to quality, safety and reliability. It’s a strong relationship,” added Rotterdam- based de Boer.

Life in a bubble

The approach to a seaview bubble would be similar to the approach we use for sonar

domes in warships, says Lloyd’s Register Lead Technical Specialist Frans Verbaas. “Technically the bubbles would need to be located in a moon pool which just happens to be closed at the bottom by

glass. Access would be from the freeboard deck with proper weatherproof enclosures.

“Structural examination of such a bubble would be on the basis of direct calculation to the

characteristic breaking strength of the material. Post-failure analysis and risk assessment

would be part of the examination.”

Amels wins green seal of approvalA yacht with a green passport not only shows its environmental credentials but could also improve its resale value

Hybrid, eco-friendly, greener than an area of outstanding natural beauty. You name it, many companies claim to have that elusive ‘X’ factor.

Others are striving to achieve it by investing in new technology, adopting evermore rigorous regimes to meet the shipping industry’s new rules and regulations or launching voluntary initiatives to improve their environmental credentials.

One of these is Amels, the Dutch yacht-maker. One of its Amels 212 series of yachts was recently awarded a green passport. The vessel is in fact the world’s first superyacht to be granted the passport which is designed to aid the safer and more environmentally sound recycling of ships.

“It is time to monitor the lifecycle of a ship [yacht] from ‘birth to grave’. We also feel that this may enhance the resale value as this passport is set to become compulsory for superyachts in the future,” said Daniel Kupfer, from Ocean Management which put Amels forward for the award.

Amels Project Manager, Sjoerd van den Broek, commented: “Fulfilling all the requirements for the green passport has entailed a very large effort from Amels over the past three years and also for all the suppliers and contractors involved in building the first Amels 212. Hopefully she will sail for more than 100 years but at the end of her life on the sea, her materials can be recycled in a controlled and environmentally responsible manner.”

The passport is a key requirement of the Ship Recycling Convention which aims to improve safety and reduce environmental pollution from the recycling of ships. Although yachts are not officially covered by the convention, the environment-minded owner will be only too pleased to ensure his yacht is compliant and eco-friendly.

Amels, which is the largest superyacht builder in The Netherlands, is part of the Damen Shipyards Group, which has more than 39 global shipyards and marine- related companies.

For further information contactWillem Pols, Environment Product Manager, RotterdamE: willem.pols@lr.orgT: +971 4 701 4100

Amels 212 – the world’s first series of superyachts to be awarded a green passport Credit: Amels/Flying Focus

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Yacht Focus September 2012

While windows, side scuttles and glass wall surfaces have always been familiar features on luxury or superyachts, today’s fashion favourites are large glass areas on superstructures, deckhouses and hulls.

As yachts continue to grow in size, with many newbuilds exceeding 3,000 gt, windows, large glass walls and doors feature in many deckhouses and hulls, so giving owners and passengers the extra natural light they crave.

While both the Large Yacht Code (LY2) and Passenger Yacht Code (PYC) deal with window scantlings using BSMA 25 for windows and ISO standards for portholes (i.e. ISO 1751 for portholes), crafts designed under the two Codes can be substantially different from one another.

Pressure testing When, for instance, a design fails to meet the standards required under the two codes, they allow for pressure testing to prove the vessel’s windows’ strength. Under LY2, a pressure test must be four times the design head – and 2.5 times the design head for short-range craft or windows with storm shutters.

While under PYC, windows must be tested to five times the design head for unrestricted service and three times for vessels in the Code’s passenger yacht 1 category.

There is also some disparity over freeboard windows. While LY2 allows for fitting windows below the freeboard deck subject to robust safety rules, PYC does not allow the fitting of windows under the freeboard deck.

However the two Codes mainly agree over deadlight and storm cover requirements. Though PYC adds additional details for windows’ scantlings – they require an increase in the scantlings of 130% – when a portable storm cover is used in lieu of a permanently attached deadlight (when windows are permitted in first tier superstructures). Under LY2, there is no difference in windows’ scantlings between a solution with a deadlight or a portable cover.

Glass materialWhile reference glass material is thermally toughened safety glass, both Codes permit the use of chemically strengthened glass, so long as a minimum case depth penetration of 30 microns is achieved on exposed surfaces, and subject to operational conditions and annual survey.

The new ISO 11336-1 (part 1 was issued in July this year, see previous page) sets standards for the design of laminated glazing systems, taking into consideration the glass material as well as the joining compound such as PVB or other materials with enhanced strength.

The standard also deals – at least partially – with the glued-in design and bonding in windows and side scuttles. Given the fact that both the industry and shipyards are very focused on this area, we really expect a further regulatory development in this field.

What the yachtowner needs to know about glass

Ocean views reflected in the side window of a yacht

For further information contactMarioCroce, Manager, Lloyd’s Register’s Trieste Design Support Centre, ItalyE mario.croce@lr.orgT +39 (0)40 0647740

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Amel wins a green seal of approval

Ship Recycling Convention

The inventory of hazardous materials also known as the green passport is a key requirement of the Ship Recycling Convention. It is designed to aid the safer and more environmentally sound recycling of ships. Lloyd’s Register approves and certifies green passports for yachts under construction and in-service.

A boom in superyacht ownership and the growing popularity of summer cruising locations such as the French Riviera, the Croatian and Turkish coasts and the Greek islands has created a shortage of berths and marinas for owners to dock their vessels.

In the next 10 years, the average number of superyachts under 45 metres LOA is likely to grow exponentially “pushing the demand for a marina-based dockage to its limits”, said Yannis Stratis, Lloyd’s Register’s Piraeus- based Yachts and Small Craft Business Development Manager.

Meanwhile such is the scarcity of berths in the French and Italian Rivieras that the owner of a 50-80 metre LOA superyacht who wants to buy a docking space in one of these prize locations can pay £2.5-£4 million for a 10- to 16-year lease, figures from local real estate agencies reveal.

This worrying lack of space is forcing potential owners to delay, postpone and in some cases cancel newbuild orders. Others are looking at another novel solution. “Such is the value of a berth or docking space that some owners are more interested in owning a space in a popular destination in the Mediterranean than in ordering a new superyacht as they rate such an investment more lucrative,” said Stratis.

The surging demand for and rising prices of berths has created real commercial opportunities. “There are huge business possibilities for international investors, governments and financial institutions to take on the risk and potential profits of building high-end marinas capable of accommodating superyachts in countries that can support such large investments,” said Stratis.

Lloyd’s Register’s guide to upcoming marina and berth opportunitiesinthesouth-eastMediterranean:

Berths shortage forces owners to reconsider their options

Space race: A typically crowded berth in the Mediterranean

Yacht Focus September 2012

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Berths shortage is forcing owners to reconsider their options

The space problem is making owners cancel newbuild orders and occasionally even buy a new berth instead of ordering a new yacht

Lloyd’s Register and our local team of yachting and marina experts within the EMEA region recognise that a marina is not merely a berthing place where a yacht – irrespective of size – can safely berth. Such an extensive range of facilities as well as the impact on technical, financial and environmental issues for all parties – owners, local communities, investors and operators – has allowed LR to develop a wide range of expertise aimed at a safe, environmentally friendly and financialy sound investment.

LR has been assisting yachtowners, marina managers and operators at all stages – from early conception and development, assisting and guiding through design and template construction, conducting detailed assessments of security requirements, developing bespoke security plans specifically designed for marinas (non ISPS), and training marina security personnel all the way to quality, environmental accreditation and health and safety certification.

Lloyd’s Register Quality Assurance (LRQA) can help owners of berths and marinas comply with ISO 9001.2008 and ISO 14001.2004 certification for quality, safety and environment systems.

For further information contactYannis Stratis, Yachts & Small Crafts Business Development Manager, Lloyd’s Register, Piraeus. E yannis.stratis@lr.org; T (0)30 210 4580890

Croatia:

The country has a waiting list of berths and rising demand for short-term summer rentals. As a result the Croatian government plans to increase its marina capacity by more than 60% for yachts of up to 125 metres LOA. Expansion plans include up to 12 new marinas worth more than £275 million in the next five years. Another project in the offing is the creation of a series of superyacht refit and maintenance facilities adjacent to the marinas.

Greece:

The Greek government is working on a fast-track programme to develop its marina sector. The country’s diverse coastline with more than 2,500 islands and its highly skilled workforce has attracted the interest of international marina management companies and investors. The country plans to immediately upgrade 10 marinas in key locations around the Greek coastline while a number of new marina and privatisation projects are planned.

Turkey:

The country has 20 ports and more than 6,500 berths for cruising yachts. “Some of its high-profile marinas average up to 400 berths apiece,” say local yacht association figures. “One marina built in 2009 had 60% of its berths booked in the first year, 90% in the second and was fully booked by the third year in 2011,” said Stratis.

“This high demand, together with plans for a new marina development with a capacity for more than 1,500 berths, has challenged marina managers and investors to seek similar investment opportunities in neighbouring countries, thus creating a network/synergy between marinas, countries and owners that will be mutually beneficial,” he said.

Cyprus:

With an increase in local and visiting superyachts and a limited number of berths to house them, the Cyprus government is investing more than £275 million in a waterfront development that is now being built in its second city of Limassol. When finished, the scheme will offer berths and services to owners of superyachts of up to 100 metres LOA.

LY3 – yacht owners pin hopes on a dream ending

Many summers ago I was the happiest and proudest child alive when, wearing only a pair of shorts and sandals, I was walking past an old baroque-style building helping my Dad push a trolley with a large box containing a shiny new computer. This is going to be the best summer ever, I thought!

Well, as with many dreams, it was soon over. A few months later the happiest and proudest child became the saddest and most dejected as we took my computer back to be scrapped as it was by now obsolete and out-of-date. The old baroque building was now an emotionless giant steel skyscraper and a local community officer later fined me because nobody was allowed to walk bare-chested in public places.

As things change and progress, the same could be said of the yachting industry. Hence, understandably, one of the major successes in yacht regulations, the so-called LY2, was going to be updated by MCA and Red Ensign Group members in what

would soon become the LY3. The third edition of the large yacht commercial code is a major update of the LY2. Its amendments are based on recent legislation, experiences of LY2, industry feedback and accidents together with some new text and corrected errors.

The Code will enter into force on 20 August, 2013 when the so-called “revolutionary” MLC 2006 is introduced. Builders and operators can voluntarily comply earlier, so long as it is stated on the certificate which edition of the Large Yacht Code they are complying with. Existing ships will continue to be surveyed under LY1 or LY2 with the exception of a few items such as compliance with the new radio equipment section, LRIT and BNWAS, and some operational aspects such as manning, personnel certification and crew agreements which will be applied retrospectively.

However the biggest change in LY3 is the lifting of the 3,000 gt newbuild limit, a move that has been the talking point of yachting saloons over the past few months. Whether liberation or obliteration this could, according to some, change the face of the yachting industry.

Other major changes in LY3 are the revised Chapter 16 which will bring the radio requirements for all new yachts into line with the GMDSS “sea area” concept and the revision of Chapter 21, as new vessels will be required to comply with the MLC 2006.

Chapter 21 contains many “substantial equivalences” that allow yachts to comply more easily than initially expected – especially on crew accommodation size.

Such factors, which have been agreed by the administration, union and shipowners, will avoid the need for major changes to existing designs.

Other amendments include but are not limited to:• Class and statutory requirements for vessels operating in polar regions;• Relevant guidance and requirements for submersibles;• Additional structural fire protection requirements for galleys and machinery space for yachts of up to 500 gt;• Survey and certification of rigs;• Protection of critical system cabling;• Underwater lights to be type approved;• Lifts to be built to class standard;• Clarification on the position of the rescue boat and its launching appliances.

The Code will produce new challenges for an industry known for its great adaptability, versatility and flexibility, and for overcoming obstacles at every turn. There is no doubt that the industry is ready to absorb and integrate changes as it now sees the benefit of working in a less fragmented environment, helping regulators and legislators to understand a unique business pleasure market.

The LY3 Code will be reviewed in five years’ time when new developments, requirements and technologies will have been developed.

So let’s hope we can look forward to a dream ending.

PYC – why owners should adopt a top-down approach

The Passenger Yacht Code (PYC) allows commercially operated yachts to carry up to 36 passengers while not actually turning them into ferries or luxury passenger ships. It is also recognised globally as an acceptable equivalent standard to the famous four international conventions – SOLAS, MARPOL, MLC 2006 and STCW.

The Code is in some ways more stringent than the Large Yacht Code (LYC) which limited the number of passengers on commercially operated yachts to 12 as well as imposing an upper limit of 3,000 gt on vessels.

In practice the PYC’s fire safety requirements such as a vessel’s fire load calculations and means of escape have created challenges on the choice of materials used by interior designers and builders. Numerous fire tests have been carried out by different parties to demonstrate compliance with the regulations to allow the use of certain materials and glass windows in protected escape routes.

To achieve compliance with the Code, a number of additional, more rigorous fire measures are being proposed including CO

2 detectors, additional

sprinklers, smoke extraction systems and the use of non-combustible materials for fixed furniture to compensate for the use of combustible veneers with low-flame spread certified lacquers applied.

There is no doubt that significant time, cost and effort needs to go into making a yacht compliant with the PYC’s fire safety requirements. However it should not be seen as a more stringent version of the LYC, but as a slight relaxation of the requirements of the international conventions.

The wisest approach for owners, designers and builders is not to start building a passenger yacht from the LY2 upwards, but to do so from the international conventions downwards and to agree the level of flexibility and class with the relevant flag state at the concept stage of the design process.

A tale of two codes... Both the recently revised Passenger Yacht Code (PYC) and the upcoming Large Yacht Code (LY3) contain unexpected benefits for owners in an increasingly flexible industry, argue Lloyd’s Register’s Carlo Russo and Engel-Jan de Boer

“Lifting the 3,000 gt newbuild limit could change the face of the yachting industry

”

A tale of two codes

For further information contactCarlo Russo, Lloyd’s Register’s Yacht Specialist, Passenger Ship Support Centre, Lloyd’s Register EMEA, LondonE carlo.russo@lr.org;T +44 (0)20 7423 2052

For further information contactEngel-Jan de Boer, Lloyd’s Register’s Marine Planning and Research Manager for Western Europe, RotterdamE: engeljan.deboer@lr.org;T: +31 (0)50 539558

Fincantieri’s Serene which was built under the PYC Code and classed by Lloyd’s Register

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Yacht Focus September 2012

For further information contactJacob (Sjaak) Bot, Principal Surveyor in Charge, Lloyd’s Register North America, USAE sjaak.bot@usa.orgT +1 (1)954 236 3322

Training and refits head the Marseille agenda

Lloyd’s Register’s office in Marseille, France, has moved to a modern building in the old docks area of the city’s Le Port de la Joliette. Here is a review of their daily classification and advisory work

Training courses on such vital issues as classification, statutory compliance, yacht maintenance and handling new technology are one of the key services offered by Lloyd’s Register’s office in Marseille, France.

The office, which covers the French Riviera from Menton to Marseille and includes Corsica, works with seven shipyards and has a client list of approximately 350 yachts of mainly 45 to 120 metres LOA. Statutory and classification surveys apart, its day-to-day

activities include major refit work based on changes in technology and interior renovation requested by owners.

It also runs a technical advice service for yacht managers, masters and officers on board, helping to find solutions that ensure projects can be reviewed at the earliest stages to highlight key issues before remedial work starts “thus reducing any additional costs or time delays to the yacht during the refit period,” said Scott Kennedy, Lloyd’s Register’s Marseille-based Senior Surveyor in Charge.

“The Marseille team is also heavily involved with giving advice about classification and statutory regulations to vessel owners and crews while they are operating during the year,” said Kennedy.

So far the team’s training courses, which also include advice on ISM, ISPS and MLC, have been delivered to yacht management companies, officers and crews. “They have been very well received by the industry and it is an area we are developing further to cover other subjects. This will ensure the industry has the knowledge and information to make important first-time decisions and so save money and prevent delays,” added Kennedy.

For further information contactScott Kennedy, LR’s Senior Surveyor in Charge, MarseilleE scott.kennedy@lr.orgT +33 (0)6 72 82 28 44

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Rybovich, the yacht finishers and repairers in Palm Beach, Florida, is one of the fastest growing refit yards in the USA.

The shipyard, which overlooks one of the lushest locations in Florida, specialises in motor and sailing yachts up to 90 metres LOA, has hard space for nine yachts up to 55 metres LOA and service wet slips for 15 yachts of up to 90 metres LOA.

The yard has steadily grown in size and capacity over the last four years and has a large 24/7 marina with high-speed refuelling facilities at each of its slips. It can accommodate up to seven yachts side-by-side.

Lloyd’s Register was recently involved in survey and repairwork on Kiss the Sky (see images). “The number of projects we have been involved in at the yard has steadily increased. Apart from five-year and periodical surveys, many projects have involved modifications to hulls and the installation and modification of vessel stabilisers,” said Sjaak Bot, Principal Surveyor in Charge at Lloyd’s Register’s Miami office.

Portrait of a shipyard

Rybovich in pictures

Aerial view of Rybovich refit yard and marina

Rybovich marina which has high-speed re-fuelling facilities at each of its slips

Superyacht Kiss the Sky under survey

Lloyd’s Register uses test weights during a load test on Kiss the Sky’s rescue boat davit on behalf of the vessel’s flag state, the Cayman Islands

TrainingandrefitsheadtheMarseillesagenda

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The 120 metre LOA superyacht, A, at the Composite works yachtbuilding facility in Le Ciotat

The 75.5 metre LOA Anastasia superyacht built by Oceanco

Anastasia on the shiplift at La Ciotat Shipyard in the French Riviera

Lloyd’s Register’s Marseille team recently moved to a new office in the old docks area of Marseille’s Le Port de la Joliette: (l-r) Delphine Lamat, Administrator; Tariq Berdai, Senior Surveyor; Scott Kennedy, Senior Surveyor in charge; Arnaud Le Gall, Senior Surveyor; Marie Lizero, Senior Administrator and Luigi Casali, Marine Surveyor

Lloyd’sRegisterEMEAT +44 (0)20 7709 9166 F +44 (0)20 7488 4796 E emea@lr.org

71 Fenchurch Street London EC3M 4BS UK

Lloyd’s Register AsiaT +852 2287 9333 F +852 2845 2616 E asia@lr.org

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