yacht design newsletter - bmt nigel gee nigel gee 2016yachtdesignne… · new technology the full...

New Technology

The full story on implementation of new technologies into the yacht industry. Page 4

Collaboration: 1+1+1=4

BMT, Oceanco and MARIN discuss collaborative hull form optimisation.Page 6

Engineering Diversity

Explore the latest projects in BMT’s diverse portfolio. 0

www.bmtyachts.com

Yacht DesignNewsletter Issue 11 | 2016/17

2 | | 3

BMT Nigel Gee Yacht Design Newsletter Issue 11 | 2016-2017

2016-2017 Welcome to the eleventh edition of our annual newsletter. Each year sees us involved in ever more diverse and challenging projects, and 2016 has been no exception.Diversity is a core part of BMT Nigel Gee’s business model, and in this issue we give insight into some of the projects BMT are undertaking in other sectors of the marine industry.

This diversity not only brings greater stability and variety to our workload, it also exposes us to a wider spectrum of technologies, engineering processes and solutions which we leverage at every opportunity across all of the markets we work in. The feature on page 4 captures our perspectives on the implementation of new technologies in the superyacht market.

Collaboration is also a cornerstone of our work and we believe that in order to achieve our best potential we must not work in a vacuum. On page 6 we examine one such successful collaboration which has delivered outstanding results in the optimisation of large yacht hull-forms.

2017 is shaping up to be a busy year with some new and exciting developments on the horizon, watch this space!

Concept Design

2016 has been a busy year for the development of new designs with a wide range of partners.

Read about the 80m ‘ultimate hybrid’ exploration yacht Norse and 102m Oceanco Spectrum.

Page 8

Regulatory Update

BMT actively participate in a number of industry working groups to keep abreast of, and help shape, current and future regulations.

Follow the latest developments in this two page spread including an in-depth look at the Polar Code.

Page 12

News Roundup

It has been another busy year at BMT Nigel Gee: celebrating our 30th anniversary, design awards and following the regatta circuit.

Read all the latest updates including the work of summer intern Ellettra Ganoulis on mapping the operating profi les of large yachts.

Page 14

James Roy - Yacht Design Director

Contents 04 | New Superyacht Technology Keeping abreast of the ever-evolving road map of technologies available to the yacht industry can be a challenging task.

06 | Collaboration: 1+1+1=4 Three leading companies in the fi elds of naval architecture, engineering and yacht building explore the benefi ts of collaboration.

08 | Concept Design An in-depth look at the various concepts BMT Nigel Gee have worked on in 2016.

10 | Engineering Diversity

BMT Nigel Gee have an established track record in not only the design and engineering of large Yachts but also Commercial, Offshore Energy and Defence vessels.

12 | Regulations Update Follow the latest developments in regulations affecting the large yacht industry.

14 | BMT News

A round-up of news from 2016.

4 | | 5www.bmtyachts.com


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The power of modern marketing bombards us with news of the latest and ever advancing technology; advanced materials, products, manufacturing methods and processes. Yet, it often feels as though the adoption of such technology within our industry is painfully slow, but why is this? Is it all just hype, maybe there is risk aversion, or is there in fact a technology just around the corner which is going to offer big gains?

Within the general consumer market, the adoption of innovation is well theorized and documented. In 1962, work by Everett Rogers ‘Diffusion of Innovation’, a theory of how innovative products (and services) are adopted and spread throughout a market is described. Whilst aimed at describing the behavior of consumers, the theories within this work describe very well the different types of behaviors within our industry. As shown in Figure 1, there are innovators and early adopters who constitute a small percentage; there are an early majority and late majority who constitute the most significant mass, and then there are the laggards to whom change is just an inconvenience.

The problem with trying to compare the superyacht industry with the consumer market is both volume and risk. Our industry simply does not have the throughput to draw on future technology and ensure rapid adoption. This in turn means that the technical and financial risks associated with new technology are not quickly mitigated and the cycle is compounded. It is not until the innovators and the early adopters have done this, that we see widespread take-up of new technology. This is further complicated by the fact that there are relatively few innovators who are prepared to take the technical and financial risks necessary, or there are unrealistic expectations that the

shipyards must carry all of the risk. The realities of this cycle are such that we see technology being applied in the yacht market that claims to be new and innovative, when it was in fact being first used in commercial applications well over a decade ago.

Some years ago, we were involved in looking at the possible impact of future technology on naval vessels, helping to define the potential capabilities of future combatants. We took an approach whereby technologies, either current or future, were broken down into two principal categories; fundamental technologies relating to the core underlying physics of naval architecture and engineering from a whole vessel perspective; and “add-on” technologies which, when integrated within the design, engineering and build of a vessel might offer a gain of some sort.

Essentially, any change in the fundamentals would offer a transformational shift / improvement in capability, whereas new ‘add-on’ technologies offer marginal gains. We concluded, perhaps unsurprisingly, that there were no fundamental technologies with the potential to offer a transformational shift, but that the sum of marginal gains may offer significant improvement, if technologies are correctly matched and integrated.

This approach and philosophy echoes that of Dave Brailsford when he became performance director of British Cycling in 2003. He took the decision that, rather than trying to look for the big gain by reinventing the fundamental technology that underpins a bicycle, he would look at all the secondary factors: “The whole principle came from the idea that if you broke down everything you could think of that goes into riding a bike, and then improved it by 1%, you will get a significant increase

when you put them all together”. This is widely known as the incremental gains approach and it transformed the performance of the British cycling team.

When we consider this in the context of our own industry the parallels are clear; the fundamental technologies of yacht building, and the wider shipbuilding industry for that matter have not changed significantly for many, many decades. The marine industry is technically very mature at a fundamental technologies level. Consider however, the plethora of “add on” technologies that are being developed by the equipment suppliers and component manufacturers.

Figure 2 presents a time bound info-graphic of technologies which are either in widespread use, or proposed for application within our market. This approach cannot illustrate the potential applicability or gains offered by these diverse technologies. In Figure 3 below, these technologies are landscaped within the context of factors that will lead to potential gains in a yacht application, from the practical to the impractical. Such a snapshot is somewhat subjective and never static - over time some technologies will move into the sweet spot around the centre of the horizontal axis where the benefits are high and the practicality, risk and reliability are at an acceptable level for their general adoption in mainstream projects.

Keeping abreast of the ever evolving roadmap of technologies available to our industry can be a challenging task. In many ways the superyacht sector is very innovative in adapting existing technologies to serve new purposes, but we also need to be better at looking to, and engaging with, other industries in the search for realistic marginal gains and ever greater opportunities.

New Superyacht Technologies Keeping abreast of the ever-evolving road map of technologies available to yacht industry can be a challenging task, here we discuss our approach.r and

FIG.1 - ADOPTION OF INNOVATION

FIG.2 - TECHNOLOGIES VS TIME

FIG.3 - TECHNOLOGY VS PRACTICALITY & RISK



1 + 1 + 1 = 4The Benefi ts of Effective Collaboration

Three leading companies in the fi elds of naval architecture, engineering and yacht building explore how the benefi ts of effective collaboration can lead to results that are greater than the sum of their parts.

The modern superyacht is by its very nature a highly complex product featuring sophisticated and greatly integrated systems, all within a platform that has to balance a bias towards design and style with exceptional technical performance. The process of design, engineering, build, commissioning and support of such vessels involves signifi cant resources spanning international boundaries, technologies and cultures. Collaboration therefore, is key to the construction of a superyacht as no one person or organisation can be an expert in all fi elds.

As one of the world’s leading builders of large innovative yachts, Oceanco collaborates with key industry partners via a team of in-house domain specialists and experts to deliver the best results from the combined strength of all participants. Two such partners are BMT Nigel Gee for the naval architecture and engineering of larger yachts, and the independent hydrodynamic research institute, MARIN.

Following the mutual development of a number of designs, these companies came together to identify and adopt a best practice collaborative approach to their hull design and optimisation processes. This involved a methodical process that harnessed the right skills at the right time from the participants. With BMT’s blend of practical optimisation techniques and MARIN’s CFD based approach, as well as decades of practical test results experience, the spectrum of expertise was broadened over a single party approach.

Dirk de Jong, Director of Design & Innovation at Oceanco said: “A key part of the partnership was the mutual setting of goals at the start of the design process, answering questions such as; beyond the stated contractual target performance, what can be feasibly achieved? What do we want to explore? What can we adapt or explore from other fi elds of naval architecture and design? How ambitious should we be? These are factors that, amongst others, the partnership explored and debated at the outset, in order to defi ne challenging but realistic and achievable goals that are properly aligned to the needs of the overarching vessel design and the constraints imposed.”

This collaborative undertaking has delivered signifi cant benefi ts with the BMT/Oceanco/ MARIN partnership developing a series of industry leading hull-forms for Oceanco projects with two of the designs now under construction in the Netherlands.

Commenting on the results, Enrico Della Valentina at MARIN states that: “This collaboration has set a very high bar in the calm water performances for displacement motor yachts. From our database of 300 comparable model tests, spanning 20 years of development, the BMT/Oceanco/MARIN partnership has delivered a hullform which, at its design speed, is the best performing hull in the current MARIN database.”

Fundamental to achieving a successful result is that there must be alignment at all levels for collaboration to work. If those at the top want the organisation to collaborate, then those at other levels must have the willingness to do so. The collaboration will not be effective if people think and act only for themselves. Having cultural alignment between collaborating partners is an advantage. If alignment is not absolute, then mutual respect and acknowledgement of each other’s capabilities is essential as this builds respect and trust.

A key benefi t of collaboration across multiple organisations can be acting as a catalyst for change. Accepting the way things have been done before can often be the path of least resistance for

a team which is also working within the pressure of commercial constraints. Resistance to change and doing things in new ways can act as a signifi cant barrier. Collaboration should ultimately drive adaptation, evolution and deliver innovation. None of this can be achieved if things never change.

Having a clear plan and methodology to the approach is critical. Everyone should buy into the method, yet it should remain fl exible, adaptable and be appropriate for the resources available.

Persistence is a virtue in the face of opposition or failure; if you have the right ingredients keep going, if you have the wrong ingredients stop and re-evaluate.

However, there will always be obstacles and risks to collaborative working which, without the correct ingredients and approach, will lead to an unsuccessful result. Such an outcome tends to reinforce the self-serving bias of those who promote a more inward facing approach, which can be a diffi cult situation to recover from if a collaboration fails. Some factors to consider include:

Benefi ts

• Improved results, increased competitive advantage. • Key driver for innovation. • Increased breadth and depth of knowledge (company and personal). • Share in risk and better risk mitigation. • Improved use of existing resources. • Team and individual morale.

Obstacles

• Personalities. • Competition between partners. • Lack of information and experience. • Lack of resources at decision making stage. • Cultural mismatch. • Resistance to change. • Lack of clarity in roles and responsibilities – weak leadership.

Risks • Outcome does not align with investment of time and resources. • Loss of fl exibility. • Complexity in decision making. • Diversion of energy and resource away from core activities “mission drift”. • Lack of commercial awareness relating to budget / time / IPR matter etc.

Key Ingredients

• Leadership – take the long term, big picture, strategic view, communicate vision. • Promote and establish a culture of trying new things. • Clear aim and objective of collaboration. • Good personal relationships and interpersonal skills amongst team members, trust and friendship are signifi cant advantages. • Compatible cultures or understanding of cultural differences. • Planning and methodology of approach / process. • Transparency surrounding IPR and other commercial matters, form a written agreement. • Skills for change management. • Diversity in team – skills, markets, industries etc. • Commercial innovation – often a technically innovative approach requires a commercially innovative approach as well. • Persistence.

Comment from James Roy Yacht Design Director at BMT Nigel Gee

“Ultimately, collaborating all comes down to people. Having a room full of clever people does not guarantee a good result regardless of the level of resources at their disposal. If you get the right people, in the right room, at the right time, with the right mind-set, then you are 80% of the way to success in changing “me” to “we” and turning people and organisations from contributors to collaborators.”

107m Stiletto Concept by Oceanco, KFD & BMT



Norse Oliver Stacey Design, in collaboration with BMT Nigel Gee, develops Norse an 80m sail-assisted exploration yacht. The concept details a rugged trans-oceanic exploration vessel, capable of voyaging to both Poles, crossing any ocean and taking in the most awe-inspiring destinations.

The two companies came together with the brief to present a fresh interpretation of the explorer vessel genre and develop a concept designed for maximum self-sustainability, global range and minimal environmental impact.

Norse is designed around a sail assisted hybrid propulsion system. “We thought long and hard about hybrid, and how such a system might help us achieve our goals for the project.” says BMT Nigel Gee’s Yacht Design Director, James Roy. “Despite outward appearances, this is not a sailing yacht; at a time when hybrid is a buzz word in our industry, we couldn’t move away from the unmistakable truth that sail assistance is the ultimate hybrid. The fi nal confi guration makes use of a hybrid diesel electric / diesel mechanical (CODAE / CODOE) with sail assist.”

The yacht’s simple, low-aspect sail plan features three identical wing masts, in combination with matched in-boom furling mainsails. This confi guration maximises reliability and fl exibility, while requiring minimum crew effort in deployment, operation and recovery. It is anticipated that the sail-assist mode will be utilised for the majority of the yacht’s passage making and that, under optimum conditions, power can be regenerated through the trailing shaft-lines to battery storage.

With a profi le inspired by the longboat, Norse offers unprecedented access to shallow water for a yacht of this size. The vessel’s long and robust keel fl at, with shallow draft coupled with a high degree of manoeuvrability, means she can access secluded anchorages normally considered off-limits to a yacht of 80m.

Norse is confi gured to act as an activity basecamp for a wide range of sea, land and air based activities, including heli-skiing, ski-touring, mountaineering, diving, water sports and aerial exploration. A robust gantry crane provides reliable launching and recovery of a wide range of vehicles including a seaplane of up to 12m wingspan. The extensive tender garage deploys an array of support vessels and adventure vehicles including a landing craft, ATV, submarine and snow mobiles. With extensive stores and provisioning capacity, and a range extended by sail assistance, the vessel can operate in regions with limited or no support infrastructure for extended durations.In line with the vessel’s long-range and extended self-sustainability, Norse is built to Ice Class 1d and complies with Category C requirements of the Polar Code. Allowing operation in light ice conditions, this capability permits summer operation in the Polar Regions for specifi c routes of interest, including the Antarctic Peninsula, Arctic Svalbard and Greenland.

Despite its explorative purpose, internally Norse offers a social living environment with an informal layout; the owner lives close to family members and guests, who share large open-plan spaces. Smaller intimate spaces provide privacy and quiet when required.

Spectrum Oceanco’s latest 102m concept, LY3 compliant, based on a BMT Nigel Gee platform.

Aptly named, Spectrum was conceived by Nauta Design and Oceanco to encompass a broad range of possibilities, both in terms of her propulsion system and her living spaces.

Extensive investment in hull form research and development provides a refi ned hull shape which, when coupled with the hybrid propulsion system enables Spectrum to cruise in a variety of effi cient modes.

Her layout over fi ve decks provides a gamut of fl exibility. There is a close relationship to the sea throughout the yacht, with a seamless fl ow from

outdoor deck spaces to the interior. Light was a very important aspect in creating Spectrum, with large windows and extensive balconies all helping bring the outside atmosphere into the interior.

The lower deck includes a wellness suite with sauna, steam room, beauty treatment area and massage rooms, with two terraces opening symmetrically port and starboard from the massage room and gym areas.

The upper deck is the owners’ deck with a panoramic-view forward from the owners’ suite and direct access

to a private spa pool and sitting area. The forward deck is equipped with a touch-and-go helicopter-landing pad. Aft is an additional salon and bar area, which can form part of the owner’s private area or be opened to the other guests onboard. The secluded owner’s deck aft is ideal for alfresco dining.

The bridge deck houses the command center with a large helm area, two wing stations and a Portuguese bridge. The central lift serves all fi ve decks. A further guest lounge is located aft on the bridge deck, with a 3m x 3m Jacuzzi on the aft deck.



Diversity Diversity is a core part of BMT Nigel Gee’s business model. On this page we give insight into some of the projects BMT are undertaking in other sectors of the marine industry.

Liquefied Natural Gas Ferry

This year BMT secured an exciting project for the design of two 70m aluminium-hull catamaran RoPax ferries for Rederij Doeksen. BMT will be responsible for concept through to production design.

The vessels are single fuel LNG, with both main engines and generators running off the LNG supply. They will offer significantly lower emissions than conventional steel and diesel powered vessels, with at least a 30% reduction in CO2 and 100% reduction in NOX/SOX.

Ed Dudson, Technical Director of BMT Nigel Gee comments: “It’s a fantastic opportunity to develop these vessels with such low emissions to operate in the Wadensee. They will be the first passenger vessels to have the new MTU 4000 series gas engine installed.”

With the capacity to accommodate over 60 cars and 600 passengers, the vessels will be designed to interface with existing port facilities, boasting wind generators and solar panels to reinforce their environmentally friendly credentials.

Both vessels are to be built at Strategic Marine and will serve the Friesland Islands connecting Harlingen, Terschelling and Vlieland in the Netherlands, entering service in April 2018. The vessels will be built in aluminium to minimise weight, thereby further reducing emissions.

Dudson continues, “At 70m long with a 17m beam, the vessels will have a very low draft of 2.5m to facilitate operating in the Wadensee, an area of particularly shallow water. Manoeuvrability will be excellent with the use of azimuthing thrusters.”

BMT Design the First UK Flagged WFSV’s Early 2016 saw the delivery of Sure Diamond and sistership Sure Dynamic, the first UK flagged vessels to be certified under the new MCA Code for High Speed Offshore Service Craft (HS-OSC).

Under the code released by the Maritime and Coastguard Agency (MCA) vessels can carry up to twelve passengers and a further twelve offshore personnel in addition to the ship’s crew.

The 26m StratCAT’s are built by Strategic Marine with BMT responsible for naval architecture and engineering.

New Patrol Boat Series

Ares shipyard in Antalya and BMT have partnered to design and build seventeen patrol boats from advanced composites, for service with the Qatar Coastguard.

The order comprises of three different vessel sizes: five of 24 metres, ten of 34 metres capable of achieving over 30 knots and two of 48 metres also capable of over 30 knots.

Recently conducted sea trials for the first 24m have been hailed a success with the vessel achieving over 38 knots in a laden condition. The first 34m

has also been noted for its excellent handling and low noise levels.

BMT is responsible for the naval architecture, including hull development, class level design & engineering work on all three vessels in the range.

BMT’s team of naval architects and engineers have worked closely with Ares to develop designs which meet the customer’s stringent performance and comfort requirements.

Nancy Peterkin is the first of two BMT designed Articulated Tug Barges. Sistership Tina Pyne and Nancy Peterkin were both built at Nichols Brothers Boat Builders (NBBB) in Seattle.

BMT completed detailed production engineering for the tugs destined for Kirby Offshore Marine. Their planned route starts in San Francisco, stopping at ports up into Alaska.

BMT provided both structural and mechanical detailed design services as part of the engineering process, collaborating closely with NBBB to ensure that the engineering details employed are within the accepted practice of the yard, the capability of their equipment and make optimum use of the production facilities.

BMT delivered full structural design, producing CNC cutting files and workshop drawings. BMT also developed 3D system routing, produced installation and system arrangement drawings, as well as fabrication drawings for ducting and piping.

Nancy Peterkin Tug hits American Waters

The vessels also have a certificate of compliance with the new German Code for Offshore Service Craft which was released in December 2014.

Subsequently two other BMT designed vessels, Rix Leopard and Ocean Wind 9 of Hartlepool, have been certified under the same MCA Code.



Polar Code The Polar Code starts the process of setting an international benchmark to ensure the safety of ships and the people on board.In the interest of safety for ships and the people on board them, together with the environmental preservation of the polar waters, the IMO have adopted the Polar Code. The Polar Code will come into force on the 1st of January 2017 and will apply to all ships constructed after this date. For ships constructed before this date and wishing to operate in polar waters, the relevant requirements must be met following the first intermediate or renewal survey after 1st of January 2018.

BMT Nigel Gee have carried out a study to investigate the impacts of the Polar Code on a large LY3 or PYC yacht. In November 2016 Jonathan Gravina presented a paper on the findings at the 24th International HISWA symposium.

The Polar Code is split into two parts. Part I deals with safety measures, applied through SOLAS and Part II deals with pollution prevention measures, applied through MARPOL. Based on this and at its current state, Part I applies to commercial vessels above 500 GT and Part II applies to all vessels above 400 GT. However there is no saying that the Code will not be expanded to also include pleasure vessels in the future.

The Polar Code offers three categories of Polar Ship Certificate (A to C). The main distinction between each category is the permitted operation in ice covered waters

(The choice of Classification Society Ice Class will also play a role in this). Category A and B vessels are intended for operation in substantial ice concentrations however category C vessels are only intended for operation in very light ice conditions. As a result of this many of the regulations of the Code (scantlings, stability, pollution prevention etc.) are much more onerous for a category A and B vessel in comparison to that of a category C vessel.

Another point to consider within the Polar Code is the temperature that the vessel is expected to operate in. If the vessel is intended to operate in low air temperature (lowest mean daily low temperatures below -10’C) there will be an impact on the materials for hull construction, and winterization of equipment and systems will be required.

The impacts of the Polar Code on yacht design are highly dependent on the intended operational profile, both in terms of ice conditions as well as air temperature. For any clients interested in a Polar yacht it is important to understand the limitations of each category, because this will define the exploration capability of the yacht.

BMT Nigel Gee foresee two types of Polar yachts. The first would be in line with today’s understanding of what a yacht is and does, but

also has the capability to visit the Polar Regions occasionally if desired. In this case a Category C certificate is sufficient and the implications of the Polar Code are not onerous. The extent to which this vessel is ice strengthened (or not) will impose the limit of its expedition capabilities. The second type of yacht could be a purpose built polar explorer which may spend the majority of its time between the Arctic and Antarctic. For this yacht a Category A or B certificate is more appropriate. Although the Polar Code regulations imposed on such a yacht are considerable, they will be justified by the extended operational season and the ‘no limit’ capability to enjoy the full potential of polar exploration. For this type of yacht the design requirements of the Polar Code will need to be assessed from the outset of the design and will form some of the core objectives of the platform.

To follow on from the study that BMT Nigel Gee have carried out, the acquired knowledge has been applied to an 80m sail-assisted exploration yacht. The concept, Project Norse, has been developed in collaboration with Oliver Stacey Design and the yacht will be Polar Code Category C compliant with Lloyd’s Register Ice Class 1D. See page 8 for further details.

Download the full technical paper at www.bmtyachts.com.

As a general rule, the world of guidance and regulations can move pretty slowly. Each convention, amendment and circular having to go through the bureaucratic due process before coming into force. However, it is the sheer number of them that makes it difficult for the uninitiated to keep track. At BMT we are dedicated to maintaining awareness of regulatory development so that we can better inform our design processes and clients.

The Ballast Water Convention (BWM) has been one on the horizon for the last decade, since it was adopted by the International Maritime Organisation (IMO) in 2006. However last month, with the accession of Finland, the Convention finally reached the required threshold for ratification, and will come into force 8th September 2017. The aim of the BWM is to protect the marine environment from the transfer of invasive species, and will affect vessels carrying ballast water, including yachts. In some cases, yachts carrying a small amount of ballast water may be exempt from the convention.

A more recent IMO Convention is the Hong Kong Convention, which sets standards for safety and environmental protection for the recycling of ships at the end of their lives (over 500GT). However, it also requires an ‘Inventory of Hazardous Materials’ to be maintained from delivery. At the outset, this will require significant effort from yards and the supply chain to develop the information required by the Convention. Although this is another slow burn international convention, still in the early stages of ratification, the EU have developed their own Ship Recycling Regulation (also with IHM) pre-empting the IMO convention. The EU directive will affect all EU yards, flagged vessels and visitors over 500 GT and is currently being phased in.

At the recent IMO Ship Design & Construction (SDC) meetings there have been continued talks regarding the use of fibre reinforced plastics (FRP) in ship construction. This is of particular interest to yachts over 500 GT wishing to comply to the SOLAS convention, LY3, or PYC. Currently the convention presents a barrier to construction in FRP. However, there are some shipping sectors who are keen to investigate the use of FRP further, especially for yachting. This has been met with serious resistance from several flag states, but particularly the US. A correspondence group has been set up to further work on this topic and report back at the next IMO MSC meeting.

As with the FRP story, there is always constant development within existing IMO conventions. Another

interesting development in SOLAS is the planned amendment to improve the safety of mooring operations. This will impact very large yachts over 3000GT, and will effectively prevent any ‘manual’ handling of mooring lines and equipment. This will have a significant impact on the types of mooring winches required on board, and could have a subsequent impact on the arrangement or aesthetics of the yacht. The draft text of the amendment will be finalised in 2017, although the implementation will not be until later. It is down to the industry to raise concerns where it sees conflict between regulation and design. This is potentially one of those cases and any interested parties with concerns should raise them through their industry body.

In a world of growing regulation, it can be unusual to come across instances of de-regulation. But for those who attended this year’s Passenger Yacht Code (PYC) working group, this was a surprising instance. Following a ruling at the IMO Marine Safety Committee meeting, for passenger ships up to 36 guests, it was proposed that the fire rating of glass windows in way of external escape routes and survival craft will be reduced. This is a significant development as the passenger yacht industry and glass manufacturers have been applying significant focus on how to achieve yacht quality A30 and A60 glass. Not an easy task. But as a result of this development the windows section of PYC is likely to be edited, and the special fire integrity category (12) for external escape routes will be deleted.

Ultimately, yachting regulation is largely dictated by the wider maritime industry. This makes it essential for our yachting industry to stay informed on the developments in the maritime sector. For more information or advice on regulatory developments, please contact us at [email protected].

Regulatory Update Regulations are needed to help govern, implement safety and secure reliability of a yacht.



BMT News Update An eventful year all round, read here for an overview of our activities in 2016. Visit our website for further details on these stories and more. www.bmtyachts.com/news

BMT Nigel Gee were thrilled when it was announced the classic 1937 yacht Malahne was awarded ‘Best Rebuild’ project at the World Superyacht Awards 2016.

James Roy, BMT’s Yacht Design Director was delighted to attend Pendennis’ table at the World Superyacht Awards hosted by Boat International on Saturday 14th of May. He was accompanied by those from Edmiston Yacht Management, GL Watson & Co, Oliver Laws and Ruiter Interiors. The awards recognised the remarkable ingenuity and innovation demanded for the design, engineering and construction of the world’s fi nest luxury yachts.

The project, which was completed in June 2015 after a 30-month refi t program, saw Pendennis Shipyard undertake the extensive refi t work with BMT Nigel Gee conducting naval architecture and engineering support. One of the most signifi cant naval architecture factors was ensuring that the yacht could meet modern day stability criteria.

James Roy comments, “The fi nal result of the restoration is outstanding. Malahne is certainly one of the most distinctive, highest quality and beautiful restoration projects of all time. Being awarded a World Superyacht Award refl ects the fantastic efforts of all those involved.”

Malahne wins at Superyacht Awards

Oceanco and BMT joined forces to compete in the International Superyacht Society (ISS) Regatta again this year. Held on the 3rd – 5th of June, the weekend offered the opportunity to catch up with old and new faces, whilst enjoying competitive yacht racing on the Solent.

Racing in a fl eet of Fairview Sailing Beneteau Oceanis 37s, ten entries including Awlgrip, Redman

Whitley Dixon, Nobiskrug, Magnus Marine and Dohle Yachts battled to take the ISS trophy home.

The ladies race, held on the second day saw some strong technical racing with Julia Wardin of Oceanco fi nishing victor.

Well done to all that took part, especially 1st place winners Nobiskrug, 2nd place Dohle Yachts and 3rd place Awlgrip teams. BMT/Oceanco yachts came 4th and 8th overall. We are looking forward to next year!

ISS Regatta

BMT were pleased to be joined by guests from Pendennis, Oceanco and Doeksen to watch the fantastic Portsmouth leg of the Americas Cup from BAR’s iconic headquarters this June.

BMT are proud technical partners to Land Rover BAR, supporting with engineering expertise.

The glorious sunny weekend saw exhilarating racing with Sir Ben Ainslie and his team taking victory.

The result puts Land Rover BAR into the overall lead for the series. The top two teams after the World Series take points into the America’s Cup qualifying series in Bermuda next year.

ACWS Portsmouth

Southampton University student, Ellettra Ganoulis, joined BMT for an educational summer internship.

The excellent pairing meant Ganoulis, having just completed her second year in Naval Architecture and Engineering, could discover what it’s like to work in a fast paced, innovative naval architecture and marine design consultancy.

Ganoulis was tasked with exploring Operational Profi le Mapping for Superyachts.

Much of BMT’s work in yachts relies on knowing how they are operated; what percentage of their time is spent moving vs. not moving, at what speed etc., and where they travel. However sometimes getting this information can be hard to extract.

The overall objective was to explore AIS data, such as Marine Traffi c, and understand what kind of information can be gathered about how yachts are operated. Ganoulis comments “A tentative conclusion would be that

potentially useful information can be collected from the relevant sources, but as usual the devil lies in the detail. The data gathered requires some manipulation and interpretation before it is fully usable.”

Ganoulis concludes “having fi rst-hand experience working with non-experimental data was a motivating fi rst step into my career as a Naval Architect. I thoroughly enjoyed working at BMT’s offi ce, and have created friendships that will last long after the internship is complete.”

Operational Profi le Mapping for Superyachts

Superyacht UK held their AGM in May, at Land Rover BAR’s base in Portsmouth. BMT were pleased to sponsor the event with around 100 of the 250 SYUK members attending.

Superyacht UK represents the interests of the UK Superyacht industry both at home and internationally. Their members cover the diversity of the UK industry from design, engineering and fi nancial services, as well as crew training, regulation and a whole spectrum of equipment manufacture and supply.

Mike Carr of Pendennis, outgoing Chair of Superyacht UK, handed the baton to Peter Brown of Burgess, after two years of service. Both James Roy of BMT Nigel Gee and Burr Taylor of Sturge Taylor, were elected as

James Roy Becomes Vice-Chair for SYUK vice-chairs to support Peter Brown’s mission.At the event James Roy concluded, “All of the committee, membership and SYUK would like to thank Mike for his two years of leadership and we welcome Peter Brown whom I am sure will continue to lead from the front.”

BMT Nigel Gee, Building 14, Shamrock Quay, Southampton SO14 5QL United Kingdom Tel: +44 (0)23 8022 6655 E-mail: [email protected] | www.bmtyachts.com | Follow us: @BMTGroupYachts

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