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Atlanta wooden boat association membership
Sri Lanka the resplendent island in the centre of the Indian Ocean has a long and a proud history of boat building. The Sri Lanka Export Development Board (SLEDB) commonly known as the EDB is the premier state organisation for the promotion and development of exports. Explore the BBC News News Sport Weather Shop Earth Travel Capital iPlayer Culture Autos Future TV Radio CBBC CBeebies Food iWonder Bitesize Travel Music Earth Arts Make It Digital Taster Nature Local Terms of Use About the BBC Privacy Policy Cookies Accessibility Help Parental Guidance Contact the BBC Advertise with us Ad choices Copyright © 2016 BBC. Despite receiving no state assistance, the Croatian small boat building industry is thriving.
From semi-submarines to luxury charter yachts, the impressive diversity of quality boats on display at the 6th Days of Croatian Small Boat Building fair which closed on April 27, 2014, had one thing in common — the producers were Croatian. Croatia has a rich and proud ship building tradition, one which requires government assistance these days as competitiveness and the economic crisis have reduced the orders to a fraction of the heyday of ship building on the Adriatic coast. The Croatian-built semi-submarine business has been a smash hit on the Adriatic, and exports to the Caribbean are now under discussion. While there are subsidies for the large shipyards, the small boat builders of Croatia receive no financial assistance whatsoever, and yet they still manage not only to survive, but to thrive.
The fair took place once more in the marina of the luxury Hotel Le Meridien Lav in Podstrana, just south of Split, an event attended by Digital Journal. We started talking about the concept in 2008 after we visited several boat shows in the country and the region. The 6th Days of Croatian Small Boat Building took place at exclusive Hotel Meridien Lav in Split. One of the biggest challenges, and this, unfortunately, has nothing to do with the EU, is getting our own country to recognise small boat building as an important industry and to stop treating it as an unwanted child. Luka Colnago, whose innovative aluminium boats have been exported to the Cameroon Coast Guard Service. The latest example is the 2020 Industrial strategy proposal which was composed by the Ministry of Economy in which; again, small boat builders are not mentioned. Adriatic Work Boats, whose aluminium patrol boats are exported as far away as the coast guard of Bangladesh. Despite government assistance for the shipbuilding industry, the small boat builders do not receive any state support whatsoever. Few topics are as controversial among sailors as the quality of the boats we invest in to help realise our dreams of a life afloat.
It is quite extraordinary that these matters receive so little consideration in the sailing press, although the fact that our press has become, willingly or unwillingly, so dependent on its advertisers might perhaps have something to do with it. The transformation of boat building from a craft into an industrial process and, in particular, the implications of this change in terms of the quality and price of the product seem to me to be fundamental issues for our sport and yet they are hardly eating up the column inches. Clearly sailing could never have become widely accessible as a sport without the introduction of mass production in GRP. When yacht production first began to move onto something approaching an industrial scale, the small number of manufacturers offering boats at shows in Europe could have sold dozens of each model every time they exhibited. Coincidentally it was to Brian that the founder of my company, John Adam, turned in 1968 in his search for something small and seaworthy to win him some respite from excessive strife on the domestic front.
John’s story created a sensation at the time in Germany so that all the marketing professionals in the world could not have coordinated a better market launch for Leisure yachts. The number of people eager to get afloat was simply too high for traditional production methods and craftsmanship to cope.
Henry Ford started exploring the possibilities of assembly line production a century ago, but it would be another 60 years before boat builders first sat up and took notice.
Originally the hull of a boat was a very complex assembly: to keel and keelson, stem, sternpost, stringers, deck beams and ribs were added planks as thick as a seaman’s thumb and the whole thing was bolted, nailed and glued together, sealed, sealed and sealed again and then finally treated to several coats of paint to create a thoroughly robust and watertight structure. A finished hull of this nature came ready to sail; there was no need for extra interior structures or fittings to help spread and absorb the working loads. Rationalizing hull construction was the logical way to go – and it is here that the rot set in! It is characteristic of the modern classics that although they have a GRP hull, they were still fitted out by craftspeople, that is to say skilled boat builders still had a hand – and earned a crust – in their production.
Modern classics enjoy great popularity today because of the way they combine the beautiful lines and traditional craftsmanship of old with modern materials.
There is more to boat building than right angles; indeed their very curvaceousness accounts for a big part of the appeal of those striking little ships whose lines alone set hearts pounding and bank accounts quaking.
The visual language of traditional design was emotional: function followed form and not vice versa. Interior shells and moulded parts have increasingly driven traditional boat building out of interior construction too on the basis that separate units and components can be mass-produced rapidly and installed inside a bare hull equally quickly. Today hulls are reinforced in critical areas with bulkheads, interior shells, longitudinal stringers and space frames to make sure that when the boat is lifted out, the keel comes too, that the engine doesn’t slowly make its way up the boat while motoring and that the pressure transmitted from the mast above when sailing close-hauled does not leave hapless crewmembers marooned in the heads.
Some would have us believe that modern boats are more solid than ever, but can we really believe that? It is no secret that mast, rigging, sails, engine, keel and rudder pull and push the boat in different directions and that hydraulic systems can put a bend in the hull as well as the mast.
Everyone understands that the half-life of a new stripped-out racing machine is short, that at some none-too-distant point in the future that once proud and resolute bow will begin to acquiesce a little as the sea builds. We should also note that thanks to cheap materials and labour – and the fact that in those days nobody realised just how thin they could go – laminated hulls on older boats and those built in the Far East are often extremely thick. The greatest secret in the increasing industrialization of modern boat building is probably the sharp reduction in production times and concomitant increase in value added. I know of one sailor who, out of love for his wife and in preparation for the big retirement cruise, decided to swap his dark cavern of a steel yacht for a new – and much brighter – alternative. I have seen similar myself in Les Sables d’Olonnes: the project concerned, an imposing new catamaran, was just a week away from delivery and yet there it stood in the middle of the hall, deckless, looking more like a building site than a boat. Neither I, nor the owner and his wife sitting at home in Bavaria with their sea bags packed and poised, could believe everything would be ready on schedule.
I always seem to end up comparing money invested in yachts with money spent on property (albeit houses too have their weaknesses with the wind on the nose). It is hardly surprising then that terms like “quality yacht” always seem to be applied to more expensive vessels. It may be interesting – perhaps shocking – to reflect a little on the hours of work that go into producing a finished yacht. We are honoured almost every week with the launch of some or other new boat, just about all of them production GRP designs.
That such rapid changes of model are even possible is, without exception, down to the enormous rationalization and acceleration of all processes. Building a metal yacht remains a time-consuming business and the preserve mainly of one-offs.
If the lively response to the first part of this blog on the German internet forums is anything to go by, this matter may be even more controversial than I suspected: the hornets nest has been stirred, sensitivities have been pricked and unsettled sailors are taking to their keyboards to explain and defend their views and decisions.
I believe proper consideration of these ideas based on a rigorous investigation of whether modern is always better could trigger – or at least sow the seeds of – a seismic shift in the way some sailors think about boats. Some compromises are better than others, however, and what better way to start an exploration of their relative advantages and disadvantages than with the observations of a certain grey-haired character who, though his age might suggest a rather conservative angle, derives his opinions directly from experience and careful reasoning rather than dogma and stubbornness. Although the ideas discussed here relate first and foremost to the yacht intended for longer voyages, it cannot do any harm to reflect on them and how they might apply whatever you have in mind. Much of the first part of this blog concentrated on the impact of changes in boat building methods, industrialization and value-added considerations in large-scale GRP production on concepts of and approaches to hull construction.
I believe that boats were built better in the past essentially because the methods then employed produced a more robust vessel. It is no accident that modern underwater shapes always include bolt-on extremities in place of the traditional V-form forefoot, guarantor of a smooth ride through waves, good seakeeping and relative peace and quiet down below.
A quick glance at the spacing of the rudder bearings and the leverage that can be exerted on them in most modern designs should provide more than enough material for seafaring nightmares. One Kiwi professional delivery skipper is said to have “worn out” several balanced rudders in the course of taking a European production yacht home to New Zealand. Performance (insofar as it is confused with speed) also has another dark side of which anyone who values the chance to sleep in peace at sea ought to be aware. When every week brings new models, glowing test reports and more slick marketing to match and when each successive development seems intended only to make us forget what has gone before, it takes a stoical composure to read between the lines and seek out the real purpose of this spiral of gloss.
The only way to be sure a boat is really robust and well-built enough for long-term use is to put it to long-term use – or break it trying… However the typical year for most seafarers yet to shed the shackles of the rat race amounts in total to no more than a few weeks under sail in a good year and less than a hundred hours on the engine in a bad year: most boats spend most of their time turning silent, solitary circles around a mooring buoy or staring at an empty car park in the vain hope that today, at long last, the skipper will finally put in an appearance and let them off the leash.
I wouldn’t want to put an exact figure on the number of nautical miles required to reach a verdict, but I do think considering the relative merits of different boats in long-term use is a good way of establishing the criteria that really count in practice.
A design’s ability to hold its value over time is a key indicator here: any owner whose boat is known to have come up short in the moment of truth can expect to see its resale value evaporate like sea spray on a hot day in the Canaries. Obviously the yachts we turn to as the vehicle of our sailing fantasies in generally show far more endurance than their crew. We could of course turn a blind eye to stories of trouble at sea, keep our thoughts within our comfort zone and specifically avoid learning just what can happen in extreme conditions. The matter of hull strength we have already done to death and there is nothing to be gained be revisiting it. Here too the new ‘solution’ fails to measure up to the older ideas it has replaced: commercial shaft drive systems always include a thrust block to pass on the thrust from the shaft, but force transmission in a saildrive system is inherently unfavourable because of the way thrust generated in the basement has to be tamed and transferred a whole level higher up in the structure.
The Contessa 32 occupies a special niche in the used boat market thanks to its exceptional build quality. A few minutes in the company of Google and the usual portals can give a pretty good idea of the market value of used yachts (although it should not be forgotten that there can be a big gap between asking price and actual selling price and selling prices hardly ever become public knowledge).
A good reputation, which boosts resale value immeasurably, can only be earned through satisfied customers.
It seems rather curious then that while the automotive industry, for example, generally makes no secret of the number of hours of work required to manufacture different cars, the amount of time taken to build a boat never gets an airing in public. Today’s volume manufacturers manage to maintain extensive ranges and unveil new models frequently despite selling but a modest number of each design. With the price of a new boat now broadly comparable with that of a fairly serious piece of real estate, I do not think it unreasonable to raise the question of just how well today’s craft hold their value. Some would apparently like us to believe a yacht has a maximum life expectancy after which the scrap heap beckons, but as sailors our heart, our head and our experience all tell us otherwise. Cars, in contrast, begin losing value and integrity to depreciation and rust from the moment they leave the showroom and only the passing of the years reveals which models have the wherewithal to bounce back as classic collector’s items and which go for scrapping ready to do it all again in some other form. How the value of our floating assets evolves in practice largely comes down to build quality, but it’s hard to imagine any sailor accepting that his or her boat would be ‘sailed-out’, as it were, after a certain number of years and then being prepared to accept any price on the grounds that anything is better than nothing for an ‘end-of-life’ product. But back to the matter in hand: the better its quality (which equates more or less to how well it is built), the better a yacht will hold its value.
I am sure sailors of all persuasions understand that aluminium hulls are in a completely different league when it comes to build strength and durability. Anyone harbouring any lingering doubts should spend a few minutes browsing the photo archive of insurer PANTAENIUS, which gives a fairly compelling insight into the toughness of boats that fall foul of extreme weather, get too friendly with another boat or otherwise overindulge in off-piste activities. Almost all of the metal yachts built in Germany come from small-scale builders with little or no production automation, so hull costs alone tend towards the eye-watering and the price of a finished boat is seldom less than staggering. Although Germany has several manufacturers capable of holding their own internationally in the field of production GRP boats, it has seen little if any significant innovation in the production of aluminium hulls.
The Dutch have quite a number of yards that have transferred the production methods learned in ship-building to yacht construction: computer systems control the entire process, from lofting whole sections to cutting out the various components (using plasma cutters) and shaping and finishing them, which makes it possible to produce a finished hull with minimal tolerances and very smooth lines. The traditional frame designs and spacings used in aluminium hull construction of course make it enormously strong too.
Aluminium even has advantages over steel, as Jimmy Cornell, who has been around the world with both, neatly summarises: on his steel boat, the paintbrush used for touching up after the bumps and scrapes of harbour life seldom had a chance to dry, whereas errant helms careless enough to make contact with his aluminium hull received nothing but a smile and “Have a nice day!” After ten years and something like 80,000 nautical miles of sailing, his OVNI 430 still looked fresh as the dew and eager to set out adventuring again with her new owner. Anyone who has seen how production OVNI yachts take shape at the yard in Les Sable d’Olonnes will understand very well how they have come to be so popular. Chatam, Chassiron, Dalu, Damien, Garcia, Levrier de Mer, Madeira, Maracuja, Meta, Romanee, Trireme, Trismus, Trisbal, Reve Tropique, Via: largely unheard of in the wider world, all of these highly robust yachts – some available in steel only, many in steel or aluminium and some in just aluminium – have an extensive history of bluewater voyaging, are lively and long-lived and find themselves much in demand. German circumnavigators Astrid and Wilhelm Greiff, long-standing friends of Jimmy Cornell and representatives of World Cruising, completed their lap around the world some 20 years ago in a French Via 42, a boat whose builder subsequently ran into financial difficulties when its great attention to detail turned out to be unprofitable. One of the peculiar features of the aluminium boat-building scene is that aluminium boats very seldom make an appearance at boat shows.
NORDSEE yachts, all of them built by Dubbel & Jesse on the island of Norderney on the German North Sea coast, enjoy legendary status in Germany and are highly prized in the second-hand market. The way that aluminium and steel boat-building has fallen out of favour in Germany cannot be explained by any lack of demand, but it certainly does take entrepreneurial vision to guide the development of a yard in such a way as to permit the production of attractive yachts from good designers using the latest construction methods at a price customers will be willing to pay. Diese Boote, hier gebaut, aber direkt vom idiotischen europaischen Trend abgeguckt, sind ein schoner Mist, was Verarbeitung und Design angeht. Die Cockpits sind viel zu gross, man kann sich kaum festhalten, alles ist spiegelglatt, Einen Spiegel gibt es auch nicht mehr, wenn etwas in Richtung Heck rutscht, incl.
Das Unterwasseeschiff ist vom Bug bis zum Hech flach und gerade, und geben deshalb den Booten miserable Seeigenschaften bei etwas Seegang.
Mein Boot ist ein umgebauter Kielzugvogel, aus Holz 38 Jahre alt, aber er fahrt allen 20 bis 23 Fuss langen Booten davon, alten und nagelneuen. Kaum ein Thema kann besser polarisieren als eine Betrachtung uber die Qualitat schiffgewordener Traume, die in einem Seglerleben eine zentrale Rolle spielen, denn die Wahl fur oder gegen ein Schiff hat Konsequenzen – wer A sagt, muss den Rest des Alphabets auch deklinieren konnen! Ein komplexes Thema – eigentlich erstaunlich, dass viele Argumente selten erortert werden! Spatestens hier kann jeder Segler mitreden, denn kaum ein Sachgebiet bringt die Gemuter zum Kochen wie die Diskussion uber den Vergleich von fruher gegenuber heute!
Unbestritten, dass Segeln erst mit der Einfuhrung serieller GFK Produktion zum Breitensport hat geraten konnen. Bei Dickschiffen ist die Stuckzahl vergleichweise ruhrend, das Wertschopfungspotenzial enorm viel interessanter – weil ein Opti eben weder Stehhohe, Maschine noch eine Toilette hat. Unvergessen, dass die damals geringe Zahl der Anbieter europaischer Boote auf Messen ihre Schiffe dutzendfach haben verkaufen konnen – pro Messe und Schiff! Brian Meerlow und seine Manner haben in England die LEISURES zu tausenden gebaut, Styrol galt damals noch als atembar und Absauganlangen waren unbekannt. Den Anforderungen eines Volkes, das auf?s Wasser stromte, war mit alten Produktionsmethoden und handwerklicher Bootsbaukunst nicht zu erfullen. Hatte Henry Ford das Fliessband schon vor 80 Jahren eingefuhrt – erwachte der Bootsbau vor erst 40 Jahren aus dem Dornroschenschlaf – das Volk hatte vorher andere Sorgen! Ein fertiger Rumpf war ohne Mobel schwimm- und segelfahig – eine steife Zelle und Belastungen jeder Art souveran gewachsen.
Die Proportion der Kosten fur Schiffsrumpf zum fertigen Schiff war schmerzhaft, denn Bootsbauer konnten weder Hexen noch Blaufarben – Holzbiegen dauerte eben seine Zeit, auch wenn diese damals preiswert zu kaufen war. Rationalisierung beim Rumpfbau war der logische Weg – und sie kann getrost als der Laster Anfang bezeichnet werden!
War eine Negativ Form in GFK erst einmal hergestellt, konnten Schiffs Schalen wie Brotchen fix fertig gebacken werden – eine Arbeit, die plotzlich auch von Nicht-Bootsbauern zu erledigen war! Es ist die Besonderheit der Modern Classics, dass ihre Rumpfe aus GFK hergestellt, aber der Ausbau weiterhin handwerklich erledigt wurde – Bootsbauer blieben in Lohn und Arbeit. Traditionelle Formensprache war stets emotional, weil Funktion der Form folgte – und nicht umgekehrt!
Heutiger Mainstream rennt anderen Erforderissen hinterher, weil Marketing Diktate Konzept und Produkt bestimmen und Formensprache nur noch der Wiedererkennung und Marken Unterscheidung zu dienen scheint! Mit Sicherheit waren die alten Schiffe stabiler, weil sie ein Ruckgrad samt Rippen besassen und damit gegen ungewohnliche Begegnungen wie Ramming, Strandung oder Grundberuhrung besser gewappnet waren – nicht zu reden vom Hauptruder, das hinter dem Kiel in Abrahams Schoss immer bestens geschutzt und stabil gelagert war! Ein vergleichbares Ruckgrad ist im modernen Yachtbau nicht mehr vorhanden, oder eleganter: es wurde stillschweigend eliminiert, hier und da durch andere Bauteile ersetzt. Innenschalen und Formbauteile haben traditionellen Bootsbau zunehmend auch im Innenausbau uberflussig gemacht, weil Formen und Bauteile in Serie rasant zu erstellen und ebenso schnell im Rumpf zu installieren sind.
Aussteifung erfolgt heute durch Schotten, Innenschalen, Langsstringer und Fundamente, die in belasteten Bereichen dafur sorgen, dass der Kiel beim Kranen mit aus dem Wasser kommt, der Motor beim Schieben nicht durch?s Schiff nach vorne wandert und Benutzer der Bordtoilette beim Segeln am Wind dort nicht bis zur Wende verhaftet werden – weil der Mast von oben die Tur unter Druck verklemmt.
Glauben wir wirklich den allgemeinen Versicherungen, wenn uns die Qualitat und Soliditat moderner Schiffe als stetig wachsend versichert wird?
Platz ist zum wichtigeren Argument geworden und so erwies sich somit auch als praktisch, den stabilen Unterbau einer Yacht, ihr Gerust und Spantenwerk, nahezu sukzessive wegzulassen.
Mit Raumwundern kann man Segler wie Motten fangen, denn die Kojen-Menge geriet zum Mass der Segel-Dinge – und hat Einfluss auf den Preis. Unvergessen ein der Lange nach aufgeschnittenes Segel-Schiff auf einer grossen Messe, wo sich dem wachen Auge offenbarte, wie gering der Abstand zwischen Segler und den Fischen geraten kann – wenn er sein Ohr im Schlaf seelig an die Wegerung druckt. Kein Geheimnis, dass Mast, Rigg, Segel, Motor, Kiel und Ruder in jeweils unterschiedlichen Richtungen am Schiffsrumpf zerren und hydraulische Helferlein ein ganzes Schiff verbiegen konnen. Eine Binse, dass die Halbwertzeit flotter RegattaRutschen beschrankt ist und sie irgendwann ein wenig weicher den Wellen dann geschmeidig biegsam folgen. Das wohl grosste Geheimnis der zunehmenden Industrialisierung im modernen Bootsbau liegt in der rasanten Verringerung der Produktionszeiten – also steigender Wertschopfung. Der Mann betrat eines Montags bester Laune das Werft Buro seiner Winter Traume, weil er die letzten Tage im Kreissaal, die Geburt seiner neuen segelnden Geliebten vor Ort begleiten wollte. Mein Kopf vergleicht Investitionen fur Schiffe immer wieder mit den Kosten fur immobile Traume, auch wenn Hauser beim Kreuzen am Wind meist ihre Schwachen haben.
Ein vergleichbar teures GFK Grossserienschiff ist in einem Bruchteil der Zeit fertiggestellt – wird hingegen preislich dann recht haufig verglichen mit Schiffen bei derer Herstellung der handwerkliche Anteil erheblich grosser ist. Interessant, wahrscheinlich zu brisant, sich ein paar Gedanken zu machen uber die zur Produktion eines fertigen Schiffes notwendigen Arbeitsstunden. Interessant auch Qualtats Standarts und Wertigkeit im Langzeitbetrieb am Gebrauchtmarkt zu vergleichen – wenn die Stunde der Wahrheit fur Schiffe Schwachen hat zutage treten lassen, die beim Neubau nicht zu erkennen gewesen sind. Wenn wir heute im Wochentakt mit Bootspremieren begluckt werden, sind dies nahezu ausnahmslos Schiffe aus GFK Serienfertigung. Der Grund fur heute haufigen Modellwechsel liegt sicher ausnahmslos in der enormen Rationalisierung und Beschleunigung aller Prozesse, sogar Kleinserien werden da bezahlbar. Wahrscheinlich liegt hier der Grund fur den atemlosen Wettbewerb, wenn ein Lebenszyklus fur Serienschiffe kurzer gerat als im Automobilbau und nach wenigen hundert Schiffen bereits wieder eine neue Formen Sprachen „auf Kiel“ gelegt wird, um Marktbegleiter unter Druck zu setzen. Klar ist dies Thema ein Stich ins Wespennest saturierter Segler Herzen – weil Empfindlichkeiten getroffen und angepiekste See Manner nun eigene Entscheidungen und Sichtweisen erklarend zu verteidigen versuchen. Logisch, dass man uber diese Uberlegungen dicke Bucher verfassen konnte – die meisten sind schon vorhanden, wenngleich im Ansatz oft ein wenig unterschiedlich. Wenn komplexe Materie hier nun durch?s Sieb geruhrt wird, reflektiert dies gleichwohl nur die Sichtweise eines einzelnen Mannes, der als Fachanwalt in Steuerangelegenheiten dem Seglervolk zu Steuerfreiheit wenigstens auf See verhelfen kann – und dabei keinesfalls glaubt, den Weisheits Besen mit allen Haaren gefressen zu haben!
Vielleicht ergeben sich daraus Anhaltspunkte oder Veranderungen tektonischer Strukturen in Seglerkopfen, weil hier der Frage, ob Modernes stets mit Besserem gleichzusetzen ist, ein wenig differenzierter nachgegangen wird.

Schwarz-weiss Betrachtungen helfen dabei genauso wenig, wie man mit Argumenten pro – contra die Materialien fur den Schiffbau totschlagen konnte. Die Kompromissen Hornissen hingegen sollte man kennen – und was eignete sich besser, als die Betrachtungsweise eines schon grauhaarigen Mannes, den man vordergrundig, aufgrund seines Alters, in die konservativen Ecke schieben konnte, der hingegen keineswegs tutelig oder stur verbockt, ein Thesen Pferd reitet, weil er nix Besseres weiss. Denn Wissen ist hilfreich und schadet nie, wenn man sich auf die Suche begibt, nach einem schwimmenden Zuhause. Denn Segler sind Traumer mit finalen Wunschen die stets offenes Wasser und ferne Inseln zum Inhalt haben – egal ob sich diese Traume am Ende auch realisieren lassen. Ein Schlaumeier, der hier einen Idealkurs findet und im Langzeit Betrieb seiner schmucken Yacht erfahrt, dass er einen segelnden Lotto Bingo gezogen hat.
Wenn wir im ersten Teil der Uberlegungen die Veranderungen in Bezug auf Bauweise, Industrialisierung und Wertschopfung im GFK Serienbau betrachtet haben, ist vielleicht deutlich geworden, dass die Aussteifung eines Rumpfes und die ortliche Festigkeit heutiger Serien Glassfiber Konstruktionen nicht unbedingt mit traditionellem Verstandnis, wie ein Rumpf auszusehen hatte, vergleichbar ist. Nach meinem Credo waren fruhere Schiffe besser gebaut – schlicht, weil sie stabiler gewesen sind. Zwingend, dass wir uns hier auch uber metallene Segelvogel unterhalten werden – ein wenig spater. Performance heisst die geflugelte Seite der segelnden Medaille – sie ist Seglers Achillesferse und Alptraum, weil ihn ja sonst eine Schnecke in Lee uberholen konnte. Ein kurzer Blick auf die Hebelarme und Abstande einer Hauptruder Lagerung sollte genugen, die Phantasie zu beflugeln und sich auszumalen, was im Ernstfall alles passieren kann.
Unvergessen ein New Zealand delivery Profi Skipper, der auf mit einem europaischen Serienboot auf dem Weg nach Hause unterwegs einige Balance Ruder „verschlissen“ hat.
Die Geschichten von Problemen mit Kielen und Rudern fullen heute zunehmend die Gazetten, wobei die meisten es nicht bis in den Blatterwald schaffen, weil die Segler alleine unterwegs gewesen sind, plietsch waren und sich dann selbst geholfen haben. Performance hat noch eine andere Schattenseite die man kennen sollte, wenn man unter Deck auch mal ruhig Schlafen mochte. Oder dem schweizer Weltumsegler Thomas Jucker, der bemerkte: „Mit einem Leichtbau nach Neuseeland und rund Sudafrika zu segeln ist eigentlich nicht besonders schwierig – aber auch nicht besonders lustig“. Wenn Werbung, Boots Premieren und Testberichte uns im Wochen Takt meschugge machen und Neuheiten nur noch das Ziel zu haben scheinen, uns Altes vergessen zu lassen, bedarf es stoischen Gleichmuts, einmal kritisch zu hinterfragen, welchen Sinn dies Roulette wohl haben konnte. Mit Sicherheit ist jedoch Neues nicht automatisch mit Besserem gleichzusetzen, es sei denn, man vollbrachte das Kunststuck, uns Schiffs Friedhofe einzureden, auf die wir dann alte Segel Schwane wurdig beerdigen konnten! Die Stabilitat und Soliditat von Schiffen offenbart sich nur im Langzeit Betrieb oder – wenn es kracht. Ich wage hier keine Prognose uber geleistete Segel Meilen, denke aber, dass es hilfreich ist, sich mit den Langzeit Qualitaten von Schiffen zu befassen, um zu erfassen, welche Kriterien bei der vergleichenden Betrachtung von Theorie und Praxis am Ende dann wirklich wichtig werden. Und klar: hier wird nicht abgestritten, dass Schiffe auch in Tidengewassern und nordlichen Breitengraden Lasten auszuhalten haben.
Denn hier geht es um den Werterhalt von Schiffen, den wir recht einfach erkennen konnen wenn die Stunde X fur das Schiff geschlagen hat und das Preis Fallbeil erhoffte Verkaufserlose wie einen reifen Kurbis platzen lasst. Schiffe geraten auf Dauer unverkauflich, wenn sich Schwachen unter der Seglerschaft bereits herumgesprochen haben. Klar kann man die Geschichte abtun und sich entschliessen, niemals uber den Tellerrand zu schielen, weil man nicht wirklich wissen will, was im Extremfall alles passieren kann.
Auch dies ein Merkmal, wo alte Losungen besser gewesen sind – oder warum wohl gibt es in kommerziellen Wellenanlagen stets ein Drucklager, dass schiebende Krafte verdauen kann? Ein Blick in Klassen Vereinigungen kann hilfreich sein, Langzeitqualitaten von Typ Schiffen zu beurteilen, weil dort Schwachstellen und Therapien bekannt und benannt und zudem wertvolle Tipps zu beziehen sind, die dem Wert des eigenen Untersatzes zutraglich sind. Nahezu jede seriose Marke betreibt eine Owners Association – auch wenn dies hier und da mehr als Marketing Plattform fur neue Modelle verwendet wird. Die Contessa 32 besitzt eine Sonderstellung im Marktgefuge, weil diese Schiffe derart solide gebaut sind, dass sie auch fur ein zweites Leben taugen, wenn die Bauwerft nach dem ersten Leben, dann ein Total Refit macht und Schiffe im Neuzustand aus der Halle kommen, obwohl sie vielfach schon 30 – 40 Jahre im Wasser gewesen sind. Ist die Angebotsvielfalt hingegen gross, verstopfen ausgediente Charter Flotten zudem den Markt, sind Verkaufe nur mit Preisabschlagen moglich – wenn uberhaupt!
Angesichts dieser Situation ist es erstaunlich, dass bestimmte Bauwerften vom allgemeinen Trend der Schwerverkauflichkeit ausgenommen scheinen, denn z.B.
Koopmans Schiffe halten heute in Europa eine Marktposition, die den fruheren Sparkman & Stephens Schiffen durchaus ahnlich ist – dies gilt in Bezug auf Seeverhalten, Bauweise und Soliditat. Der gute Ruf einer Marke erwachst aus zufriedenen Kunden und starkt den Wiederverkaufswert ungemein. Die Besonderheiten von Aluminium Yachten werden Gegenstand einer weiteren Betrachtung sein.
Typenvielfalt und Taktzeiten von Modellwechseln angesichts insgesamt bescheidener Gesamtstuckzahlen lassen vermuten, dass die Kosten fur neue Modelle durch moderne Formfertigung schnell rentabel sind, denn ansonsten wurden wir ja nicht in atemlosen Takt mit neuesten Modellen konfrontiert werden – als wenn es kein Morgen mehr gabe.
Wenn im Gegenzug die Marktpreise fur neue Yachten recht schnell im Bereich veritabler Immobilien liegen, sollte die Frage nach der Wertigkeit erlaubt sein. Wertigkeit kann zwar durch Werbung beeinflusst werden, ist hingegen unter Seglern erheblich einfacher ablesbar an der Langzeitqualitat ihrer schwimmenden Schwane – sowie Angebot und Nachfrage, die am Ende in einen Preis der Ware mundet, zu dem sie tatsachlich verkauft wird. Auch wenn hier und da immer mal wieder der Eindruck erweckt wird, dass eine Yacht einen maximalen Lebenszyklus besitzt und hernach verschrottet wird – unser Herz, Verstand und Lebenserfahrung folgt anderen Spielregeln.
Bei Immobilien haben wir ein Gegenkonzept – was in Beton gegossen wurde, fahrt im Paternoster der Wertsteigerung nahezu unweigerlich nach oben. Ist es nicht erstaunlich, dass explizit der Markt fur Aluminium Schiffe vollig anderen Regeln folgt?
Ich denke, es ist in Seglerkopfen ein Allgemeinplatz, dass Aluschiffe einen Sonderplatz einnehmen in Bezug auf Soliditat der Bauweise und Stabilitat des Rumpfes, weil die ortliche Festigkeit eben eine andere ist, als bei GFK Serienyachten. In order for the boating industry to sustain the growth it is poised to experience in 2015, new markets will need to be reached and new boaters will need to be created. Last year, the Recreational Boating and Leadership Council’s New Markets Task Force (formerly called the Diversity Task Force) held its first official group meeting during the Miami International Boat Show with an initial focus to define its goals and objectives. These industry leaders work together to achieve long-term growth in boating by building bridges with demographics not typically associated with the lifestyle, improving awareness of what “diversity” actually means and working together to positively impact the recreation from a career and consumer standpoint. As the New Markets Task Force continues to develop strategies, Boating Industry spoke with some of the members of its newly organized VIP Influencers Group in a two-part story and collected their best practices that businesses can utilize today in order to engage with new markets. Lou Sandoval, co-owner and founder of Karma Yacht Sales, believes that learning about the buyers in your business’s community and understanding their unique needs will help when targeting the marketing message.
In specifically targeting the Hispanic buyers, focusing on how a boat will bring families together in an alternative environment is a very successful angle. Within marketing, changing the face of who is appearing in advertisements is what Erik Rimblas, senior vice president at West Marine, calls “low-hanging fruit.” Other initiatives for reaching ethnically diverse buyers are more complicated but creating marketing materials where buyers of varying ethnicities, ages and genders are featured will allow non-traditional consumers to see themselves in an activity they are not accustomed to.
Marcus Asante, founder of the Universal Sailing Club in Baltimore – which he claims is the oldest African American sailing club in the nation – says that inclusionary marketing is an excellent way to reach African American buyers as well.
Asante thinks the industry should sell to African Americans following the conventions of how TV and radio market to them, which, for lack of a better term, is an individualized strategy. For the African American community, one main concern is a lack of access to boating through the typical channels. It has a great advantage to become the hub for boat manufacturing in the Asian region due to its strategic location, highly trainable workforce and the labour cost advantage.
Discovery Yachts in Marchwod, Hampshire, is one of the manufacturers carving out a niche in the UK marine industry worth ?2.9bn.
Small boat building can be a lonely profession, which makes the annual Days of Croatian Small Boat Building a popular event among exhibitors, not only for the chance to sell their work, but also for the camaraderie with boat building colleagues. During the event, there was time for an interview with Danni Matijaca, one of the event organisers and PR manager.
Our boat show only showcases boats built in Croatia, so the number of exhibitors is limited from the start. We knew Croatia had over 80 small boat builders back then, but only a handful of them exhibited regularly. What are the challenges of the small boat builder in the modern era, particularly after EU entry? It may seem hard to believe, but most of the legislation, strategies, proposals only include large shipyards and small boat builders are never mentioned.
When we asked the Ministry how that was possible, they gave us an answer that the needs of the small boat builders were met in the electro and mechanical sections of this strategy. There are no more customs, so materials are somewhat cheaper; however, without a clear strategy and a joint approach, it is going to be difficult to make an impact.
Obviously, choosing a boat ranks as one of the key decisions for any sailor: a choice that proves to have been a poor one can have serious and far-reaching consequences – and is by no means straightforward (or inexpensive) to rectify. Our would-be critics have simply washed their hands of the whole notion of quality, with any criticism limited to fairly trivial points such as headroom, berth length and interior furnishing. The smaller the boat, the bigger the potential market open to it and hence the more units to be sold. The Seventies and Eighties were gold rush time as sailors beat a path to the boatyard gates and demand soared. Armed with a Leisure 17, he headed West and eventually found himself on the beach in Cuba having fallen asleep and run aground.
The brand retains a special aura to this day, with over 4000 Leisures sold and almost all of them still in existence. Consumers were no more patient then than they are now: once they felt the itch, they wanted deck beneath their feet and pronto.
To keep the weight down, racing yachts often started life with nothing below but pipe berths and were only fully furnished at a later date if and when racing gave way to luxury cruising. Once a female mould had been engineered, ready-made boat shells could be turned out one after the other like so many bread rolls in a process that suddenly no longer needed the expertise of skilled boat builders. Also no secret is the fact that older GRP boats tend to be considerably more solid, because stringers, bearers and wooden interior components are all laminated into the hull.
They were always perfectly quiet to sail even in a good breeze and the deck never creaked even when the summer hoards stampeded across on their way from the far end of the raft to the bar.
And, at a more basic level, because of the way they allow families – even those members with a more sensitive nose – to take to the sea without the damp reek of stale air and musty socks that tends to pervade the more traditional of traditional craft.
On a more practical level, it also makes sure that no matter how soundly you slept, you quickly remember that you are on the boat and not in the house.
Today the mainstream marches to the beat of a different drummer, with aesthetic concept and product shaped by marketing diktats and design vocabulary serving only to ensure brand recognition and distinctiveness. They had a backbone and ribs, meaning they were better armed against ramming, stranding, grounding and other extreme encounters, and carried their rudder firmly mounted and safely tucked away in the sweet spot at the trailing edge of the keel. Space has become a more compelling argument and the obvious response has been to do away with the traditional foundation of a strong hull – its frame and ribs – without putting anything obvious in its place. Only a stiff hull can endure such loads in the long term; once flexing sets in, serious problems are sure to follow. Life is a compromise – and when it comes to rig tension, it can be a fine line between just right and ever so slightly too much. Or, to put it another way, why do international investors and the pin-striped locusts suddenly have yacht manufacturers in their sights? Keen to be, as it were, in the delivery room to witness the arrival of his new home from home, he cheerfully turned up one Monday morning at the yard appointed to realise his dreams expecting to witness the final stages of fitting out.
In Germany, a new family house in a pleasant setting costs in the region of €200,000 and represents thousands of man hours at a moderate level of value added for all of the companies involved.
The conclusions in terms of the inherent value of any given boat soon become perfectly clear: you do indeed get what you pay for (in more ways than one). This speaks of serious rationalization on a scale unknown – perhaps even inconceivable – to ordinary sailors. A high-quality 45-foot custom boat in aluminium might take around 5000 hours to build; a GRP equivalent of the same size would almost certainly be ready to hit the water in a fraction of this time.
I would say that one could write heavy books on the subject of these deliberations, but as it happens, most of these books – presenting a variety of perspectives – are already out there. My expertise lies in self-steering and in helping yachtsman and yachtswomen gain a little respite from the tiller or wheel at sea. Trying to phrase the arguments involved in simple black and white terms serves no purpose in the same way that no one material can always be the right choice for every boat: just as GRP has its osmosis, aluminium its electrolysis and welded steel its rust, so the plank has its worm.
Knowledge is a valuable commodity and one it’s hard to have too much of when looking for a new home on the seas. Sailors are dreamers and their dreams – irrespective of whether they ever come to fruition – almost always revolve around open water and distant islands and it consequently makes sense to consider how the picture may have changed over the years in terms of the quality, robustness and price of the great proliferation of production yachts in which we are now invited to trust. Today’s production GRP yachts have become far removed from the traditional understanding of what a hull should be and how it acquires its strength.
And in those days hull, keel and rudder formed a single strong unit, which is always a plus in my eyes. A spade rudder is certainly efficient in form and effect, but it also makes a tremendous lever and experience suggests the force applied at the bottom at times exceeds the strength of the mounting structure at the top. Stories of problems with keels and rudders fill an increasing proportion of the nautical press – although, since they tend to affect solo sailors with the necessary wit to find their own way home, they seldom make headlines outside of the sphere of sailing.
The number of sailors quickly and quietly trading in their fast rides for better all-around offshore performers is rising rapidly.
Of course, but there are plenty more where they came from and they tell a consistent story – a story even ordinary sailors who do not spend their whole life at sea would do well to heed if they really want to be able to trust in their boat. It is self-evident that yachts used for bluewater voyaging have to withstand far greater loads than fair-weather weekenders.
Boats become permanently unsalable if the nautical community gets wind of any serious weaknesses. When conditions deteriorate, the great majority of sailors head straight for the nearest port, teeth clenched, without ever giving the storm sails a chance to shine. This approach, I would suggest, is likely to be more popular among those who have reason to fear their own judgment: it cannot be a nice feeling to buy a boat for one set of reasons and then fall out of love with it on other, far more compelling grounds. This is quite different to the situation with a conventional drive, which transmits its propulsive force to the backbone of the vessel in a straight line and, of course, enjoys a protected location tucked in at the trailing edge of the keel. Just about every reputable brand operates an Owners’ Association (albeit a few find the temptation to use it mainly as a marketing platform for new models hard to resist).
Take an example with a lifetime of use (30 to 40 years in many cases) already behind it, send it for a full refit with the original builder and you have a boat as good as new ready for another lifetime of adventures.
That today’s market is a difficult place even for high-quality yachts from respected yards is evident from the way so many pre-owned examples take such a long time to find a new home. Second-hand KOOPMANS yachts, for example, regularly command excellent prices – irrespective of hull material – and are commonly snapped up almost as soon as they become available. Word of mouth recommendations are becoming increasingly important for manufacturers today: full-page glossy adverts carry little weight if the people who actually sail the boats featured are left unimpressed. We have to content ourselves with speculation – and we speculate that it probably does not take very long at all. We can deduce from this that, thanks to modern moulding techniques, they do not have to shift many units of a new product before moving into profit. While marketing can affect this to an extent, sailors are very well attuned to more concrete factors – notably the quality of their floating beauties as verified in long-term use and, of course, simple supply and demand – and it tends to be these that determine the price for which pre-loved (or not) boats eventually change hands.
However finding a potential buyer with a similar view of worth is proving especially difficult for many sellers at the moment and while those of stout heart can usually manage a polite refusal, responding to a perceived derisory offer for a boat in which you have invested so much of yourself can be a painful business (such situations are handled more dispassionately in the USA, where sellers seem able to accept or refuse offers freely without any sense of personal insult – emotions play no role here and tears are seldom shed).
The venerable old-timers already enjoy a strong market and the new classics are following a similar path. One-offs aside, Germany is quite insignificant internationally as a producer of aluminium yachts; in fact the only German company to have achieved significant numbers is Reinke, whose hard chine designs can also be built by fearless DIY-ers (just how many projects there are languishing half-finished at the end of gardens all over Germany after would-be boat-owners found the work harder than anticipated, the costs more than they could stomach or the looming prospect of divorce too unattractive to contemplate nobody knows, but it’s likely to be more than a few).
The result is yachts with a perfect surface finish that need no more than sand-blasting; filling and painting are seldom required.
Even grounding, encounters with ice and other sleepless-night-inducing impact scenarios need not necessarily be a problem for a well-found aluminium yacht. They are only moderately more expensive, relatively-speaking, than GRP boats, demand and lead times are enormous and the second-hand market is quite stable, as if there had been no financial crisis at all.
Via centreboarders, with their skeg- and heel-mounted rudder, are today a highly sought-after rarity.
Few ever come up for sale, however: once acquired, they tend to become family heirlooms, with successive generations of sailors appreciating their outstanding quality and building a firm conviction that after this, any other boat would be a backwards step. The Dutch have a thriving and technologically advanced boat-building industry capable of fabricating eye-catching vessels at a reasonable price, so it is no wonder we immediately look to our tulip-raising neighbours whenever the conversation turns to metal yachts.
Diese heutigen Fahrtenboote haben alle, ein viel zu breites Heck, dass zwei Ruder braucht, weil der Ruderganger mit einem Mittschiffsruder vorn nichts sieht.
Mochte gerne wissen wo in den letzten Jahren der Fortschritt im Fahrtenbootsbau geblieben ist. Stehhohen, Kojenlangen oder individuelle Geschmacklichkeiten benannt werden, hingegen die Grundsatzlichkeiten eines Schiffes selten im Fokus stehen oder gar Gegenstand akribisch vergleichender Untersuchungen werden. Je kleiner das Boot, desto grosser Markt und Stuckzahlen – Opti und Laser wurden in sieben-stellige Stuckzahlen gebaut – oder waren das nur sechs? Unvergessen die Geschichte von Peter Schmidt, unserem abendlichen Skat Pendent wahrend der Interboot, der in einer schnellen Messe Woche uber 30 Siriusse hat verkaufen konnen – und vor Ubermut kaum noch laufen konnte.
Die Segler haben den Werften die Bude eingerannt und sie mit ihrer Nachfrage spater flach gelegt. Er bestand aus Kielschwein, Totholz, Vor- und Achtersteven, Stringern, Decksbalken und Spanten im Dreiviertel Takt.
Segeln geriet damit auch zum Familienvergnugen, weil Damen gemeinhin nicht nur kleinere, sondern auch feinere Nasen haben. Bootsbau erfolgt heute in modularer Bauweise, was Individualisierung ermoglicht und Kosten reduziert. Gerat eine Konstruktion zu sehr extrem, werden metallene Verstarkungen eingebaut, um die Lasten zu verteilen und aufzufangen. Wen interessiert ernsthaft, wieviel Konstruktion sich hinter Innenschalen versteckt – oder ob uberhaupt? Nur ein steifer Rumpf kann Lasten auf Dauer tragen und ertragen – wird er weich, sind Folgeschaden zu befurchten. Oder warum sonst geraten Yachtshersteller in den Fokus internationaler Anleger oder der als Nadelstreifen verkleideten Schrecken im Heu?
Sein Erstaunen war enorm, denn seine Yacht kam zeitgleich gerade als leere Schale auf den Hof gefahren.
Der Neubau eines imposanten Katamarans stand eine Woche vor Auslieferung als Grossbaustelle ohne Deck in der Hallen Mitte. Keiner von uns wollte damals wirklich glauben, dass der Auslieferungstermin wurde gehalten werden.
Der Kaufpreis fur einen EFH Neubau in gruner Lage liegt im Bereich von TEU 200 und bindet tausende Mannstunden bei moderater Wertschopfung fur alle beteiligten Unternehmen.

Es ist wenig verwunderlich, dass Begriffe wie „Qualitatsyacht“ dabei stets fur hochpreisigere Yachten Verwendung finden. Schlussfolgerungen in Bezug auf die Wertigkeit eines Schiffes ergaben sich dann von selbst. Qualitat offenbart sich erst im Langzeitbetrieb und es ist kein Wunder, dass der Seglerkopf stillschweigend Informationen speichert, die ihn am Ende eine Meinung fassen lasst.
Hier sind recht offenbar Rationalisierungen moglich geworden, die dem Normalsegler unbekannt geblieben sind – vielleicht waren sie ihm sogar unheimlich. Die Stuckzahlen aller Serienwerften mit weltweitem Marketing und Versorgung fur den Charterbetrieb bleiben dennoch moderat – gemessen an anderen hochpreisigen Wirtschaftsgutern. Wenn der Einzelbau eines 45 Fuss Qualitatsschiffes in Alu heute ca 5000 Std bindet, so kann vermutet werden, dass ein gleichgrosses GFK Schiff in einem Bruchteil dieser Zeit fertig aus der Halle rollt.
Denn was der Wurm fur die Planke, ist die Blase fur die Matte, Frau Elektrolyse fur die Alumine und die alte Tante Rost fur?s geschweisste Blech.
Auch wenn die hier ausgesprochene Thesen vordergrundig fur Schiffe gelten mogen, die ihren Eignern fur langere Torns als bewohnbarer Untersatz dienen, kann es nicht schaden, diese Uberlegungen einfach mal zu verinnerlichen und dann abzuwagen, wie denn der Stand der eigenen Uberlegungen ist. Und da ist es schon praktisch, einfach mal daruber zu diskutieren, inwiefern sich die Gemengelage vielleicht verschoben hat, in Bezug auf Qualitat, Stabilitat und Preise der uns heute angebotenen Flotten Massen. Zudem bildeten damals Rumpf, Kiel und Ruder ein solides Ganzes – fur mich immer noch ein Schlussel Satz!
Die Folgen fur Verbande, Verbindungen, Seetuchtigkeit und den Langzeitbetrieb sind allseits bekannt. Die Anzahl der Segler, die ihre Performanze Braute still und schnell gegen bessere Seeschiffe tauschen, steigt rasant. Gewiss – aber sie haufen sich und erlauben auch Ruckschlusse fur den normalen Segler, der weniger Zeit auf See verbringt, gleichwohl aber auf sein Schiff vertrauen mochte. Logisch, dass Schiffe im Blauwasserbetrieb erheblich grossere Belastungen auszuhalten haben, als ein saisonweise genutzter Freizeit-Hobby Segel Untersatz.
Der Blick uber den Tellerrand hilft jedoch ungemein, einen anderen Blick auf die Chose zu bekommen. Und: Sand in den eigenen Augen ist ja auch nicht jedermann?s Sache, vor Allem, wenn man das Alphabet vom falschen Ende zu buchstabieren angefangen hat.
Ein Saildrive besitzt eine ungunstige Kraftgeometrie, da er im Keller schiebt – was ein Stockwerk hoher auszuhalten ist.
Der Marktwert dieser Schiffe wird solide erhalten und erweist sich fur die Eigner als gutes Investment – ganz anders, als derzeit viele Grossserien Schiffe, die aufgrund enormer Angebotsvielfalt am Gebrauchtmarkt nur zu verkaufen sind, wenn die Eigner zu grossen Preiszugestandnissen willig sind.
Trifft Nachfrage auf geringes Angebot, steigt der Preis – und das Ruckgrad verkaufender Verkaufer kann sich selbstbewusst versteifen. Word-Of-Mouth unter Seglern ist fur Werften zunehmend wichtig und regelmassig wirksamer als grossformatige Anzeigen Kampagnen – die wertlos sind, wenn die Segler in der Praxis nicht zufrieden sind. Denn, nicht wahr, kaum ein Seglerkopf ware bereit, im Geiste den Wert seines Schiffes als nach einer bestimmten Zahl von Jahren „abgesegelt“ zu betrachten – und sich am Ende uber jeden Kaufpreis freuen, solange der „uber Null“ betragt.
The VIP Influencers Group is comprised of Hispanic, African American and Asian professionals working in the marine industry. Sandoval points to the Recreational Boating and Fishing Foundations’ “Vamos a Pescar” campaign and Discover Boating’s Stories of Discovery covering the Vasquez family as excellent examples.
Most boaters get into boating through a family member or friend, or often through childhood experiences. Sri Lanka has one of the best natural harbours in the Asian region and its commercial port in Colombo is rated among the most economical and efficient which offers a complete service to shippers. However, the atmosphere during the Croatian boat building days is very similar to a big family gathering.
We started talking to all of them and came to the conclusion that we really should give them their own stage, a place where they would not be overshadowed by glitzy international yacht brands, and a place where everyone can see their products and try them. It's as if we've forgotten that all our large shipyards were built on the age long tradition of old craftsmen and „kalafati“. We are still trying to figure out how the two are connected but I'll let the experts dwell on that one. Our boats receive quality and design awards every year, AD Boats with their Salona range of sail boats, Elan's recent achievement with their latest model, Adriatic Work Boats and Colnago are renowned for the quality of their aluminium boats so there is no doubt our boats can compete with international brands. Take on too much of a financial burden, leave yourself too much to learn or trust too much to your own handiwork and you could end up in trouble, especially if the press-ganged family, left at the mercy of your orders from the bridge, also has to live with your misjudgements as immortalised in composite, aluminium or steel.
The fundamental properties of a product as a seagoing vessel are seldom even considered, let alone subjected to a rigorous comparative investigation.
Optimists and Lasers have been churned out in their millions, or least hundreds of thousands, and while yachts have never shifted in these numbers, their extra features – everything from heads to an engine – make them much more interesting in terms of the value to be extracted per unit. Brian Meerlow and his team in England built thousands of their Leisure yachts, for example, back when nobody worried about breathing in styrene vapour and extractors were unheard of.
It was while cooling his heels in one of Castro’s prisons that he made the decision to set up Windpilot: the first vane gear had after all passed its test with flying colours (keeping watch – then as now – not being a part of its remit). When it comes to impatience, children on Christmas Eve have nothing on grown men and women waiting for a new boat to arrive. Whether to hit the race course with a crack crew or embark family and friends and concentrate on seeing and being seen was a matter for the owner: the yachts were tough enough for both lives – in fact they still are. The resulting structure is very stable, especially since the stringers and bearers are bonded face-on and the interior components edge-on. Rights angles really were an unusual sight in this era, which for me explains much of its charm and elegance.
Moulded components can also incorporate rounded edges and corners at no extra cost to suggest at least a token element of design flair. Sailors flock to the resulting space(ous) ships like moths to a candle, for it seems the number of berths has become the measure of all things (and has a not insignificant effect on the price).
Although … once I saw a sailing boat at one of the big boat shows that had been sliced in half longitudinally and I couldn’t help noticing just how little substance there would be between the sailor asleep in a bunk of a heeling yacht and the fish swimming past outside.
Signs of fatigue on the hull, keel and rudder, soon our constant companions, auger well for the repair and restoration business.
A production GRP yacht costing a similar amount takes a fraction of the time to create – and is then very often compared in price terms to boats whose construction involves a much larger element of craftsmanship. It can also be interesting to look at the second-hand market and see how perceptions of quality and value change once long-term use has had a chance to expose weaknesses not apparent on the boat show floor. Nevertheless even the biggest yards with global marketing and a lively charter supply business still achieve only modest output when compared with the producers of other high-priced goods, which probably explains the breathless pace of competition: production yachts have to be introduced, promoted and phased out again faster than cars just to keep up the pressure on the other big players in the market. The GRP version would surely be significantly cheaper too, so it wins hands down – unless, perhaps, other factors like seaworthiness, safety, reliability, suitability for bluewater sailing, performance in use, value-holding ability and ease of resale also come into the equation.
Lucky indeed the sailor who manages to plot a smooth passage through these treacherous waters and find a boat that lives up to expectations even after the trials of long-term use.
Traditional structures are not necessarily the only solution, but the sense of security their solidity conveys is certainly a nice feeling.
The hull of the typical modern production GRP yacht (I will look at metal hulls another time) consists of just a shell.
The gung-ho yachtsman can imagine nothing worse than being passed to lee by a bathtub and inherent strength is the asset many seem willing to sacrifice – at times apparently without even beginning to consider the consequences – on the altar of vanity. Not everyone can walk on water and those of us who can’t might do well to avoid knowingly putting ourselves in this situation rather than just trusting the sat phone, EPIRB and shortwave radio to buy us a second bite at the cherry. One seafaring family recently sold their brand new yacht in a hurry at the end of its first bash across the Atlantic, preferring instead to continue their planned trip around the world with a 40-year old classic. The open ocean, of course, has no monopoly on uncomfortable conditions: the combination of strong winds, powerful currents and prominent landforms can put yachts to the test even close to home. Older boats still making their way under sail have proved they can last the distance: novelty in and of itself is no reason suddenly to consign them to the yacht cemetery! Strongly tidal waters and the higher latitudes also have their challenges I concede, but we cannot penetrate to the heart of the matter without considering proper long-term offshore exposure. The more unpleasant memories tend to fade quickly, especially away from the water, and soon enough bad times have been reborn as great stories and it’s time to get back afloat. A saildrive, for example, which leaves the crew parted from the fishes by just a few millimetres of gasket, can prove the Achilles’ heel of an otherwise robust yacht. The difference in terms of the work involved in installation and alignment between a conventional shaft system and a saildrive amounts to many hours – too many hours for the major production boatbuilders to ignore. The classifieds pages of leading sailing magazines contain innumerable repeat ads, with boats commonly taking several years to sell despite being advertised with good photos and plenty of detail. OVNI, GARCIA, BESTEVAER, VAN DE STADT, HUTTING and other aluminium yachts also often seem to change hands quickly with little fanfare at a price strong enough to spare seller’s blushes.
Also striking is the fact that while modern production yachts progress through the yard very much faster than their predecessors, the price we pay for them has not fallen at the same rapid rate. Mass-produced GRP yachts, in contrast, are available in huge numbers second hand, in most cases at broadly similar prices, but sales have become increasingly rare and the market has just about ground to a halt. Self-build projects offer little prospect of adding value, as no matter how well they may have performed in use, home-made boats always bear the stigma of amateur construction and the associated fear that perhaps not everything has ended up quite as it should. The fact that hulls built in seawater-resistant 5083 grade aluminium do not even need painting means they are ideally prepared for the knocks and dings of everyday use – and further underlines just how different they are to modern eggshell-thin GRP equivalents, which have little in the way of load-bearing structure and seem decidedly fragile by comparison. France has always produced a large number of aluminium yachts, in part perhaps because Eric Tabarly adopted the material early on for his Pen Duicks, but also because French yachtsmen and -women tend to sail more, harder and in tougher conditions. It’s not as if the yards are short of orders… While this alone speaks volumes, it is also probably worth mentioning again that the cost of attending boat shows, like other marketing and sales costs, passes straight into the purchase price. Unfortunately the production of Nordsee yachts ended with the tragic death of one of the yard’s proprietors, Herr Dubbel, and today BENJAMINS in Emden, close to the Dutch border, is probably one of the few German yards still building aluminium yachts professionally in any significant numbers. Visit Kooi in Makkum or Koopmans in Sneek and see just how professionally they go about their work and I think you will immediately appreciate why those who sail them have no hesitation in giving these wonderfully robust yachts their full trust right from day one.
Die Massenpresse will heute uns allen wahrmachen, dass alles was ein Designer geschaffen hat, etwas besonders wertvolles(teures) ist.
Dann werden die Kaufer genauer hinschauen und vergleichen – und erschrocken feststellen, dass die Ware nicht immer halt, was der Preis zu versprechen vorgibt. Immerhin hatte die erste Anlage ihren Test mit Bravour bestanden – und Augen haben Windsteuersysteme auch heute nicht! Der Mythos der Marke strahlt auch heute noch – nach immerhin 4000 gebauten Schiffen, die fast alle noch lebendig sind. Ein solides Haus, das mit daumendicken Planken zum Schluss wasserdicht verschraubt, verklebt, vernagelt und zum Schluss vielfach lackiert, poliert und versiegelt wurde. Erst im zweiten Leben wurden sie dann manchmal voll mobliert und erfuhren die Metamorphose zum Fahrtenschiff.
Zudem konnen Formbauteile auch Rundungen ohne Aufpreis erfullen und dem Auge des Betrachters ein wenig schmeicheln.
Ermudungserscheinungen an Rumpf, Kiel und Ruder sind unsere taglichen Begleiter – sie sind der Tummelplatz fur Gutachter, Refitter und Fachbetriebe. Ein Spatenruder ist sicher effektive in Wirkung und Weise – aber eben auch ein trefflicher Hebel fur daruber liegende Verbande, wenn unten gehebelt wird, was konstruktiv oben nicht immer aufgefangen werden kann.
Zudem ist Segeln in engen Revieren auch nicht lustig, wenn Wind und Welle durch Stromung aus dem Rythmus gebracht, auch Purzelbaume schlagen kann.
Nicht vergleichbar mit einem Propeller, der seine Kraft auf geradem Weg ins Schiff und seine Fundamente schiebt – und zudem Achterkante Kiel einen komfortabel gschutzten Arbeitsplatz besitzt. Auch OVNI, GARCIA, BESTEVAER, VAN DE STADT, Hutting und andere Aluminium Schiffe finden oft unter den Hand recht schnell einen neuen Eigner, sodass sich der Wertverlust fur den Voreigner immer wieder in Grenzen halt. The only thing they really have in common is they share the same mother tongue,” said Sandoval.
With the dawn of peace in Sri Lanka, the boom in the tourism industry is opening up a new frontier of leisure and pleasure crafts. In the last 6 years we've gotten to know all the boat builders, they finally got to know each other by name and not only by their boat model (it may sound strange, but most of them didn't really know much about each other back in 2009), and most importantly, many of them started joint ventures after they met at the expo. Six months later, after consultations with most boat builders and great cooperation with Le Meridien Lav, we opened our first edition, with 15 producers and around 30 boats. A wise choice right at the beginning can make all the difference in the world to the fun to be had under sail, so it seems astonishing that so many of the issues involved are so seldom properly discussed. The transformation in the nature of boat building precipitated by these pressures was dramatic.
In those days the cost of the hull made up an eye-watering proportion of the overall price of the boat.
It has been spirited away to be replaced, here and there, with other structural members in much the same way that many car manufacturers have done away with any distinct chassis to leave each individual component apparently supported only by the parts around it. He was astonished – and never more so than when the finished boat was handed over right on time just a few days later.
True quality reveals itself only in long-term use and it is no surprise the sailor’s brain spends a long time quietly accumulating information before eventually coming to a judgment for or against a particular brand. A design lasts just a few hundred units before the focus moves on and the next contender sets sail. The fact that after several decades in the business and dozens of boats of my own, I find my conversations with a global sailing community increasingly focusing on boats as such rather than ‘just’ the choice of windvane, has helped to keep my job stimulating and has led me in the process to develop a particular point of view. Keels are manufactured separately and then bolted on, which is both practical – from the manufacturer’s perspective at least – and reduces costs. Why else would it be that more and more offshore events, even those organised primarily for cruisers, are making it mandatory for participants to carry an emergency rudder in order to spare the rescue helicopter the need to launch every time a steering cable jumps off a block? This, of course, is all part of the charm of our sport, but it does nothing to alter the fact that most boats are only very seldom really put to the test. Saildrives have insidiously worked their way aboard all kinds of designs now thanks to the fact that they are much quicker for the yards to install, but they remain a matter of concern among insurers and have proven by and large to be a retrograde step in the long run for us sailors.
For sailors, however, the case is not so clear cut: while a leaking stern tube is certainly annoying, it is nothing compared to some of the problems encountered with a saildrive.
The same cannot be said at the moment for many of the more common modern production yachts, whose resale prices are seriously compromised by the sheer volume of options available in the second-hand market. Brokers have no magic power to speed up the process either – in fact there is often little they can do other than add yachts to their own listings and advertisements. The stand-out performer among the GRP builders meanwhile is BREEHORN, whose Koopmans-designed boats are purchased almost exclusively by private buyers and are in most cases used for long-distance and offshore sailing. We more or less take it as gospel that in the long term, the price of a home in bricks and mortar moves in one direction only: upwards. Building a boat represents a much more complex undertaking than something like building a house and many sailors have found their self-build dreams in tatters sooner or later because they embarked on the adventure without having had the scale of the task made clear to them. Hence a manufacturer that can market its yachts effectively without having to stump up for boat shows can put more of its revenue into delivering a high-quality product.
Skorpion yachts from the FELTZ YACHT in Hamburg also have a solid reputation in the bluewater community.
Denn Schiffe wurden fortan falsch herum gebaut – mit der Schale fangt heute alles an. Der Eigner bestimmte, ob er mit MannerKerlen SeeSchlachten schlagen, oder samt Frau, Freundin, Familie sein Schiff bewundern lassen und bewegen wollte.
Ein leckendes Stevenrohr ist argerlich, hingegen unerheblich angesichts potentieller Probleme, die ein Saildrive dem Skipper bereiten kann.. Ebenfalls interessant, dass die Verkaufspreise heutiger Serien Schiffe nicht im Gleichschritt reduzierter Fertigungszeiten proportional gesunken sind.
The increased interest of the local community in boating activities has created additional market opportunities. Now, six years later, most of them are still with us with new models, and I am especially proud to see new, young boat builders with plenty of enthusiasm and great boats which can compete with any foreign product available. The process was – almost literally – turned upside down (or inside out, depending on your point of view) and ever since, boats have been built the wrong way around: today everything starts with the skin and not the bones. Boat builders were craftsmen, not magicians, and bending wood takes time (although of course man hours were not at all expensive in that era).
Who seriously spends any time thinking about how much – if any – effective load-bearing structure there is behind that smart interior shell?
The implications of the shell approach for bonds, joins, seaworthiness and endurance are widely understood. While this may be good for the manufacturers (nobody likes complaints), it does increase the risk of sailors only discovering the true limitations – and absolute limits – of their vessel once it is too late to find an easy way out. As elsewhere, market activity and prices depend on the balance of supply and demand, with excess demand pushing up prices and enabling sellers of the most coveted models to walk that little bit taller on the way to the bank. Their seakeeping, construction and robustness have elevated Koopmans yachts in the European market to a position similar to that once occupied by Sparkman & Stephens. For months my head has been absorbing scarcely believable facts about boat sales and the prices actually paid for thoroughly respectable yachts.
A true nation of seafarers, the French, seadogs and landlubbers alike, revel in the record-breaking exploits of their sailors and turn out in huge numbers to support and honour the country’s nautical heroes with a passion reserved in most other countries only for football. Feltz still works in both aluminium and steel, although most of its business in recent years has come from public authorities and the commercial shipping sector. The country’s leisure sector records growth where whale watching and other leisure activities contributed by the surge in the tourism industry have a positive impact on the boat building industry. Even if they don't have a boat to exhibit, they come from all over Croatia to catch up with their mates. If there are more sellers than buyers (say, for example, the market becomes flooded with retired charter yachts), however, boats will only sell, if at all, at a substantial discount.
These are good times indeed for sailors on the hunt for the perfect steed: buyers reign supreme.
Haben Sie auf einem Designerstuhl gesessen, mussen Sie im ein paar Minuten wieder aufstehen, so unbequem sind sie. Our small but energetic team has stayed the same since day one, and we must be doing something right! Extraordinarily, the market for aluminium yachts seems to march to the beat of a different drummer entirely.

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Comments to «Boat building industry in maldives»

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