We are looking for two boatbuilders or mechanics with pipefitting experience (Speedfit,iFit,Quickfit, for example) on yachts. Duration 1. October - 20. December 2016 in Malta. Flight, housing, transportation will be paid. The project is a 30m sailing yacht. Tight bilges, hot weather with high humdity. English or German speaking, foreign project experience is a must. Aplications only be email with full contacts details and references projects to firstname.lastname@example.org
ODENWALD – yacht skills is pleased to announce that we successfully finalized a long-term consulting activity with a leading German supplier. Starting in 2012 with a 40 m traditional new built project in the UAE we introduced the company into the superyacht industry where they are meanwhile among the leading supplier companies. Being involved as consultants right from the initial step, it makes us happy and proud to have been going with our client such a long way in close collaboration.
Over the years we took on the project management for five new build yacht projects ranging from 24 m up to 92 m. We have always been sharing our long-standing expertise and experience as consultants and project managers with all our clients whether yacht owner, investor, shipyard or supplier and we are pleased to claim that with this client we finished all projects together to everyone's satisfaction. One of the latest projects has recently been launched and another one is in the final throws of being delivered.
One of the latest current bigger projects is a comprehensive refit of a 32 m sailing yacht in the Mediterranean where we had been asked by one of our clients to take over the project management.
Following the news about different sailing and motor serial yacht manufacturers it seems that there is a desperate "all in" mentality prevalent accompanied by a big risk factor. As a yacht consultant and yacht surveyor I believe that there is no shipyard left that produces more than 100 boats a year and is still owned by its founders or at least kept in private hands. The boom years before 2008 had been the right years for shipyard owners to sell their businesses to investment companies. Of course it might that all came together at the right time: The shipyard founders were at a certain age to dream about their retirement, investment bankers started to set up their own business, clients were buying yachts and everyone took the signs as the beginning of the big boom. Serial shipyards were sold those days at ridiculous high prices, seemingly lacking any common sense of money value. Now a couple of years later the developments of those shipyards draw a picture of buyers who obviously didn’t understand the business. Irrespective whether they stepped in too fast without getting familiar with the business itself, or they just didn’t care enough as long as the figures were right, or they simply missed to adapt to the changed situation of the crisis. Unfortunately most of them still seem to not having enough understanding of the yachting industry. They had obviously been blinded by the shiny and luxurious yachting life and promising golden figures. There were companies that had been producing 2.000 serial sailing boats a year with building costs of 33% for each boat. Who would resist!? But on top you need further 33% for the shipyard’s own overhead and a dealer gets also 33%. And producing 2.000 boats a year isn’t per se equal to making profit. There are manufacturers who make less than 3.500 Euro profit on their smallest 9m model, and the only existence of the product is its value as a starter boat which allows for gaining clients with a smaller budget. Internally these low profit boats are used to fill up the production line and to build on stock in order to keep the staff busy during silly season in summer. There is a manufacturer with a 49ft motorboat that is sold for a price where it is clear that the company is making a loss with that model. However, the model is used to attract attention towards buyers. If a buyer is seriously interested he will be convinced by the sales people that the bigger model is the better option. If he sticks to the cheap one, he will anyway change the boat after some years for a bigger one.
Nowadays the boom is gone, but also is the crisis. Most mass production companies in the yachting industry are owned by investment companies, Chinese firms, fashion companies or any other sort of enterprises who believe it is easy to make money with yachts. But the news circulating in the press or being shared amongst people in the industry demonstrate clearly the contrary fact.
Comparing apples with apples
Serial yacht manufacturing is totally different from building and selling superyachts. If a client owns a Bentley, Rolls-Royce or any other high end customized luxury car that sets him apart from serial car owners, it doesn’t mean that he disposes of the sufficient financial means to also allow himself a superyacht. But most probably a serial yacht. But they are still worlds apart. In one area you play within the champions league, in the other you are premier league. You can’t compare the automotive with the yacht industry, least serial manufacturing with building superyachts.
But what happened to most serial yacht manufacturers? After the former founder of a company sold his firm to an investment company who stepped in, first a new CEO was hired and managerial structures were changed. But soon the new CEO got fired, the management changed again and a new CEO came in, money needed to be injected, followed by another CEO change and managers from other industries, and more money is burnt. More than a superyacht shipyard, a serial yacht manufacturer needs a face, a figure clients can identify the products with. And the brand itself needs someone who exactly considers himself being that. Too many changes unsettle the clients. No question that it is a hard job to replace a founder. Since the founder of a business is always someone who pushes his people because their salary comes out of his pockets. A founder always is a passionist of its business who pursues his own ideas with all his idealistic folly, experience and readiness to take risks and unpopular decisions. All ideas, decisions and results are of one head and hand, whether right or wrong, gain or loss. If a CEO takes over, the first problem is, that he is hired. He does his job, but never will he act or talk in a way to risk his job. Decision taking will be spread in order to split risk down the hierachy ladder. If the shipyard has to make a decision whether a certain design will be the new brand recognition for the next ten years you will most probably end up with an average product result: not too risky, not too fancy, not too stylish, not too modern. The designers are presenting it to the middle management, the middle management to the CEO or board and it is getting pushed back and forth. If finally the middle management agrees on, the CEO will follow and there you go with another indifferent banana.
Another interesting development is that changes in the middle management seem nowadays undertaken with people from other businesses. As a consultant in the yachting industry, I clearly understand that changing old structures is something that needs to be done and that quite aggressively. At many middle management teams you could mostly cut off 30%. Being asked, the middle management of course always claims to be overloaded with work. No one dares saying that work can be structured more efficiently or that some people might be surplus to cut costs, because the next chair can be yours. Following the middle management changes of some serial shipyards and accessing CVs, it seems that these shipyards are slowly to be turned into car manfacturers. There was a press release spreading the news that a new guy will support the shipyard by heading the engineering team. His employment is regarded by the shipyard a big success due to his great references that are namely BMW and Rolls Royce who he had been working before. No offence! These people are certainly highly skilled and specialized, they are most probably top engineers, but unfortunately within an industry that has very less in common with the yachting industry. Since 1992 I have been working in various positions (yacht consultant, owner's representative, project manager etc.) in the yachting industry and when it comes to developing new projects I would meanwhile claim that basically just people who use or own such boats will have the right experience to know how a boat is used and how it should be developed.
The serial shipyards need to be given back a face. A face that is represented by the products themselves the same way as by the head of the company. A CEO has to represent the personality that the company founder once did. The brand of a yacht has to be recognized by its design, not just by the logo. And there has to happen a differentiation of the single serial yacht brands within which the clients can identify themselves with the yacht they have.
The re-branding of the company, now named ODENWALD yacht skills, also comes up with a relaunch of the website.
ODENWALD is a company that has been offering competent services to clients in the superyacht industry for more than 20 years now. ODENWALD yacht skills specializes in surveying and consultancy and provides their clients with a broad range of services.
The sites is designed to provide users with all information on the company’s services through a clearly structured and easy to surf surface that is furthermore optimized for mobile devices. The site is devided into three main sections: Yacht Surveys, Certifications and Project Services.
The company’s services range from pre-purchase yacht surveys to valuation surveys and insurance claim surveys. Being an offically accredited marine surveyor, owner and managing director Jendrik Odenwald, the company carries out special yacht certification surveys and helps clients with registering their yacht. The company furthermore shares their long-standing expertise as consultants and project managers with their clients by offering interim and project management, supervision as well as owners representation for new builds refits. ODENWALD yacht skills consult and support clients with the conception, construction and building of a yacht, from the first idea up to the delivery of a boat, but also work as consultants for industrial suppliers who want to enter or establish themselves with an existing business in the superyacht industry giving valuable advice and offer consultancy.
View article on: Superyacht Times
Artemis was born in 1900 at the renowned yacht builders, Summers & Payne of Southampton, UK. It was a time when large, gentleman’s yachts such as GL Watson’s Thistle and Britannia were majestically locking horns with each other to the delight of the yachting world. These yachts, with large overhanging sterns, long bowsprits and powerful rigs were designed to be fought doggedly against each other by highly trained crews, and, as an integral part of this heritage, Artemis is a piece of yachting history and a pure-bred historic racing yacht.
During the Second World War she sacrificed her lead keel to aid the British war effort and having survived those difficult times she ended up as a houseboat, lying at West Mersea in Essex. The liveaboard owner at this time was a lady in later years, who did her best to take care of her upkeep, and she treasured her so much that every Sunday this lady would raise the original Artemis flag to signal time for tea.
In 1994, the current owner, the head of a German-based trust that preserves and restores historic vessels, found Artemis in need of much repair lying in the mud that she had occupied for many years. It’s likely that sitting supported in this way had prevented her deteriorating as much as she might, as she could not completely sink and the tide that entered her bilges rose only to just below the floorboards. Some parts of the boat were still original, others had been changed over the years and some items, such as the rig and the steering wheel, were completely missing. As part of his research the current owner heard a story stating that the original steering wheel had been taken some years earlier to be fitted to a Thames barge. Eventually, the skipper of that Thames barge was located and diplomatic discussion then commenced around ownership of the wheel. Despite careful negotiations, in the end the barge skipper made his position clear by saying, “Giving you the wheel is like cutting off my left hand”. So pictures and measurements were taken in order to build an accurate replica. The deck layout is to original drawings.
After taking all that remained of Artemis to Germany, the owners’ trust began preparations by surveying the vessel so that the true extent of the work required could be understood. The refit was to be financed by a group of interested parties, while the work was overseen by professional yacht and ship-builders as well as various classification societies. The work would be carried out by a social organization whose aim was training youths in the art of boat building under an apprenticeship scheme. With the completed survey in hand it was clear that there was a substantial amount of radical work to be done. Below the waterline the refit resembled a new-build – new fastenings, frames and planks – which, due to the nature of the project’s operation took almost ten years to complete. When the hull planking was finished it was sheathed in copper, as it had been in Artemis’ early years, and the empty boat was put back into the water prior to the internal fit-out. This kept the boat lying in the waters of a dock in the southern part of Hamburg for some five years more.
In 2010 the work was eventually completed, and Artemis sailed once again to rejoicing and with much pride from all participants and sponsors, but, alas, this story does not yet conclude with a happy ending. Just three months after her launch, two crew members were cleaning outside the hull, when they discovered some soft areas in the planking at the transom. Immediately the boat was inspected and more rotten wood was discovered. Artemis went straight back into the shipyard where the results of a survey found that parts of the frames and planks had become infected by fungus. Removing instantly the infected planks, the trust conceived a plan to repair the affected areas, but frustration among the sponsors arose and some refused to financially support these repairs. Others soon followed in withdrawing support until finally all means were exhausted and the heavy-hearted decision was taken to sell her.
A professional investigation by a wood expert threw light onto this sad story. When the boat was rebuilt it was done using exactly the original size of hull planks and, as is normal, once the hull was launched, it let in water until the planks had swelled. Damage to planking by fungus is quite well documented with boats lying in freshwater lakes and rivers, especially during summer when the fungus grows as humidity and temperature rise; the dock in which Artemis was lying while the fit-out was completed was not seawater and was also heated during winter. The heat, the humidity and the foul water were the right environment for the fungus to grow.
Today, Artemis sits in a large cradle on a pier in Hamburg, covered with a professional tent and all systems are kept supplied with power. The hull planks are removed and covered with plastic in order to allow air to flow through the entire boat and to dry her out. Most parts of the infected wood are already removed and the areas around treated against possible infection.
Artemis needs a new owner: a classic enthusiast who wants to help another beautiful classic yacht to survive. As the interior is totally intact and the systems in working order, the whole project is well containable and all the defects are now clearly understood. One should count on replacing around 12 frames and the hull needs to be re-planked, at least below the waterline.
The rest of this wonderful lady is impeccable: all restored, all finished, all new! Most of the equipment such as rig, deck fittings and interior has been used for just three months. There is no need for re-building any parts on the deck and the layout is to the original plan.
All in all she is a strong, powerful and historically important yacht that is not far from being ready to supply guests and crew with exhilarating sailing and absolute luxury.
Once sailing again she is capable of comfortably undertaking long voyages as well as winning races. I personally believe that for the right person or company, it would be an easy task to get Artemis beautifully restored and sailing once again – it is no more than she deserves. Please help.
For further information please contact the broker:
Sandeman Yacht Company: www.sandemanyachtcompany.co.uk
February 22nd 2013
ODENWALD – The Yacht Surveyors recently terminated a superyacht tender project for a renowned Northern European shipyard. Having worked closely as consultant with the shipyard’s management, Jendrik Odenwald was responsible for the development of a 47ft superyacht tender. The tender is the latest development by the yard and was designed by naval architect Patrick Banfield, one of the best known naval architects for superyacht tenders. Developed as private luxury yacht, the boat is capable to exceed a speed above 42 knts. The superyacht tender is designed as open entertainment platform with large exterior spaces and generous exterior seats that allow for a comfortable and safe stay on deck. With modern Volvo IPS drives the yacht is easy to manoeuvre and fuel efficient. The clear formal language recalls the prestigous Wally tender, however, at the same time it stays perfectly for itself.
ODENWALD – The Yacht Surveyors are delighted to announce the cooperation with the owner of a 26m De Vries Lentsch new build and the German Shipyard Lubeck Yachts.
The yacht was initially commissioned by the Dutch prince Bernhard of the Netherlands who had built her as his summer residential cruising yacht. Owing to various circumstances the yacht hasn’t been finished by the prince.
It is designed as a Long Range Displacement yacht, distinctively sturdy and seaworthy. A steal hull and aluminium superstructure make her the ideal cruising yacht for long trips in the Northern hemisphere as well as in the Mediterranean Sea. Designed and engineered with superyacht standard, the yacht is customized and equipped with up to date technique equipment and can be sailed easily by a couple. The high volume of the yacht together with the layout design allow for spacious living areas that rather spreads an apartment style atmosphere where owners and guests have complete separated areas, so they can enjoy both their privacy and being together in an openly designed dining and living area.
Her classic lines make her stand out against common modern yachts of that size. Taking into account that the yacht is now in the outfitting stage it can be finished with a further personal touch. The building stage currently comprises the first installation of equipment and machinery, a primed exterior as well as the pre-installation of interior spaces. This gentleman’s cruiser is ready to be taken over by a new owner and at the right stage to be changed to the owner’s individual wishes concerning the choice of equipment, exterior colours as well as the layout and style of the yacht’s interior.
The yacht is an attractive project for an owner who I looking for an individual new build, but don’t has to start from the beginning so he can enjoy it earlier and longer.
ODENWALD – The Yacht Surveyors can guide interested clients through the assessment process and provide a detailed surveying according to the owner’s ideas. As a basis this information will be taken to the further development and restart of the project. We allow for a close relationship with the owner in order to a detailed structural plan developed for subcontractors, shipyard, timing and budgets. Depending on the client’s criterias the yacht can be ready for the summer season 2014.
It is no big deal when it comes to commercial vessels either in service or retired when considering a restoration. However there are only a few as precious as the 42m HV RAVN that is definitely a worthy candidate with an outstanding potential.
Started by the Danish Nakskov Shipyard in 1938, the build was deliberately put on hold during the Second World War before being finished in 1945 as patrol boat. Heavily armed, the vessel had been sailing the Southern parts of the North Sea where it provided supply and staff to the old lightships. In 1986 the vessel was taken out of service and removed from the Maritime Safety Administration before being sold to a private owner.
The ship’s construction is traditional yet no less quite unique since the hull is beautifully iron riveted and the whole front of the wheel house is made of brass. The boat is furthermore equipped with a 6 cylinder engine of 664 hp from Frichs. Beside there are several original items such as the engraved ship’s bell or the helm that are existing.
RAVN is predestined to serve as an expedition gentlemen’s yacht, which one could imagine carrying a small Riva tender on deck. It disposes a spacious roofed lounge and seating area on the main deck that opens to both sides for an unobstructed view and can give direct access to both equally covered side decks so one can walk protected from the weather. Due to the classic lines and layout as well as the commercial use of the vessel, RAVN is also well suited as a company yacht that can host a bigger number of guests for any kind of company event or client reception.
Under the current owner who bought the boat in 2002, HV RAVN underwent some major restoration starting with the hull that was completely sandblasted and coated and the teak deck that was completely caulked and grinded. The last docking took place in 2009 in order to measure the hull thickness through ultrasound methods in accordance with Lloyd’s Register. Anodes were renewed, pumps, winches, capstans were checked and overhauled and a new teak deck was laid on the wheelhouse roof.
The boat had been lying in Copenhagen where it had been run as a floating restaurant before it was transported to Hundested, a one hour drive from Copenhagen, where it is lying since 2010 and at present officially for sale with Hyde Yachts.
For this project ODENWALD teams up with Hyde Yachts and is pleased to announce their collaboration with Anders Design who will develop the exterior and interior design as well as with Diana Yacht Design who will be involved for the engineering part.