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Malahne

“One of the world’s most ambitious restoration projects.” Page 4

America’s Cup

BMT Nigel Gee are proud to be amongst Land Rover BAR’s team of technical partners. Page 6

Okto

“The best of collaborative design, engineering and production.” Page 10

Yacht DesignNewsletter Issue 10 | 2015/16

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BMT Nigel Gee Yacht Design Newsletter

| 5www.bmtyachts.com

Issue 10 | 2015-2016

Malahne Malahne, a 50 metre motor yacht originally designed by Charles E Nicholson and built by Camper & Nicholsons in 1937 was relaunched on 14th March at Pendennis Shipyard in Falmouth after a meticulous 30 month restoration.

Malahne came to Pendennis Shipyard from Spain in September 2012, almost unrecognisable from the elegant classic of yesteryear. Malahne had undergone an unflattering and controversial modernisation refit in the early 1980s, giving her a new bow, stern and superstructure.

Nicholas Edmiston, Chairman of Edmiston, was uniquely placed to rescue and restore Malahne. In his own words, he was “fortunate to interest an Owner who understood and embraced this vision, and who entrusted Edmiston to pull together a team that could bring MALAHNE back to life.” A challenge was set to uphold the necessary balance of the yacht’s aesthetic and historical integrity, while incorporating the highest standards of modern comfort, technology and safety.

The project was a very British affair, led by Edmiston Yacht Management, with Pendennis’s Falmouth shipyard a logical choice to undertake the extensive refit work and BMT Nigel Gee working with

Pendennis on naval architecture and engineering support. Crew interiors and exterior design work was completed by classic yacht experts GL Watson & Co who also provided on-site project management, together with Edmiston Yacht Management. The Art Deco influenced interior design of the Owner and Guest areas was envisaged by London-based Oliver Laws Ltd.

The first major task faced by Pendennis in starting the restoration was to de-construct the yacht, evaluate the skeleton structure beneath and conduct a 6-month long process of identifying, frame-by-frame, what to save, what to scrap and what revisions would be required for the yacht to meet modern-day requirements.

Having determined that a significant proportion of the structure would need to be updated, BMT Nigel Gee was tasked with re-modelling the hull lines using original Camper & Nicholson plans and hydrostatic charts. Laser scans of the existing hull surface were

also conducted and used to ensure that any newly fabricated structure would integrate perfectly with the original structure being retained.

As anticipated, the scans identified some significant differences between the port and starboard hull structure. The problem was overcome by reintroducing symmetry into the new production lines, with modern-day CNC tools and fabrication methods ensuring that this symmetry carried through to construction. However, this was only the first of many structural design and naval architecture challenges ahead.

Throughout the project the desire to maintain the original design intent proved extremely challenging, particularly for the structural design. Specific requirements for clear headroom directly impacted girder depths, proving to be especially demanding in way of the deckhouse overhangs.

The use of sliding windows in the deckhouse sides also limited the space

available for aluminium structure to support the structure above.

Within the steel hull, meeting modern day classification requirements was also a challenge. The specification required original stiffener section shapes to be used, yet these traditional shapes are not as effective as modern frame sections. Extensive structural design work and optimisation was therefore required to meet classification requirements while maintaining the original design intent.

One of the most significant naval architecture factors was ensuring that the yacht could meet modernday stability criteria. Achieving the necessary targets for weight and vertical centre of gravity (VCG) was of paramount importance in ensuring compliance with applicable stability regulations. Throughout the entire construction project Pendennis and BMT Nigel Gee worked closely to monitor weights and centres of gravity.

With a vast proportion of the yacht’s original weight having been removed from low down in the hull, and modern living and life-saving requirements driving an increase in fit-out weights above the main deck, maintaining a sufficiently low VCG was an ongoing focus for the entire project. Fortunately, the advancement of marine materials since 1937 allowed the use of aluminium construction for the deckhouse and lightweight composite construction for the replacement funnel.

Most classic yachts would struggle to meet modern stability regulations without a significant proportion of fixed ballast positioned low down in the hull. BMT Nigel Gee devised ballast plans early on in the project, with Pendennis fitting dedicated ballast voids in the keel. Some of these voids were poured with lead early on in the construction stage, with others reserved for additional lead shot if found to be required upon completion of weight and VCG monitoring.

With contractual obligations to meet stringent draught limitations, extreme care was required to keep fixed ballast requirements to a minimum, while achieving the necessary stability standards.

After working closely with Pendennis on past projects and having extensive experience of other classic yacht refits as well as modern-day vessels, BMT Nigel Gee were well-positioned to identify engineering solutions to any issues raised and to recommend appropriate construction options for consideration by the shipyard.

The final result of the restoration is outstanding. Malahne is certainly one of the most distinctive and beautiful restoration projects of all time. BMT Nigel Gee are proud to have taken an active role and we look forward to working again with those involved in this ambitious project.

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BMT Nigel Gee Yacht Design Newsletter

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Issue 10 | 2015-2016

Design Case Study Land Rover BARBMT Nigel Gee are proud to be amongst Land Rover BAR’s team of technical partners providing naval architecture and marine engineering design expertise. The Land Rover BAR team was launched on June 10th 2014 in the presence of the Duchess of Cambridge. The team was conceived by four times Olympic gold medalist and 34th America’s Cup winner, Sir Ben Ainslie, with the long-term aim of challenging for Britain and bringing the America’s Cup back home to where it all began in 1851. Ben will develop and lead a British entry capable of winning the prestigious trophy, something Britain has so far never managed to achieve.

BMT are working on what Land Rover BAR’s Chief Technology Officer Andy Claughton calls, “one of the most complex racing yachts ever built in the UK” – Testing Boat 2 or ‘T2’ as she is known within the team - a boat built to test concepts, technology, and to validate design tools.

One of BMT Nigel Gee’s roles was to help the team with the critical task of developing and executing a full range of structural tests for T2 before she went on the water. We seconded engineer Ian Law full-time to Land Rover BAR to undertake this project and he has now spent six months with the team. During his seven year span at BMT Nigel Gee, Ian has worked on a variety of different projects – in both the design and project management arenas and on a wide range of vessels, spanning from small composite patrol boats to superyachts.

The design team started with structural testing of the equipment supplied by manufacturers, then with BMT Nigel Gee’s help, developed their own tools for the much larger scale structural testing. “The job involves taking the component – be it a daggerboard or the complete platform (hulls and crossbeams) – and applying loads at specific points,” explained Law. “We then measure the deflections and with the aid of fibre optics measure the strain in the composite structure

to make sure it is performing within the design parameters. Ultimately, we want to make sure it is not going to go bang out on the water.”

Given that they are testing a boat designed to do over 40 miles an hour, this can involve some significant loads. “We turned the whole platform upside down in the workshop,” continued Law. “It was set up, resting on an A-frame on the king post (the central vertical post that supports the compressive load from the wing). We then had an array of fixed points on the floor, created by putting some very heavy weights down on some frames, so we could load the platform to simulate a wing compression load on the king post.

“We’ve also done similar tests with the wing and boards, perhaps on half a dozen components in total, with different loads applied to each. On the dagger boards for instance we have done a side load and a tip load, although we are planning to test the next board with a combined load - a more realistic test.”

BMT Nigel Gee’s other major project has been a comprehensive analysis of the final production weights of every component on the boat. “We looked at the drawings and laminates that had been created,” Law explains, “and extracted and compiled data to calculate what the parts should weigh. The carbon fibre has a weight and there are set values for the resin content for that particular ply of carbon material. It’s a matter of going through the

carbon fibre laminate schedule, piece by piece and assigning a weight and a centre of gravity and calculating a total from that. It’s very important to have a check on how the boat is coming out, whether it’s on target or not. These calculations allow us to look at it on a component by component basis, as a quality control tool.”

Q&A with Ian LawBMT Engineer seconded to the Land Rover BAR design team.

Q: Given your involvement from an early stage in the set-up of the team how has it grown and expanded?

A: I think the biggest factor that I have seen in the development of the team was the move to our purpose-built base on the waterfront here in Portsmouth. The facilities are fantastic and having everyone under one roof has been a big factor in getting the Team to gel, and as a result communication and systems are more efficient.

Q: How does the design process you are involved with now compare to working on conventional yacht and commercial boat projects?

A: The design process isn’t fundamentally different, but the tools and time scales are. We are much more reliant on CAD modelling to allow us to produce parts using 3D printing and rapid manufacturing. Timescales are much more compressed and deadlines are absolute. You can’t win the America’s Cup if you’re not at the start on time.

Q: Can you give some insight into the feedback that the sailing team provides into the design and engineering process.

A: The link between the sailing and design teams is very strong. The crew are very much involved in the design process, plus I have the added advantage of an internal window giving a full view of the workshop. There’s no better communication tool than getting people face-to-face on the boat to sort things out.

Q: What stage is the development of the latest boat?

A: These boats aren’t a single entity. They’re more of a modular assembly, many of which are interchangeable. So there’s a continuous process of developing new components and systems which can be tested by the team in the training boat.

Q: Together with PA Consulting, BMT and other partners, Land Rover BAR have launched the Technical Innovation Group (TIG) to bring together the best of British industry to contribute to this unique technical and sporting

challenge. What benefits does the involvement of wider industry bring to your day to day work?

A: Bringing a team of people together from different fields and industries is a fantastic eye-opener as to what technologies can be borrowed from other applications and as more partners come on-board it just keeps getting better. It’s also great that everyone is so excited about what we are doing here and wants to help. We needed a new hydraulic cylinder to complete one of our tests and were struggling to find anyone who had what we wanted in stock. We were looking at a four week lead time, but when the supplier realised that it was for Land Rover BAR they pulled out all the stops and turned it around in three days.

Q: What will be your most memorable moment from working at Land Rover BAR?

A: So far I’d say it was successfully load testing the platform of our new training boat. Holding my breath whilst a very large load was applied to the kingpost. I say “so far” - I’m still waiting for my invitation to go out sailing!

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BMT Nigel Gee Yacht Design Newsletter

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Issue 10 | 2015-2016

Regulations UpdateBMT actively participates to a number of industry working groups including the Passenger Yacht Code (PYC), ICOMIA IMO Tier III industry and Super Yacht UK Technical Subgroup meeting.

These forums exist to ensure that the yacht industry gains insight and leverage to influence up and coming legislation. It also allows for a deeper understanding of the intent behind new regulations which in turn allows their most efficient implementation in the specific context of superyacht design. Some interesting regulatory developments from 2015 are discussed below.

BMT have participated in the PYC Sailing Yacht Working Group which in the future will allow sailing yachts to be coded under the PYC. The draft Chapter 14 for sailing vessels was released for public consultation in June 2015. This new chapter includes requirements on design and operation such as manning, stability, safety of navigation, and rigging construction. Some aspects of the code are still to be finalised but pending completion and results of the public consultation, Chapter 14 should form part of the PYC 6th Edition that is expected to be released in January 2016.

Last year the Polar Code and related SOLAS amendments were adopted during the 94th session of IMO’s Maritime Safety Committee (MSC). This year the environmental provisions and MARPOL amendments were adopted during the 68th session of the Marine Environment Protection Committee (MEPC) in May 2015. The Polar Code is expected to enter into force on the 1st of January 2017 and will apply to all ships constructed after this date. For ships constructed before this date and wishing to operate in polar waters, the relevant requirements must be met following the first intermediate or renewal survey after 1st of January 2018. The Polar Code uses a risk based approach both in determining scope and in order to adopt a holistic approach in reducing identified risks. BMT is carrying out a study to assess the impact of applying the code to large LY3 and PYC yacht designs.

From 1st January 2016 the NOx Emission Control Area (NECA) within North America and the United States Caribbean enter into force, any yacht greater than 500 GT built after this date must comply with the Tier III NOx limits when operating within the NECA. BMT anticipate that all major yachts built after this date will specify IMO tier III certification. It is also likely that further NECA’s will be designated and that any yacht built after the adoption date of these future NECA’s will also require IMO Tier III certification in order to operate within these regions.

On 29th April 2015 the EU adopted Regulation 2015/757 which requires that from 1st January 2018 large ships over 5000 GT will need to monitor and report the verified amount of CO2 produced. In addition The IMO requires an attained energy efficiency design index (attained EEDI) for all ships greater than 400 GT delivered after 1st July 2019. Attained EEDI values should be below required EEDI values, there are no required EEDI values at present, to suitably define LY3 or PYC Yachts. Currently the impact of these regulation is minor for the majority of Yachts however BMT continue to monitor and engage via industry groups on any further EU or IMO regulations which seek to apply energy efficiency measures to yachts.

MEPC 227 (64) regulations regarding sewage treatment discharge for passenger vessels, including PYC vessels enters into force on 1st January 2016 and the requirements for special discharge areas (section 4.2) are ongoing issue that continues to be debated. Careful equipment selection and system design will be required to ensure future compliance.

Lloyds Register Special Service Craft (SSC) Rules have undergone a significant update this year effecting many aspects of system design and material selection. BMT continue to apply the updated rules in our concept and detailed design activities. In May 2015 Lloyd Register also published a document detailing the key hazards and the approach for approval for large battery installations. This provides guidance for undertaking a risk based appraisal process for the use of large battery banks, which are becoming more common.

BMT remain active in looking out for future regulations impacting our industry. Some items on the horizon to watch out for include the 2nd Generation Intact Stability. This looks at dynamic stability effects and will change the way we carry out intact stability assessment. The Manilla amendments to STCW will come into force Jan 2017, this will require an extra ‘ETO’ officer on large yachts. Some work at the IMO is currently ongoing to update guidelines for vessels with Dynamic Positioning (DP) systems. This could include a new ‘Class 0’ to accommodate superyachts with basic systems.

BMT & University of Southampton at the Forefront of Technical Innovation The buzzword of the decade, ‘hybrid technology’ has not escaped the superyacht industry. They offer a multitude of benefits to a yacht, from increased range and performance, to silent running modes and improved comfort. Having developed these systems for large yachts since 2008, we shared the current BMT thinking with industry via a technical paper (Advanced Propulsion Trains for Superyachts) presented at the 23rd HISWA International Symposium on Yacht Design and Yacht Construction.

BMT Nigel Gee strives to remain at the very forefront of such technological innovation with a number of hybrid-drive yachts under construction and at various stages of engineering. With the increasing complexity of hybrid systems, the number of variables to be assessed during the conceptualisation of such systems has grown exponentially to a point where it can be extremely challenging to quantify the benefits that a hybrid system can bring.

Building further on their earlier work in this field BMT recognised the need

for a dedicated analytical design tool to evaluate the performance and efficiency of the power-train of a hybrid vessel. Early in 2015 we undertook to find a talented and enthusiastic university student looking for a challenge and the opportunity to gain experience in aspects of resistance and propulsion, mechanical engineering, electrical systems and programming.With a world-leading marine research institution on our doorstep, it was an obvious choice to turn to the University of Southampton’s SMMI research group (a collaborative institution between the University of Southampton and Lloyds Register). Proposed and supervised by Professor Dominic Hudson as an MSc research project, Antonios Chatzistefanou, a post-graduate with a background in mechanical engineering, took on the project. After a comprehensive literature review of previous work, Antonios successfully modelled each component of the

hybrid system using MATLAB, a numerical computing environment widely used across many engineering disciplines. Mathematically combining the components together allows a wide range of useful design data to be extracted. The uses of this program are extensive. By finding the total fuel consumption in each operating mode across the speed range, an optimised cruising speed can be selected. It can also be used to produce an accurate prediction of speed/range, give indication of the most appropriate battery capacity, and study the impact on overall efficiency of changing specific components in the system.

By continuing to work with top-flight universities, BMT remain at the cutting edge of our field developing tools enabling us to produce more efficient designs and better serve our clients requirements, whilst at the same time fostering the next generation of experts and innovators in the industry.

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BMT Nigel Gee Yacht Design Newsletter

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Issue 10 | 2015-2016

OKTO

Built for a highly experienced yachtsman to Northern European specifications and standards the 66m Okto represents the best of collaborative design, engineering and production.When ISA Yachts were commissioned for their largest build to date the Owner turned to BMT Nigel Gee to collaboratively support the shipyard technical team with naval architecture, technical consultancy and plan approval. James Roy, Yacht Design Director at BMT Nigel Gee comments, “The owner very much wanted us to work in close co-operation with the shipyard. He recognised that to achieve the best result would require the coming together of skills, knowledge and expertise which extended beyond any one individual or any one organisation. From the very first meeting we found the shipyard extremely open and collaborative which set the foundations for the rest of the project”.The Owner¹s representative, George Mourkakos, played a significant part in the project actively cementing the communication between the Owner, the shipyard and BMT. Clear and consistent communication for any project is important and in the case of Okto this open communication allowed BMT to work hand-in-hand with the shipyard to help engineer the yacht to the highest possible standard whilst the Owner remained actively involved throughout the journey. A key part of BMTs scope was to bring their hull from development and optimisation experience to bear and a careful blend of traditional and cutting edge technologies were used in the development of Okto’s hull form. Starting with optimisation of the sectional area curve, waterlines, section shapes and buttock lines by traditional methods gave a good basis for extensive optimisation by Computational Fluid Dynamics. This allowed a refined form to be developed which was then tested by MARIN the results of which were used to develop the final form. The calm water performance of the yacht was measured through a series of water resistance tests conducted at MARIN, Netherlands, alongside model seakeeping and manoeuvring tests. It is common for motor yachts of this size to undergo extensive calm water resistance testing and perhaps some limited seakeeping tests. However, the level of seakeeping and manoeuvring tests conducted on Okto was in-line with the type of testing commonly carried out on specialised commercial vessels. A series of wind tunnel tests were also conducted to identify the flow of air around the hull topsides and superstructure to ensure that exhaust gases are sufficiently dispersed away from exterior deck spaces.

On trails Okto exceeded her contract speed requirement and noise and vibration levels are commendably low. Several noise and vibration analyses were conducted early in the design stage in order to highlight the areas of structural or mechanical design having the greatest impact on noise and vibration, so that any necessary changes to structural scantlings or machinery arrangements could be incorporated into the design. Particular attention was given to the selection and placement of auxiliary equipment and foundations to minimise noise. The contract specification provided for noise and vibration figures concurrent with best superyacht practice. During trials the noise measurements out performed each and every requirement, in some cases average measurements were recorded at around one third to half those required in the contract.Andrea Vallicelli designed Okto’s exterior, evolving the initial brief with a focus upon the low overall profile. “The only recommendations were to design an original yacht, unique, and outside any known standard,” he says. “All main technical configurations, like the forward helipad, the aft swimming pool or the gym on the top deck, were conceived to maintain a sleek and stylish profile.” The result is a design that flows seamlessly into the interior. On completion of the project James Roy concluded, “BMT recognises that great design, engineering and innovation all benefit from collaboration and we would like to congratulate all of the talented partners who have played a part in delivering the client an exceptional yacht.”

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BMT Nigel Gee Yacht Design Newsletter

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Issue 10 | 2015-2016

BMT Nigel Gee Supports Sinot with New Concept DesignAt 2015’s Monaco Yacht Show Sinot Exclusive Yacht Design introduced their new 180m concept ‘Symmetry’ with naval architecture expertise provided by BMT Nigel Gee.

Sander Sinot comments: “Excellence in proportion, balance and harmony are Symmetrical characteristics that are important in architecture and design, the basis for this new eye catching concept to the market. The exterior of the yacht is fully symmetrical except for the helideck, but the interior is asymmetrical and because of this, the vessel can be utilised in many different ways.”

Symmetry has six decks, is 180m in length and has a beam of 29m providing an interior space volume of over 18,000 GT. Due to the build-up around the central space, functionalities fan out from the centre. The yacht has guest capacity of 34 persons, split into 12 guest cabins, four VIP cabins and one owner state room.

James Roy, Yacht Design Director at BMT Nigel Gee explains: “We were approached by Sander Sinot to collaborate on their idea for this aesthetically innovative concept. Having worked together on a number of projects we are comfortable with cooperating in the effective development of challenging designs. Our collaboration with Sinot has allowed us to develop the Symmetry design further, creating both a technically and aesthetically innovative concept.”

This yacht gives the owner the flexibility to be at either end of his or her private deck without having to sacrifice view or comfort. The wheelhouse, which is on the top deck, offers a 360-degree view out to sea with all the systems and controls located in the centre of the deck, with a control console facing out on both sides of the yacht.

Sinot integrated a two metre deep water feature on the upper deck that surrounds the interior structure. The aim being to blur the line between the end of the deck and the sea view on the horizon. Symmetry also offers an unexpected square skylight that extends from the top deck down to the main deck. Within this are two glass walkways that bridge the upper decks forward and aft while allowing views down below.

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BMT Nigel Gee Yacht Design Newsletter

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Issue 10 | 2015-2016

Concept Stiletto Oceanco revealed the 107 metre superyacht concept Stiletto with naval architecture completed by BMT Nigel Gee and interior & exterior designed by Ken Freivokh.

A superyacht which transcends the preconceived notions of interior and deck layout, this concept is a departure from Oceanco’s immediately recognisable and world revered 700 series.Her radical new layout offers impressive aft terraces surrounding a handsome swimming pool fully integrated with the external dining and bar areas, while also extending to a massive beach club and gymnasium. What is unusual however is the fact that Stiletto also boasts an impressive outdoor terrace forward, fully protected under shading louvres, including another large swimming pool, bar/pantry, seating and recliners, all with the backdrop of a spectacular waterfall feature leading to the extendable helipad. The owner’s suite and terrace with spa pool offer complete privacy, with a view over the aft pool and aft boarding platform.There are many different options for enjoying life and relaxation aboard Stiletto. In addition to the unusual deck layout, the interior has an incredible two storey saloon with magnitudes of airy space. With a central bar acting

as a focal point the upper level mezzanine balcony offers panoramic views.Two elements link the layout; a central glass lift and large spiral staircase both of which are capped by a major skylight feature bringing sunlight down through to the heart of the yacht. The lower deck also offers a gym, spa and toys and tender garage.While the layout on board is a revolutionary take on the status quo, Stiletto also has a lot to offer beyond this. She employs a hybrid propulsion system optimised to allow a broad range of operating conditions.Powered by two MTU 16V2000 M72 engines she will have a maximum speed of 18.5 knots. Stiletto’s hull has been optimised for a careful blend of low resistance and excellent seakeeping ability which, when married with her advanced exhaust system, wasted energy regenerative systems, and silent operational capabilities, makes this project one of the more advanced, greener and radical concepts to emerge in 2015.

Real-time Performance ManagementBMT SMART is the specialist Fleet and Vessel Performance management company within the BMT Group.

Design Competition

BMT SMART offer a comprehensive suite of products and software modules to help owners, management companies or shipbuilders to manage and optimise fleet and vessel performance in real-time, as well as validating and benchmarking results.SMARTVESSEL is an advanced real time vessel performance management tool. The system continuously records a vessels navigation and engine room data (fuel consumption, shaft rpm and torque) and brings it together with highly accurate hindcast metocean parameters in order to present performance trends over time and help to identify remedial measures.The data collected on-board by the SMARTVESSEL system can be used for on-shore diagnostics (“Are my vessel’s hull and propeller clean? Is my engine running well?”) as well as enabling compliance with current and future legislation (e.g. SEEMP and emissions reporting). BMT SMART is already working with many of the world’s leading ship operators and are well ahead of the curve in terms of environmental compliance.Whilst bunker prices remain low, the BMT SMART software can help maximise the speed performance. However,

should fuel prices start to rise again in future, then the BMT SMART software will equally help mitigate as much of that increase as possible by ensuring the vessel is operated as efficiently as possible.

At the 2015 London Boat Show the inaugural Superyacht UK Design competition was held.

Q&A with winner Dave Rowels Did winning the competition open any doors for you? It certainly did; it created connections within the industry that I could never imagine acquiring throughout a career - never mind at the beginning of one.

Are you still hand-drawing now?I’m lucky enough in my new job to be utilising a pencil most days. My influence on my current office means that it is now becoming a more integral part of the design process.

What have you done since winning the competition? I finished university and graduated with a first for my project and I have begun my career in Monaco working for Pastrovich Studio. I’m already learning so much and developing at a tremendous rate. It’s important that I keep progressing in the same vein and absorbing all that’s around me

The event was designed to raise the profile of the essential hand-drawing skill which is quickly becoming a lost art and also to increase awareness of the marine industry as a potential career option. Eight students from Plymouth, Wolverhampton, Coventry and Central Lancashire Universities take part in the Superyacht UK organised competition. David Rowles scooped the top prize and BMT recently caught up with him.

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