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The American Boat and Yacht Counsel (ABYC)

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PAGE CONTENTS: ^ Overview, History, Organization, Contact Information with Links, etc. ^ List of ABYC Standards ^ ABYC Standards Classes and Certification ^ Forum Posts, Tech Notes & Tech Tips. ^ Publications & Media: Articles, Books, Magazines, Videos, Websites, Authors, etc. ^ Related EAB  Webpages. ^ Visit our FEATURED ARTICLES Home Page ! Thanks to our amazing contributors. ^ This Months Top 20 Most Popular Articles on our EAB  Website . ^ Members must SIGN IN to gain access to Members Only areas of this website . ^ Become an Academy Member and gain access to additional pages and programs ! ^ Comments for everyone to view: Submit to  Comments♥EverythingAboutBoats.org (Replace “♥” with “@”) . ^ Academy Members’ Comments & Reviews that only current Academy Members can view. ^ Academy Members’ Exclusive Comment Submission Box. NOTES: This page is pretty much finished. Please let us know if anything needs fixing. Enjoy. ♣

The American Boat & Yacht Council (ABYC) was created in 1954 as a non-profit organization to develop safety standards for the design, construction, equipage, repair and maintenance of boats.

The story of the American Boat & Yacht Council, Inc. starts several years before ABYC was formally organized. As early as 1950, members of the former Motorboat and Yacht Advisory Panel of the Coast Guard’s Merchant Marine Council had expressed an interest in having the boating industry, public, and government combine their talents to draft standards and recommended practices for the construction of small craft and associated equipment. The panel thought that such a broad-based effort could win wide support and acceptance of its recommendations.

With this encouragement, the American Boat & Yacht Council was incorporated in 1954 under New York State law as a nonprofit, public service, membership organization. The ABYC now numbers over 4000 individuals, corporations and associations, worldwide.

Organization

Contact Information

ABYC Headquarters 613 Third Street – Suite 10 Annapolis, Maryland 21403 Telephone: (410) 990-4460 Hours: M-F 8am – 5pm Webesite:  www.abycinc.org . Contact Form:  www.abycinc.org/contact/index.cfm .

List of ABYC Standards

A-1 Marine Liquefied Petroleum Gas (LPG) Systems A-3 Galley Stoves A-4 Fire Fighting Equipment A-6 Refrigeration and Air Conditioning Equipment A-7 Liquid and Solid Fueled Boat Heating Systems A-14 Gasoline and Propane Gas Detection Systems A-16 Electric Navigation Lights A-22 Marine Compressed Natural Gas (CNG) Systems A-23 Sound Signal Appliances A-24 Carbon Monoxide Detection Systems A-26 LPG and CNG Fueled Appliances A-27 Alternating Current (AC) Generator Sets A-28 Galvanic Isolators A-30 Cooking Appliances with Integral LPG Cylinders A-31 Battery Chargers and Inverters E-2 Cathodic Protection E-4 Lightning Protection E-10 Storage Batteries E-11 AC & DC Electrical Systems on Boats H-1 Field of Vision from the Helm Position H-2 Ventilation of Boats Using Gasoline H-3 Windows, Windshields, Exterior Hatches, Doors, Port Lights, and Glazing H-4 Cockpits and Scuppers H-5 Boat Load Capacity H-8 Buoyancy in the Event of Swamping H-22 Electric Bilge Pump Systems H-23 Installation of Potable Water Systems H-24 Gasoline Fuel Systems H-25 Portable Gasoline Fuel Systems H-26 Powering of Boats H-27 Seacocks, Thru-Hull Connections, and Drain Plugs H-28 Inflatable Boats H-29 Canoes and Kayaks H-30 Hydraulic Systems H-31 Seat Structures H-32 Ventilation of Boats Using Diesel Fuel H-33 Diesel Fuel Systems H-35 Powering and Load Capacity of Pontoon Boats H-37 Mini Jet Boats H-40 Anchoring, Mooring, and Lifting H-41 Reboarding Means, Ladders, Handholds, Rails and Lifelines P-1 Installation of Exhaust Systems for Propulsion and Auxiliary Engines P-4 Marine Inboard Engines and Transmissions P-6 Propeller Shafting Systems P-14 Propulsion Control Systems P-17 Steering Systems for Outboard, Inboard, Sterndrive, and Water Jet Drive Boats P-18 Cable Over Pulley Steering Systems for Outboard Engines P-21 Manual Hydraulic Steering Systems P-22 Steering Wheels P-23 Steering and Propulsion Controls for Jet Boats P-24 Electric/Electronic Propulsion Control Systems S-7 Boat Capacity Labels S-8 Boat Measurement and Weight S-12 Outboard Motor Transom and Motor Well Dimensions S-30 Outboard Engine and Related Equipment Weights More from Wikipedia .

ABYC Standards Classes and Certification

ABYC offers standards classes and certification. See www.abycinc.org/?page=Education .

ABYC also arranges discounts for its members to take classes from Westlawn Institute of Marine Technology .

Forum Posts, Tech Notes & Tech Tips

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Related EAB Webpages

EverythingAboutBoats.org Related Main Topic Pages with Links

BOAT PRODUCTION : ^  Statutes & Standards : ^  ^  Laws : ^  ^  Classification Societies : ^  ^  ABYC (American Boat and Yacht Council – US): ^  ^  NFPA (National Fire Protection Association – US) : ^  ^  International Standards : IMO, ISO, etc . ^  Do-It-Yourself Boat Building :

BOAT INSPECTION : ^   Types of Marine Surveys : ^   Marine Surveyors: Countries by Regions : ^  ^   Marine Surveyors: United States : ^  Marine Surveying Schools : ^  Do-It-Yourself Inspections :

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The Latest On Lithium Batteries

Advertisement

The technology has advanced in leaps and bounds. Let's look at where we are, and whether it's ready for prime time.

Large bank of ­li-ion batteries with a properly programmed charger (blue box) used to supply an e-powered boat using twin Oceanvolt electric drives.

OK, you've seen the ads, watched the YouTube videos, and been to the boat shows to learn everything you could about lithium-ion (li-ion) batteries. You've read boating magazine articles touting the possibility of running your boat without the need for an AC generator because you can add enough battery power to run all of your electrical needs through a DC to AC inverter.

You want to do your part to help reduce carbon emissions by eliminating at least one fossil-fueled engine on board. How is this possible? Well, because li-ion batteries are much lighter than their more traditional counterparts. They can be discharged to much lower levels without damage to the batteries and therefore offer more amps available for a given physical size. Plus, they can be recharged much quicker than traditional lead-acid batteries. One ad even claims that the cycle life of the batteries is as much as 14 times greater than traditional lead-acid batteries. Now you're thinking of pulling the trigger when your batteries need replacing and swapping them out for a new set of li-ion batteries. Before you do, let's take a close look at the state of the art.

A Bit About The Chemistry

Early on there was talk about risk of fire with lithium batteries. I authored a general article several years ago on battery technology, noting that some of the industry's largest retail vendors weren't offering li-ion batteries, despite magazine articles and online forums discussing the pros and cons of the technology. At the time, I was involved with the technical committee working on the development of a standard that would outline basic concerns and precautions necessary to ensure safe li-ion battery installation. In my early article, penned before final recommendations were written, I recommended that AGM lead-acid batteries were the safer bet at that point in time. But a lot has happened in the last several years. This year the American Boat and Yacht Council (ABYC) has a new standard, ABYC E-13, that has allayed most of my concerns over this major technology shift.

A big part of the safety issues here has to do with the exact electrolyte chemistry employed by the battery manufacturers. Lead-acid batteries, first invented in 1859, have always used diluted sulfuric acid as an electrolyte. Regardless of the chemistry, lead-acids incorporate the same basic components internally: cells that have positive and negative electrodes and an electrolyte.

In the case of li-ion batteries, the negative electrode is generally made of carbon. The positive electrode is typically a metal oxide. The electrolyte is a lithium salt mixed in an organic solvent. Over the years, chemists and engineers have experimented with varying materials to maximize electrical current density, and sensitivity to temperature variations. The bottom line has been concern over chemical availability, electrical performance, cost, and safety characteristics. Early on, lithium cobalt oxide was used, then lithium manganese oxide. Most popular today is lithium iron phosphate.

Early lithium cobalt chemistry was quite sensitive to temperature variations and more prone to what is known as "thermal runaway," which you cannot extinguish with a conventional marine-approved fire extinguisher. The only li-ion battery-related fires aboard boats that I'm personally familiar with were using that lithium cobalt chemistry. There are several foreign and domestic fire extinguisher companies that have extinguishers they claim will be effective in the event of a thermal runaway fire, but there are none at this writing that have received U.S. Coast Guard approval. Therefore, the jury is still out on that front.

Consequently, the lithium iron phosphate chemistry has risen to the top as the safest of available chemistries at this writing. I've heard of no fire-related issues with it.

What About Industry Standards?

Multiple industry standards apply to li-ion batteries and their installation. Several look at the actual construction of the batteries. The new ABYC E-13 standard centers around system integration and the actual installation of the battery. Compliance with these standards will go a long way toward ensuring your safety as well as the overall reliability of your battery system. But also, compliance with these standards will add extra costs to the price of the battery itself. (See "Considerations For The Li-ion Consumer" below.)

Considerations For The Li-ion Consumer

• Each battery represents a large collection of individual cells interconnected to create a battery of a given voltage output (e.g., 12, 24, 36, 48 volts). Series connecting li-ion batteries to increase system voltage is NOT generally recommended; this can upset the electronic battery management system's (BMS) logic. That said, Mastervolt, for example, allows for it but limits it. In all cases, following manufacturer recommendations is a must. Paralleling of li-ion batteries is allowed to increase amp-hour capacity, but it will also increase overcurrent protection requirements, adding additional cost.
• Li-ion batteries have a very high recharge acceptance rate. This puts an extreme load on your engine's alternator. Can your existing alternator handle it? If an upgrade is needed to a higher output alternator over 100 amps, a double-belt pulley or serpentine belt conversion will be needed, and this conversion will cost at least $1,000. Check if these components are available for your engine.
• At the very least, a programmable voltage regulator will be needed to accommodate the specific parameters of the li-ion battery.
• You may need a thermal cutout switch for your alternator. High output equates to high heat, which destroys electrical gear over time.
• The battery storage area needs to be watertight.
• Increased alternator output requires upsizing the wiring from your alternator connecting to your electrical system.
• A shore power-supplied battery charger needs to be programmable for li-ion applications. If equipped with a cell-equalization function, it must be shut off and labeled to remain in the off position. Depending on output, new chargers range from about $600 to $2,500, plus installation. Some li-ion battery suppliers dictate that only their charger be used with their batteries.
• Make sure the battery you select has either an internal BMS or matched external system as allowed by ABYC E-13.
• Ensure that the battery storage location can maintain both high- and low-temperature parameters as specified by the battery manufacturer.
• A main battery switch with the appropriate amperage rating is required as an isolation switch , not to be considered as a primary protection device in the output from the li-ion battery or bank. If a shutdown condition is approaching, a BMS should notify the operator with a visual and/or audible alarm prior to disconnecting the battery from the DC system. This involves additional wiring above and beyond the battery installation. Also, not all li-ion BMS systems may offer this function. Confirmation will be needed.
• Engine starting may require a separate traditional lead-acid battery as most li-ion batteries aren't designed with adequate cranking amperage ratings. There are many reports from the field indicating that the li-ion battery's BMS will sense the high starter motor current draw, realize that it's a higher draw than design parameters allow for, and simply shut down the battery. In the case of outboard-powered boats, the alternators and regulation systems are generally not compatible with li-ion recharge needs, so connecting the outboards to lead-acid batteries, then interconnecting li-ion batteries via DC-to-DC converters is a possible option. This will add considerable cost.
• Keep in mind that many outboard engine manufacturers won't honor their warranties if their engines are connected to li-ion batteries. Most recently, we're beginning to see li-ion offerings that do claim to be starter-motor compatible, but cranking amperage ratings for the battery must be matched to the needs of your boat's engine starters.
• Consider providing alternative power to what ABYC describes as "mission critical" systems — navigation lights, electronic positioning, and communication equipment — in the event of a BMS battery shut down. This can be accomplished via an additional li-ion battery or a conventional lead-acid battery. Again, additional wiring may be needed.
• If battery monitoring is something you want, a standard voltmeter won't do the job. Li-ion batteries maintain a constant voltage until they reach the end of their useful state of charge and then drop off to nothing quite rapidly. You'll need a true state of charge (SOC) meter with a shunt that measures amps in and out of the battery to obtain useful readings, which will require wiring.
• ABYC requires all battery outputs to have overcurrent protection in accordance with ABYC E-11. Typically, this means installing a class T fuse and holder, which will cost more than $100.
• M astervolt, for example, requires that a safety relay (part #770B-BSS) be installed in addition to its MLI series batteries. Look for special requirements for any li-ion battery selected.
• ABYC E-13 dictates that no electrical connections be made directly to the battery that could bypass the BMS. This could happen easily on a system with a remote BMS not integrated into the battery top.

At this writing, ABYC has four relevant standards related to batteries . ABYC Standard A-31, E-10, and E-11 address all battery and charger installations as well as wiring, and the new E-13 specifically addresses li-ion batteries. This new lithium standard is a must-read for anyone considering the jump to li-ion batteries on board.

Additional standards, UN 38.3 and UL 2271, also come into play here as a helpful determinant of lithium-battery and lithium cell-control system integrity for transportation (shipping) purposes. The tests consist of thermal and vibration testing, shock tests, short-circuit testing, impact, and crush testing as well as overcharging and forced discharge tests. UL 2271 covers battery safety requirements for the design, manufacture, and testing of lithium-ion batteries used in Light Electric Vehicle (LEV) applications.

A remotely mounted battery management system (BMS). This is allowed under ABYC standards, however, installers must ensure that nothing is powered directly from the battery(s) before the BMS.

A Mastervolt li-ion battery with integrated BMS and the standards-required class "T" fuse to its right mounted on the bulkhead. This is an additional expense when upgrading to li-ion batteries.

Compliance with these two standards goes a long way toward ensuring a high-quality battery. The RELi-ion brand complies with these standards, and the Dakota and Mastervolt brands comply with the UN 38.3 standard, to name a few. The UN 38.3 standard addresses battery construction issues. Certification to this standard is a huge plus for a battery and its integrated battery management system. ABYC E-13 is more about the installation.

What The Sales Literature May Not Mention

You may have seen ads that imply that a li-ion battery is a "drop-in" replacement. Depending on how your boat is currently equipped, this statement can be far from reality. It's important to remember that the potential economic advantage of this technology really centers around battery cycle life. Without the extremely long cycle life these batteries can offer, the economics don't make sense when compared to, say, a lead-acid AGM-type battery. As a point of comparison, the Dakota brand claims its battery will last four times longer than any lead-acid of comparable size and amp-hour rating; its group 31 size is $900 and comes with an 11-year warranty. A Northstar brand AGM (very high quality) of the same size comes with a four-year warranty and sells for $700. A West Marine brand group 31 flooded cell battery sells for $200 and comes with a one-year replacement warranty.

Label from a Promariner brand battery charger that has a li-ion battery function selection for its output. Most battery chargers do not have this function if they are more than a few years old.

Based on the new E-13 ABYC standard, I've created a checklist of things to consider before you attempt to install li-ion batteries in your boat (see sidebar above). Remember, this list will vary considerably depending on whether you have a sail- or powerboat and how much reserve battery power you want to have.

Final Thoughts

I'm comfortable with li-ion battery technology as long as the standards and guidelines mentioned here are followed. I compare the technology advancement to several things older readers will remember well. ABYC, for instance, was formed in 1954 to deflect the government from regulations on recreational boats. At the time, fires and explosions were occurring at an alarming rate with gasoline-fueled boats. Development of both federal laws and ABYC standards specific to fuel and electrical systems took care of that problem, and you rarely hear of such occurrences today, as long as standards have been followed with installations and maintenance.

In 1975, when electronic ignition systems for engines were introduced, everyone panicked because they wouldn't be able to get their engine running again when the sensitive electronics failed. We went through similar gyrations when electronic fuel injection was introduced, again back to the late 1960s and early '70s. You'd be hard-pressed to find engines today that aren't controlled by electronics, and they're more reliable than ever!

My point is that seemingly delicate electronic systems are actually much more robust than we often give them credit for — as long as you stick to well-known name brands with a track record. The electronic battery management systems (BMS) that control these li-ion batteries today are going to do just fine as long as standards and installation guidelines are followed. If not, then all bets are off.

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Bayesian yacht sinking: Divers race to rescue Mike Lynch’s hard drive from boat’s safe on ocean floor

LIVE – Updated at 16:45

Divers are racing to retrieve Mike Lynch’s personal hard drives locked in a safe on the ocean floor, according to reports.

Italian newspaper la Repubblica reported that the tech billionaire, whose clients included MI5, the NSA and the Israeli secret service, didn’t trust confidential documents on the cloud and kept two encrypted hard drives in a safe which now lies 49 metres below sea level.

Investigators from Palermo said that no personal effects of the seven victims and 15 survivors have been recovered so far and that surveillance on the sailing ship continues 24 hours a day. They say the only hard drives brought to the surface are those of the ship.

An investigation into manslaughter is set to continue after specialist divers recovered video equipment that could explain how it sank.

Italian prosecutors will continue their probe after a source told Reuters Navy divers recovered parts of the deck , computer material, video surveillance systems, hard drives and various other equipment.

The electronic devices have been sent to specialised labs outside of Sicily to check their condition and possibly recover data, the source added.

Italian navy recover video equipment

• Two encrypted hard drives of Mike Lynch remain 49m underwater locked in safe - report

Professor fears more deaths by ‘medicanes’ after Bayesian tragedy

Mike lynch’s yacht was ‘unsinkable’, says boss of company who built boat, seven key unanswered questions around the sinking of the bayesian, darktrace to be taken over after mike lynch’s death.

Darktrace shares are set to stop trading publicly at the end of September, after the company set a timetable for its blockbuster private equity takeover to be completed.

The private equity group Thoma Bravo struck an almost 5.31 billion dollar (£4.3 billion) deal to buy Darktrace in April.

Darktrace AI interrupts in-progress cyber-attacks in seconds, including ransomware, email phishing, and threats to cloud environments.

It marks one of the biggest take-private deals for a London-listed company in recent years, and will see Darktrace leave the FTSE 100 on October 1.

Poppy Gustafsson helped to set up the Cambridge-based company in 2013 alongside Autonomy founder Mike Lynch.

Mr Lynch, and his daughter Hannah, were among seven people to die after the Bayesian superyacht sank off the coast of Sicily last month.

Bodies flown back to UK on private planes - report

The bodies of Mike Lynch, his daughter Hannah, 18, and the other victims of the Bayesian disaster have been flown back to their families after their post-mortems, according to reports.

They were repatriated on private planes, with their private funerals expected to be held over the coming days, Italian media reports.

The British tech tycoon ’s boat had been moored near the port of Porticello on 19 August when it sank during the early hours of the morning . It is now lying 50m below the surface.

Among those killed were Mr Lynch and his 18-year-old daughter Hannah, who had been due to begin studying at Oxford University in September, as well as four other family friends and associates .

Jonathan Bloomer, the international chairman of Morgan Stanley Bank; his wife Judith, a psychotherapist; Christopher Morvillo, a US lawyer; and his wife Neda, a jewellery designer also died in the sinking.

Also killed was the yacht’s chef, Recaldo Thomas, whose body was recovered floating near the wreckage.

Four victims found with carbon dioxide in lungs

Tech billionaire Mike Lynch, his daughter Hannah, 18, and five other people died when the Bayesian went down in a downburst, which is similar to a small tornado.

Chef Recaldo Thomas, Jonathan Bloomer, the Morgan Stanley International bank chairman, his wife Judy, and Chris Morvillo, a Clifford Chance lawyer, and his wife Neda, were the other victims of the August 19 tragedy.

Four of the victims are feared to have suffocated to death in air bubbles that filled with carbon dioxide, according to their autopsies raising the frightening possibility that they may have been conscious after the yacht sank, according to Italian news outlet La Republica.

Fifteen people, including Angela Bacares, Lynch’s wife, survived when they were rescued by a nearby yacht.

Giovanni Costantino, the chief executive of the Italian Sea Group, said there are no flaws with the design and construction of the Bayesian and it is “one of the safest boats in the world”.

The Bayesian, a 184-ft superyacht carrying 22 passengers and crew, was anchored off the port of Porticello, near Palermo, when it disappeared beneath the waves in a matter of minutes after a freak tornado struck.

“The ship sank because it took on water, from where investigators will have to say,” Mr Costantino told television news programme TG1.

He suggested that the sinking was down to a series of human errors.

The CEO said that had the crew shut all doors and hatches, turned on the engine, lifted the anchor, lowered the keel and turned the yacht to face the wind, they would have suffered “zero damage”.

He added that data showed it took 16 minutes from when the wind began for it to sink.

Cartoisio said the tragedy will be even more painful if the sinking was caused by “behaviours that were not aligned to the responsibilities that everyone needs to take in shipping”.

Bodies of Mike Lynch and daughter Hannah flown back to families after Bayesian superyacht sinking

The bodies of those who died after the billionaire Mike Lynch’s Bayesian superyacht sunk off the coast of Sicily have been flown back to their families by private jet.

Italian publication Giornale di Sicilia reported post-mortem examinations were completed at a Palermo hospital and the bodies have now been returned.

My colleague Tom Watling reports:

Bodies of Mike Lynch and daughter flown back to UK after Bayesian tragedy

Captain gives his account of tragic sinking

Captain James Cutfield previously gave his terrifying account before invoking his right to remain silent.

According to Correire, he told prosecutors: “Seaman Griffiths came to wake me up and told me that there were 20 knots of wind.

“I looked at the instruments and indeed that was the case. I went out immediately and asked them to warn everyone because I didn’t like the situation.”

He said the Bayesian tilted 45 degrees “and remained like that for a bit and then suddenly fell to the right.

“We were catapulted into the sea”.

Seaman Matthew Griffiths, 22, said: “We somehow climbed back up to the bridge and tried to form a human chain to save those who managed to reach that gap from the accommodation deck ... they were struggling on the walls because the boat was lying in the water.

“The first in the chain was the captain who stretched down. He helped everyone, the ladies, the mother with the little girl ... But we were sinking and unfortunately some didn’t make it .”

Mr Griffiths joins fellow Brit Tim Parker-Eaton, 56, and Kiwi skipper James Cutfield, 51, on the official list of those being formally investigated for shipwreck and multiple manslaughter.

Being investigated does not equate to being charged and is a procedural step.

Professor Yoav Yair, Dean of the School of Sustainability at Reichman University in Israel, told the Mirror that storms dubbed ‘medicanes’ - Mediterranean hurricanes - could cause similar sinkings like the Bayesian superyacht.

He said: “It is not a matter of if this (the Bayesian disaster) will happen again, but rather it’s when and where.

“In the last couple of years we have seen medicanes - which are a new phenomena. These are hurricane-like storms that pack a lot of energy, and create flash flooding, torrential rains, lightning, hail and severe sustained winds. The 2023 “Daniel” medicane destroyed Libya and caused over 30,000 deaths there.

“The sea surface temperature has risen globally and in the Med as well, charging the atmosphere with increased fluxes of water vapor, which means a higher potential for massive storms.”

With the Bayesian lying on her side 50 metres underneath the now gentle waters of the Mediterranean, mystery still surrounds how the 56-metre superyacht, sank in the typhoon off the port of Porticello.

Remotely controlled underwater vehicles and cave divers are looking to raise the yacht , which experts will examine in the coming days.

The key unanswered questions around the tragic sinking of the Bayesian

Italian Navy divers have recovered video surveillance equipment from the wreckage of billionaire Mike Lynch’s Bayesian superyacht that could explain how it sank.

The British tech tycoon’s boat had been moored near the port of Porticello on 19 August when it sank during the early hours of the morning. It is now lying 50m below the surface.

Among those killed were Mr Lynch and his 18-year-old daughter Hannah, who had been due to begin studying at Oxford University in September, as well as four other family friends and associates.

Divers hunting for clues on how Mike Lynch’s superyacht sank make discovery

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‘Project Ali Baba’ Yacht Makes Jeff Bezos’ $700 Million Megayacht Look Tiny

Image: DMARGE/BOAT

• Lurssen’s $450 million Project Ali Baba is a 466-foot floating palace, set for delivery in December 2024.
• This luxury superyacht will accommodate 24 guests across 12 staterooms, served by 45 crew members, and features two helipads.
• Despite a collision during construction and a change in ownership due to sanctions, Project Ali Baba promises to set new standards in the world of luxury yachting.

Last year, German shipyard Lurssen made headlines with the unfortunate fire and the destruction of a Saudi billionaire’s $250 million USD yacht . But, like the phoenix rising from the ashes, Lurssen’s back in the spotlight with the superyacht Project Ali Baba—a 466-foot vessel that makes Jeff Bezos’ 416-foot sailing yacht, Koru , look like a dinghy in comparison.

A Palace Fit for a Super-Modern Sultan

Project Ali Baba has begun sea trials in Germany, with construction nearly complete and only minor adjustments remaining. The trials showcase a close-up of the yacht’s extended bow, drawing inspiration in design from military styles. The vessel is scheduled for delivery in December 2024.

At $450 million USD, Project Ali Baba is the nautical equivalent of the GDP of a small country. This aquatic wonder will sleep 24 guests in 12 staterooms, waited on by 45 crew—because when you’re this wealthy, even your help has help.

The four-deck yacht features two helipads—one fore and one aft—revealing the near-constant flurry of high-profile visitors. It also features a spacious beach club off the aft of the main deck and several lounge areas sprinkled throughout, promising endless possibilities for relaxation and fun.

Luxury That Defies Description

Characteristically tight-lipped, Lurssen doesn’t give away many secrets regarding the interior of this yacht. However, reports suggest unparalleled luxury abounds: sumptuous furnishings, sophisticated entertainment systems, and custom finishes redefine opulence. The upper deck is rumoured to be a private sanctuary for the ultra-wealthy owner, with exclusive amenities to fire the imagination.

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Built from a steel hull, aluminium superstructure, and teak decking, Project Ali Baba is an engineering masterpiece with great design. With a gross tonnage of 9,400 GT, she will enter into the elite fleet of only 70 motor yachts that have exceeded 100 meters in length. Her MTU engines promise impressive performance, with a maximum speed of 20 knots and a cruise speed of 12 knots. With an added 3,000 nautical mile range, no destination will be out of reach.

A Giant’s Turbulent Path

The path of this yacht to centre stage wasn’t all without incident. In December last year , the yacht collided with an internal gate and had a brief encounter with a bridge, providing an early, brief glimpse of the gigantic vessel of luxury.

Project Ali Baba started construction in 2019 and was commissioned by Russian billionaire Leonid Mikhelson, estimated to be worth $25.5 billion USD per Bloomberg . Then came Russia’s war on Ukraine, and Mikhelson wasn’t able to take possession because of subsequent sanctions. Sold while still under construction, the true identity of Project Ali Baba’s new owner remains a tantalising mystery.

The Future of Floating Fortunes

Even as climate activists protest these fuel-guzzling giants and the occasional superyacht meets an unexpected fate , the demand for these floating palaces simply shows no signs of abating. Project Ali Baba is among the ten superyachts in the construction process at Lurssen.

As a matter of fact, it is estimated that the global superyacht market was valued at over $10.2 billion USD in 2022 and is set to hit $25.7 billion USD by 2032, growing at a robust 9.8% CAGR.

Whether one applauds or condemns the luxury yacht industry, the numbers do tell the story. The rich and famous continue to pump money into these fabulous vessels as part status and part testament to their unlimited wealth. With Project Ali Baba set to rule the waves, the adage is once again proved right that as far as superyachts are concerned, nothing’s too big, too luxurious, or too expensive.

After all, in the world of the super-rich, the sea’s the limit.

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ABYC Standards Significantly Reduce Boating Accident Frequency and Severity

The American Boat and Yacht Council (ABYC), a nonprofit association that sets voluntary global safety standards for the design, construction, maintenance, and repair of recreational boats, in collaboration with the United States Coast Guard (USCG), released a significant analysis by independent research firms Industrial Economics, Inc. (IEc) and ITA International. This analysis focuses on the effectiveness of ABYC standards in enhancing recreational boating safety and was presented during the USCG/ABYC Risk Mitigation webinar "Don’t Be a Statistic. Data Saves Lives" on May 1.

During the webinar, Megan Sheahan, a senior associate at Industrial Economics, reported that boats certified to ABYC standards are 43% to 47% less likely to be involved in certain types of accidents. Additionally, adherence to these standards reduces the likelihood of fatalities by 26% to 58% in accidents that do occur, demonstrating that ABYC standards not only decrease accident occurrences but also lessen their severity.

"This important research confirms what many have believed anecdotally, which is recreational boats that are built to voluntary standards are less likely to be in certain accidents than those built to the Coast Guard's minimum standards,” said Jeff Ludwig, chief of the Recreational Boating Product Assurance Branch at the USCG. “In many cases voluntary standards exceed the Coast Guard's requirements, and this extra effort by some manufacturers should be noted by consumers."

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Monaco Yacht Show 2024: The Biggest, Boldest and Most Expensive Superyachts To See

Even in its 33rd year, Monaco Yacht Show continues to break its own milestones.

By Ellys Woodhouse and Toby Louch

The principality of Monaco has a calendar that’s filled with major events. While the financial benefits of this little tax haven ensure its population remains fairly well stocked with super-rich and socialites year-round, it’s these events that truly bring the masses. April calls for the tennis at The Rolex Monte-Carlo Masters; in May it’s time for the Formula One Grand Prix ; June brings the world-famous car show Top Marques ; and summer draws to a close with perhaps the most glam of the bunch, the Monaco Yacht Show, which this year falls on September 25 – 28.

For those interested in gazing upon some of the finest yachts that can be found anywhere in the world, Monaco ’s Port Hercules is a pretty good spot year-round, but for the weekend of the Monaco Yacht Show, things enter a different league.

The Monaco Yacht Show is essentially a gathering of the global superyacht community. From owners to innovators, manufacturers and brokers, all head to the principality. Each year, builders and brokers present around 120 superyachts and 60 luxury tenders , with many of these reflecting current industry trends and revealing the potential future direction of the industry. These vessels boast an average length of around 160 ft, with a sprinkling of superyachts that top the 320 ft mark – with this year’s headliner clocking in at 400 ft.

Aside from the yachts themselves, visitors can expect countless designers improving yacht interiors and engineers working to ensure the industry becomes more sustainable. There’s sure to be a lot going on.

So ahead of this year’s event, Elite Traveler has looked into which yachts will be on display at Port Hercules and curated a list of some of the show’s unmissable vessels. So blow the dust off your Panama hat and add a few zeros to your credit card limit, because these are some of the biggest, boldest and most expensive boats attending the 2024 Monaco Yacht Show.

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H3: The Market’s Most Expensive Superyacht Debuts a New Design

The undisputed biggest headline of this year’s show – in every sense of the word – Lürssen’s Kismet will be the largest yacht to go on display in Port Hercules. While the previous title holder was another from Lürssen, the 377.6-ft Ahpo, the Kismet takes its victory by a considerable mile, clocking in at 400 ft. Previously known as Project Jag, the Kisamet was handed over to owner Shahid Khan in May 2024, making it one of the show’s newest deliveries, too. 

With exterior design by Nuvolari Lenard and naval architecture by Lürssen Yachts along with Reymond Langton Design working on the yacht’s interiors , Kismet is decked out with a helipad, beauty salon, indoor and outdoor cinema, dance floor and gym. Perhaps unsurprising, but all this makes Kisamet one of the most expensive yachts to charter , too, asking for €3m (approx. $3.4m) per week with Cecil Wright & Partners. 

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Delivered in 2019 by SilverYachts and refitted in 2024, the almost 280-ft, self-described ‘sports activity vessel’ Bold takes center stage at Monaco Yacht Show 2024. Designers Espen Øino created the superyacht’s striking, military-inspired exterior, creating a unique glass-enclosed loft on the upper deck that covers over 3,200 sq-ft of interior space. Meanwhile, Vain Interiors has created an opulent, New York-style loft, which is built to accommodate up to 12 overnight guests in eight luxurious staterooms and can carry up to 96 passengers while cruising.

With a a huge selection of water toys, a vast outdoor entertaining area with a bar and Teppanyaki grill, a cinema, an eight-person hot tub and a lounge surrounding a firepit, it’s no surprise that the Bold is a popular charter yacht, with Holl Robinson asking €875,000 ($972, 800) per week. 

Following an extensive, three-year rebuild, the most expensive superyacht on the market has returned to Port Hercules for 2024, complete with a new look – and price tag, too, asking for €295m ($328m). The 344.5-ft Oceanco H3 superyacht has already picked up a handful of international awards for the new look and is expected to impress many fans at Monaco Yacht Show 2024. 

In addition to the extra 10 meters that were added to the H3 ’s hull, the rebuild – from the likes of Reymond Langton Design, which worked on both the exterior and interior redesign, and the collaboration between Lateral Naval Architects and Oceanco on its naval architecture – also saw a pool deck, huge spa and wellness area and climate-controlled winter garden added to H3 ’s numerous amenities. 

[See also: Life Onboard The World Residences at Sea]

With its distinctive, shark-like exterior design, the 295-ft superyacht DAR will be hard not to miss at Monaco Yacht Show 2024. Built by Oceanco with exteriors designed by Luiz de Basto Design, the glossy black silhouette was inspired by the look of the hammerhead shark, with sinuous lines, wide set wing stations and a mast modeled after a dorsal fin. 

Meanwhile, renowned Italy-based studio Nuvolari & Lenard has crafted swooping, contemporary interiors. DAR’s impressive features include a complete owner’s deck, complete with a private salon and jacuzzi, a wellness area, an impressive beach club, and two helipads for private use. Offering grandeur and complete privacy in equal doses, DAR can accommodate up to 14 guests in overnight accommodation, with separate living quarters to host as many as 31 crew members.

[See also: Does this 357-Foot New Yacht Belong to Steven Spielberg?]

Despite only hitting the waters in June this year, the first wallywind110, Galma , is set to make its global debut at Monaco Yacht Show 2024. Measuring almost 110 ft, Galma ’s naval architecture comes from German studio judel/vrolijk & co while interior and exterior lines are designed by Wally in collaboration with Santa Maria Magnolfi. With a design that offers the comfort of a cruising yacht while maintaining the performance of a racing boat, Galma is characterized by the 22.6-ft telescopic keel and an all-carbon hull that has been painted in light metallic blue.

Other highlights of Galma include an 860-sq-ft full-beam cockpit with seating and dining for up to 15 people, as well as an open-plan raised saloon. Galma can accommodate up to eight guests overnight, with five crew members. 

monacoyachtshow.com

[See also: The Ultimate Guide to Hydrogen-powered Yachts]

Ellys Woodhouse

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Blaming immigrants for eating pets is an old american urban legend.

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Republican presidential nominee Donald Trump debates Democratic presidential nominee Kamala Harris ... [+] in Philadelphia on September 10, 2024. Blaming immigrants for eating pets was an American urban legend years before Donald Trump spread the baseless rumor about Haitians in Ohio. (Photo by Win McNamee/Getty Images)

Blaming immigrants for eating pets was an American urban legend years before Donald Trump spread the rumor about Haitians in Ohio. Following the pattern of other urban legends, such as the “rat in the Coke bottle” and the “Vanishing Hitchhiker,” the legend that newly settled immigrants are eating dogs and cats has been around for decades. The legends are not harmless fun. After Trump and his running mate JD Vance spread the rumors about Haitians, a bomb threat using “hateful language towards immigrants and Haitians” caused an evacuation of City Hall and children to evacuate an elementary school in Springfield, Ohio.

The Controversy

As with other urban legends, the story of Haitians eating local pets was spread not by eyewitnesses but by individuals claiming they heard the story. “The woman behind an early Facebook post spreading a harmful and baseless claim about Haitian immigrants eating local pets that helped thrust a small Ohio city into the national spotlight says she had no firsthand knowledge of any such incident and is now filled with regret and fear as a result of the ensuing fallout,” reported NBC News .

On X (formerly Twitter), vice presidential candidate JD Vance wrote , “Reports now show that people have had their pets abducted and eaten by people who shouldn’t be in this country.”

Donald Trump made the rumor a central argument against immigration during the presidential debate with Kamala Harris. “In Springfield, they're eating the dogs,” he said . “The people that came in. They’re eating the cats. They’re eating—they’re eating the pets of the people that live there. And this is what’s happening in our country. And it’s a shame.”

Trump and Vance fueled the story. However, NBC News reports, “Local police and city officials have repeatedly said there is no evidence of such crimes in Springfield, but that hasn’t stopped the lies from spreading across the country.”

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How much does pet insurance cost in 2022, an american urban legend.

Long before Springfield residents, neo-Nazis and others spread rumors about Haitians, other Americans told tales of immigrants eating pets. “Do not too easily accept the statement . . . that Asian refugees barbecue pet dogs here ‘all the time,’” wrote Jan Harold Brunvand, professor emeritus at the University of Utah, in 1986.

Brunvand identified stories from the 1980s about Asian refugees eating pets that emerged in Salt Lake City, Utah, Stockton, California, Fairfax, Virginia and elsewhere. “Evidence was supposedly found in garbage cans, and people had heard about Vietnamese wanting to buy puppies or kittens to use for food,” wrote Brunvand in his book The Mexican Pet , one of several books he authored compiling folklore or urban legends. (Journalist Brandy Zadrozny found a 1987 article on the topic.)

Brunvand noted there is typically a racial element to the rumors. “These examples of modern folklore are similar to earlier stories about pet remains found in garbage cans behind Chinese restaurants.”

As if anticipating the current urban legend about Haitians and pets in Springfield, Ohio, Brunvand writes, “Another common twist is the notion that there has been a recent rash of missing pets in the community; the statistics on such crimes, dug up by some enterprising reporter, usually prove to be normal.”

In 1999, in a later book, Too Good To Be True , Brunvand described news stories on allegations of immigrants eating pets: “These items are typical of many similar articles that have appeared in the American press since Southeast Asian refugees began arriving in large numbers during the 1970s and ‘80s. Vague rumors about disappearing pets, strange cooking odors, and supposedly larger problems with pet-eating in another state—usually California—are standard features of such stories.”

Brunvand added, “The prejudices displayed in American ‘eaten pet’ stories are generally directed against Asians, and occasionally immigrants from southern or eastern Europe.”

Today, Haitians are the disfavored group, making the current stories different from those of the past. There is another 2024 twist on the urban legend about immigrants eating pets. In 2024, a former president and his current running mate are the ones spreading the story.

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