“The one over there is a Perini. I am sure!”
its real value is that it offers a working platform onto which you can develop much of that line of products which is undeniably faithful to Perini’s philosophy starting with: the 25 metre Eco tender to the 92 metres of the superyacht which haven’t as yet been shown to everyone in as much as it may be, at this stage a little too radical. In fact when Lamberto Tacoli saw the design work he exclaimed: “but this is a sailing boat!”. A motoryacht that looks like a sailing one: that must surely cause a few problems in terms of volume. Well not so much. We’ve noticed the more Perini sailing yachts get longer, the more they possess the sort of volumes featured on motoryachts of the same size. Let’s consider the 92 metre we’re talking about. It’s got a 15 metre beam and a gross tonnage of 2,250tona. Well a motoryacht of roughly the same length – for example, Lurssen’s Phoenix 2 is 90 metres long with a beam of 14 with a volume which is equal to 2,600 gross tons, can we say the difference is enormous? Obviously we can’t. However I would like to move away from the logic of gross tonnage which is a unit of measure widely deployed by brokers by way of negotiating the price of their boats, but from a client’s view point specially the new generation there’s very little interest in that. In fact the majority don’t know what it is. Their reference point is length. Nothing else. Personally if we should speak about comfort in practical terms, I’d like to recall Mr Agnelli’s example. What is it? Gianni Agnelli really enjoyed sailing: when he wanted amusement and fun he’d sail Stealth; when he wanted to go somewhere else or take it easy he’d turn to the F100. The two boats would cruise more or else together and when in port they would berth alongside of each other. In other words one became the extension of the other while offering the owner the possibility to choose time after time what to do, where to go. One the extension of the other? Well that’s a definition which really enlarges by anybody’s standard, the concept of mother-ship and chase boat doesn’t it. Yes it does, but it’s not mine. It belongs to a client of ours with whom in 2017 I discussed the possibility of switching to a Perini sailing yacht which was longer. At a certain point, after a little pause the gentleman I had been talking to said: “No, I’m so in love with my boat I will never sell her. I bought her when my children were mere kids. There was my wife. I really don’t want to do without. Anyway today my needs are different, I need an extension. I want a 25 metre boat which looks like the one I have, same finishes, and when I have “X” number of extra guests on board, I want to be able to put them up with plenty of privacy. Furthermore I want that the main deck of both yachts be exactly at the same height so that it is possible for me to go from one to the other without having to go down or up... stairs”. And that is how the project design of a 25 metre came to be, the one he calls tender not chase boat. Delivery is scheduled for march 2019.
A concept that clearly lifts a finger in favour of practicality and amusement. But is it doable and financially speaking cost effective? In this case too you have to go beyond appearances and do some arithmetic. If I were to offer a 60 metre sailing yacht with a GRT of 500 tons for 40-43 million Euro, plus a motoryacht of 350 GRT at about 20 million Euro, the total is around the 60 million mark for two yachts, which when pooled together; offer a helipad, 4 tenders , plus more cabins and so on. A single yacht with the same volumes, the same quantity of things purchased from a north European Shipyard can cost a lot more. And it will certainly not offer the same flexibility of use. Therefore we can talk about what is also more convenient. I have to say this idea is catchy. We’re no longer looking at isolated cases any more. There’s also a lot of growing interest for electric propulsion. You seem to be very active in this field too. Let me say that we’re also trying to stay ahead of things all the time and in the case of multi mode electric, semi-electric systems we’re doing the same. In fact in 2015 our Grace E won the World Superyacht award. In that specific case it was a diesel-electric format that links to a pair of Azipods: it is a very sophisticated system and an expensive one too that must be handled in a different way than is done with conventional diesels, specially when manoeuvring, many crews don’t like it. And this is without considering that our blue water cruising clients and our yachts are well suited to cross oceans can incur in touching the bottom with a propeller maybe in Costa Rica and will have to wait for a spare which will reach them in a normal lapse of time and that is not the case for Azipods. So we’re better inclined to diesel-electric solutions with ‘in line’ shafts where there is no extra cost, and it allows us to ‘delocalize’ the engine room that can be handled like a traditional system. It is no coincidence that these same principles concerning reliability that are also more
Perini 25 M Eco Tender
Perini 45 M