Technology
All calm on the surface
For racing teams with global ambitions, Sevenstar helps to maximise the number of regattas they attend in different parts of the world
Examining what happens behind the scenes at Sevenstar’s Racing Yachts’ logistics division reveals the huge amount of work, knowledge and experience needed to reliably and safely ship raceboats of all types around the world. This is the domain of engineering and operations managerMax Stepanov, who is an operation colleague of Sander Speet, and whose skilled and experienced teamincludesmarine engineers and naval
architects.Many have worked in varied roles at Sevenstar , often starting on ships before transitioning to working ashore. Before joining in 2016, Stepanov
was amerchant navy officer for 20 years, including five as captain. His deputy, Sean Lines, is ex-Royal Navy and a former Sevenstar loadmaster – a role requiring a high level of qualification and in-house training. MarianMinoiu, an engineering projectmanager, is a naval architect andmarine engineer with 25 years’ experience and deep understanding of all intricacies of cargo handling. Another engineering projectmanager, Rene Berger spent two decades as a deck and engineering officer and 15 asmastermariner. He has degrees in marine operations and engineering. The team’s extensive knowledge
is put to use as soon as an enquiry is received. For instance, while Sevenstar has a stock of certified yacht cradles in strategically located warehouses around the globe, raceboats typically use their own. These can provide better support, but that’s not automatic and Stepanov says at this stage he sees cradles that don’t comply with the
necessary standards on many occasions. The key problem is most cradles are intended for static loads in a boatyard, not dynamic loads from motions encountered at sea. The first thing the Sevenstar team
needs is, therefore, data about the boat and cradle. For much of this the yacht’s rating certificate may suffice, along with technical drawings and current photos of both cradle and boat. These photos help the team identify any apparent deviations from the original specification. If the cradle is not up to scratch
the in-house engineering team can send the client recommendations for modifications. With 3D structural engineering software they can quickly answer complex questions. ‘Twenty years ago, it might have taken a week to design a custom cradle,’ says Stepanov. ‘Now we can produce workshop drawings in two days.’ A further stage for Max’s team is
to devise lifting and stowage plans for the deck of the ship, with the yachts positioned as efficiently as possible, while allowing space for movement when each one is lifted off its cradle. Once loaded, cradles are held in place by substantial stoppers welded to the ship’s deck – this is carried out as a custom operation for every sailing. This focus on safety pervades
all aspects of Sevenstar’s work. Briefings for loading and unloading operations start 24 hours in advance. Even at highly regulated ports that aren’t on a regular route, every part of the operation is overseen by Sevenstar’s own loadmasters, who have ultimate authority to suspend
Above: the canting-keel Elliot 52 Rafale, which broke the course record of the Aegean 600 Race last year, is one of many racing yachts that depend on Sevenstar for safe, swift and reliable transport between regattas on different continents
work if wind or sea state threatens safe and smooth handling. The company also has a long-
standing philosophy of continuous improvement, driven both by client feedback and through an internal process of debriefing and analysis. Head of racing yacht logistics, Sander Speet, an accomplished professional racer, says it’s a constantly evolving process, with a focus onmaking sure communications are ‘super clear and efficient.’ Sevenstar also has the benefit of
a growing database covering every yacht shipped and any specific measures needed. This includes feedback from loadmasters, for instance on recommendations for strop length for each boat. Such attention to detail takes time and shipping is best booked as far in advance as possible. Nevertheless, when necessary, lead times can be surprisingly short. For a fully custom shipping Speet says it's usually a minimum of two weeks, but they have done rush custom jobs, typically for competitors in The Ocean Race and the Imoca 60 fleet, ‘with very, very little lead time.’ Sevenstar’s regular sailings on its
own fleet of ships account for the overwhelming bulk of business and at times these can be booked as little as two days ahead, providing logistics are in place. The team’s ultimate goal is tomake even themost ambitious racing schedules a reality and they therefore work closely with race teams to provide point-to-point transport thatmakes it possible to maximise the scope of their racing.
www.sevenstar-yacht-transport.com❑
SEAHORSE 73
RODDY GRIMES/GRAEME//ACQUAFILMS
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100 |
Page 101 |
Page 102 |
Page 103 |
Page 104 |
Page 105 |
Page 106 |
Page 107 |
Page 108 |
Page 109 |
Page 110 |
Page 111 |
Page 112 |
Page 113 |
Page 114 |
Page 115 |
Page 116 |
Page 117 |
Page 118 |
Page 119 |
Page 120 |
Page 121 |
Page 122 |
Page 123 |
Page 124 |
Page 125
