Oftentimes, powercats end up looking like wedding cakes. They start wide at the base and narrow with each successive level. Making them look good is a real challenge.

All credit, then, to Lagoon’s regular preferred creative partners, automotive-design legend Patrick Le Quément and VPLP, which respectively take the bows for exterior design and naval architecture on the Lagoon Sixty 7. It’s a catamaran that manages to unite elegance and functionality.

The Sixty 7 and its sailing sistership, the Sixty 5, replace the outgoing Lagoon 630 Motor Yacht and Lagoon 620. Around 80 of the 630s were built from 2012 through this past January, and around 170 of the 620s were delivered in the 10 years since its 2009 debut.

Usable space is the key evolution from old models to new. Lagoon says the new-generation cat designs deliver around 30 percent more floor area inside and outside. The flybridge alone adds about 40 square feet or so of alfresco lounge space below a hardtop with a sunroof. But check out the foredeck: A seating area connects to the salon via a 12-millimeter-thick glass door, making the forward end of the yacht an integral part of the living area.

A two-person sofa is just outside the salon door, and up three steps is an open deck for movable furniture, beanbag chairs and the like. Lagoon has an exclusive range of stand-alone items from the Belgian outdoor-furniture company Tribù, which is responsible for most of the other furniture aboard. And if music’s your thing, then make sure to tick the box for the optional Waterfall Audio sound system; the clarity is unbelievable.

Given the yacht’s volume, the Sixty 7 is surprisingly nimble in turns, and the driving ergonomics couldn’t be much better at the main console in the salon or up on the flybridge. The displays are all from Simrad. A leaning post is standard at the lower helm, and a seat is optional.

The biggest difference between the power and sail versions of this yacht are the diesels and fuel tanks. The sail version has twin 150 hp Volvo Penta D3s. The powercat has more than twice the oomph: either twin 340 hp Volvo Penta D6s or twin 440 hp Yanmar 6LYs. Cat buyers—whether opting for rigs or no rigs—mostly choose the most powerful engine option.

With the Yanmar diesels, 32 percent fuel, 40 percent water and nine people aboard, the Sixty 7 we ran in the Mediterranean topped 21 knots flat out, which means 3,350 rpm and a total fuel burn of almost 48 gph, or 30 hours’ worth of run time. Acceleration from rest to top speed took around 35 seconds. Not bad numbers for something moving through the water with space comparable to a $5 million, 3,000-square-foot Manhattan apartment.

Slow the yacht to a constant 2,000 rpm and 12 knots, and allowing for a 10 percent reserve, owners can plan on 1,200 nautical miles between fuel pumps. Speed up to a 14-knot fast cruise, and that range gets cut in half. Fuel capacity on the powercat version is 1,452 gallons across four tanks, two in each hull.

Generated from a three-piece mold tool, the Sixty 7′s hulls are slightly longer and flatter aft than those on the sail version because the extra weight of engines and fuel adds approximately 18,300 pounds to the yacht’s displacement. The Sixty 7 powercat draws less too: just 3 feet, 10 inches.

Nauta Design handled interiors. Three principal veneer choices are available: walnut, light oak and gray oak. Accommodations options are modular. Combinations from four to six staterooms are possible, although one sleeping space would normally be specified for crew.

The Lagoon Sixty 7 I got aboard had four double-berth staterooms, including a master in the after half of the starboard hull with a sofa, separate shower and head stalls, and a private entrance aft. The galley and crew mess were in the after half of the port hull. There’s also the option of a galley at main-deck level, but the first four Sixty 7s were sold with the galley down; the fifth will get the galley-up layout.

The Lagoon Sixty 7 has visual appeal, the volume of a house, and the range to cruise the Eastern Seaboard almost nonstop with accommodations for a large cruising family. Sometimes, you can have your cake and eat it too.

Take the next step: cata-lagoon.com

The post Reviewed: Lagoon Sixty 7 Powercat appeared first on Yachting.

My yachtbuilder pal Mike sent me an article on interior yacht design with a note attached. “Must be hard to write this stuff,” he commented. “It just seems either insincere or delusional.” I suspected, though, that it was not the writer’s style but instead the article’s content that got Mike’s attention: the notion of using a pile of pebbles as the inspiration for a boat’s design.

Mike and I are products of the generation that believed form should follow function and that boats should be more than an experiment in modern art. Mike built his brand around solid design. While each boat he’s built is unique, all had salt water in their DNA. Curated branding and proven design benefited everyone.

Traditionally, yacht designers abided by an unspoken Hippocratic oath of sorts. They had a free hand to fiddle with the future, but first, they needed to do no harm. Performance and safety were paramount. It was a time when beds were berths, and they were measured by length and width, not diameter. Kitchens were galleys and had no islands. Sky lounges were bridges, and bathrooms were heads that had separate showers, not cramped acrylic capsules.

The thinking changed in the 1980s with the invention of yacht-designer practitioners. These visionaries were not inspired by experience at sea or bound by reality. For me, change arrived with a phone call from a high-end interior-design firm. Its best client—a name-brand multinational—had asked for something a bit different. Instead of another boring skyscraper, it wanted a 150-foot yacht. I would provide the boring stuff (reality), and my new partner would add the razzle-dazzle.

When we faced off with the executive team, I performed my usual routine, focusing on performance and utility. I overlooked the fact that the Italian helicopter they’d spec’d needed another 50 feet of yacht. I figured we’d get to it later. My new partner headlined the presentation with slick illustrations and lofty design-speak. Organic solutions. Naturally flowing forms. Spatial relationships. It was all part of a new language to me. While a precipitous low in the company’s stock soured the deal, the effort was an education. I needed help with the new lingo.

My late pal Ted Black was just the man. Ted was a graduate of Parsons School of Design and Pratt Institute. He had worked with design icon Donald Deskey, the designer of Radio City Music Hall in New York City, and helped pen the iconic bull for the Merrill Lynch logo. In the early 1980s, Ted managed design at Page Avjet, where he turned 747s into flying palaces for heads of state.

Mike had drawn on Ted’s genius as well. Ted taught us the lingo and much more. While he might not have been able to squeeze inspiration for a yacht from a pile of pebbles, he did apply innovative thinking in transportation design that made sense at sea.

Finding design inspiration far from the water is OK, but it’s wise to remember that yachts don’t have seat belts. Remember: Do no harm.

The post Tell Tales: Yacht Design Fails appeared first on Yachting.

U Safe buoys are the first self-propelled, ring-type lifesaving device. U Safe buoys employ dual turbines (think of PWC drives), which are enclosed within each of the hull’s two legs. The turbines can propel the buoys at almost 8 knots.

The U Safe buoys are operated using waterproof (IP68) and buoyant joystick remote controls, delivering line-of-sight range via radio-frequency signals. A U Safe Buoy can retrieve a man overboard at speeds pushing 3 knots, or it can rescue two MOBs at a slower pace.

While the buoys look simple, Nick Bice—U Safe’s commercial director and a veteran of two round-the-world Volvo Ocean Races—says the crux of creating the buoy involved figuring out the right technologies and software. “Every component is custom-made, including the printed circuit boards, batteries and remotes,” he says, adding that the buoy’s real magic is its ability to be controlled by someone with little or no training.

As of this writing, U Safe buoys require a human interface; however, that won’t always be true. “For the future, we’re looking at options which include integration with both AIS and personal locator beacons,” Bice says, suggesting that GPS could also become part of U Safe’s ecosystem.

How It Works

• U Safe buoys are controlled from the boat via a handheld steering device.
• The buoys run on lithium-ion batteries that deliver 30 minutes of remote-controlled operation and are designed to facilitate multiple rescues between top-offs. Recharge time is four hours.
• U Safe buoys weigh 29 pounds, measure 39-by-31-by-8 inches and have four outward-facing handgrips.

Take the next step: usafe-global.com

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At some point, nearly all visitors to Montserrat visit Hilltop Cafe and Family Centre and meet owner David Lea. “We’re going to change the sign to say ‘welcome center’ because people come here to learn everything they want to know about the island,” Lea says. A 360-degree spin in Lea’s coffeehouse/museum/art gallery/community center provides an engaging glimpse of the island’s past and present.

Most perceptions of Montserrat are stuck in the past—specifically, 1995, when the cataclysmic Soufrière Hills volcano eruption began. As an amateur videographer who hosted his own television series, Caribbean Crossroads, Lea chronicled the eruption and aftermath and compiled his footage into a documentary called The Price of Paradise.

Visitors can watch the film at Hilltop, but Lea also enthusiastically educates guests about Montserrat through his multitude of more upbeat mementos. Works by local artists (including Lea’s wife, Clover) adorn the walls. And photos and albums memorialize Air Studios, where music A-listers recorded 76 albums and which epitomized Montserrat at its full glory.

What inspired your collection of mementos? I hated for things to get buried. I’d bring signs or other things home whenever I’d go out. I didn’t realize how much stuff I’d collected.

What do you want people to know about Montserrat today? It has been 10 years since we’ve had any seismic activity. In that time, people have rebuilt in the northern part of the island. Where we live used to be considered the country—now we’re in the middle of everything.

What do you like most about Montserrat? The island’s motto until a few years ago was, “The way the Caribbean used to be.” It is. People are still friendly. There’s very little crime. Everyone gets along well. We retain that; I hope people come [and] experience that.

David’s Must-Do List on Montserrat

The People’s Place (Fogarty Hill): Owner John Fergus is like the mayor of Montserrat. He serves goat water [a stew] and other local dishes.

Olveston House (Salem): This refined restaurant and inn was legendary “fifth Beatle” Sir George Martin’s home. Look for the Beatles pictures taken by Linda McCartney.

Woodlands Beach: It has showers, changing rooms and privacy. If you go during the week, youll usually be alone.

Montserrat Island Tours: Our son Sunny grew up here and leads incredible tours.

The post Island Icon: Montserrat Intel appeared first on Yachting.

Severin

By some estimates, three-quarters of the world’s charter business takes place every summer in the Mediterranean. And the stretch of coastline known as the West Med, including the French and Italian rivieras, continues to be the most popular region within this most popular place.

The beauty of the West Med is that it changes constantly—and yet not at all. Many of the towns and buildings have stood for centuries but have evolved, say, from family chateaus into public museums. The Cannes Film Festival and Monaco Grand Prix continue to be the season’s kickoff events each May, but they lure increasingly impressive superyachts and A-list stars.

Namaste

Antibes, France, is often used as the starting point for charters, thanks to the nearby airport at Nice and all of the yacht services nearby. From Antibes, itineraries can either hug the coastline or head out to islands including Corsica, Sardinia and Sicily. Multiweek charters can do both, combining the shopping and high-society fineries of St. Tropez, France, with the sunset views that turn mountains in the distance purple when they’re viewed from Calvi.

High season in the West Med—July and August—comes with premium pricing, and some yacht owners insist on bookings of two weeks or longer. If clients want a buzz-worthy yacht, then it’s wise to book six months or even a year in advance. After all, one of the best ways to experience something unique in a classic destination is to be aboard a new yacht.

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Yachting is an amazingly safe activity, and statistically speaking, you’re far more likely to get injured in your home or car than you are on your boat. Add to that the stress relief and relaxation that goes hand in hand with being afloat, and it’s easy to see how enjoying the yachting lifestyle can help you live a longer, happier life.

But this hasn’t become the case by chance. The inherent dangers of leaving land behind have always been cause for paying strict attention to safety measures, and everything from US Coast Guard regulations to boater-safety courses to modern technology has contributed to making our time on the water far safer than it once was.

And yet, of all the dangers that might occur, fire is one of the scariest.

Truth be told, boat fires resulting in injury or fatalities are extremely rare. According to the latest Coast Guard statistics, only four deaths and 49 injuries were caused by fires in 2018. However, the high amount of property damage resulting from the related accidents (more than $13 million, making fire second only to collisions in cost) also provides some insight into why fires aboard are so frightening. They tend to be incredibly destructive.

All of which begs the question: Just how prepared are you and your yacht in case of fire?

Fire by Wire

Setting aside boat fires caused by outside sources (more than a quarter of boat fires result from a blaze at a marina or storage facility, as opposed to an issue with the vessel itself), BoatU.S. marine insurance files show that 52 percent of all fires resulting in a claim are caused by some form of electrical issue. Most of these problems occur in the engine room, where heat, high-amperage loads, flammable fuel or lubrication leaks can contribute to a problem.

Thus, one of the best ways to prevent a fire is by doing regular maintenance inspections of your boat’s electrical system. Check out connections, and make sure they’re clean and tight. Look for loose or sagging wires and wire harnesses that may be susceptible to chafing. Search for signs of wear in wires and your shore-power cord (another notable source of electrical fires).

At the same time, keep the engine room clean and free of flammable-liquid spills, and inspect fuel lines and connections for leaks that can quickly turn a flare-up into a full-blown disaster.

Beat the Heat

Another substantial contributor to fires aboard is also located in the engine room: the powerplants. In most cases, the root cause is cooling- or exhaust-system problems overheating the  engines. But there’s usually a secondary contributor as well—a rag or wire touching an exhaust elbow, for example, and then bursting into flame or melting when the system overheats. Again, regular maintenance is the best prevention because as long as your yacht’s cooling and exhaust systems are operating properly, the chances of them causing a fire are exceedingly low.

The remaining causes of fires aboard are diverse and account for a very low percentage of accidents. “Alcohol stoves used to be a big problem, but we see fewer and fewer these days,” says BoatU.S. Foundation president Chris Edmonston. “Today, people cook outdoors or with a microwave much more often.”

Edmonston credits National Marine Manufacturers Association certification standards and generally improved quality in boats and yachts across the board with reducing fire dangers in general. Still, fires can start in countless ways. Treat the galley just as you would your kitchen, he says, and the staterooms just as you would your bedroom.

There is, however, one big difference between home fires and boat fires: the presence of smoke detectors.

“Early detection is critical when looking at a boat from a fire-safety standpoint, and it’s often lacking on boats,” says John McDevitt, a former deputy fire chief who holds a US Coast Guard 100-ton license and chairs the National Fire Protection Association 302 standard for watercraft.

“Some people knock the use of smoke detectors because they aren’t necessarily marine equipment, but smoke detectors should be in each accommodation space, the engine room and at the helm,” he says, adding that he has wirelessly connected radio-frequency smoke alarms on his own boat. When one goes off, they all do, so no matter where he might be on the boat, he’s alerted.

Along with ensuring early detection, McDevitt says that everyone should evaluate all areas of the boat for easy and safe egress, and take a “fire inventory” to catalog first-response resources on a regular basis. Just having the required extinguishers aboard doesn’t necessarily mean you’re prepared.

“Nonrechargeable extinguishers are of no value after 12 years,” he says. “Check the date stamped on the bottom of the extinguisher or on the label, and when they’re out of date, even if they still show green on the gauge, they should be replaced.”

The presence of a fixed extinguisher in the engine room also is not foolproof. McDevitt cautions that they’re not always mounted as high as possible, which is where they belong. Being located near natural or mechanical vents can also impact their firefighting effectiveness.

There are myriad reasons why a fire can start on a yacht, but the bottom line often comes down to common sense. Savvy fire safety aboard is no different from on land, and it all boils down to three things: prevention, early detection and being prepared to extinguish any fire quickly. Cover these bases, and your yacht will remain one of your safest—and favorite—places on the planet.

Life Lesson

A fishing boat catches fire off Alabama’s Dauphin Island, serving as a reminder for all boaters to be prepared.

By Kevin Koenig

Boatswain’s Mate 2nd Class William Tadlock and his crew were watching a movie at Station Dauphin Island around 8 p.m. on January 15 when a distress call came in. A snapper-fishing boat had radioed for help from the island’s Confederate Strait. The vessel was on fire.

By chance, Tadlock’s four-man crew’s 29-foot response boat was out of the water that evening for maintenance and sitting on a trailer. The men rushed the boat to a landing and backed her into the water just as more information crackled over the VHF radio: The three men aboard the fishing boat were abandoning ship.

Tadlock, the response boat’s coxswain, revved the twin 225 hp Honda outboards. The vessel ripped off through the dark, glass-calm water at speeds upward of 40 knots.

As they covered the lone mile between the landing and the blaze, Tadlock went over his priorities in his head. “Obviously, the situation was very urgent, and we wanted to get an asset on scene as fast as possible,” he says. “And we wanted to help the people the best we can first, and then salvage their boat if we can, and third, prevent damage to other boats and property in the area.”

Tadlock and his crew found the fishing boat in a “fully involved” fire, meaning internal access was impossible because of heat, flames and smoke. Thankfully, they saw a life raft floating nearby with the three men in it.

“We made our approach to the raft and found that the three guys were all OK,” Tadlock says. “We got them on board our boat and got farther away from the fire so that we could assess any injuries. Then we took them to a pier nearby where they were cleared for medical attention. Then we went back to the fire.”

With the boat still engulfed in flames, Tadlock became concerned about a nearby pier. He and his crew rigged their P6 dewatering pump for firefighting and blasted the fire with a thick stream of salt water. In about an hour, the blaze was out. As of this writing, investigators were still determining the cause.

Tadlock says it’s important that the crew of the fishing boat was prepared. The lesson for recreational boaters is to know what to do in an emergency.

“You need to do routine maintenance on your vessel,” he says, “and have the right safety gear, obviously—life jackets, a throwable flotation device, emergency signaling like flares and fire extinguishers. This boat had all the proper equipment. The water was 54 degrees that night. Them having that life raft and quickly coming up with a plan to abandon ship? That absolutely saved their lives.”

In fact, in the moments after Tadlock’s crew hauled the fishermen on board, he told them: “We’re awfully sorry about your boat, but we’re also awfully happy you had the right safety gear. Because property can be replaced, but lives cannot.”

The post Fire Safety At Sea appeared first on Yachting.

Wajer runabouts are a staple in some of the glitziest superyacht anchorages the world over. Now, the Dutch builder is upping the glamour ante with the 38 L, its first limousine model. The 38 L is a Vripack design with standard twin 350 hp Volvo Penta D4-DPs and optional twin 480 hp Volvo Penta D6-IPS650s (top speed is 46 knots). The boat can ferry as many as 16 guests comfortably to the dock.

Whom It’s For: With a 37-foot length overall and 12-foot-2-inch beam—and meant to be carried aboard—the 38 L is built for a superyacht owner who values the precision embodied in Dutch design.

Picture This: Your yacht is anchored in a stiff chop off Sardinia, and you have dinner reservations at 8. Nobody wants to get sprayed on the trip to port, so you all step into the 38 L and arrive warm and dry.

Take the next step: wajer.com

The post Wajer’s New 38 L Limo Tender appeared first on Yachting.

The Tiara Yachts 50 Coupe was built off the same running surface as the company’s 4800 Convertible. Optional twin 750 hp Volvo Penta IPS950 diesels powered the 50 Coupe we got aboard. Top-end speed: 34.6 knots. (Standard power was twin IPS800s.) Belowdecks is a full-beam master stateroom amidships with an athwartwhips berth. There’s also a forepeak VIP and two heads.

The galley is aft to service the cockpit and salon.

At press time, there were four Tiara 50 Coupes on the market, ranging from $895,000 to $1.19 million.

From the Archive

“The design team has cleverly disguised her mass with a graceful reverse sheerline, an airy superstructure and a contrasting color on the topsides, which mimics the S-shaped sheerline of a sport-fishing boat and seems to lengthen the yacht’s profile. The coachroof appears to float above the deck, even though the supporting structure is clearly visible. Dark sail panels at the after end of the house trick us into thinking they aren’t there.” —Yachting, December 2013

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Common wisdom says catamarans don’t like short, choppy seas, especially the kind of maelstrom created when a north-running Gulf Stream meets a leftover northerly breeze. “Washing-machine sea” doesn’t quite describe it.

But the Fountaine Pajot MY 40 power catamaran ate up the confused sea and then asked for more. Running bow on, beam to the lumps, this cat just licked her paws and seemingly smirked, “That’s all ya got?”

The MY 40 I got aboard will be a liveaboard cruiser for an experienced couple. Frankly, I envy them. French charter cats can lean toward easy maintenance at the expense of style, but the MY 40 surprised me with both. It has tactile fabrics, including on the settees in the salon, and lots of solid, light-oak joinerwork.

The salon is the living room for liveaboards, and it’s also home to the lower helm with a double-wide seat and a media room that has a pullout TV abaft the galley.

That galley is definitely liveaboard, with a full-height refrigerator/freezer, double sinks, a microwave/oven, a cooktop and an optional dishwasher. There’s also generous counter space and stowage.

What makes this boat a particularly desirable liveaboard is the owners’ stateroom, which is full-length with 6-foot 7-inch headroom. Inside is an athwartship berth about 6 inches narrower than a king. It faces a hullside window for great views. Forward, the head has a walk-in stall shower opposite a hanging locker, and the electric toilet is in an enclosed compartment.

The starboard hull has guest staterooms fore and aft, although the owners of the MY 40 I got aboard chose to replace the double berth forward with upper-lower bunks for youngsters.

The flybridge is comfortable underway or at anchor, with the helm behind a Venturi windscreen. A companion seat folds into a sun pad, and just aft are a sink, grill, fridge and ice maker.

Standard power is a pair of 300 hp Volvo Penta IPS400 diesels; 370 hp IPS500 diesels are optional. On flat water, the MY 40 hit 24 knots.

After getting to a gunkhole of choice, owners can lower the hydraulic swim platform into the water, creating a teak beach. Owners can also launch the 10-foot-8-inch tender with room to spare on all sides.

Thoroughly likable and refined, the Fountaine Pajot MY 40 could make many yachtsmen cat lovers.

Take the next step: fountaine-pajot.com

The post Reviewed: Fountaine Pajot’s MY40 Powercat appeared first on Yachting.

In 1982, an ambitious businessman in his early 20s set up a boatbuilding shop in Ajman, the smallest of the United Arab Emirates. Mohammed Al Shaali, a captain’s son, had a lifelong love of the water and fishing. The first boats from his shop, located north of Dubai, were 14-foot-long runabouts for the local market. Soon, there were cruisers and fishing boats in the 20- to 30-foot range. The Middle East remained a lucrative market for the company, called Gulf Craft, for many years.

More facilities opened to handle new models, with nearly all disciplines in-house, but it wasn’t enough. Al Shaali knew that true growth meant tapping into new markets. By establishing relationships with dealers in other countries, Gulf Craft began building an international client base—except for the biggest boating market in the world, the United States.

That strategy has now changed. Nearly 40 years after its founding, Gulf Craft has a presence on American shores through its superyacht brand, Majesty Yachts, and models detailed specifically for the US market, including the Majesty 140. The sales pitch is for customization, shortened delivery schedules and a lower price point than other large-yacht builders. Al Shaali says Majesty Yachts offers “savings of as much as 20 percent compared to currently available competitive yacht offerings.”

The Majesty 140 evolved from a sistership, the Gulf Craft 135. That series saw a half-dozen or so deliveries before being retired, and the Majesty 140 adds amenities. There’s larger glass along the three decks for wider views, and there’s raked glass fronting the wheelhouse for a more purposeful profile. And, at 398 gross tons, “it’s the biggest in its class,” says Greg Terraglio, managing partner of Majesty Yachts USA.

Terraglio believes the clinchers for American customers, though, are “immediate delivery” and getting a yacht designed the way they want. He’s already sold one spec-built 140 and expects to close a contract on the 140 that debuted at this past fall’s Fort Lauderdale International Boat Show. (He also sold a spec Majesty 100 that arrived stateside in time for the show.) “There’s nothing we won’t do,” Terraglio says of customizations, adding that the yard will make unorthodox changes such as putting the master suite where the sky lounge usually is. The Italian studio Cristiano Gatto Design, responsible for the Majesty 140’s interior, will also work with owners on custom ideas such as backlit stone in the master bath’s free-standing tub.

Though, it’s hard to imagine wanting to move the master from its main-deck location. A hydraulically driven balcony is off the port side, with automatically deploying handrails, giving owners an idyllic spot to enjoy morning coffee or to take in the scenery at anchor. (There can be plenty of anchorages to enjoy too, given the 140’s reported 4,750-nautical-mile range at 10 knots.)

Family and friends, of course, also get plenty of places to enjoy a respite from the workaday world. One of the nicest surprises aboard the Majesty 140 is actually two things: two fold-down balconies off the main deck aft. On most mega-yachts in this size range, guest balconies are off the salon or formal dining area, turning indoor spaces into indoor-outdoor spaces. Because most owners and guests spend their time outside anyway, Majesty Yachts chose to augment the 140’s alfresco entertaining area instead.

The builder is paying attention to what buyers want in other ways too. For example, as guests walk through the 140, motion sensors trigger lights automatically whenever someone enters a room. And in an eco-friendly move, Majesty uses half a tree for the salon and dining-area soles, as opposed to using panels from five trees the way some other builders do. Crew-only passages are hidden, including a door off the foyer leading to the master stateroom and access to the crew stairs, cabins and galley. Terraglio says that customers are “wowed when they walk on board.”

This builder has come a long way since those early days in Ajman in 1982.

Take the next step: majestyyachtsusa.com

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