About Super Yacht Shipping

About Super Yacht Shipping

In 1978 Nick Jackson started transporting boats with his brother Chris at Boatshift Ltd based on Poole quay. In 1990 he worked for Yacht Shipping in 1990 assisting to start it from the outset for Wainwright Bros port agents in Southampton, before moving to Peters and May as Marine Manager from 1994 through to 2008, when Super Yacht Shipping Ltd was established. The following is a list of those companies whose boats or moulds Nick has moved over the years.

Westerley
Tom Lack Catamarans
Spectrum Marine
Sadler Yachts
Sealine
Trapper
Jeremy Rogers
Contessa Yachts
Moodys (UK)
Northshore
QuayMarine
Fletchers
Feeling Yachts
GibSea
Camper & Nicholsons
Freeward Marine
Blondecell
Prout Catamarans
Solaris Catamarans
Broom Boats
BA Peters
Reading marine Services
Birchwood
Robert Ives
Rival Yachts
Colvic Craft
Broadblue Catamarans
Triana
Fjord
Kelt
Jouet
Caravella Yachts
Tremlett
Hardy Marine
Evasion First
Lewis Marine
Rotork
Aqua Bell
Evolution
Picton Boats
Southern Ocean Shipyard
Relcraft
Victoria Yachts
Trident Marine Warrior
Revenger
Newbridge Boats
Hunter Boats
Snapdragon
Tradewind
Leisure Marine International
Jaguar
Mirage
Hirondelle
Heavenly Twins
Southerly
Cougar
Fairway Marine Fisher
Watercraft now owned by Omoe
Sunseeker
Fairline
Princess
Searay
Tarquin Boat Co
President Yachts
Carver Yachts
Hatteras
Hershine
Horizon
Hylas
Alan Morgan Taswell
Imperial Motor Yachts
Island Packet Yachts
Catalina Yachts
Marine Sales
Hunter Legend
Grand Banks
Alan Taylor Marine
Corvette
Johnson Yachts
Crest Marine
Nimbus
Tartan Yachts

 

KEY STAGES

In 1978 at Boatshift the first significant transport was moving a Southern Ocean 60 Yacht with keel off on a hired an extending step frame trailer to the Earls Court London Boat Show from Poole Harbour Road. The route was under the 15’9” bridge on what was then the Winchester by pass. At the time it was the largest boat ever into the London Boat Show and the largest GRP hull made to that date.

In 1978 Boatshift had a trailer designed and built by Russell Doughty. The axles were cut and cranked to get the keels low to the ground. It was the first in the UK, and enabled the road transport of the Sunseeker Camargue range plus the Princess 40’s.

In 1981 Boatshift transported the British Ocean Racing Team which had won the Admirals Cup that year consisting of the Yeoman XX111, the Ed Dubois designed Victory of Burnham and Dragon owned by Brian Saffrey Cooper down to Marseille for the Sardinia Cup. The Admirals Cup had 16 competing nations that year. By 2003 not enough countries entered to run the race again.

In 1984 Boatshift secured the UK agency for the French company Satellite which manufactured hydraulic boat trolleys. These were designed to back under a yacht or motorboat, and then pump up the supports so that the boat was raised from the ground and could be positioned. The importance of this was that boats could be parked closer together than with a travel hoist thereby giving marinas more storage space ashore. The trolleys were exhibited at the Southampton and London boat shows under the Jouet yachts. The boatyards of Harleyford Marina, Gillingham, Windermere, Ridge Wharf Wareham, and Liverpool Museum bought them.

As the boats got bigger they were becoming too large to truck on the roads. In 1990 Nick Jackson moved to Yacht Shipping Ltd to assist Wainwright Bros start shipping boats. Wainwrights as port agents had the contacts with the vessel owners and through the boat trucking experience Nick Jackson had the marine contacts. Together they quickly were able to raise the profile of shipping boats with the shipping companies. A meeting was arranged with Gerry Bos the MD of Spliethoff’s which secured the agency for Yacht shipping to ship boats with Spilethoffs a major Dutch shipping company which owned geared vessels. These ships had a base cargo underdeck and space free on deck for cargo such as boats. That seed grew into Sevenstar Yacht Transport a Spliethoff owned company.

One problem with shipping lines was the method they then used for calculating freight for boats. With container lines it was relatively straight forward as they charged freight based on the number of lost TEU’s (twenty foot container equivalent units). However RoRo carriers and general cargo ships charged freight mainly based on the overall cube. To get the freight costs down boat manufacturers were removing items such a radar arches unnecessarily as nothing would be loaded on top of the boat if it was in an on deck stow position. Nick Jackson was able to explain this and with Wainwrights and got the RoRo and General Cargo Carriers to quote on a metre square basis as opposed to cube. They were also able to discuss with ship owners the costs of making inducement calls to divert vessels into ports to collect boats. In the early 1990’s the container ships from the Far East to Europe were operating a conference system with a set tariff for boats.

Container ships gave first priority to containers and were seasonally full so boats in Taiwan for instance were getting left behind and the bookings were rolled over for weeks. Nick Jackson realised that the Hoegh Autoliner Car Carrying vessels could fit boats on deck between their fan housings and they were passing close to Taiwan en-route to Europe. With three boats grouped there would be enough freight to induce the vessels to call at Kaohsiung. It worked well until the container lines noted they were losing trade and then broke their conference tariff to regain the business.

In 1994 Nick Jackson moved to Peters and May Ltd as he believed the marine industry needed a full freight forwarding service for marine spares in addition to shipping the boats. He was appointed Marine Manager briefed with positioning the company into the shipping of production boats. By attending boat loadings in the docks it quickly became apparent that the manufacture’s shipping cradles were very poor and unsafe for sea. Plus the cradles needed to be disposed of after shipment at further cost. Nick Jackson got Ken Brown boats of Portsmouth to design and make re-useable boat shipping cradles that would unbolt so they could be placed and returned from the docks without themselves being wide loads. This was instantly successful and Peters and May secured the Princess Yachts and Fairline Boats shipping. Then shortly after took on Sunseeker International’s shipping. The cradles had been designed around the Princess hulls so spacers had to be made to get them to fit the Sunseeker shape. As the business took off to the USA Nick spent most weekends loading boats to ships at night in Felixstowe Docks onto container ships. He loaded over a thousand boats covering ports in Tilbury, Southampton, Thamesport, Sheerness, Portbury, Rotterdam, Antwerp, Mumbai, Singapore, Palma De Mallorca, Genoa,

As the boats became bigger they started to require part charter sailings, and so the ships started to call at Southampton for the UK manufactured boats.

In 2008 Nick Jackson moved to form Superyacht Shipping Ltd. This provided the opportunity to develop a new range of shipping cradles for semi-displacement motor yachts based on proven systems designed from the outset to fit all makes. This now provides the best and easiest to use boat shipping cradles in the market today. They are available for both hire and sale to clients, which opens up their shipping options. The cradles circulate the world between appointed selected experienced agents, so the shipments and clients needs are fully serviced on departure and at destination. Complex global shipments receive personal experienced attention to detail supported by excellent communication with carefully appointed agents ensuring smooth shipment throughout the process from quote to delivery.