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CARSON is a 45.42 m Motor Yacht, built in the United States of America by Newcastle Marine and delivered in 2015.

Her cruising speed is 12.0 kn and she boasts a maximum cruising range of 4000.0 nm at 10.0 kn, with power coming from two Caterpillar diesel engines. She can accommodate up to 10 guests in 5 staterooms, with 10 crew members. She has a gross tonnage of 497.0 GT and a 9.1 m beam.

She was designed by Murray & Associates , who also completed the naval architecture. Murray & Associates has designed 10 yachts and created the naval architecture for 10 yachts for yachts above 24 metres.

CARSON is in the top 30% by LOA in the world. She is one of 518 motor yachts in the 45-50m size range, and, compared to similarly sized motor yachts, her volume is 13.62 GT above the average.

CARSON is currently sailing under the Cayman Islands flag, the 2nd most popular flag state for superyachts with a total of 1408 yachts registered. She is currently located at the superyacht marina Seahaven Superyacht Marina, in United States of America, where she has been located for 5 days. For more information regarding CARSON's movements, find out more about BOATPro AIS .

Specifications

• Name: CARSON
• Previous Names: ALPHA
• Yacht Type: Motor Yacht
• Yacht Subtype: Displacement , Expedition Yacht
• Builder: Newcastle Marine
• Naval Architect: Murray & Associates
• Exterior Designer: Murray & Associates

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Randy Ringhaver

Randy Ringhaver, Director

Randal L. (Randy) Ringhaver is Chairman and CEO of Ring Power Corporation, one of the largest Caterpillar dealers in the Southeastern United States.

Mr. Ringhaver also serves as director of RPC Inc. and Pipeline Machinery, past chairman of FCC Equipment Finance Company and Forke Auction Company, past director of Sun Bank and Trust Company, Methodist Hospital Jacksonville and Florida Forestry Association. He also serves on the advisory board for Caterpillar Auction Services.

Mr. Ringhaver is an active supporter of civic and community organizations including serving on the Mayo Clinic Foundation Advisory Board, past chairman and board member of the Jacksonville Port Authority, past executive committee member of the Boy Scouts of America, past director of Junior Achievement and past director of the Gator Bowl Association. He holds a Bachelor of Science degree in Business Administration from the University of North Carolina.

Board of Directors

Director and President and Chief Executive Officer

The Ring Power Story

On the Waterfront

It's ironic that a company whose growth, opportunities, achievements and reputation arose on land actually got its start on the water.

In 1947 L.C. Ringhaver, or "Ring," as he liked to be called, left Cleveland, Ohio for St. Augustine, Florida. The 36-year-old accountant had been tasked with finding a way to dramatically increase production at a modest shrimp boat industry that was suddenly awash in post-war demand.

Once Ring took charge of DESCO, production jumped quickly. Convinced that assembly- line production would turn out better boats at less cost to the buyer, Ring implemented manufacturing techniques he picked up during his previous time with GM's Cleveland Diesel. Within a decade, the company was launching two shrimp trawlers every week. The company's payroll jumped as well, from 35 to 200. By 1952 DESCO was the world's largest builder of shrimp trawlers. Ring purchased Desco from GM along with business partner James Melton. Five years later, Ring became the company's sole owner.

Ring's ownership gave the company more freedom to appraise - and purchase - diesel engines built by other manufactures. After years of carefully observing top marine engine producers, Ring drew conclusions that repeatedly led to his recommendation of engines built by Caterpillar Tractor Company. By the late 1950's, DESCO had become Florida's single largest Caterpillar engine customer.

In 1961, Ring Power Corporation was born when Caterpillar chose Ring as its official engine dealer. Just a year later the president of Lobrano Machinery Company passed away. Lobrano had been the Caterpillar dealer principal for North Florida, and his passing left Caterpillar in need of a new earthmoving equipment dealer in North Florida.

Ring Power Corporation Appointed Full-Line Caterpillar Dealer

There were no shortage of candidates, but in the end Caterpillar determined L.C. Ringhaver was the best candidate and awarded Ring Power Corporation the appointment as a full- line Caterpillar dealer in 1962.

Ring Power Corporation grew extensively under Ring's leadership, adding divisions and building new facilities in Jacksonville, Ocala and Tallahassee.

Changing of the Guard

In 1976 L.C. Ringhaver passed away, leaving uncertainty in the business community as to Ring Power's future. Although L.C. Ringhaver's sons, Lance and Randy had grown up working for Ring Power and learning every facet of the family business, Lance was just 36; Randy, only 28. Customarily Caterpillar did not appoint dealer principals in their twenties or thirties. But Caterpillar renewed the dealer agreement, affirming their confidence in Ring Power's current management.

Due to Ring's health complications, Lance Ringhaver had already been appointed company president in 1976, with Ring assuming a supervisory role as chairman. Lance's promotion came after four years of experience serving as Executive Vice President and General Manager. Also by 1976, Randy was serving as Vice President and Secretary - revolutionizing the Cat business model status quo and building a new foundation for subsequent success in the used equipment sales, international sales and equipment rental business.

Tampa Bound

In 1986, Rozier Machinery Company, held jointly by three sisters, decided to exit the Caterpillar business. The decision left Caterpillar with a decision of its own: who to appoint to serve the Central Florida territory. After weeks of negotiations and an impressive presentation Lance Ringhaver got the call that Caterpillar had chosen Ring Power Corporation to become its Central Florida Dealer. Caterpillar insisted that a new company was formed to serve the new territory, thus Ringhaver Equipment Company of Tampa was formed under the RPC, Inc. umbrella.

Lance decided to make the move to Tampa to establish Ringhaver Equipment Company, leaving Randy with the new authority of President and General Manager of Ring Power Corporation. Ringhaver Equipment Company's agreement with Caterpillar officially began September 1, 1986. Ringhaver Equipment Company was able to accomplish in three years what others had done in thirty, establishing one of the quickest growing Caterpillar dealerships in the country.

One Company. One Vision.

The turn of the century heralded big changes for Ringhaver Equipment Company and Ring Power Corporation. After 14 years of operating separately, health issues precipitated plans for Lance's retirement.

In 2004, Ringhaver Equipment Company and Ring Power Corporation officially merged into one consolidated company with Randy Ringhaver as Chairman and President of the new Ring Power Corporation.  The combined Cat dealership territory now consists of 44 counties throughout North and Central Florida.  

Coming Full Circle

In 2005 Ring Power moved into its new corporate headquarters in St. Augustine, just a dozen miles or so from where L.C. Ringhaver started it all in 1947. Today, Ring Power Corporate headquarters in St. Augustine oversees the operations of 18 branch locations throughout the state of Florida, including large regional facilities in Tampa and Orlando. A Pompano Beach branch supports air compressor, crane, and utility customers in South Florida. Ring Power also has facilities outside of Florida – the Carolinas, Tennessee, Georgia, and Texas – to serve the needs of other specialized industries and customers.

In   2019, David  Alban was appointed President and assumed day-to-day leadership of the company. Randy Ringhaver remain s   Chairman and Chief Executive Officer.

Nearly 60 Years Serving Florida Contractors

Timeline start.

From our earliest beginnings as DESCO, a shrimp boat manufacturer in St. Augustine, Fla. in the 1950s, our focus has always been on our customers.

L.C. Ringhaver leaves Cleveland, Ohio for St. Augustine where he begins working at Diesel Engine Sales Company (DESCO)

L.C. Ringhaver becomes the sole owner of DESCO

Caterpillar Tractor Company appoints L.C. Ringhaver as a Cat engine dealer

Ring Power Corporation becomes a full-line Caterpillar dealer for North Florida

Lance Ringhaver named president following the passing of L.C. Ringhaver

Ringhaver Equipment Company formed as Cat dealer for Central Florida territory

Ring Power and Ringhaver Equipment Company merge

Ring Power Corporation celebrates 50 years as a Cat dealer

David Alban appointed President

Ring Power Corporation Celebrates 60 years as a Cat dealer

Today, Ring Power Corporation has become one of the largest Cat Dealers in the Southeastern United States through dedication to the mission of customer service. In order to preserve the "Customers First" reputation that Ring Power was built on, we continually train our employees and work closely with our customers to assure complete satisfaction, especially after the sale.

What Remains Unchanged After 60 Years?

It's the character, and culture, and the commitment of our people., we're here to help..

We'll do our best to get back to you as soon as possible.

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Ullberg 65 Express

• By Louisa Beckett, Photography by Billy Black
• Updated: November 4, 2010

The big sailfish leaped and splashed at the end of my line, glowing iridescent purple against the bright blue sea off Fort Pierce, Florida. This was the 14th shot we’d had at a fish that day, and mine would be the third sail we hooked and released from Ring Leader , the new Ullberg 65 Express custom-built by Lyman Morse Boatbuilding in Maine.

“That’s about as good a show as anything you’re going to see,” said the boat’s owner, Randy Ringhaver, chairman and president of Ring Power Corp., the Caterpillar dealer for northern and central Florida, as well as a major entertainment-services provider worldwide.

There is no doubt — this pretty yellow boat raises fish. But that’s only one of the missions that Ringhaver set for his new yacht.

“A lot of our customers are on the water. We move the boat around the state,” said Ringhaver, who also plans to campaign it in the Bahamas. A passionate angler who has reeled in a 722-pound blue marlin, he also owns a 72-foot Merritt, Bree , which he keeps for his personal use.

Despite moving up dramatically in length and volume from his previous boat, Ringhaver opted to stay with the express configuration, which optimizes space on deck. Finding a boatyard that was willing to build a 65-foot express sport-fisherman with a 19-foot beam proved to be a challenge, however.

“Several builders turned down the idea of an express that large,” said Robert Ullberg, the boat’s designer. Ullberg worked with legendary naval architect Tom Fexas for six years in the early 1990s before opening his own firm, Ullberg Yacht Design, in Winter Park, Florida. He is known for the fast, seaworthy sport-fishing yachts he has designed for Bayliss, Garlington, Whiticar and Willis Marine, among other yards.

After talking with a half-dozen boatbuilders along the Eastern Seaboard, Ringhaver and Ullberg ultimately brought the 65 project to Lyman Morse Boatbuilding in Maine. While Lyman Morse has a reputation for producing aesthetically pleasing motor and sailing yachts rather than sportfishermen ( Ring Leader is its first), the yard impressed Ringhaver with its rigorous attention to detail.

“It was a shoo-in,” Ullberg said. “Everything was there; everything is done in-house.”

Lyman Morse constructed Ring Leader’s hull of resin-infused composite, with Corecell foam coring throughout, including the bottom, for added strength and stiffness. “We infused the hull in one shot, which was a spectacular sight,” Ullberg said.

The shipyard’s metal shop played a key role by helping to turn the engine room into a showcase for the boat’s twin Caterpillar C32 ACERT diesels. (Naturally, the gensets are also Cats, 21.5 kW C2.2s.) All the stainless fuel lines are hand-polished, and the gauges sport gleaming chrome. Most of the machinery was stripped and repainted so it would match perfectly. The floor is painted gloss white. Capt. Greg Simmons, who has been part of “Team Ring Leader” for 18 years, keeps the engine room as clean as it was the day the boat left the yard in Maine, and regularly shows it off to guests.

“The original reason we got into this was to promote Cat engines to the sport-fishing industry,” said Ringhaver, whose family-run corporation started as a marine Caterpillar dealership in St. Augustine, Florida. A mechanical engineer by training, Ullberg appreciated the emphasis Ringhaver put on the boat’s machinery spaces. “Ninety percent of the people who are going to see Ring Leader are…’diesel heads,'” he said. His mantra was: “‘Let’s get the engine room perfect and let’s get the performance to match it.'”

Driving Ring Leader offshore at just under 41 knots with the big Cats purring below my feet was almost as big a thrill as landing that sailfish. She accelerated effortlessly through the rpm band and handled beautifully at all speeds. The hull was particularly responsive to adjustments to the Humphreys trim tabs. Cruise speed is around 38 knots at 1,950 rpm and she hits 43 knots at 2,350 rpm at wide-open throttle. “The performance is fantastic,” Ringhaver said. “It’s the best ride in rough water I’ve had on a boat — and it’s a dry ride.”

As befits a serious sport-fisher, Ring Leader backs up with minimal exhaust and leaves a clean wake at trolling speeds. Thanks to the full-scale mockup Lyman Morse created of the bridge, the controls are at the perfect height for Simmons to work behind his back while maneuvering on a fish.

The helm station has three swiveling Pompanette chairs that provide good sight lines over the boat’s long bow. Fairwinds Technical Services of St. Augustine installed the custom electronics package, hand-selected by Simmons, which includes a full Furuno suite. The helm array is ultraclean, with 19-inch flush-mounted Hatteland display monitors above a flip-up electronics box. Overhead is an actuated drop-down box with Cat system displays, controls for the FLIR night-vision camera, and other instruments.

Where possible, the Ring Leader employed Florida vendors. The tuna tower was built by local guru Jack Hopewell in Fort Lauderdale. It has a shaded upper station with full controls, a Furuno fish finder and comfortable bench seating. The tower is fully anodized, with smooth, ground-out welds and a satin finish. Hopewell uses 6,000 series alloy aluminum, which is pricey but less prone to corrosion. “He’s a traditionalist, but I think he’s the best in the business,” Ullberg said.

The boat’s hardtop, which is incorporated in the tower, was built by Lyman Morse and offers easy hatch access to the controls for the Rupp 46-foot hydraulic outrigger system and Miya Epoch super HD electric fishing reels. It also anchors a Seaworthy isinglass enclosure.

The bridge deck is designed for entertaining, with a large teak sole, a long L-shaped settee and a counter with wet bar and refrigerator. Even so, the beam is wide enough to accommodate decent-size walk-arounds to the foredeck, so anglers can fish all the way around the boat.

The cockpit is designed for versatility and is fitted with a central stanchion that held a teak Pompanette rocket launcher but also accepts a fighting chair and interchangeable baitwell. There is a large double fish box in the cockpit sole with two 600-poundper- day ice makers, one for each side. The lazarette is big enough for a man to lie down in. The cockpit corners have plug-ins for downriggers, deep-drop electric reels or standard reels. And there are concealed rod lockers in the gunwales beneath “rolled” teak coaming boards. “The teak work we got at Lyman Morse is as good as we’ve ever seen,” Ringhaver said.

A couple of steps up, the comfortable mezzanine seating conceals a wealth of gear stowage, including pull-out tackle drawers and a cold locker.

While most of the entertaining aboard Ring Leader will take place on deck, her interior is also open and inviting, with 6 feet, 11 inches of headroom. On one side of the salon is an L-shaped leather settee served by an oval granite high-low cocktail table. The day-head is tucked into the aft bulkhead. Opposite the settee is a galley with a long granite counter lined with housesize Miele appliances.

The entertainment system includes a 42-inch plasma LG TV, mounted on the forward bulkhead, that, in addition to playing DVDs and satellite television channels, also displays the ship’s systems panel and the feed from the CCTV camera mounted above the cockpit.

Forward, there are two staterooms side by side that share a full head with separate shower in the forepeak. One of the cabins is configured with a double berth for the captain; the other has bunks. Ullberg placed a pocket door between them to open up the space during the day.

“I also have been thinking about alternate general arrangements…to suit different owners’ individual requirements — as long as it doesn’t interfere with the machinery space,” Ullberg says. The plan is to offer the Ullberg 65 Express as a semicustom series for discerning anglers who entertain in style.

LOA: 65′ LWL: 57’5″ Beam: 19’1″ Draft: 4’0″ Weight: 60,000 lb. Fuel Capacity: 1,943 gal. Water Capacity: 450 gal. Transom Deadrise: 16 degrees Engines Tested: 2 x 1,850-hp Caterpillar C32 ACERT Top Speed: 44 knots Cruising Speed: 38 knots Price As Tested: Upon Request

Lyman Morse Boatbuilding, 207-354-6904; www.lymanmorse.com ; Ullberg Yacht Design, 407-647-7669; www.ullbergyachtdesign.com

** To read more about the custom build process click here . **

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Mothership Fishing Around the World

• By Lenny Rudow
• Updated: February 14, 2018

The concept of using a mothership for ­accommodations and long-distance travel while fishing from smaller game boats that are towed behind, hauled aboard or run in tandem is nothing new. Close to 100 years ago, Zane Grey — the first angler with a documented 1,000-pound blue marlin catch — explored the possibilities with a 190-foot three-masted schooner that was converted to diesel power and carried several small fishing boats aboard. Decades later, mothership operations such as The Madam and The Hooker (with 80 world records to its credit) and the El Zorro/El Zorro II team (a 100-foot ­mothership that carried a 32-foot crane-launched Sunny Briggs) would travel the world and go on to pioneer mothership/sport-fishing-boat ­operations. And today, the use of a mothership has become almost commonplace.

Despite the popularity of the arrangement, the one obvious drawback is the expense associated with running both a yacht and a sport-fishing boat. This naturally limits the pool of potential, and that’s not the only downside to running a mothership operation. But the advantages of such a scenario are, in many ways, unbeatable.

Team-Building Exercise

As we spoke with owners and captains of ­mothership/game-boat ventures, the big issue that popped up again and again was assembling the right crews. Yes, crews: In most cases, a mothership operation requires separate personnel to run each boat. But it’s imperative that the two teams are able to work well together seamlessly.

“The owner has the ultimate challenge to make sure everyone meshes,” says Randy Ringhaver, owner of Carson , a 148-foot Newcastle motor­yacht that travels with his 86-foot Merritt, Bree . “Big egos or authoritarian attitudes don’t make for a happy operation. I have not experienced such a situation, as I follow Jim Collins’ advice in his book Good to Great : Make sure you have the right people on the bus!”

He then thoughtfully adds, “My wife and I jointly interview all crewmembers because I feel that a woman’s intuition is better than a glossy resume.”

Bree Capt. Kyle Liane echoes Ringhaver’s ­sentiments, mentioning that a large crew can be an asset, as well as a challenge. “Large crews can certainly lead to personality conflicts,” he says. “But fortunately, that’s not a problem in our case. In fact, having the yacht crew takes a tremendous amount of pressure off the fishing-boat crew. That’s probably the best thing about having the mothership around. When we get up early, fish all day and arrive back late, the yacht crew more or less takes over for the remainder of the evening. We’re all working toward the same goal, which is keeping the owner and guests happy, so it’s a big relief. It lets us catch our breath. In fact, if anything, it improves our ability to fish. We have time to get everything ready for the next day and get a good night’s sleep.”

Capt. Jason Buck, who runs the 70-foot Viking Done Deal for owner Jon Gonsoulin, in tandem with the 110-foot Enterprise , identifies the exact same aspect of the mothership/fishing-boat relationship as a key advantage from a fishing perspective. Recognizing that Enterprise is a very unusual mothership — a massive cat-hulled ­houseboat with a helipad on the top deck — that’s used for support and travel as Done Deal ­tournament-fishes along the Gulf Coast, a dual crew is again a necessity. But Buck is also quick to point out that it allows the anglers to stay focused on the fishing. “We share a lot of responsibilities,” Buck says. “But having Enterprise there means we don’t have to worry about things like cooking dinner, or entertaining guests when our boss wants to have a big party. We can stay focused on the tournament prep.”

It’s worth pointing out that Done Deal won the Blue Marlin World Cup this year with a 600-pound blue marlin, fishing out of Orange Beach, Alabama. Aside from tournament fishing, however, working with a mothership like Enterprise does also have some drawbacks.

“ Enterprise is not the best for runs through big water,” notes Buck. “And it can barely handle sizable waves. So I’d hesitate to even call it a ‘mothership’ operation, like one of the big boats that can travel around the world. Getting it to and from different places has its issues. But in some ways, that makes it even better — it’s sort of a redneck dream, to tell you the truth, and it’s used for hunting parties as much as for fishing. The best part of winning the World Cup was that we were barely 30 miles from the boss’s duck blind.”

The Big Haul

For those operations that do engage in major travel, the upsides and downsides to consider are numerous. Logistics can always be an issue, and many other potential problems may arise depending on how the boats travel: each on its own bottom; with the fishing boat loaded on the ­mothership; or with the fishing boat under tow.

“There’s virtually nowhere we can’t go,” says Capt. Michael Sedrick, who runs the 92-foot Paragon Endless Summer with the 34-foot Regulator North Star towed behind it. “We go to the Bahamas, and we go up north and fish in the bluefin tournaments, and while fishing with the Regulator isn’t like fishing from a big boat, it actually gives us a lot more flexibility. But it’s not problem free.”

The problematic part of this equation is the towing. “It can be very challenging,” Sedrick notes. “There are some bridges on the Intracoastal Waterway you can’t tow through. The tow can wander at slow speeds. Weather is always an issue, and can make it difficult to unhook the tow. On a recent trip to the Abacos, it was blowing hard when we arrived, and it was a very challenging situation. On top of that, you have to be very diligent. Every bit of gear has to be checked before and after every trip. The tow line has to be rinsed and covered. You have to carry spares for everything, and you have to consider the legalities and get approval from the insurance company. There’s a lot to plan for.”

But when asked about whether the extra hassle is worthwhile, both Sedrick and owner Thomas Moloney don’t hesitate to answer in the affirmative. “Once we set up shop with the big boat, we can do just about anything in the Regulator,” Moloney explains. “We can make long runs quickly when we’re fishing, its shallow draft means we can go exploring around and we can take it places where the big boat wouldn’t have the space to tie up.”

Just as important, pairing a center console with the motoryacht works better from a family perspective. When asked why he chose to take the mothership route instead of purchasing a single large sport-fishing boat Moloney laughs, then says, “I like my marriage! My wife loves the Paragon. She likes the Regulator too, plus the grandkids love staying on the big boat and being able to run around in the center console.”

“Tom and the entire Moloney clan are really into it,” Sedrick adds. “Winter, summer, you name it. We’ve gone on trips where we’ve fished for 13 out of 15 days, and everyone has had a great time. You just can’t do that with an entire family on a big sport-fisher and keep everyone happy at the same time.”

Moloney’s experience is anything but unique. In fact, according to Regulator’s director of sales and marketing, Keith Ammons, the more versatile nature of a smaller boat is a main reason customers cite when going the mothership/sport-fisher/center console route.

“The ability to get into shallow water, and the ability to cover more ground, is important,” Ammons says. “The story I’ve heard a few times is of taking the big boat to a remote island, anchoring up, and calling it home. Then, the ‘dinghy,’ the center console, is used to fish with the kids or go on day trips all over the area.” When accompanied by a larger sport-fisher, the versatility (and fun) is multiplied even further.

Ammons says the company’s 34-footer is one of the most popular models to tow behind a larger sport-fisher or mothership. “Regulators are good boats for this purpose because they’re top-quality,” he notes. “And they match the high expectations that these owners expect in all of their vessels. They have great fishability and can be used to target a bunch of different species too.”

The logistical issues faced by crews running boats that can’t be towed, naturally, present a very different set of challenges. Bree ‘s Liane, for example, has to worry about timing and speed when the two boats travel. “The big boat cruises at 12 knots, and we cruise at 30,” he explains. “We usually want to be at the same place at the same time, so it does take a bit of planning, but in truth it’s pretty easy.”

Buck has the same issue, noting that the ­houseboat with which he runs in tandem cruises at a whopping 7 knots. “There are all sorts of gives and takes, and it can be a pain in the butt coordinating with the other boat,” he says. “Sometimes it means doing what’s not necessarily the best thing for fishing. But it’s also lots of fun and makes for great camaraderie, and life is short, so we’d better enjoy this while we can. If it means we’re a day later or we stay inland instead of running outside, so be it.”

Read Next: Global Fishing Exploration: Motherships

The Big Mother

Along with all of these factors, there are a number of small but important advantages that go along with fishing à la mothership. Virtually everyone we spoke with mentioned how much they ­appreciate the ability to carry numerous spare parts, for everything from mechanicals to additional fishing gear. Having essentially unlimited freezer space is another big bonus. It’s also nice to be able to offer guests the option to stay behind and spend the day on the mothership if they aren’t hardcore enough for the weather conditions offshore. Being able to hook up to the mothership for power and give the onboard generators a break was also mentioned as a plus. But overall, range and flexibility are the defining factors.

“You can pretty much fish anywhere and ­anytime you want,” says Ringhaver. “There’s no need for dockage reservations and that type of long-term planning. And you can switch directions if the fishing is slow.”

Liane agrees, adding that even the type of fishing they can do expands with the mothership at hand. “We can go offshore fishing, we can go inshore fishing or we can even go flats fishing on the skiff (which lives atop Carson’s upper deck). All of these options diversify the fishing experience and give us a ton of flexibility. Without the mothership operation, this just wouldn’t be possible.” And having those options also opens up the possibilities for larger groups as well; guests can rotate through a day of chasing blue marlin and tuna offshore, then fishing inshore or diving the next, plus using the outboard to visit nearby islands for sightseeing, all while enjoying the luxury and amenities available back aboard the mothership at the end of the day.

The bottom line? Each of the owners and captains we spoke with felt that running a mothership operation as opposed to a single boat gave them vastly greater versatility and adaptability, both for fishing and other aspects of boating, including the all-important social side of things. All felt that the flexibility far outweighed any negative aspects of a multivessel operation. And each believed that the mothership/game boat/center console combination is simply an unbeatable option for that next big offshore adventure.

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Exiled russian oligarch’s 257’ superyacht amaryllis seen towed through palm beach.

The Amaryllis being towed past the former mansion of Henry Flagler, built in 1902

By John Jannarone and Alan Hatfield

The 257’ superyacht Amaryllis apparently owned by exiled Russian oligarch Andrey Borodin was towed past Palm Beach, FL on Friday morning, according to a visual account by CorpGov .

The yacht, whose owner is frequently cited as Mr. Borodin by enthusiast publications, moved slowly through the Lake Worth lagoon where bridges were raised for its passage. A towboat with flashing lights about 150 feet ahead pulled the Amaryllis , built by German shipyard Abeking & Rasmussen in 2011.

While CorpGov could not officially confirm Mr. Borodin as the owner of the vessel, his wife, socialite Tatiana Korsakova, has posted dozens of Instagram photos and videos aboard the Amaryllis. A yacht broker interviewed by CorpGov confirmed that Ms. Korsakova is indeed aboard the Amaryllis in the photos and videos.

View this post on Instagram A post shared by Tatiana Korsakova (@tati_vk)

The sighting comes as billions of dollars in Russian-owned yachts have been seized around the world as a result of international sanctions. CNN has published an extensive list of seized vessels, which were taken in harbor cities including Mallorca, Spain and London.

However, it is unclear if the Amaryllis was being seized or voluntarily towed. Very large yachts often choose to be towed because bridges are required to raise for them, according to the yacht broker.

The former Bank of Moscow chief was granted political asylum in the UK in February 2013 after fleeing what he alleged to be politically-motivated fraud and embezzlement charges. Mr. Borodin would go on to be tried and convicted in abstentia in Russian Court in 2018, but not before managing to enlist a number of prominent American lawmakers to lobby Washington for a U.S. visa. Despite Russian extradition requests to the UK government, Borodin’s controversial attempts to make large donations to the NHS, and the uncovering of an assassination plot against his life, the fugitive banker remains overseas, having been granted access to his Swiss bank accounts and having made several notable London real estate purchases during his time in exile.

Mr. Borodin is widely listed as a billionaire, but his total wealth remains difficult to confirm accurately, with the governments of Switzerland and the Bahamas having been asked to help the Russian government in its legal case. In 2012, Borodin purchased the UK’s then-most expensive home, an 80-hectare 18th-century estate in Oxfordshire, for upwards of $217 million. In 2017 he was granted access to personal Swiss accounts holding a reported $378 million. The Amaryllis was purchased for a reported $120 million.

Mr. Borodin did not immediately respond to an emailed query from CorpGov , while the FBI declined to comment. An emailed query to The Department of Homeland Security was not returned.

www.CorpGov.com

[email protected]

Twitter: CorpGovernor

Hot on the trail of 56 superyachts owned by Russian oligarchs and subject to seizure

• Published: Mar. 06, 2022, 2:04 p.m.

French authorities have seized the yacht Amore Vero linked to Igor Sechin, a Putin ally who runs Russian oil giant Rosneft, as part of EU sanctions over Russia's invasion of Ukraine. The boat arrived in La Ciotat on Jan. 3 for repairs and was slated to stay until April 1 and was seized to prevent an attempted departure. (AP Photo/Bishr Eltoni) AP

• The Associated Press

The massive superyacht Dilbar stretches one-and-a-half football fields in length, about as long as a World War I dreadnought. It boasts two helipads, berths for more than 130 people and a 25-meter swimming pool long enough to accommodate another whole superyacht.

Dilbar was launched in 2016 at a reported cost of more than $648 million. Five years on, its purported owner, the Kremlin-aligned Russian oligarch Alisher Usmanov, was already dissatisfied and sent the vessel to a German shipyard last fall for a retrofit reportedly costing another couple hundred million dollars.

That’s where she lay in drydock on Thursday when the United States and European Union announced economic sanctions against Usmanov — a metals magnate and early investor in Facebook — over his ties to Russian President Vladimir Putin and in retaliation for the invasion of Ukraine.

“We are joining with our European allies to find and seize your yachts, your luxury apartments, your private jets,” President Joe Biden said during his State of the Union speech Tuesday night, addressing the oligarchs. “We are coming for your ill-begotten gains.”

But actually seizing the behemoth boats could prove challenging. Russian billionaires have had decades to shield their money and assets in the West from governments that might try to tax or seize them.

Several media outlets reported Wednesday that German authorities had impounded Dilbar. But a spokeswoman for Hamburg state’s economy ministry told The Associated Press no such action had yet been taken because it had been unable to establish ownership of the yacht, which is named for Usmanov’s mother.

Dilbar is flagged in the Cayman Islands and registered to a holding company in Malta, two secretive banking havens where the global ultra-rich often park their wealth.

Still, in the industry that caters to the exclusive club of billionaires and centimillionaires that can afford to buy, crew and maintain superyachts, it is often an open secret who owns what.

Working with the U.K.-based yacht valuation firm VesselsValue, the AP compiled a list of 56 superyachts — generally defined as luxury vessels exceeding 79 feet in length — believed to be owned by a few dozen Kremlin-aligned oligarchs, seaborne assets with a combined market value estimated at more than $5.4 billion.

The AP then used two online services — VesselFinder and MarineTraffic — to plot the last known locations of the yachts as relayed by their onboard tracking beacons.

While many are still anchored at or near sun-splashed playgrounds in the Mediterranean and Caribbean, more than a dozen were underway to or had already arrived in remote ports in small nations such as the Maldives and Montenegro, potentially beyond the reach of Western sanctions. Three are moored in Dubai, where many wealthy Russians have vacation homes.

Another three had gone dark, their transponders last pinging just outside the Bosporus in Turkey — gateway to the Black Sea and the southern Russian ports of Sochi and Novorossiysk.

Graceful, a German-built Russian-flagged superyacht believed to belong to Putin, left a repair yard in Hamburg on Feb. 7, two weeks before Russia invaded Ukraine. It is now moored in the Russian Baltic port of Kaliningrad, beyond the reach of Western sanctions imposed against him this past week.

Some Russian oligarchs appear to have not gotten the memo to move their superyachts, despite weeks of public warnings of Putin’s planned invasion.

French authorities seized the superyacht Amore Vero on Thursday in the Mediterranean resort town of La Ciotat. The boat is believed to belong to Igor Sechin, a Putin ally who runs Russian oil giant Rosneft, which has been on the U.S. sanctions list since Russia annexed Crimea in 2014.

The French Finance Ministry said in a statement that customs authorities boarded the 289-foot Amore Vero and discovered its crew was preparing for an urgent departure, even though planned repair work wasn’t finished. The $120 million boat is registered to a company that lists Sechin as its primary shareholder.

On Saturday, Italian financial police in the port of San Remo seized the 132-foot superyacht Lena, which is flagged in the British Virgin Islands. Authorities said the boat belongs to Gennady Timchenko, an oligarch close to Putin and among those sanctioned by the European Union. With an estimated net worth of $16.2 billion, Timchenko is the founder of the Volga Group, which specializes in investments in energy, transport and infrastructure assets.

The 213-foot Lady M was also seized by the Italians while moored in the Riviera port town of Imperia. In a tweet announcing the seizure on Friday, a spokesman for Italian Prime Minister Mario Draghi said the comparatively modest $27 million vessel was the property of sanctioned steel baron Alexei Mordashov, listed as Russia’s wealthiest man with a fortune of about $30 billion.

But Mordashov’s upsized yacht, the 464-foot Nord, was safely at anchor on Friday in the Seychelles, a tropical island chain in the Indian Ocean not under the jurisdiction of U.S. or EU sanctions. Among the world’s biggest superyachts, Nord has a market value of $500 million.

Since Friday, Italy has seized $156 million in luxury yachts and villas in some of its most picturesque destinations, including Sardinia, the Ligurian coast and Lake Como.

Most of the Russians on the annual Forbes list of billionaires have not yet been sanctioned by the United States and its allies, and their superyachts are still cruising the world’s oceans.

The evolution of oligarch yachts goes back to the tumultuous decade after the 1991 fall of the Soviet Union, as state oil and metals industries were sold off at rock-bottom prices, often to politically connected Russian businessmen and bankers who had provided loans to the new Russian state in exchange for the shares.

Russia’s nouveau riche began buying luxury yachts similar in size and expense to those owned by Silicon Valley billionaires, heads of state and royalty. It’s a key marker of status in Moscow and St. Petersburg, and size matters.

“No self-respecting Russian oligarch would be without a superyacht,” said William Browder, a U.S.-born and now London-based financier who worked in Moscow for years before becoming one of the Putin regime’s most vocal foreign critics. “It’s part of the rite of passage to being an oligarch. It’s just a prerequisite.”

As their fortunes ballooned, there was something of an arms race among the oligarchs, with the richest among them accumulating personal fleets of ever more lavish boats.

For example, Russian metals and petroleum magnate Roman Abramovich is believed to have bought or built at least seven of the world’s largest yachts, some of which he has since sold off to other oligarchs.

In 2010, Abramovich launched the Bermuda-flagged Eclipse, which at 533 feet was at the time the world’s longest superyacht. Features include a wood-burning firepit and swimming pool that transforms into a dance floor. Eclipse also boasts its own helicopter hangar and an undersea bay that reportedly holds a mini-sub.

Dennis Cauiser, a superyacht analyst with VesselsFinder, said oligarch boats often include secret security measures worthy of a Bond villain, including underwater escape hatches, bulletproof windows and armored panic rooms.

“Eclipse is equipped with all sorts of special features, including missile launchers and self-defense systems on board,” Cauiser said. “It has a secret submarine evacuation area and things like that.”

Eclipse was soon eclipsed by Azzam, purportedly owned by the emir of Abu Dhabi, which claimed the title of longest yacht when it was launched in 2013. Three years after that, Usmanov launched Dilbar, which replaced another slightly smaller yacht by the same name. The new Dilbar is the world’s largest yacht by volume.

Abramovich, whose fortune is estimated at $12.4 billion, fired back last year by launching Solaris. While not as long as Eclipse or as big as Dilbar, the $600 million Bermuda-flagged boat is possibly even more luxurious. Eight stories tall, Solaris features a sleek palisade of broad teak-covered decks suitable for hosting a horde of well-heeled partygoers.

But no boat is top dog for long. At least 20 superyachts are reported to be under construction in various Northern European shipyards, including a $500 million superyacht being built for the American billionaire Jeff Bezos.

“It’s about ego,” Cauiser said. “They all want to have the best, the longest, the most valuable, the newest, the most luxurious.”

But, he added, the escalating U.S. and EU sanctions on Putin-aligned oligarchs and Russian banks have sent a chill through the industry, with boatbuilders and staff worried they won’t be paid. It can cost upwards of $50 million a year to crew, fuel and maintain a superyacht.

The crash of the ruble and the tanking of Moscow stock market have depleted the fortunes of Russia’s elite, with several people dropping off the list of Forbes billionaires last week. Cauiser said he expects some oligarch superyachts will soon quietly be listed by brokers at fire-sale prices.

The 237-foot Stella Maris, which was seen by an AP journalist docked this past week in Nice, France, was believed to be owned by Rashid Sardarov, a Russian billionaire oil and gas magnate. After publication of an earlier version of this story, AP was contacted Sunday by yacht broker Joan Plana Palao, who said his company represents a U.S. citizen from California who purchased the Stella Maris last month. He declined to disclose the name of the buyer or the person from whom the boat had been purchased.

On Thursday, the U.S. Treasury Department issued a new round of sanctions that included a press release touting Usmanov’s close ties to Putin and photos of Dilbar and the oligarch’s private jet, a custom-built 209-foot Airbus A340-300 passenger liner. Treasury said Usmanov’s aircraft is believed to have cost up to $500 million and is named Bourkhan, after his father.

Usmanov, whose fortune has recently shrunk to about $17 billion, criticized the sanctions.

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“I believe that such a decision is unfair and the reasons employed to justify the sanctions are a set of false and defamatory allegations damaging my honor, dignity and business reputation,” he said in a statement issued through the website of the International Fencing Federation, of which he has served as president since 2008.

Abramovich has not yet been sanctioned. Members of the British Parliament have criticized Prime Minister Boris Johnson for not going after Abramovich’s U.K.-based assets, which include the professional soccer club Chelsea. Under mounting pressure, the oligarch announced this past week he would sell the $2.5 billion team and give the net proceeds “for the benefit of all victims of the war in Ukraine.”

Meanwhile, location transponders showed Solaris moored in Barcelona, Spain, on Saturday. Eclipse set sail from St. Maarten late Thursday and is underway in the Caribbean Sea, destination undisclosed.

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