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Coast Guard authorizes PortMiami to reopen to marine traffic after vessel collision

The U.S. Coast Guard has given PortMiami approval to reopen to marine traffic after it was shut down Sunday, following a collision between two vessels that killed one person.

The Coast Guard received a call that a yacht had collided with a ferry vessel Pelican II around 4 to 5 a.m., according to spokesperson Ryan Estrada. By the time Coast Guard personnel arrived, the City of Miami Department of Fire-Rescue had rescued one person and recovered one body, he said.

The Florida Fish and Wildlife Conservation Commission was investigating and working to remove the yacht, which sank, Estrada said. “The Pelican II reported no damage, and we set up a security perimeter around Government Cut, essentially closing down the Port of Miami,” he said.

The Coast Guard authorized the port to reopen to all vessel traffic by around 2:30 p.m. "Crews have successfully recovered the sunken vessel & removed the obstruction in the North channel," the Coast Guard tweeted .

Your cruise was canceled: Now what?

The closure impacted cruise passengers on board Carnival Cruise Line’s Celebration ship, Norwegian Cruise Line’s Norwegian Escape, and MSC Seascape , PortMiami said on Twitter . “For more information, Carnival passengers can sign up for text alerts by texting CCL3 to CRUISE (278473); MSC (833) 578-6488 and NCL (866) 234-7350),” the port said.

Carnival spokesperson Matt Lupoli said the incident would impact guests’ debarkation and “the embarkation of the next voyages.” 

“We have been in direct contact with our guests and will continue to provide them updates as we learn more information from port officials,” he said in an emailed statement. Norwegian and MSC did not immediately respond to USA TODAY’s request for comment.

Nathan Diller is a consumer travel reporter for USA TODAY based in Nashville. You can reach him at [email protected].

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The largest superyachts attending the Miami International Boat Show 2024

From 14 to 18 February, the Miami International Boat Show will be hosting brokers, owners and yachting enthusiasts across six locations – with a staggering 100,000+ visitors expected to attend. BOAT takes a closer look at the largest superyachts making an appearance, starting with the 85-metre Victorious ...

Victorious – 85m

Builder : AKYACHT Year : 2021 Designer : Michael Leach Design , Marco Yachts , H2 Yacht Design

A superyacht more than 14 years in the making , Victorious is an explorer yacht finished to a luxury standard – a project that Leach described as "really refreshing". Noteworthy features include a touch-and-go helipad, an observation lounge with a baby grand piano, a wood-burning marble fireplace, wine cellar and humidor for enjoying a cigar on the terrace. 

Victorious is asking €120,000,000 with Barnes Yachting.

Laurel - 73.2m

Builder : Delta Marine Year : 2006 Designer : Donald Starkey , Delta Design

Laurel was delivered as the flagship of this Seattle-based yard and the largest yacht built in the US in 75 years. Accommodation is across seven cabins, including a master cabin with two private terraces and a convertible cabin that can be used as a sauna room. On deck, she features a fully-equipped gym, with a library that converts into a private cinema. An elevator provides wheelchair access to all guest decks, while an ultra-modern stabilisation system eases roll motion effect, ensuring onboard comfort.

Laurel is asking $69,500,000 with IYC.

Marguerite – 60.9m

Builder : Lürssen Year : 2004 Designer : Winch Design , Espen Øino International , Moffit Design

Marguerite was built under the supervision of the Moran new construction team, with a design brief that requested a private owner’s area, professional dive centre, hefty tender storage and the ability to cruise for thirty days at a time. The owner's cabin is a particular highlight, spanning two decks and designed with an observation lounge, access to a private foredeck and a floating staircase that leads to an upper deck study. The yacht benefitted from a full interior refit after a change in ownership at the end of 2021.

Marguerite is asking $44,900,000 with Moran Yacht & Ship.

Liberty - 57m

Builder : Trinity Yachts Year : 2012 Designer : Geoff Van Aller , Evan K. Marshall

Designed for entertaining, Liberty boasts a dance floor, a 12-person formal dining area and a full service bar in the main saloon. Her sundeck is equally well-equipped for socialising with its large Jacuzzi and open sunbathing area, made complete with four chaise lounges. A semi-enclosed bar with a fridge, icemaker and liquid propane gas barbecue can be found aft, all shaded under a hard top. Liberty was repainted in 2020 and her 10-year survey was completed in 2022.

Liberty is asking $24,750,000 with IYC.

Sapphire – 50.5m

Builder : Trinity Year : 2009 Designer : Geoff Van Aller , James McFarlane

Sapphire 's "flexible" accommodation is a highlight, able to sleep up to 20 guests in seven cabins – including an owner's cabin with large bathtub and sliding glass doors aft. A main deck "recreational room" may also be converted into a VIP cabin or otherwise function as an entertainment space. Her sundeck sports more lounging space, a Jacuzzi, a bar and an al fresco dining table, perfect for enjoying the views while exploring.

Sapphire is asking $17,500,000 with Superyacht Sales & Charter.

Hospitality - 50m

Builder : Westport Year : 2011 Designers : Donald Starkey , William Garden

Accommodation on Hospitality is across seven cabins, including an owner's cabin that is, unusually, located on the bridge deck and comes with a private balcony. She has had a number of refits, most recently in 2021, which the broker said involved enhancements to her machinery, technical spaces, interior and exterior. Hospitality is described as "heli-capable with touch-and-go-capabilities" and a proven "charter platform", with highlights that include a sundeck Jacuzzi, barbecue and 4,000 nautical mile range.

Hospitality is asking $29,750,000 with IYC.

Book Ends - 49.9m

Builder : Heesen Year : 2022 Designers : Omega Architects , Van Oossanen Naval Architects , Cristiano Gatto Design

Book Ends ' sporty exterior includes a sharply tapered bow, distinctive bootstripe, and arching aft decks. Oversized windows allow natural light to filter through, while the "innovative" saloon design sees curved bulkheads separating the lounge and dining areas and a main stairwell with atriums on all three levels. She accommodates 12 guests in five cabins, including a full-beam (nine-metre) owner's cabin forward on the main deck.

Book Ends is asking €42,000,000 with Ocean Independence.

Focus - 46.6m

Builder : North American Yachts Year : 2002 Designers : Luiz De Basto , Sergio Cutolo , Ralph Lauren Home

Delivered to a disabled client, Focus has wheelchair access throughout including an elevator that services all decks. Accommodation is across five cabins, with its bridge deck master cabin benefitting from a his and hers en suite and a private deck. Her versatile sun deck is also a highlight, with a 270-degree observation lounge forward and a Jacuzzi and sun loungers aft. Other highlights include a wet bar, games table, entertainment centre and formal dining area.

Focus is asking $11,650,000 with Superyacht Sales & Charter.

Bouchon - 45.7m

Builder : Trinity Yachts Year : 2002 Designers : Trinity Yachts, Carol Williamson

Designed in house, Bouchon has recently undergone comprehensive refits including a full exterior repaint completed in 2021. Her main deck saloon leads to a formal dining room forward and her skylounge has a spacious but more informal dining space, along with a sit-up bar. The broker described the interior refits as having "enhanced her allure, ensuring contemporary comfort, without compromising her classic charm".

Bouchon is asking $14,900,000 with Ocean Independence.

Stealth - 45.7m

Builder : Palmer Johnson Year : 2010 Designers : Nuvolari Lenard , Donald L. Blount

Stealth 's tapered, racy profile is backed up by a powerful deep V planing hull that enables her to reach a maximum speed of 27 knots. Accommodation is across five cabins, including a main deck owner's suite with a private study. Her folding balconies and full-height windows make for light and airy interiors, while actual al fresco dining is possible up top, alongside a bar, Jacuzzi and sunpads.

Stealth is asking $13,999,000 with IYC.

True Love - 45.7m

Builder : Trinity Yachts Year : 2003 Designers : Trinity Yachts, Claudette Bonville

According to the broker, True Love is in "turnkey condition" following a comprehensive 2023 refit, with brand-new generators, "top-end" engine rebuilds and updated electronics. Accommodation is across five cabins, including a full-beam owner's cabin. Highlights include ample al fresco dining and a selection of water toys, including a water slide, two Jet Skis and a five-metre tender.

True Love is asking $14,600,000 with IYC.

Just Enough - 42.9m

Builder : Ares Custom Yachts Year : 2012 Designers : Ares Custom Yachts, Broward Marine

Just Enough offers accommodation for 11 guests across five cabins, including a full-beam master cabin with a private office and marble en suite bathroom on the main deck. The broker suggested that Just Enough is "perfect for entertaining both indoors and out" thanks to her two bars (on the skylounge and upper deck), spacious Jacuzzi, formal dining room and al fresco dining areas. She benefitted from refits in 2018 and 2023.

Just Enough is asking $7,995,000 with IYC.

All Inn - 39.6m

Builder : Westport Year : 2008 Designers : Gregory C. Marshall & WP , Westport Design

Outdoor space is All Inn 's standout feature. The bridge deck features L-shaped seating and a hot tub, the flybridge has sunpads, a barbecue grill and two umbrellas while a sunken private seating area can be found on the bow. Her current owners own a textile company specialising in high-end outdoor fabrics and furniture and have incorporated their products throughout. Tailored for North American clientele, her two-metre draught enables easy island hopping in the Bahamas, with the yacht having cruised extensively both in the Caribbean and Alaska. 

All Inn is asking $11,450,000 with Fraser.

Ariadne - 37.8m

Builder : Breaux Bay Craft Year : 1997 Designers : Breaux Bay Craft

In 2018, an extensive, multi-million dollar refit by Derecktor Shipyard transformed the 45-year-old Ariadne . Highlights include a Jacuzzi bath in the master cabin, a three-level beach club and a sociable sundeck with a spa tub, a wet bar, cocktail areas and a barbecue. Inspired by the transatlantic ocean liners of the 1930s, her interiors incorporate original furnishings and service items from classic Atlantic liners, including the SS Normandie and RMS Queen Mary.

Ariadne is to be auctioned at Boathouse Auctions on 22 Feburary, with a reserve price of $2,000,000.

Grateful – 34.4m

Builder : Benetti Year : 2023 Designers : RWD , Pierluigi Ausonio , Bonetti/Kozerski

Grateful is the newest Oasis 34M available for sale, with close to €2,000,000 in upgrades "assuring she is very well outfitted" according to her broker. The model's trademark is her Oasis Deck which replaces the traditional beach club with a tiered, open-air sun lounge. Features include drop down balconies, an integrated glass-front dip pool and an unobstructed 270-degree view off the stern (even from the main deck saloon). Side bulwarks fold out to enlarge the deck area to 76 square metres, where a parasol can provide a degree of shade.

Grateful is asking $15,900,000 with Fraser.

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Local News | PortMiami reopens 11 hours after boating…

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Local news | baltimore bridge collapses after powerless cargo ship rams into support column; 6 people are missing, local news | portmiami reopens 11 hours after boating accident left one person dead, disrupted cruise traffic.

An early-morning boat crash Sunday off Miami resulted in the death of one boater and left another seriously injured.

The resulting investigation and recovery of the vessel prompted the Coast Guard to enforce a “safety zone” at PortMiami, with the channel closed and cruise traffic halted. The Coast Guard said Sunday afternoon, some 11 hours after the accident, that the channel was cleared at would be reopened.

A port spokeswoman said the closure disrupted travel plans for 33,000 passengers scheduled to arrive and depart Sunday on three ships.

The spillover effects on scheduled Sunday afternoon departures were significant. The largest of the three affected ships, the Carnival Celebration, was scheduled to depart for its next cruise at 4 p.m. Sunday, but it didn’t dock from the arriving cruise until after 4 p.m. It takes a long time to turn around the ships, and Carnival told passengers their window to arrive at the terminal for embarkation was from 8 p.m. to 11 p.m.

PortMiami said on Twitter late Sunday afternoon that the three ships were all scheduled to depart “no later than midnight” — six to eight hours late.

The Coast Guard said the channel closure was to support crews clearing the channel of the obstruction from the fatal collision near Government Cut. By early afternoon, the Coast Guard said it had authorized the reopening of the south channel “to resume maritime transportation system operations into Port Miami.” Just after 2:30 p.m. The Coast Guard said crews had “successfully recovered the sunken vessel & removed the obstruction in the north channel.”

#Update 6: Crews have successfully recovered the sunken vessel & removed the obstruction in the North channel. @USCG Captain of the Port has authorized a reopening of @PortMiami to all vessel traffic. @MyFWC @MiamiDadeCounty @MiamiDadeFire @MiamiDadePD @CityofMiamiFire @MiamiPD — USCGSoutheast (@USCGSoutheast) June 25, 2023

The port, in a separate statement on Twitter, said the closure of the PortMiami channel affected arrival and debarkation of passengers on Carnival Celebration, MSC Seascape and NCL Escape. A livestream from portmiamiwebcam.com showed the Celebration was arriving after 4 p.m.

The Escape, scheduled to depart at 5:30 p.m., and the Seascape, scheduled to depart, at 6 p.m., both were docked by 4 p.m.

Port spokeswoman Suzy Trutie said Carnival Celebration had 6,216 to debark and about 6,100 to embark. The website cruisemapper.com showed the Celebration ending an eight-day cruise to the southern Caribbean and scheduled to depart Sunday for a seven-day eastern Caribbean cruise.

The NCL Escape had 5,081 passengers scheduled to debark Sunday and approximately 5,000 to embark, Trutie said. Cruisemapper.com said it was returning from a seven-day Caribbean cruise on Sunday and scheduled to depart on the same itinerary.

The MSC Seascape had 5,358 to debark and about 5,250 embark, Trutie said.Cruisemapper.com said it was ending a seven-day cruise to the western Caribbean and departing for a seven-day eastern Caribbean cruise.

This is what Carnival told Celebration passengers in a text at 3 p.m. Sunday:

“Good news! PortMiami has re-opened and the ship is sailing in,” Carnival said. “Once the ship arrives, we must allow debarking guests to leave before we can accommodate your arrival. Please do not proceed to the port until you have received our final update. Thanks for your patience and cooperation.”

Earlier Sunday, Carnival told passengers that “This is not the way we expected to start your cruise, and we appreciate your patience and understanding.”

#Update 2 @USCG Captain of the Port authorized reopening the South channel to resume maritime transportation system operations into @PortMiami while the North channel remains closed as crews continue efforts to remove the sunken obstruction. @MyFWC @MiamiDadeFire @MiamiDadeCounty — USCGSoutheast (@USCGSoutheast) June 25, 2023

Greg Chin, a spokesperson for Miami International Airport said MIA notified domestic airlines about the situation at the port, and they are waiving rebooking fees for cruise passengers affected by the situation at the port. An average of some 10,000 PortMiami cruise passengers use Miami International every day based on an annual total of 4 million.

At about 3:40 a.m., Miami-Fire Rescue was notified of the collision between a 30- to 32-foot boat and the Fisher Island Ferry that transports people and vehicles between Fisher Island and Miami Beach, an agency spokesperson told local TV stations.

The exclusive island is accessible only by boat.

Workers on the ferry pulled one man out of the water. He was taken to Ryder Trauma Center. On his way to the hospital, the injured victim said his friend was on the boat and missing, said Public Information Officer Pete Sanchez.

Divers began searching for the second man, who was found dead, Sanchez said.

#PortMiami update pic.twitter.com/UaVVlLaYLK — PortMiami (@PortMiami) June 25, 2023

The Coast Guard said that the Florida Fish and Wildlife Conservation Commission was conducting the investigation.

The port advised people to contact cruise lines for updates. PortMiami said Carnival cruise passengers could text “CCL3” to CRUISE (278473) for information. The port said the number for MSC is 833-578-6488 and NCL is 866-234-7350.

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Jeff Bezos' multi-million dollar yacht, Koru, docks at Port Everglades

According to boat international, the koru is the world’s largest sailing yacht, and reportedly cost an estimated $500 million to build, by monica galarza • published november 28, 2023 • updated on november 29, 2023 at 12:37 pm.

Amazon founder Jeff Bezos' massive yacht has officially dropped anchor in Port Everglades.

Video captured by NBC6 shows the enormous 417-foot yacht docked in Port Everglades Tuesday weeks after the billionaire announced he was moving back to the Sunshine State, after spending nearly three decades in Seattle.

According to Boat International , the Koru is the world’s largest sailing yacht, and reportedly cost an estimated $500 million to build.

Bezos stepped down as the CEO of Amazon almost three years ago and said in a social media post that operations for his rocket company, Blue Origin, are “increasingly shifting” to Cape Canaveral, which is about 200 miles north of Miami.

Get South Florida local news, weather forecasts and entertainment stories to your inbox. Sign up for NBC South Florida newsletters.

Coincidentally, on Tuesday, an Amazon spokesperson confirmed to NBC6 that the company is searching for 50,000 square feet of leased office space in the Miami area as part of its organic growth over the past few years in the region.

Amazon currently has more than 400 corporate and tech employees assigned to our existing serviced office locations in the Miami area, but this office space would first base location in the city.

In October, Bloomberg News reported that Bezos had purchased a mansion in the area known as “Billionaire Bunker” for $79 million, after buying a neighboring estate for $68 million.

Police unveil identities of the victims of the Pompano Beach shooting, including 16-year-old killed

More cases against man accused of drugging, assaulting, stealing from women in Miami

And in an Instagram post, the 59-year-old announced plans to return to Miami — where he spent his high school years — to be closer to his parents and his partner, Lauren Sánchez.

View this post on Instagram A post shared by Jeff Bezos (@jeffbezos)

Seattle has been Bezos' home since 1994 when he started Amazon out of his garage.

The Instagram post includes a brief video tour led by Bezos of Amazon's first office, with his father behind the camera.

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WEATHER ALERT

A rip current statement in effect for Coastal Broward and Coastal Miami Dade Regions

Tourist ided as man found dead in miami river over weekend, fwc: mississippi man fell off boat, found at bottom of river.

Chris Gothner , Digital Journalist

MIAMI – Authorities identified a man whose body was found in the Miami River near the Brickell Avenue bridge over the weekend.

According to the Florida Fish and Wildlife Conservation Commission, Trevonte C. Johnson, 23, of Coila, Mississippi, fell off of a chartered boat at around 3:30 p.m. Sunday.

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“Several (people) jumped into the water from various vessels and locations in an attempt to rescue the victim, but were unsuccessful,” an FWC report states.

Officials said Miami Fire Rescue personnel recovered Johnson’s body from the bottom of the river.

“They subsequently provided CPR, but were unable to revive him,” the report states. “He was transported to Jackson Memorial Hospital’s Ryder Trauma Center.”

Johnson was with five other friends visiting South Florida from the Magnolia State, according to FWC. Authorities believe his fall was accidental.

The report states that it’s unclear whether alcohol was a factor.

Copyright 2024 by WPLG Local10.com - All rights reserved.

About the Author:

Chris gothner.

Chris Gothner joined the Local 10 News team in 2022 as a Digital Journalist.

Local 10 News @ Noon : Mar 26, 2024

6 people unaccounted for after baltimore bridge collapse, local 10 news @ 9am : mar 26, 2024, 2 rescued from water after bridge collapse in baltimore, supreme court set to hear arguments on abortion pill case.

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Port Miami Boat Accident Closes Harbor to Cruise Ships

Doug Parker

• June 25, 2023

Last Cruise Ship Leaves PortMiami at 3:00 a.m.

(Updated 7:45 a.m.) — The last cruise ship left PortMiami early this morning at 3:00 a.m. All vessels from Sunday are now out to sea with the new group of passengers.

Norwegian Escape arrived its private island of Great Stirrup Cay at 6:45 a..m. Carnival Celebration is bound for Amber Cove where she will arrive on Tuesday morning. MSC Seascape, which was the last to leave PortMiami this morning, will arrive Nassau, Bahamas at approximately 10:30 a.m.

Both channels in PortMiami, North Harbor (cruise ship lane) and the South Channel (cargo lane) are now open to maritime traffic and are moving as scheduled.

Carnival Sunrise, Carnival Conquest, and Royal Caribbean’s Freedom of the Seas are in port this morning and will leave on schedule this afternoon between 3:30 and 4:30 p.m.

This will be the last entry. You can find the latest article on the Miami boat accident here .

Cruise Departures Delayed Until Late Sunday

(Updated 6:20 p.m. ET) — The three cruise ships arriving late today because of the Miami boat accident early Sunday morning will depart South Florida late this evening.

MSC Seascape is calling for pilots at 10:00 p.m.

Carnival Celebration is calling for pilots at 11:00 p.m.

Norwegian Escape is calling for pilots at 11:59 p.m.

The schedule can change based on quickly the crew can turn the ships and provision the vessels.

Cruise ships due Monday are Carnival Conquest, Carnival Sunrise, and Royal Caribbean’s Freedom of the Seas.

Cruise Ships Now Entering PortMiami 

(Updated 3:20 p.m. ET) — Cruise ships are entering the harbor and will soon be positioned to dock. 

Departure times will vary depending on operations. If you are sailing, information will be provided by your respective cruise line. 

Any significant updates will be posted on this story until the last ship leaves this evening. 

Pilots Waiting to Board Cruise Ships

(Updated 3:00 p.m. ET) — The Biscayne Bay Pilots are ready to bring the three cruise ships into port. 

Norwegian Escape, MSC Seascape, and Carnival Celebration are underway and heading towards the sea buoy, where the harbor pilot will board the vessels and bring them up the North Channel. 

The ships are currently stacked up in a single file line for entry with Norwegian Escape, MSC Seascape, and Carnival Celebration.

What happens next?

After the ships are docked and cleared by local authorities, all three ships will each have to offload between five and six thousand guests, before embarking on the next cruise. 

Along with offloading guests, the ships must also be provided with food and supplies, and do crew sign on and sign-offs. 

MSC Cruises sent a note to booked guests telling them not to expect embarkation to begin any time before 5:00 p.m. In turn, delaying the departure of MSC Seascape for approximately four hours. 

NCL advises guests that they may not start boarding until this evening, while Carnival Cruise Line’s latest update says they will provide another update at 4:40 p.m.

Miami expects thunderstorms throughout the afternoon, which could add an extra challenge to turning the vessels.

Vessel Recovered, Cruise Port is Reopening

(Updated 2:41 p.m. ET) — The tug, barge and divers are out of the channel and it is now reopening.

The Southeast USCG Southeast sector tweeted , Crews have successfully recovered the sunken vessel & removed the obstruction in the North channel. The U.S. Coast Guard Captain of the Port has authorized a reopening of PortMiami to all vessel traffic. 

Cruise Ships Wait While Divers Recover Sunken Boat

(Updated 2:25 p.m. ET) — A large barge and rescue divers continue to occupy the North Channel of PortMiami as teams try to recover a sunken vessel from the bottom of the channel. 

As a deep water port and home to both mega cruise and cargo ships . As of 2020, the main channel’s water depth is anywhere between 36 and 52 foot deep. 

In a statement from the Coast Guard, “Crews and partner agencies continue work to complete the investigation, salvage, and pollution mitigation efforts with dive teams to safely clear the North channel of the sunken vessel obstruction following the fatal boat collision this morning in PortMiami.”

Coast Guard: All Vessels Must Stay 900 Feet Away 

(Updated 1:55 p.m. ET) — The U.S. Coast Guard released a statement on Twitter regarding the area of the sunken vessel, which is in the North Channel of PortMiami.

The incident happened in the main channel, just east of Dodge Island, which is where cruise ships dock.

“This safety zone temporarily closes the North shipping channel to navigation. Entry of vessels or persons into this zone is prohibited unless specifically authorized by the Captain of the Port (COTP) Miami. 

Coast Guard and local law enforcement marine units may enforce the safety zone from 11 A.M. on June 25th until the vessel is removed and investigation has concluded. The safety zone will cover navigable waters within 300 yards of the submersed vessel.

No vessel or person will be permitted to enter the safety zone without permission from the COTP or a designated representative.

Thank you for your understanding & support of our commitment to ensuring the safety & security of the ports & waterways of South Florida.”

U.S. Coast Guard Gives Update on Cruise Port Closure

(Updated 1:20 p.m. ET) — The U.S. Coast Guard has announced the South Channel is open to maritime traffic but the cruise ship channel (North Channel) remains closed due to a “sunken obstruction.”

15,000 cruisers remain off the coast in South Florida as a Miami boat accident has shutdown the waterway to all maritime traffic into PortMiami.

The U.S. Coast Guard is calling the area an “active security zone” while the investigation continues to be underway. The Fisher Island ferry and a pleasure craft that collided at 3:45 a.m. The accident left one dead and one injured.

All three cruise ships are in the Miami Beach anchorage area which is right off the coast of South Beach in approximately 100 feet of water.

Carnival Text Update for Carnival Celebration

(Updated 1:30 p.m. ET) — “We remain in touch with port officials. Salvage crews are working to remove the accident vessel from the channel.

We do not know when the process will be completed, but the ship is in position to head into the port once we are cleared to do so.

We will continue to monitor the situation and provide another update by 3:00 PM (ET). Please do not proceed to the cruise terminal until you receive our final update.

This is not the way we expected to start your cruise, and we appreciate your patience and understanding.”

Norwegian Gives Update to Embarking Guests

(Updated 12:40 p.m. ET) — A guest embarking Norwegian Escape told Cruise Radio via Twitter that the cruise line advised them that Escape wouldn’t be docking until 4:00 this afternoon.

The cruise line has set up stations providing guests with water and chips, and providing free shuttle service to Bayside Marketplace.

All three cruise ships remain at anchorage until the U.S. Coast Guard and local authorities give clearance.

Carnival PortMiami Update

(Updated 11:30 a.m. ET) — PortMiami remains closed and the ship is still awaiting clearance to sail in. Due to limited seating capacity, please do not proceed to the cruise terminal until you receive our final update.

While you wait, you may visit one of the local areas, such as Bayside Marketplace, South Beach, Wynwood, Downtown Miami, and Brickell neighborhoods.

We will post a US$20, per person, onboard credit so you can enjoy lunch on us today.

The next update to be issued by Carnival Crusie Line will be by 1:00 PM ET.

Carnival Cruise Line issues Update

(Updated 10:00 a.m. ET) — PortMiami is still closed to all marine traffic. We will continue to monitor the situation and provide another update by 12:00 PM (ET). Please do not proceed to the cruise terminal until you receive our final update. We apologize for the delay. Thanks for your cooperation and understanding.

Port Miami Closed to Cruise Ships

(Updated 9:15 a.m. ET) — A Port Miami boat accident in the early hours of Sunday morning has delayed the arrival of all PortMiami cruise ships and cargo vessels.

According to a social media report by local news affiliate WPLG, the incident involved a car Ferry. “One man dead, a second pulled from the water, after 30-foot boat collided with a Fisher Island car ferry in the Government Cut channel around 3:40 this morning,” tweeted reporter (and self-proclaimed cruise lover) Trent Kelly. “Surviving victim was taken to Ryder Trauma in serious condition.”

He added that the Florida Fish and Wildlife Conservation Committee are in charge of the currently-unfolding investigation.

Currently, approximately 15,000 cruise passengers are waiting out the closure in the anchorage area of PortMiami, along with numerous cargo vessels. The closure will also impact all cruise guests embarking on Sunday afternoon.

Miami Boat Accident Delays Cruisers

Carnival Cruise Line’s Brand Ambassador John Heald posted the following on his Facebook page: “I know many of you reading this are excited to be joining our flagship today, so I felt it important that I share this with you.”

It went on to say, “As a result of a boating incident, PortMiami is currently closed to all marine traffic and Carnival Celebration will be delayed docking this morning.”

In a text to booked guests, Carnival asked that they not arrive at the cruise port until advised that they should do so. The hope is that the terminal will not become overrun with embarking and disembarking guests by delaying the arrival of embarking passengers. Heald promised a further update by noon.

Carnival Celebration, Norwegian Escape , and MSC Seascape are awaiting entrance.

This story will be updated as further details are released.

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Paradise Lost: Sky-high insurance premiums, required reserve funds and major repairs have some condo associations and owners in dire financial straits

(WSVN) - As we continue our series on South Florida’s housing crisis, tonight we focus on condos. Some of the estimated 3.5 million Floridians living in condo units face a perfect storm of financial problems, with no easy fix. 7’s Karen Hensel has this special assignment report, “Paradise Lost.”

The Palm Bay Yacht Club in Miami and Palm Lakes in Margate could not be any more different. One is 27 stories, the other just four. One overlooks Biscayne Bay, the other is west of the Turnpike.

But what both condominiums have in common is financial strain set in motion by the condo collapse in Surfside more than two years ago.

Robert Norris, president, Palm Bay Yacht Club: “I knew right then, you know, our lives were all changing immediately, because our building was built at the same time that the Champlain was built.”

Robert Norris is the Palm Bay Yacht Club Board president.

Robert Norris: “We’re looking at a $33 million project for our 40-year recertification. So all of the board members felt the pressure.”

That project includes everything from concrete demolition and restoration to redoing balconies.

And those repairs come at a cost. The average assessment is around $140,000 per unit owner.

Robert Norris: “I can’t even begin to explain the number of nights that I couldn’t sleep because I knew that there would be people in this building that might not be able to afford it.”

And in Margate, some owners in the Palm Lakes Condominium can’t afford it.

Bonnie Underwood, condo unit owner: “You know, I’m kind of old to be homeless.”

Bonnie Underwood and the other residents are facing nearly $2,000 a year more in maintenance fees next year.

Bonnie Underwood: “It’s absolutely killing me, and I don’t think I’m the only one here in this association who’s feeling this, because the buildings are emptying out.”

Efi Barakakos, condo unit owner: “It’s tragic. People do not know what to do. They’re trying to sell their units, but where are they going to go? It’s very difficult.”

The reason for that difficulty is a state law passed after the Surfside collapse . It requires condo associations to collect reserve money for costly future major repairs like structural work.

Efi Barakakos: “We’re on fixed incomes here, and it’s very difficult for people to afford 100% reserves. We’re a four-story building, which is considered low-rise. We’re 11 miles away from the ocean. We can’t compare it to Surfside at all.”

David Podein, attorney, Haber Law: “I think it is a dire situation on the horizon.”

Condo law attorneys David Podein and Jonathan Goldstein are sounding the alarm.

David Podein: “Between skyrocketing insurance costs, the huge capital needs for the structural repairs and the mandatory reserve funding, we felt that there is this confluence of factors that could create a ‘zombie condo.'”

“Zombie condos” are large buildings that are mostly empty because many of the owners couldn’t afford to live there anymore.

Robert Norris: “I would think a lot of buildings in South Florida, that they’re just not to be able to do it. It’s going to be an Armageddon of some sort.”

Robert feels fortunate his association found financing for their $33 million project, which would allow unit owners to pay the assessment over time.

Still, he says, their insurance situation is a challenge.

Robert Norris: “We can’t get full insurance value for this building. This building is valued at $100 million. We’re only insured up to $20 million, and our insurance went up 60%.”

According to the Insurance Information Institute, associations have seen premium increases as high as 500%. Some are calling on state lawmakers to fix these complex condo problems. “Paradise Lost” continues Thursday at 10 p.m. with a look at tenants who say landlords are taking advantage of them in a tight rental market.

Karen Hensel, 7News.

“The Condominium Special Assessment Program is designed to provide funding assistance to help condominium owners in Miami-Dade County pay for special assessment requirements that arise from rehabilitation and repairs due to applicable building integrity recertification requirements.”

FOR MORE INFORMATION: miamidade.gov/global/service.page?Mduid_service=ser1689262443911730

Copyright 2024 Sunbeam Television Corp. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.

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Sean 'Diddy' Combs accuser Lil Rod adds Cuba Gooding Jr. to sexual assault lawsuit

Rodney "Lil Rod" Jones Jr. , the music producer who filed a lawsuit against Sean "Diddy" Combs last month, has officially accused Cuba Gooding Jr. of sexual assault, naming him as a defendant in his complaint amended Monday.

The civil lawsuit, filed in a New York federal district court, came hours after Homeland Security Investigations agents raided two of Combs' homes .

Jones previously named Gooding, 56, in his February lawsuit, accusing the actor of sexually harassing and assaulting him on a yacht rented by Combs, 54, in the U.S. Virgin Islands in January 2023. Gooding wasn't listed as a defendant until now.

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USA TODAY has reached out to Gooding's rep for comment.

According to the lawsuit, Combs attempted to "pass off" Jones to Gooding, introducing him to the Oscar-winning actor and leaving the two alone in a studio on Combs' yacht.

"Cuba Gooding Jr. began touching, groping, and fondling Mr. Jones' legs, his upper inner thighs near his groin, the small of his back near his buttocks and his shoulders," Jones' lawsuit alleges.

The complaint includes a photo that purportedly shows Gooding with his arm around Jones, along with a picture that allegedly shows Combs and Gooding talking on the yacht.

Combs "failed to step in and stop" Gooding from "sexually assaulting" Jones, the lawsuit states.

Original story: Sean 'Diddy' Combs accused of sexually assaulting 'The Love Album' producer in new lawsuit

Gooding  has faced several lawsuits  in recent years  over alleged sexual abuse , rape and forcible touching .

Jones' lawsuit has implicated other celebrities, including rapper Yung Miami , whose unnamed cousin was accused of sexual assault after she allegedly "burst into the bathroom and began groping" Jones during a gathering on Thanksgiving Day 2022. Jones also claims producer Stevie J helped recruit sex workers for Combs and participated in sex parties referred to as "freak-offs" (a term Combs allegedly used to refer to sexual encounters with sex workers) according to the lawsuit.

Jones worked with Combs on  his most recent record , "The Love Album: Off the Grid." According to Jones, he and Combs worked together between September 2022 and November 2023, a partnership that resulted in nine songs on "The Love Album" for which Jones is credited as a producer. Jones also alleges he was not paid for "13 months (and) thousands of hours of work."

Diddy has denied Jones' allegations against him.

Diddy sex trafficking suit: Mogul's parties with celebs like Prince Harry provided 'legitimacy'

Though he is not accused of wrongdoing, the lawsuit names Prince Harry as an example of how Diddy's parties as a "popular and highly influential" figure provided great benefit to the lawsuit's other defendants, Universal Music Group and Motown Records.

"Affiliation with ... Combs garnered legitimacy, immense success, and access to top and emerging artists, celebrities, famous athletes, political figures, musicians, and international dignitaries" including "Prince Harry."

Diddy's homes in New York, Miami raided by Homeland Security Investigations

The amended lawsuit follows the reported raid of two of Combs' homes. The homes were reportedly searched by HSI on Monday as part of a federal investigation.

Federal officials raided Combs' Los Angeles home Monday, according to  Rolling Stone  and local Los Angeles news station  Fox 11 , amid  lawsuits  filed against him from accusers alleging the rapper and music mogul has  raped  or  sexually assaulted  them. Agents also searched Combs' Miami residence Monday, Rolling Stone and  The Associated Press  reported.

If you or someone you know has experienced sexual violence, RAINN’s National Sexual Assault Hotline offers free, confidential, 24/7 support to survivors and their loved ones in English and Spanish at: 800.656.HOPE (4673) and  Hotline.RAINN.org  and en Español  RAINN.org/es .

Contributing: KiMi Robinson

This article originally appeared on USA TODAY: Sean 'Diddy' Combs accuser Lil Rod adds Cuba Gooding Jr. to sexual assault lawsuit

Watch CBS News

Francis Scott Key Bridge in Baltimore collapses after being struck by cargo ship; search and rescue underway

By Brian Dakss, Kerry Breen

Updated on: March 26, 2024 / 12:36 PM EDT / CBS News

The Francis Scott Key Bridge in Baltimore collapsed early Tuesday  after a support column was hit by a large container ship that had lost power, sending vehicles and people into the Patapsco River, authorities said.

Six people remain unaccounted for, Maryland Department of Transportation Secretary Paul Wiedefeld said in a mid-morning news conference. All six were part of a construction crew that was filling potholes on the bridge at the time, Wiedefeld said. Two other workers were rescued from the water. 

Baltimore City Fire Chief James Wallace told reporters the scene was "an active search and rescue." The Coast Guard was taking part.

One of the rescued workers was unhurt but the other is being treated at the University of Maryland Medical Center and has been unable to speak to investigators so far, officials said. The worker being treated is in serious condition. 

Maryland Gov. Wes Moore declared a state of emergency, saying in a statement that "we are working with an interagency team to quickly deploy federal resources from the Biden Administration. We are thankful for the brave men and women who are carrying out efforts to rescue those involved and pray for everyone's safety."

The department's communications director, Kevin Cartwright, described the collapse as "a mass casualty event." He told The Associated Press it was a "dire emergency" and some cargo was apparently dangling from the bridge.

The ship — the Singapore-flagged Dali — was operated by charter vessel company Synergy Group and was chartered by Maersk, carrying Maersk customers' cargo, the companies said. 

Wiedefeld said that the FBI was on the scene "to see if there was any terrorism connection, which there is not." 

William DelBagno, the special agent in charge of the FBI's Baltimore field office, said at a subsequent news conference that "there is no specific or credible information to suggest that there are ties to terrorism in this incident." DelBagno said the FBI was providing resources, including underwater search and evidence response teams. 

The National Transportation Security Board said Tuesday morning that it was dispatching a team to investigate the incident. 

Ship had "power issue" before collision

Officials have confirmed that the ship lost power right before the collision. Moore said that the crew notified authorities of a "power issue." A law enforcement officer told CBS News that the ship lost propulsion before hitting the bridge. 

"If it lost steering and power, then basically it's a dead ship just being carried by the current or its own momentum," said James Mercante, the president of the New York Board of Pilot Commissioners. 

He said that video shows a "big, big puff of black, real dark black smoke" which might indicate that the vessel's power was "restored at the last minute" and that the pilot was "attempting to make an emergency maneuver" to prevent the collision. However, it would be difficult to stop the 900-foot-long vessel. 

"It would take quite a while — probably the length of five [or] six football fields — to bring that ship to a stop, even after dropping the anchors, because of its power and momentum. This is a behemoth," Mercante said. 

Officials said in a news conference that a mayday had been issued before the collision, which allowed officials to stop traffic onto the bridge. Officials did not clarify how many vehicles were on the bridge at the time of the collapse. Infrared video showed that vehicles did enter the water, but it's not clear if those vehicles had occupants. Multiple vehicles remained in the river as of mid-morning. 

Moore said that the decision to stop traffic onto the bridge "saved lives last night." Baltimore Mayor Brandon Scott told CBS News that the mayday call "saved many lives" and allowed emergency personnel to get to the scene quickly.  

"An unthinkable tragedy"

The Baltimore mayor headed to the scene and told reporters at a morning briefing that  the collapse was "an unthinkable tragedy."

"We have to first and foremost pray for all of those who are impacted, those families, pray for our first responders and thank them," Scott said.

Baltimore County Executive Johnny Olszewski Jr. said on social media: "Rescue efforts are underway. Please pray for those impacted."

A witness  told CBS News Baltimore  the sound of the collapse was massive, shaking his home. 

"Earthquake — sounded like a big bash of thunder," the resident said. "And then just like I said it felt like an earthquake, the whole house vibrated. Like my house was falling down."

The man said he never thought in his "wildest dreams" he would see something like this happen. 

Shipping in and out of the Port of Baltimore has been halted. Moore said that it was too early to estimate how long it would take to rebuild the bridge or for shipping to resume. 

"Our exclusive focus is on saving lives. Our exclusive focus is on search and rescue," he said. 

Location of the Key Bridge in Baltimore

The Francis Scott Key Bridge spans the Patapsco River, a key waterway that serves with the Port of Baltimore as a hub for East Coast shipping. CBS News Baltimore reports that the 1.6-mile span was used by some 31,000 people a day and was four lanes wide.

All traffic to the port has been halted. According to census data, the Port of Baltimore handled more than $80 billion in imports and exports in 2023, marking a 20-year record. 

The bridge was named after the writer of "The Star-Spangled Banner." It was opened in 1977.

The Maryland Transportation Authority  said all lanes were closed in both directions  on I-695. Traffic was being detoured to I-95 and I-895.

U.S. Transportation Secretary Pete Buttigieg said on social media that he's "spoken with Gov. Moore and Mayor Scott to offer USDOT's support following the vessel strike and collapse of the Francis Scott Key bridge. Rescue efforts remain underway and drivers in the Baltimore area should follow local responder guidance on detours and response."

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Diddy's Private Jet On the Ground at Antigua Airport Amid Home Raids

Diddy's private jet tracked to caribbean island amid raids in u.s., diddy loveair private jet tracked amid raids down on caribbean island, exclusive 3.5k 3/25/2024 4:22 pm pt.

Diddy 's homes were raided in the U.S. to kick off the week -- but the guy's own private jet is miles away in a completely different nation ... although it's unclear if he's aboard himself.

TMZ has tracked Diddy's personal LoveAir LLC jet -- the well-known black Gulfstream 5 that Diddy has flaunted and flown for years now -- and it looks like the aircraft is currently on the ground in Antigua ... which is down in the Caribbean.

Based on the flight activity, viewed by TMZ, Diddy's jet has been up and down California between Sunday and Monday -- taking off from Sacramento Executive Airport Sunday evening around 5:30 PM PT and landing at Palm Springs Int'l Airport about an hour later.

An hour after that, around 7:30 PM PT, Diddy's jet took off from Palm Springs yet again and landed at Van Nuys Airport, which is in the L.A. area, about 30 minutes later around 8:00 PM PT. Around 9 AM PT Monday, the jet took off from Van Nuys airport and landed at some point in Antigua.

The plane is currently grounded there, although the flight data has yet to update and register him as having officially landed. In any case, it's definitely Diddy's jet ... no question.

The only thing that remains unanswered is whether Diddy is on the plane -- we don't have any evidence he is at this point ... and we also don't know what's happening on the scene.

As we reported ... two of Diddy's homes, in L.A. and MIami, were swarmed by federal law enforcement agencies Monday -- and armed officials stormed the properties, taking some people into custody ... including his sons Justin and King . Unclear if any arrests took place.

The raids are believed to have stemmed from accusations hurled at Diddy in multiple lawsuits -- which have touched on alleged human and sex trafficking, among other claims ... all of which he's vehemently denied.

We've reached out to Diddy's rep and lawyers ... so far, no word back.

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Stepping On Board Italy’s Largest Sailing Yacht Sybaris

By Ben Roberts

The launch of a new yacht often signifies the realisation of a dream. For Bill Duker, that dream is 20 years in the making. From the days of sitting with his son drawing their dream yacht, to working with the finest designers and builders to make it happen. This is Sybaris, one man’s dream turned Italy’s largest sailing yacht.

Shortly after her technical launch and mast stepping operations, we arrived at the Perini Navi Group ’s Picchiotti shipyard in La Spezia to step on board the 70 metre ketch during her official launch ceremony.

This is Perini Navi’s most advanced project since the creation of the Maltese Falcon, which was launched at Perini Navi's Turkish facilities in 2006 and still stands as their largest yacht to date.

The subtle nature of Sybaris , even with her imposing 72 and 61 metre main and mizzen masts, is astounding. The performance under sail has the makings of a cutting-edge classic, and the resounding core of her creation is to house art, while becoming a masterpiece herself.

“We wanted to build a boat that combined great art in the interior, put it in a setting that the interior of the boat itself was a piece of art, and then set that interior within a superyacht that was also a masterpiece. Not only a masterpiece of beauty, but a masterpiece of performance.” Explains Sybaris Owner Bill Duker during the ceremony.

Style & Performance Drawn by the Perini Navi Technical Design studio, with considerable input from Bill Duker's team, Sybaris is sleek, sculpted and a notable evolution of the Perini Navi style with a less pronounced sheer line and more vertical bow.

Philippe Briand’s extensive experience was injected to optimise the naval architecture and make the most of the incredible 5,842m2 sail plan. This pedigree combination of designer, builder and architect has created a comfortable and stylish vessel which brings sailing back to the hands of the owner through cutting-edge technology..

A first for Perini Navi, Sybaris is equipped with two variable speed generators that supply power to the ship’s main grid, and stores excess energy in battery packs. This technology makes Sybaris a silent runner, allowing those on board to navigate and use battery power for hours without the smells and sounds of the diesel generator.

“As Perini Navi’s second largest sailing yacht launch to date, Sybaris raised numerous technical and aesthetic challenges, ” says Burak Akgül, Managing Director of Sales, Marketing & Design. “But where there’s a will there’s a way, and the result is a uniquely beautiful sailing yacht that pushes the boundaries of design in every conceivable way.”

Life Under Sail On deck, Sybaris provides an unprecedented amount of space. Her giant fly bridge measures up to 117m2 and reflects the truly sophisticated lifestyle inside and out. The exterior spaces lead seamlessly into the interiors, with PH Designs imbuing the yacht with an effortlessly cool demeanour in what is the studio’s first ever yacht project.

Titanium is a running feature throughout the yacht, formed by specialist craftsmen - brought in from the world of F1 - to create everything from exterior railings, leading into the striking interior ceilings and fixtures found across Sybaris.

The interior itself, matches the style and demeanour of Sybaris perfectly. The open plan-layout provides unbroken space which is filled with custom-designed furniture, storage and decorations which provide a clean, modern style that acts as a muted backdrop to the bold works of art from the owners private collection, set to be installed in the coming weeks.

Instead of built-in credenzas, for example, the 151m2 main salon features sculpted pillars milled from solid titanium to support ‘floating’ travel trunks clad with alligator skin. “The effect is modern with a remote reminiscence of Old World travel,” says founder of PH Design, Peter Hawrylewicz. “The allure lies in the confluence of these two temperaments.”

A dramatic sculptural feature is the central staircase leading down to the lower deck and up to the fly bridge. Made of titanium with glass balustrades and treads of bleached American oak, the Class-approved laminated glass panels alone weigh over 600 kg each, requiring reinforced beams fore and aft of the stairwell to support the structure.

To blur the boundary between the inside and outside environments, the titanium ceilings panels in the main salon continue through the glass sliding doors into the aft cockpit and softly bounce the illumination from the LED lighting recessed within.

The same reasoning has been applied to the flooring, where the extra-wide planks of teak in the cockpit are mirrored in the oak floorboards of the main salon. This is just one area which perfects the theme of the minimalist materials used, principally titanium, bleached oak and Bianco Assoluto marble with hints of bronze in the custom-built furnishings.

This is a yacht built for the pursuit of pleasure, with each design and construction party working under the vision of Bill Duker, who commented: “It’s been for me more than a creation of a high performance yacht, more than the creation of a beautiful piece of art, it’s been the thing that’s bound me and my son.”

We look forward to bringing you more on the interior of Sybaris in a dedicated interview with her designers, more about the journey of Sybaris’ creation and a closer look on board during her debut at the upcoming Monaco Yacht Show in September.

"It’s been for me more than a creation of a high performance yacht, more than the creation of a beautiful piece of art, it’s been the thing that’s bound me and my son." Bill Duker - Owner of Sybaris

"It’s been for me more than a creation of a high performance yacht, more than the creation of a beautiful piece of art, it’s been the thing that’s bound me and my son."

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Step aboard 230-foot sailing superyacht Sybaris, owned by William Duker

The same owner as the newly listed $65M Apogee penthouse

The reason William Duker just listed his Apogee penthouse (for $65 million) in Miami Beach is to travel around the world on his marvelous sailing superyacht.

Meet the 230-foot Sybaris, which is currently docked near the Miami Beach Marina off Terminal Isle. Launched in May, it is one of the largest sailing yachts on earth, and came to life after Duker beat cancer, per Boat International .

He set out to build a statement vessel.

“The boat kept growing in order to bring the lines down and make it look as sleek as it does. We thought it’d be a 56 metre, but then I started thinking that it had to be special, it had to be different. And there are already 10 or 11 or so 56 metres; I didn’t want hull number 12. I wanted something people could see from half a mile away and say, ‘Hey, there’s Sybaris ’,” Duker says.

Check out Duker’s favorite features.

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A glimpse of the S/Y Sybaris – the 70m sailing yacht with the Best Interior this year

Inside S/Y Sybaris – the 70m sailing yacht with the Best Interior this year.

Perini Navi 70m S/Y Sybaris won “Best Interior Award” at 2016 Monaco Yacht Show. From 28 September to 1 October 2016, the 26th Monaco Yacht Show celebrated the best that Superyachts have on offer with 34,000 participants from around the world.

Delivered to her owner, American Bill Duker, earlier this month Sybaris sailing yacht is the latest addition to Perini Navi’s fleet of 61 superyachts . Designed and built by Perini Navi, with input from Philippe Briand on the hull lines and sail plan, the 70m ketch is the largest sailing yacht ever built in Italy (877 GT) and second in the Perini Navi fleet to the iconic Maltese Falcon (88m).

Combining Perini Navi’s continuous research into new technical solutions, the original design was thoroughly revisited and has resulted in an extraordinary yacht, one which captures the advanced engineering and styling that define a Perini Navi. The 70m S/Y Sybaris was presented with the ‘Best Interior’ award for her stunning interiors masterminded by PH Design of Miami.

The brand new sailing yacht built by the Italian shipyard was awarded for the design and bespoke work made on her interior areas made by the yacht designers Peter Hawrylewicz and Ken Lieber. The award was given on stage to her owner Bill Duker.

“A Perini is not only a yacht, it is a style of life and Sybaris proves this,” commented Fabio Boschi, President of Perini Navi on the occasion of the press presentation onboard Sybaris.

Perini Navi also showcased the 38m S/Y Dahlak. Both Sybaris and Dahlak feature Perini Navi’s latest generation sail handling and stored power systems.

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Bill Duker Luxury Yacht – Sybaris

Luxury Sailing Yacht Sybaris is a 70 m / 229′8″ sailing vessel. She was built by Perini Navi in 2016.

With a beam of 13.24 m and a draft of 4.54 m, she has an aluminium hull and aluminium superstructure. She is powered by MTU engines of 1930 hp each. The sailing yacht can accommodate guests in cabins and an exterior design by Philippe Briand.

Commissioned for serial yacht owner Bill Duker, Sybaris is one of the largest yachts built by Italian yard Perini Navi to date, second only to the 88 metre Maltese Falcon.

Luxury Sailing Yacht Sybaris Awards

Monaco Yacht Show 2016 – Best Interior

Show Boats Design Awards Best Interior Layout & Design

Show Boats Design Awards Best Lighting Design

Show Boats Design Awards Newcomer of the Year PH Design

Her carbon-fiber rig includes two masts, which measure 72 and 62 metre’s respectively. Naval architecture, exterior design and sail plan optimization are all by Philippe Briand, while her interiors were styled by PH Design. Accommodation is for 12 guests, split across six cabins, and her total interior volume of 870 gross tonne’s also allows for a crew of up to 11.

Luxury Sailing Yacht Sybaris Interior

The subtle nature of Sybaris, even with her imposing 72 and 61 metre main and mizzen masts, is astounding. The performance under sail has the makings of a cutting-edge classic, and the resounding core of her creation is to house art, while becoming a masterpiece herself.

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Rich Guy Yachts Just Keep Getting Longer

“if the rest of the world learns what it’s like to live on a yacht like this, they’re gonna bring back the guillotine,” american yachtsman bill duker said..

In case you need an even stronger indication that normal people are being taken for a ride in late-stage capitalism: historic inflation is being accompanied by a worldwide boom in the number of billionaires. All these new members of the ultra wealthy are buying super, mega and “giga” yachts to set them apart from land-based poors.

There are so many deeply incredible and infuriating pieces of information from this New Yorker story about the world of private yachts that I’m going to encourage you to spend time reading the whole in-depth piece. Here’s a few bits that caught my eye, like describing a different kind of embarrassment of riches: having too small a yacht.

A big ship is a floating manse, with a hierarchy written right into the nomenclature. If it has a crew working aboard, it’s a yacht. If it’s more than ninety-eight feet, it’s a superyacht. After that, definitions are debated, but people generally agree that anything more than two hundred and thirty feet is a megayacht, and more than two hundred and ninety-five is a gigayacht. The world contains about fifty-four hundred superyachts, and about a hundred gigayachts. For the moment, a gigayacht is the most expensive item that our species has figured out how to own. In 2019, the hedge-fund billionaire Ken Griffin bought a quadruplex on Central Park South for two hundred and forty million dollars, the highest price ever paid for a home in America. In May, an unknown buyer spent about a hundred and ninety-five million on an Andy Warhol silk-screen portrait of Marilyn Monroe. In luxury-yacht terms, those are ordinary numbers. “There are a lot of boats in build well over two hundred and fifty million dollars,” Jamie Edmiston, a broker in Monaco and London, told me. His buyers are getting younger and more inclined to spend long stretches at sea. “High-speed Internet, telephony, modern communications have made working easier,” he said. “Plus, people made a lot more money earlier in life.” A Silicon Valley C.E.O. told me that one appeal of boats is that they can “absorb the most excess capital.” He explained, “Rationally, it would seem to make sense for people to spend half a billion dollars on their house and then fifty million on the boat that they’re on for two weeks a year, right? But it’s gone the other way. People don’t want to live in a hundred-thousand-square-foot house. Optically, it’s weird. But a half-billion-dollar boat, actually, is quite nice.” Staluppi, of Palm Beach Gardens, is content to spend three or four times as much on his yachts as on his homes. Part of the appeal is flexibility. “If you’re on your boat and you don’t like your neighbor, you tell the captain, ‘Let’s go to a different place,’ ” he said. On land, escaping a bad neighbor requires more work: “You got to try and buy him out or make it uncomfortable or something.” The preference for sea-based investment has altered the proportions of taste. Until recently, the Silicon Valley C.E.O. said, “a fifty-metre boat was considered a good-sized boat. Now that would be a little bit embarrassing.” In the past twenty years, the length of the average luxury yacht has grown by a third, to a hundred and sixty feet.

Or this portion, describing the amount of both pollution and wealthy self-awareness generated by these giants:

Even before Russia’s invasion of Ukraine, the yachting community was straining to manage its reputation as a gusher of carbon emissions (one well-stocked diesel yacht is estimated to produce as much greenhouse gas as fifteen hundred passenger cars), not to mention the fact that the world of white boats is overwhelmingly white. In a candid aside to a French documentarian, the American yachtsman Bill Duker said, “If the rest of the world learns what it’s like to live on a yacht like this, they’re gonna bring back the guillotine.”

But what these big-ass boats really represent to their ultra-wealthy owners is the largest waste of money possible, or as Silicone Valley CEO put it, ““absorb the most excess capital.”

The latest fashions include imax theatres, hospital equipment that tests for dozens of pathogens, and ski rooms where guests can suit up for a helicopter trip to a mountaintop. The longtime owner, who had returned the previous day from his yacht, told me, “No one today—except for assholes and ridiculous people—lives on land in what you would call a deep and broad luxe life. Yes, people have nice houses and all of that, but it’s unlikely that the ratio of staff to them is what it is on a boat.” After a moment, he added, “Boats are the last place that I think you can get away with it.” Even among the truly rich, there is a gap between the haves and the have-yachts. One boating guest told me about a conversation with a famous friend who keeps one of the world’s largest yachts. “He said, ‘The boat is the last vestige of what real wealth can do.’ What he meant is, You have a chef, and I have a chef. You have a driver, and I have a driver. You can fly privately, and I fly privately. So, the one place where I can make clear to the world that I am in a different fucking category than you is the boat.”

Check out the whole story to see how the other side lives. It might motivate you to sharpen up the old guillotine blades while you’re at it.

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The Haves and the Have-Yachts

By Evan Osnos

In the Victorian era, it was said that the length of a man’s boat, in feet, should match his age, in years. The Victorians would have had some questions at the fortieth annual Palm Beach International Boat Show, which convened this March on Florida’s Gold Coast. A typical offering: a two-hundred-and-three-foot superyacht named Sea Owl, selling secondhand for ninety million dollars. The owner, Robert Mercer, the hedge-fund tycoon and Republican donor, was throwing in furniture and accessories, including several auxiliary boats, a Steinway piano, a variety of frescoes, and a security system that requires fingerprint recognition. Nevertheless, Mercer’s package was a modest one; the largest superyachts are more than five hundred feet, on a scale with naval destroyers, and cost six or seven times what he was asking.

For the small, tight-lipped community around the world’s biggest yachts, the Palm Beach show has the promising air of spring training. On the cusp of the summer season, it affords brokers and builders and owners (or attendants from their family offices) a chance to huddle over the latest merchandise and to gather intelligence: Who’s getting in? Who’s getting out? And, most pressingly, who’s ogling a bigger boat?

On the docks, brokers parse the crowd according to a taxonomy of potential. Guests asking for tours face a gantlet of greeters, trained to distinguish “superrich clients” from “ineligible visitors,” in the words of Emma Spence, a former greeter at the Palm Beach show. Spence looked for promising clues (the right shoes, jewelry, pets) as well as for red flags (cameras, ornate business cards, clothes with pop-culture references). For greeters from elsewhere, Palm Beach is a challenging assignment. Unlike in Europe, where money can still produce some visible tells—Hunter Wellies, a Barbour jacket—the habits of wealth in Florida offer little that’s reliable. One colleague resorted to binoculars, to spot a passerby with a hundred-thousand-dollar watch. According to Spence, people judged to have insufficient buying power are quietly marked for “dissuasion.”

For the uninitiated, a pleasure boat the length of a football field can be bewildering. Andy Cohen, the talk-show host, recalled his first visit to a superyacht owned by the media mogul Barry Diller: “I was like the Beverly Hillbillies.” The boats have grown so vast that some owners place unique works of art outside the elevator on each deck, so that lost guests don’t barge into the wrong stateroom.

At the Palm Beach show, I lingered in front of a gracious vessel called Namasté, until I was dissuaded by a wooden placard: “Private yacht, no boarding, no paparazzi.” In a nearby berth was a two-hundred-and-eighty-foot superyacht called Bold, which was styled like a warship, with its own helicopter hangar, three Sea-Doos, two sailboats, and a color scheme of gunmetal gray. The rugged look is a trend; “explorer” vessels, equipped to handle remote journeys, are the sport-utility vehicles of yachting.

If you hail from the realm of ineligible visitors, you may not be aware that we are living through the “greatest boom in the yacht business that’s ever existed,” as Bob Denison—whose firm, Denison Yachting, is one of the world’s largest brokers—told me. “Every broker, every builder, up and down the docks, is having some of the best years they’ve ever experienced.” In 2021, the industry sold a record eight hundred and eighty-seven superyachts worldwide, nearly twice the previous year’s total. With more than a thousand new superyachts on order, shipyards are so backed up that clients unaccustomed to being told no have been shunted to waiting lists.

One reason for the increased demand for yachts is the pandemic. Some buyers invoke social distancing; others, an existential awakening. John Staluppi, of Palm Beach Gardens, who made a fortune from car dealerships, is looking to upgrade from his current, sixty-million-dollar yacht. “When you’re forty or fifty years old, you say, ‘I’ve got plenty of time,’ ” he told me. But, at seventy-five, he is ready to throw in an extra fifteen million if it will spare him three years of waiting. “Is your life worth five million dollars a year? I think so,” he said. A deeper reason for the demand is the widening imbalance of wealth. Since 1990, the United States’ supply of billionaires has increased from sixty-six to more than seven hundred, even as the median hourly wage has risen only twenty per cent. In that time, the number of truly giant yachts—those longer than two hundred and fifty feet—has climbed from less than ten to more than a hundred and seventy. Raphael Sauleau, the C.E.O. of Fraser Yachts, told me bluntly, “ COVID and wealth—a perfect storm for us.”

And yet the marina in Palm Beach was thrumming with anxiety. Ever since the Russian President, Vladimir Putin, launched his assault on Ukraine, the superyacht world has come under scrutiny. At a port in Spain, a Ukrainian engineer named Taras Ostapchuk, working aboard a ship that he said was owned by a Russian arms dealer, threw open the sea valves and tried to sink it to the bottom of the harbor. Under arrest, he told a judge, “I would do it again.” Then he returned to Ukraine and joined the military. Western allies, in the hope of pressuring Putin to withdraw, have sought to cut off Russian oligarchs from businesses and luxuries abroad. “We are coming for your ill-begotten gains,” President Joe Biden declared, in his State of the Union address.

Nobody can say precisely how many of Putin’s associates own superyachts—known to professionals as “white boats”—because the white-boat world is notoriously opaque. Owners tend to hide behind shell companies, registered in obscure tax havens, attended by private bankers and lawyers. But, with unusual alacrity, authorities have used subpoenas and police powers to freeze boats suspected of having links to the Russian élite. In Spain, the government detained a hundred-and-fifty-million-dollar yacht associated with Sergei Chemezov, the head of the conglomerate Rostec, whose bond with Putin reaches back to their time as K.G.B. officers in East Germany. (As in many cases, the boat is not registered to Chemezov; the official owner is a shell company connected to his stepdaughter, a teacher whose salary is likely about twenty-two hundred dollars a month.) In Germany, authorities impounded the world’s most voluminous yacht, Dilbar, for its ties to the mining-and-telecom tycoon Alisher Usmanov. And in Italy police have grabbed a veritable armada, including a boat owned by one of Russia’s richest men, Alexei Mordashov, and a colossus suspected of belonging to Putin himself, the four-hundred-and-fifty-nine-foot Scheherazade.

In Palm Beach, the yachting community worried that the same scrutiny might be applied to them. “Say your superyacht is in Asia, and there’s some big conflict where China invades Taiwan,” Denison told me. “China could spin it as ‘Look at these American oligarchs!’ ” He wondered if the seizures of superyachts marked a growing political animus toward the very rich. “Whenever things are economically or politically disruptive,” he said, “it’s hard to justify taking an insane amount of money and just putting it into something that costs a lot to maintain, depreciates, and is only used for having a good time.”

Nobody pretends that a superyacht is a productive place to stash your wealth. In a column this spring headlined “ A SUPERYACHT IS A TERRIBLE ASSET ,” the Financial Times observed, “Owning a superyacht is like owning a stack of 10 Van Goghs, only you are holding them over your head as you tread water, trying to keep them dry.”

Not so long ago, status transactions among the élite were denominated in Old Masters and in the sculptures of the Italian Renaissance. Joseph Duveen, the dominant art dealer of the early twentieth century, kept the oligarchs of his day—Andrew Mellon, Jules Bache, J. P. Morgan—jockeying over Donatellos and Van Dycks. “When you pay high for the priceless,” he liked to say, “you’re getting it cheap.”

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In the nineteen-fifties, the height of aspirational style was fine French furniture—F.F.F., as it became known in certain precincts of Fifth Avenue and Palm Beach. Before long, more and more money was going airborne. Hugh Hefner, a pioneer in the private-jet era, decked out a plane he called Big Bunny, where he entertained Elvis Presley, Raquel Welch, and James Caan. The oil baron Armand Hammer circled the globe on his Boeing 727, paying bribes and recording evidence on microphones hidden in his cufflinks. But, once it seemed that every plutocrat had a plane, the thrill was gone.

In any case, an airplane is just transportation. A big ship is a floating manse, with a hierarchy written right into the nomenclature. If it has a crew working aboard, it’s a yacht. If it’s more than ninety-eight feet, it’s a superyacht. After that, definitions are debated, but people generally agree that anything more than two hundred and thirty feet is a megayacht, and more than two hundred and ninety-five is a gigayacht. The world contains about fifty-four hundred superyachts, and about a hundred gigayachts.

For the moment, a gigayacht is the most expensive item that our species has figured out how to own. In 2019, the hedge-fund billionaire Ken Griffin bought a quadruplex on Central Park South for two hundred and forty million dollars, the highest price ever paid for a home in America. In May, an unknown buyer spent about a hundred and ninety-five million on an Andy Warhol silk-screen portrait of Marilyn Monroe. In luxury-yacht terms, those are ordinary numbers. “There are a lot of boats in build well over two hundred and fifty million dollars,” Jamie Edmiston, a broker in Monaco and London, told me. His buyers are getting younger and more inclined to spend long stretches at sea. “High-speed Internet, telephony, modern communications have made working easier,” he said. “Plus, people made a lot more money earlier in life.”

A Silicon Valley C.E.O. told me that one appeal of boats is that they can “absorb the most excess capital.” He explained, “Rationally, it would seem to make sense for people to spend half a billion dollars on their house and then fifty million on the boat that they’re on for two weeks a year, right? But it’s gone the other way. People don’t want to live in a hundred-thousand-square-foot house. Optically, it’s weird. But a half-billion-dollar boat, actually, is quite nice.” Staluppi, of Palm Beach Gardens, is content to spend three or four times as much on his yachts as on his homes. Part of the appeal is flexibility. “If you’re on your boat and you don’t like your neighbor, you tell the captain, ‘Let’s go to a different place,’ ” he said. On land, escaping a bad neighbor requires more work: “You got to try and buy him out or make it uncomfortable or something.” The preference for sea-based investment has altered the proportions of taste. Until recently, the Silicon Valley C.E.O. said, “a fifty-metre boat was considered a good-sized boat. Now that would be a little bit embarrassing.” In the past twenty years, the length of the average luxury yacht has grown by a third, to a hundred and sixty feet.

Thorstein Veblen, the economist who published “The Theory of the Leisure Class,” in 1899, argued that the power of “conspicuous consumption” sprang not from artful finery but from sheer needlessness. “In order to be reputable,” he wrote, “it must be wasteful.” In the yachting world, stories circulate about exotic deliveries by helicopter or seaplane: Dom Pérignon, bagels from Zabar’s, sex workers, a rare melon from the island of Hokkaido. The industry excels at selling you things that you didn’t know you needed. When you flip through the yachting press, it’s easy to wonder how you’ve gone this long without a personal submarine, or a cryosauna that “blasts you with cold” down to minus one hundred and ten degrees Celsius, or the full menagerie of “exclusive leathers,” such as eel and stingray.

But these shrines to excess capital exist in a conditional state of visibility: they are meant to be unmistakable to a slender stratum of society—and all but unseen by everyone else. Even before Russia’s invasion of Ukraine, the yachting community was straining to manage its reputation as a gusher of carbon emissions (one well-stocked diesel yacht is estimated to produce as much greenhouse gas as fifteen hundred passenger cars), not to mention the fact that the world of white boats is overwhelmingly white. In a candid aside to a French documentarian, the American yachtsman Bill Duker said, “If the rest of the world learns what it’s like to live on a yacht like this, they’re gonna bring back the guillotine.” The Dutch press recently reported that Jeff Bezos, the founder of Amazon, was building a sailing yacht so tall that the city of Rotterdam might temporarily dismantle a bridge that had survived the Nazis in order to let the boat pass to the open sea. Rotterdammers were not pleased. On Facebook, a local man urged people to “take a box of rotten eggs with you and let’s throw them en masse at Jeff’s superyacht when it sails through.” At least thirteen thousand people expressed interest. Amid the uproar, a deputy mayor announced that the dismantling plan had been abandoned “for the time being.” (Bezos modelled his yacht partly on one owned by his friend Barry Diller, who has hosted him many times. The appreciation eventually extended to personnel, and Bezos hired one of Diller’s captains.)

As social media has heightened the scrutiny of extraordinary wealth, some of the very people who created those platforms have sought less observable places to spend it. But they occasionally indulge in some coded provocation. In 2006, when the venture capitalist Tom Perkins unveiled his boat in Istanbul, most passersby saw it adorned in colorful flags, but people who could read semaphore were able to make out a message: “Rarely does one have the privilege to witness vulgar ostentation displayed on such a scale.” As a longtime owner told me, “If you don’t have some guilt about it, you’re a rat.”

Alex Finley, a former C.I.A. officer who has seen yachts proliferate near her home in Barcelona, has weighed the superyacht era and its discontents in writings and on Twitter, using the hashtag #YachtWatch. “To me, the yachts are not just yachts,” she told me. “In Russia’s case, these are the embodiment of oligarchs helping a dictator destabilize our democracy while utilizing our democracy to their benefit.” But, Finley added, it’s a mistake to think the toxic symbolism applies only to Russia. “The yachts tell a whole story about a Faustian capitalism—this idea that we’re ready to sell democracy for short-term profit,” she said. “They’re registered offshore. They use every loophole that we’ve put in place for illicit money and tax havens. So they play a role in this battle, writ large, between autocracy and democracy.”

After a morning on the docks at the Palm Beach show, I headed to a more secluded marina nearby, which had been set aside for what an attendant called “the really big hardware.” It felt less like a trade show than like a boutique resort, with a swimming pool and a terrace restaurant. Kevin Merrigan, a relaxed Californian with horn-rimmed glasses and a high forehead pinked by the sun, was waiting for me at the stern of Unbridled, a superyacht with a brilliant blue hull that gave it the feel of a personal cruise ship. He invited me to the bridge deck, where a giant screen showed silent video of dolphins at play.

Merrigan is the chairman of the brokerage Northrop & Johnson, which has ridden the tide of growing boats and wealth since 1949. Lounging on a sofa mounded with throw pillows, he projected a nearly postcoital level of contentment. He had recently sold the boat we were on, accepted an offer for a behemoth beside us, and begun negotiating the sale of yet another. “This client owns three big yachts,” he said. “It’s a hobby for him. We’re at a hundred and ninety-one feet now, and last night he said, ‘You know, what do you think about getting a two hundred and fifty?’ ” Merrigan laughed. “And I was, like, ‘Can’t you just have dinner?’ ”

Among yacht owners, there are some unwritten rules of stratification: a Dutch-built boat will hold its value better than an Italian; a custom design will likely get more respect than a “series yacht”; and, if you want to disparage another man’s boat, say that it looks like a wedding cake. But, in the end, nothing says as much about a yacht, or its owner, as the delicate matter of L.O.A.—length over all.

The imperative is not usually length for length’s sake (though the longtime owner told me that at times there is an aspect of “phallic sizing”). “L.O.A.” is a byword for grandeur. In most cases, pleasure yachts are permitted to carry no more than twelve passengers, a rule set by the International Convention for the Safety of Life at Sea, which was conceived after the sinking of the Titanic. But those limits do not apply to crew. “So, you might have anything between twelve and fifty crew looking after those twelve guests,” Edmiston, the broker, said. “It’s a level of service you cannot really contemplate until you’ve been fortunate enough to experience it.”

As yachts have grown more capacious, and the limits on passengers have not, more and more space on board has been devoted to staff and to novelties. The latest fashions include IMAX theatres, hospital equipment that tests for dozens of pathogens, and ski rooms where guests can suit up for a helicopter trip to a mountaintop. The longtime owner, who had returned the previous day from his yacht, told me, “No one today—except for assholes and ridiculous people—lives on land in what you would call a deep and broad luxe life. Yes, people have nice houses and all of that, but it’s unlikely that the ratio of staff to them is what it is on a boat.” After a moment, he added, “Boats are the last place that I think you can get away with it.”

Even among the truly rich, there is a gap between the haves and the have-yachts. One boating guest told me about a conversation with a famous friend who keeps one of the world’s largest yachts. “He said, ‘The boat is the last vestige of what real wealth can do.’ What he meant is, You have a chef, and I have a chef. You have a driver, and I have a driver. You can fly privately, and I fly privately. So, the one place where I can make clear to the world that I am in a different fucking category than you is the boat.”

After Merrigan and I took a tour of Unbridled, he led me out to a waiting tender, staffed by a crew member with an earpiece on a coil. The tender, Merrigan said, would ferry me back to the busy main dock of the Palm Beach show. We bounced across the waves under a pristine sky, and pulled into the marina, where my fellow-gawkers were still trying to talk their way past the greeters. As I walked back into the scrum, Namasté was still there, but it looked smaller than I remembered.

For owners and their guests, a white boat provides a discreet marketplace for the exchange of trust, patronage, and validation. To diagram the precise workings of that trade—the customs and anxieties, strategies and slights—I talked to Brendan O’Shannassy, a veteran captain who is a curator of white-boat lore. Raised in Western Australia, O’Shannassy joined the Navy as a young man, and eventually found his way to skippering some of the world’s biggest yachts. He has worked for Paul Allen, the late co-founder of Microsoft, along with a few other billionaires he declines to name. Now in his early fifties, with patient green eyes and tufts of curly brown hair, O’Shannassy has had a vantage from which to monitor the social traffic. “It’s all gracious, and everyone’s kiss-kiss,” he said. “But there’s a lot going on in the background.”

O’Shannassy once worked for an owner who limited the number of newspapers on board, so that he could watch his guests wait and squirm. “It was a mind game amongst the billionaires. There were six couples, and three newspapers,” he said, adding, “They were ranking themselves constantly.” On some boats, O’Shannassy has found himself playing host in the awkward minutes after guests arrive. “A lot of them are savants, but some are very un-socially aware,” he said. “They need someone to be social and charming for them.” Once everyone settles in, O’Shannassy has learned, there is often a subtle shift, when a mogul or a politician or a pop star starts to loosen up in ways that are rarely possible on land. “Your security is relaxed—they’re not on your hip,” he said. “You’re not worried about paparazzi. So you’ve got all this extra space, both mental and physical.”

O’Shannassy has come to see big boats as a space where powerful “solar systems” converge and combine. “It is implicit in every interaction that their sharing of information will benefit both parties; it is an obsession with billionaires to do favours for each other. A referral, an introduction, an insight—it all matters,” he wrote in “Superyacht Captain,” a new memoir. A guest told O’Shannassy that, after a lavish display of hospitality, he finally understood the business case for buying a boat. “One deal secured on board will pay it all back many times over,” the guest said, “and it is pretty hard to say no after your kids have been hosted so well for a week.”

Take the case of David Geffen, the former music and film executive. He is long retired, but he hosts friends (and potential friends) on the four-hundred-and-fifty-four-foot Rising Sun, which has a double-height cinema, a spa and salon, and a staff of fifty-seven. In 2017, shortly after Barack and Michelle Obama departed the White House, they were photographed on Geffen’s boat in French Polynesia, accompanied by Bruce Springsteen, Oprah Winfrey, Tom Hanks, and Rita Wilson. For Geffen, the boat keeps him connected to the upper echelons of power. There are wealthier Americans, but not many of them have a boat so delectable that it can induce both a Democratic President and the workingman’s crooner to risk the aroma of hypocrisy.

The binding effect pays dividends for guests, too. Once people reach a certain level of fame, they tend to conclude that its greatest advantage is access. Spend a week at sea together, lingering over meals, observing one another floundering on a paddleboard, and you have something of value for years to come. Call to ask for an investment, an introduction, an internship for a wayward nephew, and you’ll at least get the call returned. It’s a mutually reinforcing circle of validation: she’s here, I’m here, we’re here.

But, if you want to get invited back, you are wise to remember your part of the bargain. If you work with movie stars, bring fresh gossip. If you’re on Wall Street, bring an insight or two. Don’t make the transaction obvious, but don’t forget why you’re there. “When I see the guest list,” O’Shannassy wrote, “I am aware, even if not all names are familiar, that all have been chosen for a purpose.”

For O’Shannassy, there is something comforting about the status anxieties of people who have everything. He recalled a visit to the Italian island of Sardinia, where his employer asked him for a tour of the boats nearby. Riding together on a tender, they passed one colossus after another, some twice the size of the owner’s superyacht. Eventually, the man cut the excursion short. “Take me back to my yacht, please,” he said. They motored in silence for a while. “There was a time when my yacht was the most beautiful in the bay,” he said at last. “How do I keep up with this new money?”

The summer season in the Mediterranean cranks up in May, when the really big hardware heads east from Florida and the Caribbean to escape the coming hurricanes, and reconvenes along the coasts of France, Italy, and Spain. At the center is the Principality of Monaco, the sun-washed tax haven that calls itself the “world’s capital of advanced yachting.” In Monaco, which is among the richest countries on earth, superyachts bob in the marina like bath toys.

The nearest hotel room at a price that would not get me fired was an Airbnb over the border with France. But an acquaintance put me on the phone with the Yacht Club de Monaco, a members-only establishment created by the late monarch His Serene Highness Prince Rainier III, whom the Web site describes as “a true visionary in every respect.” The club occasionally rents rooms—“cabins,” as they’re called—to visitors in town on yacht-related matters. Claudia Batthyany, the elegant director of special projects, showed me to my cabin and later explained that the club does not aspire to be a hotel. “We are an association ,” she said. “Otherwise, it becomes”—she gave a gentle wince—“not that exclusive.”

Inside my cabin, I quickly came to understand that I would never be fully satisfied anywhere else again. The space was silent and aromatically upscale, bathed in soft sunlight that swept through a wall of glass overlooking the water. If I was getting a sudden rush of the onboard experience, that was no accident. The clubhouse was designed by the British architect Lord Norman Foster to evoke the opulent indulgence of ocean liners of the interwar years, like the Queen Mary. I found a handwritten welcome note, on embossed club stationery, set alongside an orchid and an assemblage of chocolate truffles: “The whole team remains at your entire disposal to make your stay a wonderful experience. Yours sincerely, Service Members.” I saluted the nameless Service Members, toiling for the comfort of their guests. Looking out at the water, I thought, intrusively, of a line from Santiago, Hemingway’s old man of the sea. “Do not think about sin,” he told himself. “It is much too late for that and there are people who are paid to do it.”

I had been assured that the Service Members would cheerfully bring dinner, as they might on board, but I was eager to see more of my surroundings. I consulted the club’s summer dress code. It called for white trousers and a blue blazer, and it discouraged improvisation: “No pocket handkerchief is to be worn above the top breast-pocket bearing the Club’s coat of arms.” The handkerchief rule seemed navigable, but I did not possess white trousers, so I skirted the lobby and took refuge in the bar. At a table behind me, a man with flushed cheeks and a British accent had a head start. “You’re a shitty negotiator,” he told another man, with a laugh. “Maybe sales is not your game.” A few seats away, an American woman was explaining to a foreign friend how to talk with conservatives: “If they say, ‘The earth is flat,’ you say, ‘Well, I’ve sailed around it, so I’m not so sure about that.’ ”

In the morning, I had an appointment for coffee with Gaëlle Tallarida, the managing director of the Monaco Yacht Show, which the Daily Mail has called the “most shamelessly ostentatious display of yachts in the world.” Tallarida was not born to that milieu; she grew up on the French side of the border, swimming at public beaches with a view of boats sailing from the marina. But she had a knack for highly organized spectacle. While getting a business degree, she worked on a student theatre festival and found it thrilling. Afterward, she got a job in corporate events, and in 1998 she was hired at the yacht show as a trainee.

With this year’s show five months off, Tallarida was already getting calls about what she described as “the most complex part of my work”: deciding which owners get the most desirable spots in the marina. “As you can imagine, they’ve got very big egos,” she said. “On top of that, I’m a woman. They are sometimes arriving and saying”—she pointed into the distance, pantomiming a decree—“ ‘O.K., I want that!  ’ ”

Just about everyone wants his superyacht to be viewed from the side, so that its full splendor is visible. Most harbors, however, have a limited number of berths with a side view; in Monaco, there are only twelve, with prime spots arrayed along a concrete dike across from the club. “We reserve the dike for the biggest yachts,” Tallarida said. But try telling that to a man who blew his fortune on a small superyacht.

Whenever possible, Tallarida presents her verdicts as a matter of safety: the layout must insure that “in case of an emergency, any boat can go out.” If owners insist on preferential placement, she encourages a yachting version of the Golden Rule: “What if, next year, I do that to you? Against you?”

Does that work? I asked. She shrugged. “They say, ‘Eh.’ ” Some would gladly risk being a victim next year in order to be a victor now. In the most awful moment of her career, she said, a man who was unhappy with his berth berated her face to face. “I was in the office, feeling like a little girl, with my daddy shouting at me. I said, ‘O.K., O.K., I’m going to give you the spot.’ ”

Securing just the right place, it must be said, carries value. Back at the yacht club, I was on my terrace, enjoying the latest delivery by the Service Members—an airy French omelette and a glass of preternaturally fresh orange juice. I thought guiltily of my wife, at home with our kids, who had sent a text overnight alerting me to a maintenance issue that she described as “a toilet debacle.”

Then I was distracted by the sight of a man on a yacht in the marina below. He was staring up at me. I went back to my brunch, but, when I looked again, there he was—a middle-aged man, on a mid-tier yacht, juiceless, on a greige banquette, staring up at my perfect terrace. A surprising sensation started in my chest and moved outward like a warm glow: the unmistakable pang of superiority.

That afternoon, I made my way to the bar, to meet the yacht club’s general secretary, Bernard d’Alessandri, for a history lesson. The general secretary was up to code: white trousers, blue blazer, club crest over the heart. He has silver hair, black eyebrows, and a tan that evokes high-end leather. “I was a sailing teacher before this,” he said, and gestured toward the marina. “It was not like this. It was a village.”

Before there were yacht clubs, there were jachten , from the Dutch word for “hunt.” In the seventeenth century, wealthy residents of Amsterdam created fast-moving boats to meet incoming cargo ships before they hit port, in order to check out the merchandise. Soon, the Dutch owners were racing one another, and yachting spread across Europe. After a visit to Holland in 1697, Peter the Great returned to Russia with a zeal for pleasure craft, and he later opened Nevsky Flot, one of the world’s first yacht clubs, in St. Petersburg.

For a while, many of the biggest yachts were symbols of state power. In 1863, the viceroy of Egypt, Isma’il Pasha, ordered up a steel leviathan called El Mahrousa, which was the world’s longest yacht for a remarkable hundred and nineteen years, until the title was claimed by King Fahd of Saudi Arabia. In the United States, Franklin Delano Roosevelt received guests aboard the U.S.S. Potomac, which had a false smokestack containing a hidden elevator, so that the President could move by wheelchair between decks.

But yachts were finding new patrons outside politics. In 1954, the Greek shipping baron Aristotle Onassis bought a Canadian Navy frigate and spent four million dollars turning it into Christina O, which served as his home for months on end—and, at various times, as a home to his companions Maria Callas, Greta Garbo, and Jacqueline Kennedy. Christina O had its flourishes—a Renoir in the master suite, a swimming pool with a mosaic bottom that rose to become a dance floor—but none were more distinctive than the appointments in the bar, which included whales’ teeth carved into pornographic scenes from the Odyssey and stools upholstered in whale foreskins.

For Onassis, the extraordinary investments in Christina O were part of an epic tit for tat with his archrival, Stavros Niarchos, a fellow shipping tycoon, which was so entrenched that it continued even after Onassis’s death, in 1975. Six years later, Niarchos launched a yacht fifty-five feet longer than Christina O: Atlantis II, which featured a swimming pool on a gyroscope so that the water would not slosh in heavy seas. Atlantis II, now moored in Monaco, sat before the general secretary and me as we talked.

Over the years, d’Alessandri had watched waves of new buyers arrive from one industry after another. “First, it was the oil. After, it was the telecommunications. Now, they are making money with crypto,” he said. “And, each time, it’s another size of the boat, another design.” What began as symbols of state power had come to represent more diffuse aristocracies—the fortunes built on carbon, capital, and data that migrated across borders. As early as 1908, the English writer G. K. Chesterton wondered what the big boats foretold of a nation’s fabric. “The poor man really has a stake in the country,” he wrote. “The rich man hasn’t; he can go away to New Guinea in a yacht.”

Each iteration of fortune left its imprint on the industry. Sheikhs, who tend to cruise in the world’s hottest places, wanted baroque indoor spaces and were uninterested in sundecks. Silicon Valley favored acres of beige, more Sonoma than Saudi. And buyers from Eastern Europe became so abundant that shipyards perfected the onboard banya , a traditional Russian sauna stocked with birch and eucalyptus. The collapse of the Soviet Union, in 1991, had minted a generation of new billionaires, whose approach to money inspired a popular Russian joke: One oligarch brags to another, “Look at this new tie. It cost me two hundred bucks!” To which the other replies, “You moron. You could’ve bought the same one for a thousand!”

In 1998, around the time that the Russian economy imploded, the young tycoon Roman Abramovich reportedly bought a secondhand yacht called Sussurro—Italian for “whisper”—which had been so carefully engineered for speed that each individual screw was weighed before installation. Soon, Russians were competing to own the costliest ships. “If the most expensive yacht in the world was small, they would still want it,” Maria Pevchikh, a Russian investigator who helps lead the Anti-Corruption Foundation, told me.

In 2008, a thirty-six-year-old industrialist named Andrey Melnichenko spent some three hundred million dollars on Motor Yacht A, a radical experiment conceived by the French designer Philippe Starck, with a dagger-shaped hull and a bulbous tower topped by a master bedroom set on a turntable that pivots to capture the best view. The shape was ridiculed as “a giant finger pointing at you” and “one of the most hideous vessels ever to sail,” but it marked a new prominence for Russian money at sea. Today, post-Soviet élites are thought to own a fifth of the world’s gigayachts.

Even Putin has signalled his appreciation, being photographed on yachts in the Black Sea resort of Sochi. In an explosive report in 2012, Boris Nemtsov, a former Deputy Prime Minister, accused Putin of amassing a storehouse of outrageous luxuries, including four yachts, twenty homes, and dozens of private aircraft. Less than three years later, Nemtsov was fatally shot while crossing a bridge near the Kremlin. The Russian government, which officially reports that Putin collects a salary of about a hundred and forty thousand dollars and possesses a modest apartment in Moscow, denied any involvement.

Many of the largest, most flamboyant gigayachts are designed in Monaco, at a sleek waterfront studio occupied by the naval architect Espen Øino. At sixty, Øino has a boyish mop and the mild countenance of a country parson. He grew up in a small town in Norway, the heir to a humble maritime tradition. “My forefathers built wooden rowing boats for four generations,” he told me. In the late eighties, he was designing sailboats when his firm won a commission to design a megayacht for Emilio Azcárraga, the autocratic Mexican who built Televisa into the world’s largest Spanish-language broadcaster. Azcárraga was nicknamed El Tigre, for his streak of white hair and his comfort with confrontation; he kept a chair in his office that was unusually high off the ground, so that visitors’ feet dangled like children’s.

In early meetings, Øino recalled, Azcárraga grew frustrated that the ideas were not dazzling enough. “You must understand,” he said. “I don’t go to port very often with my boats, but, when I do, I want my presence to be felt.”

The final design was suitably arresting; after the boat was completed, Øino had no shortage of commissions. In 1998, he was approached by Paul Allen, of Microsoft, to build a yacht that opened the way for the Goliaths that followed. The result, called Octopus, was so large that it contained a submarine marina in its belly, as well as a helicopter hangar that could be converted into an outdoor performance space. Mick Jagger and Bono played on occasion. I asked Øino why owners obsessed with secrecy seem determined to build the world’s most conspicuous machines. He compared it to a luxury car with tinted windows. “People can’t see you, but you’re still in that expensive, impressive thing,” he said. “We all need to feel that we’re important in one way or another.”

In recent months, Øino has seen some of his creations detained by governments in the sanctions campaign. When we spoke, he condemned the news coverage. “Yacht equals Russian equals evil equals money,” he said disdainfully. “It’s a bit tragic, because the yachts have become synonymous with the bad guys in a James Bond movie.”

What about Scheherazade, the giant yacht that U.S. officials have alleged is held by a Russian businessman for Putin’s use? Øino, who designed the ship, rejected the idea. “We have designed two yachts for heads of state, and I can tell you that they’re completely different, in terms of the layout and everything, from Scheherazade.” He meant that the details said plutocrat, not autocrat.

For the time being, Scheherazade and other Øino creations under detention across Europe have entered a strange legal purgatory. As lawyers for the owners battle to keep the ships from being permanently confiscated, local governments are duty-bound to maintain them until a resolution is reached. In a comment recorded by a hot mike in June, Jake Sullivan, the U.S. national-security adviser, marvelled that “people are basically being paid to maintain Russian superyachts on behalf of the United States government.” (It usually costs about ten per cent of a yacht’s construction price to keep it afloat each year. In May, officials in Fiji complained that a detained yacht was costing them more than a hundred and seventy-one thousand dollars a day.)

Stranger still are the Russian yachts on the lam. Among them is Melnichenko’s much maligned Motor Yacht A. On March 9th, Melnichenko was sanctioned by the European Union, and although he denied having close ties to Russia’s leadership, Italy seized one of his yachts—a six-hundred-million-dollar sailboat. But Motor Yacht A slipped away before anyone could grab it. Then the boat turned off the transponder required by international maritime rules, so that its location could no longer be tracked. The last ping was somewhere near the Maldives, before it went dark on the high seas.

The very largest yachts come from Dutch and German shipyards, which have experience in naval vessels, known as “gray boats.” But the majority of superyachts are built in Italy, partly because owners prefer to visit the Mediterranean during construction. (A British designer advises those who are weighing their choices to take the geography seriously, “unless you like schnitzel.”)

In the past twenty-two years, nobody has built more superyachts than the Vitellis, an Italian family whose patriarch, Paolo Vitelli, got his start in the seventies, manufacturing smaller boats near a lake in the mountains. By 1985, their company, Azimut, had grown large enough to buy the Benetti shipyards, which had been building enormous yachts since the nineteenth century. Today, the combined company builds its largest boats near the sea, but the family still works in the hill town of Avigliana, where a medieval monastery towers above a valley. When I visited in April, Giovanna Vitelli, the vice-president and the founder’s daughter, led me through the experience of customizing a yacht.

“We’re using more and more virtual reality,” she said, and a staffer fitted me with a headset. When the screen blinked on, I was inside a 3-D mockup of a yacht that is not yet on the market. I wandered around my suite for a while, checking out swivel chairs, a modish sideboard, blond wood panelling on the walls. It was convincing enough that I collided with a real-life desk.

After we finished with the headset, it was time to pick the décor. The industry encourages an introspective evaluation: What do you want your yacht to say about you? I was handed a vibrant selection of wood, marble, leather, and carpet. The choices felt suddenly grave. Was I cut out for the chiselled look of Cream Vesuvio, or should I accept that I’m a gray Cardoso Stone? For carpets, I liked the idea of Chablis Corn White—Paris and the prairie, together at last. But, for extra seating, was it worth splurging for the V.I.P. Vanity Pouf?

Some designs revolve around a single piece of art. The most expensive painting ever sold, Leonardo da Vinci’s “Salvator Mundi,” reportedly was hung on the Saudi crown prince Mohammed bin Salman’s four-hundred-and-thirty-nine-foot yacht Serene, after the Louvre rejected a Saudi demand that it hang next to the “Mona Lisa.” Art conservators blanched at the risks that excess humidity and fluctuating temperatures could pose to a five-hundred-year-old painting. Often, collectors who want to display masterpieces at sea commission replicas.

If you’ve just put half a billion dollars into a boat, you may have qualms about the truism that material things bring less happiness than experiences do. But this, too, can be finessed. Andrew Grant Super, a co-founder of the “experiential yachting” firm Berkeley Rand, told me that he served a uniquely overstimulated clientele: “We call them the bored billionaires.” He outlined a few of his experience products. “We can plot half of the Pacific Ocean with coördinates, to map out the Battle of Midway,” he said. “We re-create the full-blown battles of the giant ships from America and Japan. The kids have haptic guns and haptic vests. We put the smell of cordite and cannon fire on board, pumping around them.” For those who aren’t soothed by the scent of cordite, Super offered an alternative. “We fly 3-D-printed, architectural freestanding restaurants into the middle of the Maldives, on a sand shelf that can only last another eight hours before it disappears.”

For some, the thrill lies in the engineering. Staluppi, born in Brooklyn, was an auto mechanic who had no experience with the sea until his boss asked him to soup up a boat. “I took the six-cylinder engines out and put V-8 engines in,” he recalled. Once he started commissioning boats of his own, he built scale models to conduct tests in water tanks. “I knew I could never have the biggest boat in the world, so I says, ‘You know what? I want to build the fastest yacht in the world.’ The Aga Khan had the fastest yacht, and we just blew right by him.”

In Italy, after decking out my notional yacht, I headed south along the coast, to Tuscan shipyards that have evolved with each turn in the country’s history. Close to the Carrara quarries, which yielded the marble that Michelangelo turned into David, ships were constructed in the nineteenth century, to transport giant blocks of stone. Down the coast, the yards in Livorno made warships under the Fascists, until they were bombed by the Allies. Later, they began making and refitting luxury yachts. Inside the front gate of a Benetti shipyard in Livorno, a set of models depicted the firm’s famous modern creations. Most notable was the megayacht Nabila, built in 1980 for the high-living arms dealer Adnan Khashoggi, with a hundred rooms and a disco that was the site of legendary decadence. (Khashoggi’s budget for prostitution was so extravagant that a French prosecutor later estimated he paid at least half a million dollars to a single madam in a single year.)

In 1987, shortly before Khashoggi was indicted for mail fraud and obstruction of justice (he was eventually acquitted), the yacht was sold to the real-estate developer Donald Trump, who renamed it Trump Princess. Trump was never comfortable on a boat—“Couldn’t get off fast enough,” he once said—but he liked to impress people with his yacht’s splendor. In 1991, while three billion dollars in debt, Trump ceded the vessel to creditors. Later in life, though, he discovered enthusiastic support among what he called “our beautiful boaters,” and he came to see quality watercraft as a mark of virtue—a way of beating the so-called élite. “We got better houses, apartments, we got nicer boats, we’re smarter than they are,” he told a crowd in Fargo, North Dakota. “Let’s call ourselves, from now on, the super-élite.”

In the age of oversharing, yachts are a final sanctum of secrecy, even for some of the world’s most inveterate talkers. Oprah, after returning from her sojourn with the Obamas, rebuffed questions from reporters. “What happens on the boat stays on the boat,” she said. “We talked, and everybody else did a lot of paddleboarding.”

I interviewed six American superyacht owners at length, and almost all insisted on anonymity or held forth with stupefying blandness. “Great family time,” one said. Another confessed, “It’s really hard to talk about it without being ridiculed.” None needed to be reminded of David Geffen’s misadventure during the early weeks of the pandemic, when he Instagrammed a photo of his yacht in the Grenadines and posted that he was “avoiding the virus” and “hoping everybody is staying safe.” It drew thousands of responses, many marked #EatTheRich, others summoning a range of nautical menaces: “At least the pirates have his location now.”

The yachts extend a tradition of seclusion as the ultimate luxury. The Medici, in sixteenth-century Florence, built elevated passageways, or corridoi , high over the city to escape what a scholar called the “clash of classes, the randomness, the smells and confusions” of pedestrian life below. More recently, owners of prized town houses in London have headed in the other direction, building three-story basements so vast that their construction can require mining engineers—a trend that researchers in the United Kingdom named “luxified troglodytism.”

Water conveys a particular autonomy, whether it’s ringing the foot of a castle or separating a private island from the mainland. Peter Thiel, the billionaire venture capitalist, gave startup funding to the Seasteading Institute, a nonprofit group co-founded by Milton Friedman’s grandson, which seeks to create floating mini-states—an endeavor that Thiel considered part of his libertarian project to “escape from politics in all its forms.” Until that fantasy is realized, a white boat can provide a start. A recent feature in Boat International , a glossy trade magazine, noted that the new hundred-and-twenty-five-million-dollar megayacht Victorious has four generators and “six months’ autonomy” at sea. The builder, Vural Ak, explained, “In case of emergency, god forbid, you can live in open water without going to shore and keep your food stored, make your water from the sea.”

Much of the time, superyachts dwell beyond the reach of ordinary law enforcement. They cruise in international waters, and, when they dock, local cops tend to give them a wide berth; the boats often have private security, and their owners may well be friends with the Prime Minister. According to leaked documents known as the Paradise Papers, handlers proposed that the Saudi crown prince take delivery of a four-hundred-and-twenty-million-dollar yacht in “international waters in the western Mediterranean,” where the sale could avoid taxes.

Builders and designers rarely advertise beyond the trade press, and they scrupulously avoid leaks. At Lürssen, a German shipbuilding firm, projects are described internally strictly by reference number and code name. “We are not in the business for the glory,” Peter Lürssen, the C.E.O., told a reporter. The closest thing to an encyclopedia of yacht ownership is a site called SuperYachtFan, run by a longtime researcher who identifies himself only as Peter, with a disclaimer that he relies partly on “rumors” but makes efforts to confirm them. In an e-mail, he told me that he studies shell companies, navigation routes, paparazzi photos, and local media in various languages to maintain a database with more than thirteen hundred supposed owners. Some ask him to remove their names, but he thinks that members of that economic echelon should regard the attention as a “fact of life.”

To work in the industry, staff must adhere to the culture of secrecy, often enforced by N.D.A.s. On one yacht, O’Shannassy, the captain, learned to communicate in code with the helicopter pilot who regularly flew the owner from Switzerland to the Mediterranean. Before takeoff, the pilot would call with a cryptic report on whether the party included the presence of a Pomeranian. If any guest happened to overhear, their cover story was that a customs declaration required details about pets. In fact, the lapdog was a constant companion of the owner’s wife; if the Pomeranian was in the helicopter, so was she. “If no dog was in the helicopter,” O’Shannassy recalled, the owner was bringing “somebody else.” It was the captain’s duty to rebroadcast the news across the yacht’s internal radio: “Helicopter launched, no dog, I repeat no dog today”—the signal for the crew to ready the main cabin for the mistress, instead of the wife. They swapped out dresses, family photos, bathroom supplies, favored drinks in the fridge. On one occasion, the code got garbled, and the helicopter landed with an unanticipated Pomeranian. Afterward, the owner summoned O’Shannassy and said, “Brendan, I hope you never have such a situation, but if you do I recommend making sure the correct dresses are hanging when your wife comes into your room.”

In the hierarchy on board a yacht, the most delicate duties tend to trickle down to the least powerful. Yacht crew—yachties, as they’re known—trade manual labor and obedience for cash and adventure. On a well-staffed boat, the “interior team” operates at a forensic level of detail: they’ll use Q-tips to polish the rim of your toilet, tweezers to lift your fried-chicken crumbs from the teak, a toothbrush to clean the treads of your staircase.

Many are English-speaking twentysomethings, who find work by doing the “dock walk,” passing out résumés at marinas. The deals can be alluring: thirty-five hundred dollars a month for deckhands; fifty thousand dollars in tips for a decent summer in the Med. For captains, the size of the boat matters—they tend to earn about a thousand dollars per foot per year.

Yachties are an attractive lot, a community of the toned and chipper, which does not happen by chance; their résumés circulate with head shots. Before Andy Cohen was a talk-show host, he was the head of production and development at Bravo, where he green-lighted a reality show about a yacht crew: “It’s a total pressure cooker, and they’re actually living together while they’re working. Oh, and by the way, half of them are having sex with each other. What’s not going to be a hit about that?” The result, the gleefully seamy “Below Deck,” has been among the network’s top-rated shows for nearly a decade.

To stay in the business, captains and crew must absorb varying degrees of petty tyranny. An owner once gave O’Shannassy “a verbal beating” for failing to negotiate a lower price on champagne flutes etched with the yacht’s logo. In such moments, the captain responds with a deferential mantra: “There is no excuse. Your instruction was clear. I can only endeavor to make it better for next time.”

The job comes with perilously little protection. A big yacht is effectively a corporation with a rigid hierarchy and no H.R. department. In recent years, the industry has fielded increasingly outspoken complaints about sexual abuse, toxic impunity, and a disregard for mental health. A 2018 survey by the International Seafarers’ Welfare and Assistance Network found that more than half of the women who work as yacht crew had experienced harassment, discrimination, or bullying on board. More than four-fifths of the men and women surveyed reported low morale.

Karine Rayson worked on yachts for four years, rising to the position of “chief stew,” or stewardess. Eventually, she found herself “thinking of business ideas while vacuuming,” and tiring of the culture of entitlement. She recalled an episode in the Maldives when “a guest took a Jet Ski and smashed into a marine reserve. That damaged the coral, and broke his Jet Ski, so he had to clamber over the rocks and find his way to the shore. It was a private hotel, and the security got him and said, ‘Look, there’s a large fine, you have to pay.’ He said, ‘Don’t worry, the boat will pay for it.’ ” Rayson went back to school and became a psychotherapist. After a period of counselling inmates in maximum-security prisons, she now works with yacht crew, who meet with her online from around the world.

Rayson’s clients report a range of scenarios beyond the boundaries of ordinary employment: guests who did so much cocaine that they had no appetite for a chef’s meals; armed men who raided a boat offshore and threatened to take crew members to another country; owners who vowed that if a young stew told anyone about abuse she suffered on board they’d call in the Mafia and “skin me alive.” Bound by N.D.A.s, crew at sea have little recourse.“We were paranoid that our e-mails were being reviewed, or we were getting bugged,” Rayson said.

She runs an “exit strategy” course to help crew find jobs when they’re back on land. The adjustment isn’t easy, she said: “You’re getting paid good money to clean a toilet. So, when you take your C.V. to land-based employers, they might question your skill set.” Despite the stresses of yachting work, Rayson said, “a lot of them struggle with integration into land-based life, because they have all their bills paid for them, so they don’t pay for food. They don’t pay for rent. It’s a huge shock.”

It doesn’t take long at sea to learn that nothing is too rich to rust. The ocean air tarnishes metal ten times as fast as on land; saltwater infiltrates from below. Left untouched, a single corroding ulcer will puncture tanks, seize a motor, even collapse a hull. There are tricks, of course—shield sensitive parts with resin, have your staff buff away blemishes—but you can insulate a machine from its surroundings for only so long.

Hang around the superyacht world for a while and you see the metaphor everywhere. Four months after Putin’s invasion of Ukraine, the war had eaten a hole in his myths of competence. The Western campaign to isolate him and his oligarchs was proving more durable than most had predicted. Even if the seizures of yachts were mired in legal disputes, Finley, the former C.I.A. officer, saw them as a vital “pressure point.” She said, “The oligarchs supported Putin because he provided stable authoritarianism, and he can no longer guarantee that stability. And that’s when you start to have cracks.”

For all its profits from Russian clients, the yachting industry was unsentimental. Brokers stripped photos of Russian yachts from their Web sites; Lürssen, the German builder, sent questionnaires to clients asking who, exactly, they were. Business was roaring, and, if some Russians were cast out of the have-yachts, other buyers would replace them.

On a cloudless morning in Viareggio, a Tuscan town that builds almost a fifth of the world’s superyachts, a family of first-time owners from Tel Aviv made the final, fraught preparations. Down by the docks, their new boat was suspended above the water on slings, ready to be lowered for its official launch. The scene was set for a ceremony: white flags in the wind, a plexiglass lectern. It felt like the obverse of the dockside scrum at the Palm Beach show; by this point in the buying process, nobody was getting vetted through binoculars. Waitresses handed out glasses of wine. The yacht venders were in suits, but the new owners were in upscale Euro casual: untucked linen, tight jeans, twelve-hundred-dollar Prada sneakers. The family declined to speak to me (and the company declined to identify them). They had come asking for a smaller boat, but the sales staff had talked them up to a hundred and eleven feet. The Victorians would have been impressed.

The C.E.O. of Azimut Benetti, Marco Valle, was in a buoyant mood. “Sun. Breeze. Perfect day to launch a boat, right?” he told the owners. He applauded them for taking the “first step up the big staircase.” The selling of the next vessel had already begun.

Hanging aloft, their yacht looked like an artifact in the making; it was easy to imagine a future civilization sifting the sediment and discovering that an earlier society had engaged in a building spree of sumptuous arks, with accommodations for dozens of servants but only a few lucky passengers, plus the occasional Pomeranian.

We approached the hull, where a bottle of spumante hung from a ribbon in Italian colors. Two members of the family pulled back the bottle and slung it against the yacht. It bounced off and failed to shatter. “Oh, that’s bad luck,” a woman murmured beside me. Tales of that unhappy omen abound. In one memorable case, the bottle failed to break on Zaca, a schooner that belonged to Errol Flynn. In the years that followed, the crew mutinied and the boat sank; after being re-floated, it became the setting for Flynn’s descent into cocaine, alcohol, orgies, and drug smuggling. When Flynn died, new owners brought in an archdeacon for an onboard exorcism.

In the present case, the bottle broke on the second hit, and confetti rained down. As the family crowded around their yacht for photos, I asked Valle, the C.E.O., about the shortage of new boats. “Twenty-six years I’ve been in the nautical business—never been like this,” he said. He couldn’t hire enough welders and carpenters. “I don’t know for how long it will last, but we’ll try to get the profits right now.”

Whatever comes, the white-boat world is preparing to insure future profits, too. In recent years, big builders and brokers have sponsored a rebranding campaign dedicated to “improving the perception of superyachting.” (Among its recommendations: fewer ads with girls in bikinis and high heels.) The goal is partly to defuse #EatTheRich, but mostly it is to soothe skittish buyers. Even the dramatic increase in yacht ownership has not kept up with forecasts of the global growth in billionaires—a disparity that represents the “one dark cloud we can see on the horizon,” as Øino, the naval architect, said during an industry talk in Norway. He warned his colleagues that they needed to reach those “potential yacht owners who, for some reason, have decided not to step up to the plate.”

But, to a certain kind of yacht buyer, even aggressive scrutiny can feel like an advertisement—a reminder that, with enough access and cash, you can ride out almost any storm. In April, weeks after the fugitive Motor Yacht A went silent, it was rediscovered in physical form, buffed to a shine and moored along a creek in the United Arab Emirates. The owner, Melnichenko, had been sanctioned by the E.U., Switzerland, Australia, and the U.K. Yet the Emirates had rejected requests to join those sanctions and had become a favored wartime haven for Russian money. Motor Yacht A was once again arrayed in almost plain sight, like semaphore flags in the wind. ♦

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Bill Duker Wikipedia, Software, Billionaire, Yacht, Miami, Net Worth

By sayyed ayan

Published on: September 20, 2023

Table of Contents

Bill Duker Wikipedia, Software, Billionaire, Yacht, Miami, Net Worth – Bill Duker is a name you might not have heard of, but he’s a man with a lot going on in his life. He’s a lawyer, a businessman, and a philanthropist, all rolled into one. Let’s take a closer look at the different aspects of his life.

Bill Duker Early Life & Family

Bill Duker wasn’t born into a regular family. He grew up in a family of entrepreneurs, where the world of business was a common topic at the dinner table. This early exposure to business had a profound impact on young Bill. He was fascinated by the intricacies of running a business and was determined to make his mark in this world.

Bill Duker Education

To make that mark, Bill knew he needed a solid education. He completed his Bachelor of Arts (BA) from a prestigious university, setting the foundation for his future success. However, he didn’t stop there. Bill’s ambition led him to Harvard Law School, where he excelled academically, graduating with honors. His academic achievements paved the way for a promising career in law.

Bill Duker Professional Life

Bill Duker’s journey in the professional world has been marked by hard work and determination. He started his career as a lawyer, working at different firms before deciding to take the entrepreneurial route. He founded Amici LLC, a company that provides support and services to businesses. This step into the business world was a significant one for Bill, and it opened up new avenues for him to explore.

Bill Duker Personal Life

In his personal life, Bill Duker is a man deeply in love with his wife, Sharon. Their relationship is a source of strength for both of them, helping them weather even the toughest storms. Bill often speaks of Sharon as his soulmate, and their bond is evident in the way they support and care for each other. For Bill, Sharon is the light of his life, and he cherishes every moment they share.

Bill Duker Yearly Earnings, Monthly Income, and Salary

Bill Duker’s annual income is approximately $15 million, translating to a monthly income of around $1.2 million. On a daily basis, he earns roughly $41,000. These figures might seem staggering, but they reflect the demands and expenses that come with a career in law. Bill’s dedication to his work and his commitment to justice are what drive these earnings.

Bill Duker Age, Height, and Weight

Bill Duker is currently 68 years old. He stands at 5 feet 6 inches tall and weighs around 78 kg. His age and experience make him a seasoned lawyer who has assisted numerous people with their legal issues. His height and weight are just numbers; what truly defines Bill is his kindness and his willingness to help those in need.

Business Ventures

Amici LLC is just one of Bill Duker’s business ventures. He has also been involved in other businesses, including a software development company and a real estate investment firm. These ventures speak to his versatility and ability to navigate diverse industries. It’s clear that Bill has an entrepreneurial spirit and a knack for making smart business decisions.

Bill Duker Philanthropy

Beyond his professional success, Bill Duker is also known for his philanthropic endeavors. He’s a man with a big heart and a strong belief in giving back to the community. He’s donated to numerous charities and causes, demonstrating his commitment to making the world a better place. Bill understands the importance of using his wealth and influence for the greater good.

Bill Duker Social Media Accounts

In conclusion, Bill Duker is a multi-talented individual who has made a name for himself in the worlds of law, business, and philanthropy. His journey from a family of entrepreneurs to a successful lawyer and entrepreneur is a testament to his hard work and determination. Moreover, his dedication to justice, love for his wife, and commitment to giving back to the community make him a well-rounded and admirable figure. While his net worth and income are impressive, they are merely a reflection of his dedication to his various pursuits. Bill Duker is a man who exemplifies the power of determination, education, and a giving heart.

Who is Bill Duker, and what does he do?

Bill Duker is a lawyer, businessman, and philanthropist. He is involved in various business ventures, including founding Amici LLC, and he’s known for his commitment to justice and charitable contributions.

What is Bill Duker’s net worth?

Bill Duker’s net worth is estimated to be $3 million.

How much does Bill Duker earn annually, monthly, and daily?

Bill Duker earns around $15 million annually, which translates to approximately $1.2 million per month and about $41,000 per day. However, it’s important to note that lawyers often have substantial expenses.

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New cape coral yacht club designs: most on council like a coastal, key west vibe.

Given three different design options for the new Yacht Club Community Center , most of the Cape Coral City Council is leaning toward a coastal, Key West-flavor architecture.

At a committee of the whole meeting on Wednesday, the city sought direction from the council on a design direction for the outside of the community building.

"It's a concept, just like we do with anything else, and as we are designing, things may come up that we want to shift and be nimble (on)," said Cape Coral City Manager Michael Ilczyszyn.

James Pankonin with Kimley Horn, a consulting firm focusing on public and private developments, presented the information about the look of the community building.

Cape Coral's Yacht Club Community Park, which includes a yacht basin, tennis courts, a swimming pool, a ballroom, and a beach, has been a popular attraction and staple for the city since the 1960s but is set to undergo major renovations after Hurricane Ian delayed the original plans .

The current plans include a new two-story community center to replace the ballroom, removing the tennis courts, rearranging the area to accommodate a four-story parking garage, a new restaurant, and a new resort-style pool.

The city is also preparing for the demolition of the Yacht Club and its facilities in April as it awaits permits.

No estimates could be provided for the price of the new building.

"It will really come into how much of certain materials are needed and construction methods," Ilczyszyn said.

The city will have that information once they have 30% of the construction design.

Two public meetings for the designs are planned for April 2 and May 7.

After getting public input, the city will vote to amend its contract with Kimley Horn to approve all these changes.

The plan is to have these changes approved or introduced before the summer hiatus.

Previous Coverage Demolition of Cape Coral's Yacht Club slated for April will cost almost $1 million

Cape Coral community news Courtyards of Cape Coral South sets bingo fundraiser for residents still affected by Ian

New Designs for the Yacht Club building

John Bryant with Sweet Sparkman Architecture and Interiors, a Sarasota-based design firm, said the goal with the new designs was to maintain the experience of the original Yacht Club.

The majority of the council preferred option one.

Design one:

Bryant described the first option as "coastal vernacular" and similar to the park buildings at Lake Kennedy and Yellow Fever Creek.

"So it's sort of informed by the current architectural work in 2024," Bryant said. "Kinda Key West."

Councilmember Dan Sheppard and Mayor John Gunter preferred option one.

Gunter said the design was the most pleasing for him.

Councilmember Keith Long liked option one and said he liked the Key West aesthetic.

Councilmember Tom Hayden liked option one.

Design two:

Option two is more informed by the current Yacht Club and would have a stone base and mid-century feel to it, according to Bryant.

"There's certainly opportunity to kind of further develop this option to have even more of the existing Yacht Club feel, but a different vibe, feel than option one," Bryant said.

He also said option two might be more expressive the closer they try to recreate the aesthetic of the old ballroom building.

Councilmember Jessica Cosden liked design two as it incorporated design elements of the old building though she lamented how similar it looked to the first design.

"I wish we could have done more, but I know it's hard with a two-story building, to make it look the same as a very unique one-story building.

Councilmember Bill Steinke said two would be his choice as well, but was wary of additional maintenance of natural wood products used in the design.

"As long as we can bring that aesthetic and keep the maintenance down, number two would be my choice," Steinke said.

Councilmember Robert Welsh said he could go either way, but he liked the look of two.

Design three:

This would be more contemporary and modern.

"Even with a more contemporary language, you can still have warmth, incorporating some wood elements and stone elements," Bryant said.

None of the council members expressed any favorability for the third design.

Inside the new community center

The Community Center will have an additional 10,000 square feet for a total of 47,000 square feet, a history room to remember the first ballroom building on the first floor, and more rooms for civic and community use on the first floor.

Additionally, the new ballroom has shifted slightly as the balcony area on the second floor has been expanded to wrap around the top of the building.

Moscow Mayor Reports Shooting Down of Unmanned Aerial Vehicle

In a recent announcement on his Telegram channel, Moscow Mayor Sergey Sobyanin revealed that an unmanned aerial vehicle (UAV) flying towards Moscow was shot down by air defense forces in the city district of Elektrostal, Moscow Oblast. According to preliminary information, there were no casualties or damage caused by the falling debris of the UAV.

Mayor Sobyanin further stated that emergency service specialists are currently working at the scene of the incident. This development comes after reports on the night of November 19th that air defense systems had destroyed a Ukrainian UAV over the Moscow region. The air defense forces successfully intercepted and shot down the unmanned aircraft in the Bogorodsky city district. Prior to this, Mayor Sobyanin had also reported the successful defense against an attack by a UAV heading towards Moscow.

It is worth noting that Russia has recently developed a new system for counteracting drones. This system aims to suppress the capabilities of unmanned aerial vehicles in order to ensure the safety and security of Russian airspace.

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Danneskjold owner: 'Crew ran for their lives in shipyard fire'

Related articles.

The owner of the 32m sailing yacht Danneskjold has spoken exclusively to BOAT International after his yacht was destroyed in a fire at a shipyard in Newport, Rhode Island.

Owner Bill Duker said his crew were forced to “run for their lives” when a fire engulfed Danneskjold  and 30m Ocean Alexander 100 superyacht  Drinkability at the Hinckley Yachts yard in Portsmouth.

“They are very shaken – it all happened very fast,” he said, adding that at least one person was injured in the incident.

Both boats have been declared a total loss.

It is understood that the fire, which began on the morning of Friday, December 10, originated on Drinkability , which was in a travel lift while shipyard staff worked on the bottom of the boat. Danneskjold , which was at the yard undergoing maintenance work, was positioned alongside Drinkability .

While there has not yet been an official announcement about the cause of the fire, fingers have been pointed at the proximity of propane heaters to some hay bales, which were nearby Drinkability .

Duker said he was informed about the fire by a member of crew. “I got a call saying, ‘the boat’s gone. It’s consumed by fire – it’s a total loss.’”

He added that his first concern was for his crew. “For us, it’s a financial issue but for them, it’s their home and their jobs and all the plans they had made,” he said. “We’ve assured them that we’ll make sure they’re ok.”

Duker, who only bought Danneskjold at the end of October , added that he hadn’t even had the chance to step on board. “I never spent a night on the boat.”

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To celebrate _Sybaris _being named Sailing Yacht of the Year at the World Superyacht Awards 2017, we bring you this interview from our archive, in which Duker gave us the inside story on the build of the Perini Navi yacht. Superyacht owner Bill Duker was always the man with a plan - until, as he tells Stewart Campbell and Sacha Bonsor, a health scare forced his life philosophy to change.

Art-loving, sailing-obsessed yacht owner Bill Duker has poured his life's passions into Sybaris. Marilyn Mower tours this ground-breaking and life-changing 70 metre ketch. "When my son, West, was about seven years old, I bought a Palmer Johnson sailing yacht named Shanakee. We would go sailing and imagine what our perfect yacht would be like.

Bill Duker, owner of the newly launched 70m sailing yacht Sybaris, discusses his original vision for the project as well as his favourite features on board.F...

The yacht was built for Bill Duker. Who is Bill Duker? He is a former New York lawyer, who later founded Amici LLC. He was born in 1954. He is married to Sharon. They have a son named West. Duker was the owner of the sailing yacht Sybaris and the Feadship motor yacht Rasselas. He sold Sybaris in 2018. Amici

Video: Serial yacht owner Bill Duker discusses superyacht Sybaris. The Perini Navi sailing yacht Sybaris, one of the largest superyachts at the 2016 Monaco Yacht Show, was launched earlier this year. The 70 metre ketch is an instant icon and the biggest yacht to ever have been built in Italy. This incredible sailing yacht was commissioned by ...

The launch of a new yacht often signifies the realisation of a dream. For Bill Duker, that dream is 20 years in the making. From the days of sittin...

The same owner as the newly listed $65M Apogee penthouse. By Josh Baumgard Dec 2, 2016, 10:50am EST. Sybaris is the reason William Duker is selling his $65M penthouse. via Boat International. The ...

Bill Duker (image by Justin Ratcliffe) "This is obviously an exciting time for us," said American owner Bill Duker in La Spezia. "Sybaris is a project that started a very long time ago when my son and I would sit in the aft cockpit of the boat we then had, Shanakee, and talk about the boat of our dreams. Over the past 20 years that dream ...

The brand new sailing yacht built by the Italian shipyard was awarded for the design and bespoke work made on her interior areas made by the yacht designers Peter Hawrylewicz and Ken Lieber. The award was given on stage to her owner Bill Duker. "A Perini is not only a yacht, it is a style of life and Sybaris proves this," commented Fabio ...

Mega Yacht. Luxury Sailing Yacht Sybaris is a 70 m / 229′8″ sailing vessel. She was built by Perini Navi in 2016. With a beam of 13.24 m and a draft of 4.54 m, she has an aluminium hull and aluminium superstructure. She is powered by MTU engines of 1930 hp each. The sailing yacht can accommodate guests in cabins and an exterior design by ...

But as I learned during a recent chat with Bill Duker in Monaco—the proud owner of this 230-foot-long, two-masted technological and architectural marvel—the awards the yacht might win hardly ...

Owned by software tycoon Bill Duker, the yacht was created by PH Design with a contemporary, minimalist and avant garde design showcasing and lighting Duker's modern art collection.

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As first yacht interior design commissions go, 70 metre sailing yacht Sybaris is quite the debut performance. Peter Hawrylewicz, co-founder of PH Design, takes us inside the creation of Bill Duker's beautiful yacht and expands on his design ethos.. I was shocked when Bill Duker asked us to design his Perini Sybaris.He'd been a client for years but we'd never done a yacht and there were ...

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Majesty Yachts • 33.05 m • 10 guests • $6,450,000. Owner Bill Duker said his crew were forced to "run for their lives" when a fire engulfed Danneskjold and 30m Ocean Alexander 100 superyacht Drinkability at the Hinckley Yachts yard in Portsmouth.

Ukrainian military had 64 combat engagements with Russian forces near Synkivka of Kharkiv region, south to Terny and Vesele of Donetsk region, Klischiyivka and Andriyivka of Donetsk region, near Novobakhmutivka, Avdiyivka, Syeverne, Pervomayske and Nevelske of Donetsk region, Heorhiyivka, Pobyeda and Novomykhaylivka of Donetsk region, Staromayorske of Donetsk region, at the east bank of Dnipro ...

Constructing a new custom house is a huge and multifaceted undertaking, so it's important to find custom house builders in Elektrostal', Moscow Oblast, Russia you can trust to bring your vision to life, as well as keep the process under control from start to finish. Although a construction job is never without surprises and challenges ...

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Homes of Sean 'Diddy' Combs searched by federal officials, sources say

LOS ANGELES — Sean "Diddy" Combs is a subject of a federal investigation amid a wave of lawsuits that have been filed against the rap music mogul since November , a source familiar with the matter told NBC News on Monday.

Three women and a man have been interviewed by federal officials in Manhattan in relation to allegations of sex trafficking, sexual assault, and the solicitation and distribution of illegal narcotics and firearms, the source said. Interviews with three other subjects are also scheduled, the source said.

Four law enforcement sources told NBC News that federal agents with Homeland Security Investigations on Monday executed search warrants at Los Angeles and Miami properties belonging to Combs. The sources said the warrant is out of the Southern District of New York.

HSI confirmed in a statement that it "executed law enforcement actions" in New York as part of an ongoing investigation, along with teams in Los Angeles and Miami.

Homeland Security officials seized phones from Combs in Miami before he was scheduled to depart for a trip to the Bahamas, according to three law enforcement sources familiar with the warrant. Combs was in the Miami area when authorities executed the searches, sources said. It is not clear if Combs made the trip as planned.

Representatives for Combs, 54, did not immediately respond to NBC News’ request for comment Monday.

Series of allegations, lawsuits

News of a federal investigation comes after public scrutiny of Combs’ behavior after his former romantic partner, Cassie, accused him of physically and sexually abusing her for years. She made the allegations in a lawsuit filed late last year in New York under the New York Adult Survivors Act, which offered a one-year window for adult victims of sexual assault to come forward with civil claims regardless of the statute of limitations. 

Cassie, whose full name is Casandra Ventura, settled with Combs on Nov. 17, the day after the suit was filed on terms that have not been disclosed. 

Since then, three other women have come forward with lawsuits in the Southern District of New York alleging that they were sexually assaulted by Combs . Two of the women said they were teenagers at the time of the alleged assaults. 

Douglas Wigdor, who represents Ventura and a Jane Doe who filed suit, said in a statement that the searches and investigation were hopefully the beginning of a process that “will hold Mr. Combs responsible for his depraved conduct.” 

“We will always support law enforcement when it seeks to prosecute those that have violated the law,” Wigdor said.  

An attorney for Joi Dickerson-Neal, one of Combs' accusers, declined to comment to NBC News.

Combs has denied each of the sexual assault allegations, calling them “sickening.” 

A producer who worked for Combs between September 2022 and November 2023 filed a lawsuit in February alleging that Combs sexually harassed, drugged and threatened him for more than a year. The former employee, Rodney “Lil Rod” Jones, also alleged that he had video and audio evidence of Combs, his staff and others “engaging in serious illegal activity.”

Jones' attorney, Tyrone Blackburn, also represents Combs' accuser Liza Gardner. Blackburn said Monday that the federal investigation will not "prevent nor delay my clients’ pending and forthcoming actions for justice and resolution from the Combs RICO Enterprise.”

Shawn Holley, an attorney for Combs, previously denied Jones’ allegations and said that Combs’ team has “overwhelming, indisputable proof that his claims are complete lies.” 

One person who said he frequents the Los Angeles neighborhood where a search happened expressed shock.

Ryan Mendelsohn, 20, who used to live in the area and still regularly visits a nearby friend, told reporters he would see parties at the home and women outside. Other homes had parties, too, but that home had people there and women outside until 6 a.m., which was not usual, he said.

“I drive by a lot, and I see that — a lot of girls, maybe five or six girls outside, some leaving, some not, some going in,” adding he also saw Black Chevy Suburban SUVs there.

“I never thought anything of it,” said Mendelsohn, who said he did not know Combs lived there until Monday’s news coverage. “But now, it’s crazy.”

Weapons charge

Combs has had a number of legal issues in the past , but has rarely faced criminal charges. 

In 1999, Combs pleaded guilty to assaulting a record executive and was ordered to one day of anger management. That same year, Combs was accused of criminal possession of a weapon after a shooting at a New York nightclub. 

Witnesses told law enforcement that they saw Combs with a firearm at the club and that rapper Shyne, real name Moses Barrow fired into the crowd. Combs was pulled over by police in a vehicle with then-girlfriend Jennifer Lopez, and a gun was found in the car. Combs was acquitted of weapons and bribery charges, and Shyne was found guilty of the club shooting at trial. 

Since Ventura's suit and others have come forward accusing Combs of assault, the music mogul has been the center of scrutiny. He stepped down from his position as chairman of media network Revolt and Hulu pulled back from a planned reality series centered on his family. 

Diana Dasrath and Andrew Blankstein reported from Los Angeles, and Doha Madani and Jonathan Dienst from New York.

Diana Dasrath is entertainment producer and senior reporter for NBC News covering all platforms.

Doha Madani is a senior breaking news reporter for NBC News. Pronouns: she/her.

Andrew Blankstein is an investigative reporter for NBC News. He covers the Western U.S., specializing in crime, courts and homeland security. 

Jonathan Dienst is chief justice contributor for NBC News and chief investigative reporter for WNBC-TV in New York.

What we know about Baltimore's Francis Scott Key Bridge collapse

Divers were searching for people in the water, fire officials said.

Just hours before the Tuesday morning commute was to get underway, a massive cargo ship leaving Baltimore harbor lost propulsion and crashed into a support column of Baltimore's 1.6-mile long Francis Scott Key Bridge, causing a partial collapse and sending vehicles and people into the water, officials said.

The transportation disaster unfolded about 1:35 a.m., triggering a major emergency response from Baltimore police, firefighters and the U.S. Coast Guard as authorities estimated that up to 20 vehicles went into the water along with several workers who were part of a maintenance team fixing potholes on the span, officials said.

"I can tell you, our sonar has detected the presence of vehicles submerged in the water," Baltimore City Fire Chief James Wallace said at a news conference early Tuesday

Wallace said dive teams were probing the water for survivors. He said the challenges to rescue crews included darkness, maneuvering through a massive and dangerous debris field and the swift current that runs through the channel. Asked how long someone could survive in the frigid water, Wallace said, "We're going to rely on the experts, which is our dive masters that are here, our dive team, to tell us when they believe we've reached that non-survivability point."

Maryland Department of Transportation Secretary Paul Wiedefeld said the depth of the water in the area where the crash occurred is about 50 feet.

Maryland Gov. Wes Moore said at a news conference Tuesday morning that rescue crews are doing all they can to save lives.

"To the victims of this tragedy and their loved ones, all our hearts are broken," Moore said. "In the face of heartbreak, we come together, we embrace each other."

MORE: What to know about the massive ship that crashed into the Baltimore bridge

Moore said there was no credible evidence that the crash involved terrorism. He said it appeared to be a tragic accident.

The FBI, which arrived at the scene an hour after the incident, confirmed that no link to terrorism was involved, according to Bill DelBagno, special agent in charge of the FBI's Baltimore field office.

Emergency officials said eight people were initially unaccounted for and two were rescued. At least six people were still missing. The University of Maryland Medical Center said it treated one patient rescued from the bridge collapse and that person had been discharged from the hospital.

According to a Coast Guard memo obtained by ABC News, a harbor pilot and an assistant aboard the cargo ship reported the power issues that prompted multiple alarms on the bridge of the vessel and loss of propulsion. The pilots were operating the ship, not the ship's captain, according Wiedefeld.

Officials said the container ship was moving at a speed of 8 knots, or about 9 mph, when it struck the bridge. They said the disaster could have been much worse had authorities not stopped cars from going onto the bridge.

Moore described the crash as "unprecedented."

"To hear the words that the Key Bridge has collapsed, it's shocking and heartbreaking," Moore said.

All workers on the container ship were accounted for, according to the memo.

The cargo ship pilot is expected to undergo post-accident drug and alcohol testing.

Moore said there were no structural issues with the bridge, saying it was "fully up to code."

It still remains unclear what caused the loaded 984-foot container ship, Dali, a Singapore-flagged vessel, to crash into the bridge about a half hour after it began its intended journey out of the second-largest seaport in the Mid-Atlantic via the Patapsco River, which the four-lane Francis Scott Key Bridge, named after the amateur poet who wrote the Star-Spangled Banner in 1814, crosses.

The National Transportation Safety Board was sending a team to Baltimore to investigate the crash.

The White House said that after learning of the incident, President Joe Biden convened senior members of his team for a briefing on the bridge collapse. During the briefing, the president directed his team to ensure all federal resources be made available to assist in the ongoing search and rescue efforts, White House officials said.

Danish shipping company Maersk chartered the Dali cargo ship, a spokesperson for the company told ABC News in a statement.

"We are horrified by what has happened in Baltimore, and our thoughts are with all of those affected. We can confirm that the container vessel 'DALI', operated by charter vessel company Synergy Group, is time chartered by Maersk and is carrying Maersk customers' cargo. No Maersk crew and personnel were onboard the vessel. We are closely following the investigations conducted by authorities and Synergy, and we will do our utmost to keep our customers informed," the Maersk spokesperson said.

MORE: The history of Baltimore's Francis Scott Key Bridge

Dramatic security video captured the vessel striking one of the main support columns holding up the center cantilevered section of the bridge, causing the span to break apart in several sections and sending twisted metal into the water onto the bow of the Dali as black smoke began to pour from the vessel.

Multiple vehicles plunged from the bridge at the time of the collapse, the Baltimore City Fire Department said.

Just minutes before the crash, the video showed traffic flowing on the bridge, but the traffic almost disappeared before impact.

Had the crash occurred a few hours later at the height of the morning commute the bridge would have likely been packed with commuters. The bridge is part of the heavily traveled Interstate 695 linking Baltimore to Washington, D.C. An estimated 11.5 million vehicles cross the bridge annually, or about 30,000 per day, according to the Maryland Department of Transportation.

The bridge, which opened on March 23, 1977, had just celebrated its 47th anniversary.

The crash shut down the seaport, which serves more than 50 ocean carrier companies whose vessels make about 1,800 annual visits to the port annually, according to state officials.

ABC News' Victoria Arancio, Alex Grainger, Sam Sweeney and Felicia Alvarez contributed to this story.

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Luxury rules at the moscow yacht show.

by Maria Sapozhnikova

The windy Russian autumn weather might be a little bit tricky for sailing, but it doesn’t stop brave yachtsmen from all over the world from flocking to Russian capital in the beginning of September when the Moscow Yacht Show commences. The main Russian Yacht exhibition gathers professional and amateur yacht lovers together under the wing of The Royal Yacht Club.

This year it took place for a fourth time already. The exhibition is considered the principal event on the sporting and social calendar. The Moscow Yacht Show 2010 united in one area three of the largest Russian yachts distributors: Ultramarine, Nordmarine and Premium Yachts.

A wide range of yachts were on display for a week. An exhibition showcased yachts both from Russian manufacturers and world famous brands: Azimut, Princess, Ferretti, Pershing, Riviera, Doral, Linssen, etc.

It was a real feast for seafarers as visitors of the show had a unique chance not only to take a look at the newest superyachts before they hit the market, but also to evaluate their driving advantages during the test drive. The show provided an excellent opportunity for yacht enthusiasts to choose and buy a new boat for the next season.

The event started with the grandiose gala evening. It included grand dinner, the concert and professional awards ceremony for achievements in Russian yachting industry. The guests also enjoyed the annual regatta.

Special guest Paolo Vitelli, Azimut Benetti Group president, opened the evening.

Next year organizers assured guests they would bring more yachts, the scale of which will even make oligarch Roman Abramovich envious. Sounds very promising indeed.

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