Define your
V O L . 4
W I N T E R
2 0 0 7
FOCUS ON
Horizon 97 raised pilot house
JUST LAUNCHED
CRUISING DESTINATION
Premier 130+ makes her debut
Maximus II cruising on the ice -Alaska
FEATURE STORY
"Reverie" is the newest celebrity in Hollywood
HORIZON YACHTS
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President’s Note
The end of the year 2007 sped by us, but I feel like we just celebrated the 20th anniversary of our company only yesterday. Fortunately, we have many completed projects to show for the last 12 months. Looking back on this past year, we launched four new models to meet the various demands and tastes of our global customers: Vision 68, Elegance 60, Bandido 75, and the Premier 130. In addition, we finalized the design drawings of the new Premier 120, Horizon 97 and Horizon 88. They are designed to fill gaps in the current Horizon line-up. The recently launched models and the new designs showcase the energy and enthusiasm of our company as well as our ambition to succeed on the world stage. Aside from the new models, we have also expanded our worldwide sales network to include Singapore and New Zealand. Meanwhile, in the U.S., our dealers have opened new sales offices in San Diego and Fort Myers, adding to their current sales and service operations in order to provide improved service to more Horizon customers. I appreciate all the individuals in Horizon’s service network for their efforts and contributions and hope all of you have a very happy and prosperous new year! John Lu CEO of Horizon Group
Premier shipyard
WORLDWIDE SERVICE NETWORK ASIA
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AMERICA
NOBLE BRAND INVESTMENTS +852 2514-4788 +86 139-2340-7714
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HORIZON AMERICA (East Coast) +1 561-626-5615
DRETTMANN INTERNATIONAL S.L +34 971-673-508
EMERALD PACIFIC YACHTS (West Coast) +1 206-587-0660
HORIZON MOTORYACHTS UK +44 (0)1803-294-736
AUSTRALIA NEW ZEALAND
CREATION CO LTD +81 (0)722-23-5884 KINGFISHER MARINE +66 (0)76-273-467
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BOATS INTERNATIONAL +61 (0)7-5577-9009
FocusOn
Horizon 97 RPH
LOA
97'-0"
29.57 M
LWL
84'-6"
25.75 M
Beam
21'6"
6.55 M
Maximum Draft
6'6"
1.98 M
Weight (full)
225,000 lbs
102 T
Fuel
4,000 USG
15,100 L
Water
450 USG
1,700 L
Engines
twin CAT C-32 1,550 HP
Shaft
HS22#
The idea to build a 97-foot Horizon raised pilothouse grew from brain-storming sessions between customers and Horizon’s in-house design team. Proof of the benefits of this collaborative approach is the four confirmed orders Horizon received for the model while the 97 was still on the design board. The Horizon 97 maintains the line’s elegant and stylish profile and its 21’6” beam provides plentiful interior space for smartly arranged accommodations. The aft main deck offers a covered built-in settee and table for alfresco dining or relaxing at the fresh air. Sliding doors open to a spacious salon designed with a comfortable portside seating area featuring an L-shaped sofa opposite a full wet bar and well-appointed enter tainment center star board showcasing Hor izon’s trademark exquisite joinery. Adjacent to the salon is a separate dining salon designed to seat eight people. For ward, the countr y k itchen is ergonomically designed and equipped to support the most ambitious culinary activities. Wraparound windows overlook the foredeck, bringing ample light and spectacular views to the galley and the adjacent casual dining area. The raised pilothouse can be reached either by stairs up from the galley or down from the flybridge. The helm console provides ample room for multiple large-screen monitors. On the upper deck, the extended deck provides ample space for tender and PWC stowage aft or an optional Jacuzzi. Standard features include a well designed bar with room for four stools, a built-in U-shaped settee wrapping around a pair of tables, a sunpad, and the helm station for the owner and the guests who enjoy cruising in the sunshine. While customization is always possible, the typical arrangement includes a full-beam master stateroom located amidships featuring a walk-in closet, an ensuite head, a loveseat and vanity. A pair of large, vertical portlights provide maximum natural lighting. Two guest cabins, each with private head, are located between the master and the equally spacious VIP stateroom positioned forward. The first Horizon 97 will be delivered to her new owner in New Zealand in 2008.
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TechTalk
About
Classifications By Keith Chen, Horizon R&D Supervisor
Premier 120
THE BENEFITS OF BUILDING TO CLASS How Classification Impacts Safety:
International classification has been available to commercial shipping for more than 100 years. It is one of the most important tools today for measuring levels of safety and quality in commercial vessels and insures that ships are built to perform to a set of standards and to their owners’ satisfaction. In the yachting industry, the classification process and standards are less known and understood. However, an increasing number of manufacturers are aspiring to be among the select few who can build to the exacting standards required by international classification societies. Classification is becoming an increasingly important criteria among customers looking for standards of quality and safety that go beyond the normal industry benchmarks. Meeting classification requirements confirms that the yacht has been both designed and built to technical and safety standards specified by the independent classification society. A yacht is guaranteed to meet the standards when the officers of the society inspecting the vessel during construction and upon completion issue it a Class Certificate. The technical standards for class include strength, stability, fire protection, machinery, electrical systems, electronics, etc. This standard is worked out and maintained independently by the classification society and is based on vast technical and practical experience. In the case of DNV, which stands for Det Norske Veritas, it relates to more than 100 years of involvement in safety and construction techniques, which have evolved into the codes used for today’s certification approvals.
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Yachts are designed and conceived and built at shipyards all over the world, and are registered under many different flags states. As a result, the technical standards applied to each yacht are potentially very different. The question arises, how can owners be assured that they are building or purchasing a structurally sound and safe yacht? By specifying that the yacht is built to class by a world-wide and renowned society, the owners can be assured the yacht is built to a welldefined and superior standard, meanwhile, the owner does not need to spend time specifying safety and technical standards item by item. He can rely instead on the fully defined standards that are already set in place by the society, confident in knowing that these standards will be applied to all phases of construction in order to achieve a superior level of safety and durability. How Classification Impacts Insurance: When a yacht is built to class, it's extremely easy to show that the boat complies with a given standard. All the owner needs is the vessel’s classification certificate, and this makes it easier to find insurance and may indeed influence the cost of insurance. In some cases, classification influences even the possibility of obtaining insurance at all. How Classification Impacts Resale Value: It is easy to guarantee to a prospective buyer that certain construction standards have been met by producing a classification certificate. The certificate can also reduce the costs and time it would take to change flags or to change from a private to commercial registry. This can reduce a buyer's potential risk and increase his confidence level when purchasing a yacht, therefore the resale value of the yacht is enhanced and the original owner's investment is protected.
CLASSIFICATION DETERMINES THE CONSTRUC TION PROCESS Technical and safety standards are defined by each classification society and, at the level of independent international societies, are fairly similar in the rigorousness of their evaluations. When a class is specified in the contract, the shipyard commits itself to build the yacht according to that society’s rules and guarantees the society’s officers–generally surveyors–access to the yacht during construction. The classification society carries out its scope of work during the design and build process, which comprises the review and approval of the technical documentation, such as drawings, specifications, etc. Approval is confirmed by signing the drawings and documentation and by issuing approval letters to the shipyard. The yacht has to be built to the approved documentation and then verified by the society’ s own surveyors on site. Upon successful completion of the approval process and on-site verification, the classification society issues the classification certificate to the shipyard. This document is the final confirmation that the society has found the yacht to be designed and built according to the rules and regulations of the specific class.
Horizon 107' built to the full DNV classification
Horizon 62' built to the CE classification
H O R I ZO N A P P L I E D D N V C L A S S I F I C AT I O N TO YAC H T BUILDING Det Norske Vertitas, which is recognized as one of the top-ranked societies among the International Association of Classification Societies (IACS), is a Norwegian ship classification entity established in 1864. DNV has earned a high reputation in both the commercial shipping industry and the yacht market. From its inception, Horizon adopted many advanced technologies in construction and safety to assure the safest environments for their customers. Some of these techniques used for class vessels have been adopted into the standard practices used in the construction of non-classed yachts. In 2000, Horizon began working closely with DNV with regards to the construction, safety and structural analysis of its yachts with the goal of building classed yachts. When Horizon set its sights on custom luxury megayachts and created the Horizon-Premier Series in 2005, the safety aspect of construction was the driving force behind the decision to implement DNV classification as standard on Premier Series vessels. The design criterion and construction standards of the Premier Series are in full compliance with HSLC (High Speed Light Craft) Rule with +1A1 R1, Yacht Notation and MCA LY2 Code.
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TechTalk
Premier 163
MCA Code is the Code of Practice for Safety of Large Commercial Sailing and Motor Yachts, issued by the UK Maritime and Coastguard Agency. The MCA Code addresses most of the aspects of yacht design and operation, such as construction and strength, machinery and electrical installation, piping system, stability, and freeboard‌ etc. However, the MCA Code does not give detailed requirements for all of these areas but refers to the standard of the classification society. Therefore, the classification is an essential tool for demonstrating compliance with important parts of the MCA Code. If an owner specifies that he wishes his yacht to be built to both class and code, the responsibilities governing the documentation and approval process are determined by the flag state. Some flag states have delegated nearly all of the work associated with MCA Code compliance to the classification societies. Others carry out a significant part of the work themselves. Owners who wish to have their vessels built to meet the requirements of both class and code should declare this requirement at the onset.
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Classification is not exclusive to the Horizon-Premier megayachts, Horizon vessels from 62 to 110 can be built with optional class compliance. When a Premier Series yacht is contracted, there are over 30 experienced marine specialists from the DNV head office in Oslo, Norway, devoted to the process of granting drawing approvals before the class surveyors for Type Approval and Working Certificate prior to installation. When all the design and specifications checks are completed, the building phase can begin. During the construction process, DNV surveyors regularly inspect the vessel to assure full compliance. The inspection process continues through the sea trial stage to make sure that the vessel operates as designed and is completed in accordance with the regulations and standards of the classification. Classification is not exclusive to Horizon-Premier Series megayachts, Horizon vessels from 62 feet to 110 feet can be built with optional class compliance. The ability of the yard to build to class and the construction techniques utilized for class vessels have been incorporated throughout the Horizon range of yachts, which translates to continual improvements and standards throughout all the Horizon Group products. The Horizon Group currently has the largest number of fiberglass yachts registered under DNV in the world.
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Horizon on Display INTERNATIONAL BOAT SHOWS London, UK Dusseldorf, Germany Yokohama, Japan Osaka, Japan Hong Kong Gold Coast, Australia Sydney, Australia Southampton, UK Genoa, Italy
Jan. 11-20 Jan. 19-27 Mar. 6-9 Mar. 21-23 May 1-4 May 22-25 Jul. 31 – Aug. 5 Sep. 12-21 Oct. 4-12
Horizon 62 Horizon 60, 70, 75, 88, 98 Horizon 82 Horizon 57 Horizon 76 Horizon 65, 73, 98, Vision 68 Horizon 65, 73, 98, Vision 68 Vision 68, Vision 74 Horizon 60, 75, 88, 98
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Vision 68, Horizon 82 Horizon 82, 95, 107 Horizon 62, 76, 82, 107 Vision 68, Horizon 82 Vision 74 Vision 74 Vision 74 Horizon 62, Vision 74 Horizon 76, 82, 95, 107
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JustLaunched
Premier 130+ Makes Her Debut Test Report By Erich Yeh, Premier Engineering Manager
www.horizonyacht.com
Following almost two years of intense and meticulous construction, the first Horizon Premier 130+ was launched on December 8, 2007 at the Premier Pier and successfully finished her sea trials just 11 days later at Kaohsiung harbor. All the test results show the performance and comfort of the yacht are perfect, and provide proof that Premier and Horizon have successfully achieved world-class megayacht builder status. As the largest yacht ever built in Taiwan, the Premier 130+ model sets a new benchmark for quality standards here. All the materials and equipment lists were selected from wellknown and qualified manufacturers, and all the workers were chosen for their excellent skills and craftsmanship. Based on the highest safety and quality standards, the Premier 130+ has been built to full Det Norske Veritas (DNV ) classification together with MCA LY2 code compliance. All designs, materials, equipments, and construction processes were surveyed and checked by DNV, and all system tests were carried out under DNV surveyors’ scrutiny. The Premier 130+ has also been designed to comply with the MCA LY2 code,
which is the most important code for large yacht operation. DNV checked the design and sea trials to certify that the Premier 130+ fully complies with MCA LY2 requirements. The Premier 130+ is equipped with two Caterpillar C32 main engines, each rated at 1,825 horsepower. Based on the sea trials, the yacht’s top speed is 18 knots at maximum engine output. Cruising speed of 14 knots is achieved with 55 percent engine output. The 11,000-gallon diesel fuel capacity will deliver a range of 1,400 nautical miles at 14 knots, or 3,300 nm range at 11 knots. Electrical power is supplied by two 80kW generators featuring parallel operation. The 75KVA shore power converters also provide parallel function with the generators for “seamless power transfer” capability. In the wheelhouse, all the navigation and communication systems comply with international GMDSS requirements, which ensure safe operation across all oceans. The onboard entertainment system is similarly modern and incorporates Crestron controllers. Utilizing a single remote controller, all the AV systems together with lighting and window shades can be operated at the touch of a button.
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JustLaunched
The Premier 130+ owes her refined yet modern look to Floridabased stylist JC Espinosa, and her fine lines and systems engineering to Canadian naval architect Greg Marshall. The interior design is also by JC Espinosa. There is one big tender garage at the stern accessed by three hydraulic doors, a space large enough for one 16-foot jet tender and two Yamaha 375-hp Jetskis. Although the tender garage occupies considerable space, the forward area of the lower deck still allows three luxurious guest staterooms and crew quarters for eight persons. The center spiral staircase accesses all three decks. By pushing the ventilation trunks to the aft end of deckhouse, the main salon and adjacent dining salon area flow seamlessly without obstructions to block the view. The entire galley is finished in stainless steel sur faces to provide a clean look, better fire safety and easy maintenance. Hull Number 1 has a pair of master staterooms, one located forward on the main deck and the other aft on the sky deck, insuring maximum privacy and independence. In order to use the most suitable material for each space, there are 13 different veneers and 11 marbles installed on the boat. Such diversity requires a lot of managing and craftsmanship, but the final results show it is worth the effort. After some final adjustments, the first Premier 130+, to be christened Miss Rose, will be delivered to her owner around MidJanuary 2008 then shipped to North America in March.
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ttend a o t me you o c l e e to w k i l d l Wou
+ 0 3 1 r e i m e r P izon
Hor
ration
st Demon
tion in a t n e s e and Pr
Taiwan
, 2008
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DEFINE YOUR HORIZON速
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CruisingDestination
Maximus II
Cruising on the Ice
Story and photos by Steven Scarpa, owner of Maximus II and Bryan Whitney, captain of Maximus II
Maximus II, a 106-foot Horizon Tri-deck Motor Yacht, has proven to be a magnificently reliable and unique cruising vessel. After touring the entire East Coast of the USA and venturing as far inland as Chicago on Lake Michigan, Maximus II headed west. Under command of Captain Bryan Whitney, the yacht cruised the Sea of Cortez from La Paz, Mexico, and then took on the entire Pacific Coast from Cabo San Lucas to Skagway, Alaska. Our excursions during the summer of 2007 were some of our best yachting exper iences. Maximus II had the opportunity to take our guests to obscure locations in Alaska, which cruise ships cannot touch. Tracy Arm, home to the twin Sawyer Glaciers, is one of the world's most beautiful and active glacier fields. It is located a half-day’s cruising south of Juneau on the Inside Passage. Tracy Arm was one of the many enjoyable destinations that far exceeded our expectations. Captain Whitney carefully maneuvered Maximus II 60 miles into the narrow, twisting fjord dodging icebergs from the melting Sawyer Glaciers. Our close encounters with the many seals on these icebergs as well as whales and dolphins
Top: Bryan Whitney, captain of Maximus II Above: The Horizon 106’ in Alaska Middle: Eagles in Alaska Right: Steven Scarpa, owner of Maximus II
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roaming the pristine waters added tremendous memories to this delightful adventure. The ability to meander so close to an active glacier with an abundance of wildlife made this encounter one of the most magnificent sites we visited aboard Maximus II. Another spectacular destination Maximus II cruised was world-renowned Glacier Bay National Park. This protected park features a 70-mile-long bay and requires a permit to enter. Closed to all commercial fishing vessels, the park sees little private boat traffic. Mountains wrap the park in beautiful scenery, there are numerous glaciers, and the entire area is heavily inhabited with black and brown bears as well as moose, wolves, and mountain goats.
After Maximus II entered the placid, beautiful waters of this cruising gem, the crew set the anchor and guests fished for halibut and salmon at the same site. We set up our Pompanette fishing chairs on our eight-foot swim platform in 80-degree weather and within minutes we were pulling in 60-pound halibut and 15-pound salmons as a black bear watched us from shore. The gorgeous tranquil scenery, great weather and spectacular fishing was the very best adventure we have ever experienced. We only hope fellow yachtsmen take the opportunity to experience similar adventures in areas only accessible by private motor yachts. The log of 106-foot Maximus II proves Horizon Yachts can deliver the dream.
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FeatureStory
“R EVERIE”
Is the Newest Celebrity in Hollywood Story and photos provided by Jim Baum, the owner of “Reverie”
Reverie at "CSI Miami" TV series
Reverie at "Cane" TV series
If you have been watching television recently and thought you saw a Horizon Yacht on the screen, it was not just your imagination. Early in 2007 Jim and Judy Baum, California-based owners of a 98 foot Horizon named Reverie, were approached by a marine coordinator on behalf of CBS Television and asked if they would be interested in allowing CSI Miami to film portions of an episode on their boat. Yes, TV is fantasy: Most of CSI Miami is filmed around Los Angeles. After some discussion the details were set and the episode was filmed in the yacht’s homeport of Long Beach, California. For the last scene of the show, Reverie motored off into the sunset –something that would be hard to do in Miami given its East Coast location, but the scriptwriters conveniently ignored the limitations of geography. After the yacht’s entertainment debut, Reverie was soon contracted to appear in a number of television shows, including the pilot episode of Mr. and Mrs. Smith –a TV sequel to the movie of the same name, HBO’s hit series Entourage, NBC’s Chuck–during which a guided missile was fired from the ship’s aft deck– and she has been signed for the entire season as the floating residence of one of the stars of the CBS drama Cane. In between, Reverie has been the backdrop of several fashion shoots. Jim Baum says he and his wife never intended to get involved in the entertainment industry and at first were a little concerned about equipment and crew damaging the vessel. (Reverie is the second Horizon for these owneroperators.) But, he notes, all of the crew and cast have been most appreciative of
From left to right: Jim Baum (owner of Horizon 98 “Reverie”), Polly Walker (actress), Nestor Carbonell (actor), Judy Baum
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It will be lucky if the director can get 90 seconds of final product from a 14-hour work a day.
the vessel’s quality of finish and have gone out of their way to protect it. The directors love the high ceilings and extra-wide hallways, which makes interior filming possible, as well as the large outdoor deck venues. Jim reports that it has been “fascinating to watch the filming process.” The typical day is 14 hours long and starts at 5 a.m. with the arrival of as many as 50 trucks, generators, portable restrooms, caterers (the industry travels on its stomach), make-up trailers, and up to 200 cast and crew. Long Beach Marina, where most the filming occurs, is very cooperative and supportive of the film studios and is one reason they keep coming back. The fact that Long Beach, California, looks more like everyone’s perception of Florida than Florida itself is another incentive for shooting there, not to mention the preferable weather. The role of the Marine Coordinator is essential to scenes that involve filming on the water or even just in a slip. For example, during the filming of Mr. and Mrs. Smith, a simulated drug bust required permits from the DEA, USCG, Long Beach Police and Fire Departments, and the Los Angeles County Lifeguards. Safety is paramount and in addition to rescue divers, the Coordinator provides inflatable boats, paramedics, water traffic control, and safety equipment. He also supplies the large barges used for back lighting, boats for camera platforms, jet skis for background toys, and even a speedboat for a scene in Cane. If all this sounds involved and expensive, it is. Especially when you realize that from a typical 14-hour day the director will be lucky to get 90 seconds of final product. Jim and Judy admit they have gotten a lot of ribbing from their friends (including those at Horizon) about Reverie’s “movie career” but they say it has certainly been a fun and unique experience and one they would recommend to anyone who has the opportunity.
Reverie is ready for filming of "Mr. & Mrs. Smith"
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15
HorizonCorner Completing
Is a Story of Two Journeys By Lawrence Lim, Horizon Engineering Supervisor
I was very excited to rejoin Kamaxitha recently in Mallorca, one of Spain’s Balearic islands, as it was the first time I had seen her since she left Kaohsiung in July, 2007. The purpose of the trip was to help Kamaxitha’s owner and captain finish the safety protocols, to meet with the Det Norske Veritas (DNV) classification team and to go through the final checks by DNV surveyors. As the project manager for the construction of this 128-foot yacht, I had spent three years with this project from original design drawings to final sea trial. I can hardly describe my feelings for Kamaxitha and could not wait to see how she looked outfitted for Mediterranean cruising. My journey started with a 24-hour flight. When I arrived at Son Sant Joan airport in Mallorca, the weather was not as cold as I had expected. Kurt Huttl, Drettmann yacht service & sales director and Horst Seibold, the service engineer, met me at the airport and took me to my hotel, which was located in the southwestern part of Mallorca, on a hill overlooking the harbor where Kamaxitha was moored. After a quick lunch we walked to the harbor and went aboard. There we met Captain Bernd Ehinger, who was in the process of taking command of the vessel from Dirk Jensen, who had been the
128-foot Kamaxitha is built to DNV classification (photo: Sea trial in Kaohsiung harbor)
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Photo by Lawrence Lim
delivery captain. It was good to see Kamaxitha in a very good condition, as we had expected. During the next two days, DNV surveyor Jason Hung carried out the inspection of the outstanding items with the captains and Horst, including items relating to fire safety equipment, life saving equipment, etc. The inspection progressed successfully. Even though DNV requirements are very complex and involved, better protection is provided for the owner and the value of the product is increased as opposed to vessel not built to DNV class. On my second afternoon in Mallorca, Kurt showed me Horizon’s after-sales service center and described the office operation. The well-designed service center is certainly organized to deliver excellent service to Kamaxitha and other Horizon yachts based in or cruising the western Mediterranean. After completing all our tasks, Jason and I took the opportunity to enjoy some sightseeing activities. There’s a huge building in Palma, Mallorca’s largest city, that no one should ever miss– the 900-year-old Cathedral de Mallorca.
It was a very special, different cultural scene than we would find in Taiwan. When we went into the Cathedral there was a liturgical ceremony in progress. Although it’s not the same religion we practice, when we stood there we felt the same peaceful religious harmony. As for Kamaxitha, after three years at the shipyard and another eight months in Kaohsiung Harbor, she’s now begun her service in the Mediterranean Sea. With completion of this survey, the project has officially came to an end. As long as the owner loves her, all of the effort we have dedicated to her has been worth it.
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HorizonCorner
A
Premier Achievement
Premier Yachts announces completion of an automatic submerging and lifting barge to enhance megayacht construction.
The latest launch for Taiwan’s Horizon Group is not a sleek fiberglass motoryacht, but a hulking steel barge. Built for the Premier Yachts shipyard, this technological marvel is part drydock, part custom delivery system. It will allow Premier to easily move heavy equipment, hull and superstructure parts and even completed yachts around Kaohsiung Harbor to and from the Premier Pier, regardless of pier height differences and tides. The innovative $1 million (U.S.) steel barge tips the scales at 380 tons and its U-shaped structure measures 142’ 8” (43.5M) long with a beam of 44’ (13.4M). Called OnDream I, it can transport 400-ton loads by water and can reach a maximum draft of 18’ (5.5 M). In design and construction for more than one year, the vessel is open at both ends for smooth, rampless loading and unloading. The central deck is raised and lowered from an automated helm station in the pilot cabin atop the portside structure, while the power plant is located on the starboard side. There are crew access tunnels in the catamaran-like hull tunnels port and starboard as well as exterior stairways.
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Above: “OnDream I” is tested to submerge into the water Below: The heavy duty trailer is moved to “OnDream I” to stand by
“OnDream I”
at Service
Premier Yachts, a member of the Horizon Group, is dedicated to building megayachts 105 feet and longer. Premier occupies a 258,000 sq.f t. site on an island in Kaohsiung Harbor and has 656 feet (200M) of water frontage. In view of this geography, Premier decided to build this automatic submerging and lifting barge to facilitate delivery of huge hull and superstructure pieces from Kaohsiung to the Premier Pier. Not having to rely on commercial barges and cranes will save the shipyard time and expense. Once the yachts are completed, the Horizon Group can take advantage of the barge’s submersion feature. After rolling a completed yacht aboard, the central platform submerges until the yacht floats free for sea trial, maintenance and shipping. OnDream I began her career with missions to deliver a 130-foot deck house and a 135-foot hull from Kaohsiung Harbor to the Premier Pier in September, 2007. Her most important mission to date has been the launch of the first Horizon-Premier 130+ megayacht Miss Rose (LOA 132’) on November 24 2007. The launching of the first HorizonPremier 130+ megayacht is not only the latest milestone for the Horizon Group, but also a remarkable event for the Asian yacht market as the 132-foot Miss Rose is the largest fiberglass megayacht built in Taiwan to date.
Top: The deck house of the 130-foot yacht is delivered to the Premier pier Middle: The 132-foot hull is arrived at Premier Above: The first Horizon-Premier 130+ “Miss Rose” is launched into the water by way of the “OnDream I” facility
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D E F I N E
Y O U R
H O R I Z O N
Horizon 128
HORIZON YACHTS
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