Taiwan's Yacht Industry Sets Sail on a Sea of Promise
台灣遊艇，御水行遠，航向未來~
If the success of Taiwan`s information technology (IT) and electronics manufacturing industries is a consequence of generous government support, the rise of the island`s yacht industry must be a miracle. For over 40 years, this luxury goods sector has been faring well in the global market despite an anemic domestic market and nary a hand of regulatory support.
如果說，台灣的資訊科技產業和電子製造業成功的背後，是政府鼎力支持下的成果，那麼，台灣遊艇產業的興起，就只能說是個奇蹟。40幾年以來，致力於這個豪華產品的製造業者，儘管缺乏國內市場以及政府法令的支持，卻在全球市場上經營得相當有聲有色。
The tradition of boatbuilding in Taiwan dates back several centuries, but yachts first entered the local industry scene in the 1970s. The first demand came from American soldiers who discovered the high quality and low cost of Taiwan-made boats while based on the island during the Vietnam War.
台灣的傳統造船工藝可追溯到好幾個世紀以前，但遊艇產業是從1970年代才開始進駐並逐漸發展起來。台灣第一艘遊艇的產生，主因是當時駐守在台灣參與越戰的一位美國士兵，發現台灣的造船工藝精良而且成本低廉，進而要求當地船廠依其要求而建造產生的。
When those soldiers returned to the states, many ordered small-sized yachts for private use in their country. Some of those buyers became importers for sale in the U.S. market, setting the stage for the rise of Taiwan`s nascent yacht industry.
當越戰結束，士兵們回到美國之後，許多在台訂製的小型遊艇完工後則運回美國使用。其中一些美國買主轉而便成銷售商，向台灣下訂單並進口到美國本土，開啟美國遊艇市場，為當時才剛開始起步的台灣遊艇產業構築了一個可以盡情揮灑的舞台。
Output in the local industry peaked at 1,755 yachts in 1987 with a total worth US$190.79 million, or US$108,714 per yacht on average, up 34.35% from US$142.01 million posted a year earlier. About 81.68% of the boats produced that year were exported to the U.S., with 40-foot to 50-foot models as the mainstream.
在1987年時，台灣遊艇的出口產值達到最高峰，共出口了1755艘遊艇，總出口產值達到一億九千多萬美元，平均每艘遊艇之價格為108714美元，相較前一年1986年之出口產值(一億四千兩百萬美元)還要多出34.35%；當年全台灣生產的遊艇總量，約有81.68％出口到美國，其中以40英呎到50英尺長的船型為主流。
Since then, however, output had fallen steadily, hitting a nadir of 228 yachts in 1994. Appreciation of the New Taiwan dollar, rising labor costs in Taiwan, and the imposition of luxury taxes in the U.S. all contributed to the industry`s downfall. In a fight for their lives, Taiwanese yacht builders have moved up-market, improving their technology and manufacturing abilities to turn out 80-plus-foot mega-yachts today.
但自那以後，全台灣遊艇產量不斷下降，至1994年時創下了最低點，全台僅生產了228艘遊艇。台幣升值、台灣勞動成本上升，以及美國開徵奢侈稅，此些因素都促成了當時台灣遊艇產業的衰退。為延續台灣遊艇產業生命，台灣遊艇業者們往更高階的市場邁進，不斷地提高他們的技術和製造能力，因而開創了現今能夠建造80英呎以上之大型豪華遊艇的新局。
With its focus on higher-end mega yachts, the local industry increased output to 244 yachts in 2008, up from 236 the year before. At an average selling price of US$1.325 million per yacht, total output in 2008 reached US$323.53 million, up 15.12% from the US$281.05 million posted in 2007. Taiwan now ranks among top 10 yacht builders in the world, and it is No. 5 in terms of the total length of exported mega yachts.
在台灣遊艇業者專注於更高階的大型豪華遊艇之後，全台灣的遊艇產量在2008年時增加至244艘，相較前一年的236艘成績有所提升。平均每艘遊艇之銷售價格為一百三十二點五萬美元，總出口產值在2008年達到三億二千三百五十三萬美元，比公佈於2007年時的二億八千一百零五萬美元的成績還要增長15.12％。
Competitive Edges
競爭優勢
The current boom enjoyed by Taiwanese yacht builders is a product of relentless efforts to hone competitiveness over the past decades, according to
John Lu, chairman of the Taiwan Yacht Industry Association (TYIA).
Lu says that around 80% of Taiwanese yacht builders are clustered in Qijin, Xiaogang and Qianzhen District in Kaohsiung City, southern Taiwan. The industry has also benefited from a strong supporting academic and industrial base in these areas. Through cooperation with industry peers and universities, yacht builders have steadily upgraded production and formed a fully integrated supply chain to shorten delivery times and boost efficiency.
台灣遊艇協會(TYIA)理事長[呂佳揚，John Lu(以下稱呂理事長)]表示，近幾年台灣遊艇市場繁盛，乃是基於過去幾十年來台灣遊艇廠在產品競爭力層面上努力不懈磨練出來的成果。呂理事長說，全台灣的遊艇業者，近80％聚集於南台灣高雄市的旗津、小港及前鎮區。該產業也因位處於工業區並且受到相關學界之支援而受益。透過與高等職校、大學以及相關週邊產業界之合作，遊艇業者們不斷地提升產品等級，逐漸地形成一完整的供應鏈，生產效率提高且縮短交貨時程。
Another competitive strength of the industry is advanced production technologies, including 3D forming processes for FRP (fabric reinforced plastic) ship hulls, metalworking, woodworking and furnishing, all of which enable local yacht makers to customize design and production, leveraging Taiwan to a leading position in the global supply chain of mega yachts and super yachts.
另一個競爭優勢，在於其先進的生產技術，包括以先進的3D工程繪圖與加工機械來為FRP船殼及其構件開發製模，船用五金加工，木材加工和傢俱製作，此些精煉的技術都使得台灣遊艇製造廠有足夠能力依客戶需求訂製設計和生產，促成台灣在全球大型遊艇和超級遊艇的供應鏈中處於領先地位。
Lu says that Taiwanese makers lead rivals with their know-how in FRP properties and applications, thanks to their early involvement in FRP processing methodologies in production of small-sized functional vessels, like fishing boats, over half a century ago. The industry continues to devote considerable R&D resources in the improvement of FRP and related technologies, adding momentum to the industry`s development.
呂理事長說明，台灣遊艇業者之所以能夠和國外同業相匹敵，乃在於台灣遊艇業者對於FRP材料之性能和應用有相當深入之了解，主要原因乃是台灣造船業者在很早期便已積極參與生產各式小型FRP工作船艇，如漁船，其發展歷史已超過半世紀以上。之後業者持續在改良FRP及相關技術層面上投入大量的研發資源，更強化了此產業之動能與發展。
The success of the industry also owes to the development of a high-quality workforce.
Lu notes that Taiwanese makers have collaborated with colleges, including National Taiwan Ocean University and National Kangshan Agricultural & Industrial Vocational Senior High Schools, to offer training courses and related classes to enrich skills of their employees and to attract more young workers to the industry. The TYIA has also worked with some vocational schools to train students in carpenter skills and secure a stable supply of such essential manpower in the industry, he says.
然而，這個成功的產業目前還欠缺了高素質職工人力的培育。呂理事長指出，台灣遊艇業者與各大專院校合作，包括國立台灣海洋大學和國立岡山農工高級職業學校，提供培訓課程和相關類別之科目，以豐富職員之相關工藝技能，並吸引更多的青年加入這個產業。遊艇公會(TYIA)還與一些職業學校合作，培訓學生之木匠技能以穩定此遊艇工藝產業所需之重要職人人力，呂理事長說。
Lu concludes that following decades of hard work, a number of Taiwanese yacht builders have earned strong brand recognition among yacht owners around the world. Local yacht makers have also teamed up to boost their global position under a joint brand "Taiwan Yacht" in overseas exhibitions, helping the industry to weather the current recession.
呂理事長總結，經過幾十年的艱苦奮鬥，部分台灣遊艇業者在全世界擁有台灣製的遊艇船主口耳相傳中，已獲得強大的品牌知名度。台灣遊艇業者們也相互合作，在海外的遊艇展覽會中聯手推動『台灣遊艇』此聯合品牌，以強化台灣製遊艇於全球遊艇市場之能見度，協助業界渡過目前全球的經濟衰退期。
Horizon Group
嘉鴻集團(赫淶森遊艇)
The most remarkable Taiwanese yacht maker must be Horizon Group, with its unparalleled achievements among Taiwanese counterparts` in the global market for branded yachts.
在台灣，最知名的遊艇業者非嘉鴻集團(赫淶森遊艇)莫屬，為台灣同業中，少數以自有品牌在全球遊艇市場占有重要一席之地的遊艇製造商。
Established in 1987 in Kaohsiung City, Horizon was just one of numerous small-sized yacht builders in the global market then. Few in the industry expected them to survive the competition with Italian, American and Dutch rivals. But under the management of
Lu, a far-sighted CEO with a commitment to continual improvement, Horizon quickly evolved into a large-sized yacht building group and an emerging power in the global market. In 2006, yachting magazine Yachts International ranked the group as the world`s sixth biggest yacht maker and the largest in Asia.
1987年於台灣高雄成立的嘉鴻集團(赫淶森遊艇)，僅是當時全球所有小型遊艇製造船廠中的一員。部分同業並不認為他們(嘉鴻集團)能夠在與義大利、美國和荷蘭等國的同業競爭中生存下來。然而，在具有遠見的集團執行長(呂佳揚，John Lu)帶領下，秉持持續不斷改進的信念，嘉鴻集團很快的成為一個在全球市場中有能力生產大型豪華遊艇的製造集團。更在2006年，由國際遊艇帆船雜誌“Yachts International”評比為全世界第六大的遊艇建造商，同時也是亞洲最大的遊艇建造商。
Incorporated Force
整合的力量(分進合擊)
The group is Taiwan`s first and only yacht maker with incorporated subsidiaries, including three shipyards (Vision Yachts, Horizon Yachts and Premier Yachts), an FRP factory (Atech Composites), a furniture factory (Q&E Interior Mill Work) and a U.S.-based sales and service center, which respectively specialize in yacht building, FRP composites manufacturing and ship hull forming, yacht interior furnishing and customer services.
嘉鴻集團(赫淶森遊艇)是台灣第一家同時也是唯一一家以整合旗下多家子公司而成的事業體，其中包括了三家遊艇廠(Vision Yachts, Horizon Yachts and Premier Yachts)、一家FRP工廠(Atech Composites)、一家傢俱工廠(Q&E Interior Mill Work)以及一處位於美國的銷售與服務中心；讓集團旗下各子公司能夠分別地專注於遊艇建造、玻纖複合材料的構件及船體成型、遊艇室內裝修和客戶服務等面向發展。
This integrated structure allows each subsidiary to focus on production upgrades according to its business functions and thereby enhance the group`s competitiveness overall as an OBM (original brand manufacturer) and ODM (original design manufacturer) supplier.
在這樣的整合式結構組織下，集團旗下的子公司均各自依其業務面向，專注於產品的提升；也因此強化了整個集團致力於成為自創品牌 OBM (original brand manufacturer) 及 自主設計 ODM (original design manufacturer)的製造商之競爭能力。
For example, Atech Composites has introduced an advanced resin-infusion molding technology, SCRIMP (seeman composite resin infusion process), which can effectively shorten construction time of each yacht and strengthen the durability of yacht hulls. Premier Yachts, on the other hand, focuses on the development of 105-footers and above that are the industry mainstays.
例如，子公司先進複材(Atech Composites)引進了最先進的樹脂真空注入成型技術“SCRIMP (seeman composite resin infusion process)”，此技術可以有效地縮短每艘遊艇的建造時程並能強化遊艇船體的耐用度。另一方面，子公司高港遊艇廠(Premier Yacht)，則專注於105呎以上超級遊艇之建造與發展。
Atech Composite`s cutting-edge SCRIMP technology, which allows the infusion of one-piece, lengthy hulls, and Premier Yacht`s know-how about design and production of larger yachts have positioned Horizon to excel in the 120-plu-foot mega yacht market.
先進複材(Atech Composites)領先業界的“SCRIMP”樹脂真空注入成型技術，讓巨型船殼得以一體成型的方式製造而產生，而高港遊艇廠(Premier Yacht)對於巨型遊艇之設計與建造的專業知識技能，使得嘉鴻集團(赫淶森遊艇)得以在120呎級距之巨型遊艇市場上也有傑出之表現。
Sailing Into to New Era
航向新紀元
Despite the souring market for new yachts, Horizon is moving ahead full throttle with the launch of its newest Bandido 148 Explorer in 2010. This long-range 148-foot mega yacht is built to BV Classification and is ICE Class and MCA LY2 compliant.
儘管全球市場對新遊艇之需求量縮減，嘉鴻集團(赫淶森遊艇)於2010年仍加足馬力推出其最新款之148呎長征型巨型遊艇(EP148)。此148呎長征型巨型遊艇，是依法國船級協會(Bureau Veritas)之驗船等級，並且符合冰域船級(ICE Class)及MCA LY2之規範而建造。
The Bandido 148 Explorer is powered by twin MTU 12V4000M60 1800-hp engines able to propel the behemoth ship at a maximum speed of 15.6 knots and a cruising speed of 12 knots. The vessel has a range of 4,500 nautical miles, making it a perfect choice for the globetrotting billionaire. The yacht has ABT (American Bow Thruster) TRAC fin stabilizers and a TRACSTAR stabilizer system, assuring excellent stability when anchored or drifting. The luxurious interior and spacious accommodations also add to the value of the yacht.
此艘148呎長征型遊艇(EP148)，是由兩座 MTU 12V4000M60 1800馬力的引擎所驅動，因而得以推動此龐然巨獸，使之能夠達到15.6節之最高航速以及12節之巡航速度。該船具備了長達4500海浬的長征距離，使其成為常以環球旅行為樂的億萬富翁之最佳選擇。該遊艇配備了 ABT(American Bow Thruster) TRAC 廠牌的穩定翼及其 TRAC STAR 錨泊穩定系統，以確保無論處於航行或錨泊狀態下，都能保有極佳的耐海穩定性能。豪華內裝和寬敞的住艙起居空間也大大地增加了該遊艇不凡的價值。
The Bandido 148 Explore is Horizon`s first yacht with a steel hull and aluminum superstructure. The new yacht also secures Horizon`s spot as an R&D and production technology leader in Taiwan, as most of its local peers are still trying to upgrade production from the 80-footer class to 100-foot to 120-foot models.
EP148是嘉鴻集團(赫淶森遊艇)所建造的遊艇中，第一艘以鋼鐵船殼配裝鋁合金甲板建築層的產品。此款新型遊艇也確保了嘉鴻集團(赫淶森遊艇)在台灣大多數同業仍嘗試建造從80呎提升至100呎~120呎級距的遊艇同時，取得在研發和生產技術層面的領先地位。
Horizon`s yacht line also includes the SunCat series, which range from 23 feet to 46 feet and are partly powered by solar panels. The eco-friendly boats also mark a new era of green shipbuilding in Taiwan`s yacht industry.
嘉鴻集團(赫淶森遊艇)的生產線當中，有一款SC系列船型，分別為23呎及46呎，以配裝太陽能電板所得之電能為主要推進動力源。推出此款綠能環保船，說明了台灣的遊艇產業已進入了講就建造綠能環保船艇的新里程碑。
Ocean Alexander
東哥遊艇(Ocean Alexander)
Seven years older than the Horizon Group, Ocean Alexander, founded in 1978, is one of the earliest Taiwanese yacht makers with a global brand. With decades of uncompromising pursuit of perfection in yacht construction and engineering excellence, Ocean Alexander is one of Taiwan`s top three yacht builders as well as one of the world`s top 20 yacht brands in terms of total length of mega yachts produced.
創廠時間比嘉鴻集團(赫淶森遊艇)還要早七年的東哥遊艇(Ocean Alexander)，創立於1978年，是台灣遊艇業界中在很早期便以自有品牌行銷全球市場的一家公司。幾十年來，對於追求完美的不妥協態度以及精進的造艇工程技術，東哥遊艇(Ocean Alexander)成為全台灣前三大遊艇建造商，同時也是全世界年產巨型遊艇總長度的前20大遊艇廠之一。
Johnny Chueh, president of Ocean Alexander, said that the brand started with help of American yacht designers and dealers in Seattle. The historical tie with the U.S. has driven his firm to emphasize development of American-style yachts, which differ from European yachts in their more standardized design and residential facilities for family use.
東哥遊艇(Ocean Alexander)第二代董事長 Johnny Chueh(闕慶承)談道，東哥創立品牌的源起，是透過與美國西雅圖(Seattle)設計師與經銷商的協助而創建的。其家族歷史與美國淵源之深，驅使他堅定地朝美式遊艇發展，不同於歐洲遊艇，美國遊艇的規劃上比較重視可提供一般家庭使用層面的標準化設計和實用起居設施。(註：Johnny Chueh 的父親 [闕詒流] 在一九七八年獨資創立東哥遊艇，當時就決定不接代工訂單，毅然成立台灣第一個遊艇自有品牌，自己製造生產的就以自己的名字賣。這條路在當時很特別，而東哥創立第一年就有盈餘。)
Realizing the importance of a comprehensive product line in boosting brand recognition, Ocean Alexander supplies a full range of yachts, from 30-feet entry-level models to 140-foot mega yachts, all with customizable interiors.
由於了解到全方位的產品線對於提升市場品牌認知的重要性，東哥遊艇提供了跨級距的遊艇款式，從30英呎的入門小型款，至140英呎以上之巨型遊艇，內部裝潢通通可以依客戶需求訂製。
Unlike its Taiwanese counterparts, who specialize in customization, Ocean Alexander produces standardized ship hulls and superstructures to assure the best quality. "We design, build and fit up a yacht largely based on our professionalism but without merely playing up to buyer`s requirements, which may compromise sailing safety,"
Chueh says. "So, Ocean Alexander insists on providing such `semi-customized` yachts with the finest quality."
不同於台灣其它遊艇業者以船艇內外均可依客戶需求高度客製化的策略走向，東哥遊艇(Ocean Alexander)生產特定標準型的船殼和甲板層建築體，以確保最佳的船艇品質。闕董事長說：「我們基於專業的立場來設計、建造和裝修遊艇，而非一昧地順從買家的要求而建造，因為這可能會危及到航行的安全性；因此，東哥遊艇(Ocean Alexander)才會堅持提供這種品質最佳且穩定的“半訂製化”遊艇。 」
Engineering DNA
工程因子
Ocean Alexander`s slogan "Engineering Obsession" indicates the brand`s belief in safety and quality-oriented engineering. "Engineering is key to adding value,"
Chueh says. "This includes the design, human factors, superstructure and safety of a yacht."
東哥遊艇(Ocean Alexander)的精神標語「工程痴迷」，表現出該品牌以基於對產品安全與品質為主要設計導向之工程信念。闕董事長說：「工程知識的應用是增加產品價值的關鍵，這包含了對遊艇之基本設計、人因工程學，建築結構學和安全方面之考量。」
When designing a new yacht, Ocean Alexander conducts detailed engineering studies and then works closely with foreign yacht designers and its engineering team to work out the kinks in terms of material usage, production feasibility and engineering optimization until perfection is achieved.
當開始設計一艘新遊艇時，東哥遊艇(Ocean Alexander)會先導以詳細的設計工程學理研究，之後便密切地與國外遊艇設計師合作，整個工程設計團隊不斷地在建材應用、生產可行性、及工程優化上進行評估，以臻完美之境界。
This painstaking process contributes to strength and stunning exterior of Ocean Alexander`s superstructures. For example, the company is capable of applying extruded I-beams made of aircraft-grade 6061 aluminum and further reinforcing the key parts with unidirectional carbon fiber for a tenfold gain in structure strength to frame the house and decks of a yacht. Ocean Alexander also builds high-end electrical systems used on F16 fighter into its yachts and makes propeller shafts with S2HS steel for the safest steering and sailing.
此等煞費苦心的設計流程，對於東哥遊艇(Ocean Alexander)之甲板建築體，在力與美此二層面之表現著實有相當之助益。例如，該公司有能力應用航空等級之6061擠壓成型鋁工型樑，再進一步應用了單向碳纖維此等關鍵材料作為主加強材，得以在甲板建築體及甲板的結構強度上增加了十倍的補強力量。此外，東哥遊艇(Ocean Alexander)還應用了在F16戰鬥機上才看得到的高階電控系統，推進螺旋槳軸心也採用S2HS等級之鋼材，以確保船艇操控與航行之高安全級數。
"We impress customers with our fanatic dedication to engineering," says
Chueh. "Customers can feel the difference throughout our yachts and their ease of sailing." With unceasing concentration on engineering upgrades, Ocean Alexander has recently cooperated with the U.S.-based yacht builder, Christensen, on production technologies for 160-plus-foot mega yachts. Through the partnership, Ocean Alexander is well on its way to taking a leading position in the market for these increasingly popular large-sized yachts.
「我們在工程學上的鑽研與狂熱為客戶留下深刻的印象」，闕董事長說：「客戶可以在我們遊艇上的每個部位以及駕船操控的便利性上感受到我們的用心。」隨著在工程學歷練上的不斷精進，東哥遊艇(Ocean Alexander)最近與美國Christensen遊艇廠合作，著手研究160英尺級距的大型遊艇生產技術。通過此合作關係，東哥遊艇(Ocean Alexander)在拓展日漸受到歡迎的大型遊艇市場的道路上，取得領先地位。
Jade Yachts
高鼎遊艇(Jade Yachts)
Founded in 2004, the young yacht builder Jade Yachts Inc. has gained industry credibility by building the luxury yacht "Amadeus" for Louis Vuitton chairman Bernard Arnault.
成立於2004年的高鼎遊艇(Jade Yachts)，雖然是台灣遊艇業界的新生，但在承接建造世界知名品牌 LV 總裁 Bernard Arnault 的豪華遊艇「Amadeus」後，已在同業之中建立起相當的聲譽。
Jade Yachts` vice chairman
Memphis Han noted that his firm decided to begin as the first shipbuilder specializing in construction of mega yachts and super yachts with steel hulls and aluminum superstructure in Taiwan.
高鼎遊艇(Jade Yachts)的副董事長 Memphis Han(韓宗霖)指出，高鼎遊艇成立之初即以成為第一家在台灣以建造鋼鐵船殼配裝鋁合金甲板層建築體之巨型遊艇和超級遊艇為目標之造船廠。
Technically supported by its parent company, Jong Shyn Shipbuilding Company, a large-sized commercial ship builder with annual output of over 240 steel ships with weight ranging from 450 to 2,200 metric tons, Jade Yachts has won over yacht buyers all around the world, especially in Europe, with its top-notch capability to produce 90-foot to 200-foot steel yachts with globally-cruising capability. The firm is also the only yacht maker certificated by Det Norske Veritas (DNV) in Asia.
承襲其父親(韓碧祥)中信造船廠建造超過240艘，450到2200噸級之商用鋼鐵殼船艇的建造技術，高鼎遊艇(Jade Yachts)以其具備建造90英尺至200英尺，足以巡航全球性能的鋼殼遊艇的一流能力，贏得了世界各地，尤其是歐洲買家的青睞。
Boutique Mega Yachts
致力大型精品遊艇
Though it only produces three to four yachts a year, Jade Yacht makes up in quality what it lacks in sheer volume. As a result, its yachts sell for up to US$10 million, far higher than the average of US$1.35 million in the local industry.
雖然一年僅生產3~4艘遊艇，但高鼎遊艇主以精緻豪華的高品質取勝，以彌平年產量少之不足。也因此，高鼎遊艇的售價可以高達一千萬美元，遠高於其它台灣遊艇業者平均一百三十五萬美元的售價。
"We aim to build so-called `boutique mega yachts` that have to be built with the finest workmanship and feature the best relaxing space,"
Han says. "That`s why each of our yachts requires 22 months to build, almost twice the time required for rival brands."
「我們將目標全力放在所謂的大型精品遊艇(boutique mega yachts)的建造上，打造出做工最精細而又奢華舒適的起居艙間」，韓副董說：「這就是為什麼我們每艘遊艇需要22個月的建造期，幾乎是其它同業競爭對手的兩倍時程。」
Jade-branded yacht hulls are assembled from numerous pieces of steel plates and meticulously finished into a thoroughly curved shape without visible jointing. Each piece of wooden furniture is sanded and painted layer by layer, while metal parts are carefully polished to mirror-like smoothness and shine. Jade Yacht also uses high-graded materials, including marble, and leather, and employs famous interior designers to furnish the yacht deckhouses, resulting in elegantly beautiful results.
高鼎遊艇(Jade Yachts)的船體是經由為量不少的鋼板組接而成，其施工細心之程度從船殼成品曲面上完全看不出對接處可見一斑。木製傢俱的每一塊木構件，都得經過一層層的打磨和噴漆處理，而金屬構件也要經過仔細地打磨，以達到有如鏡面般的光滑與色澤。高鼎遊艇(Jade Yachts)還採用等級極高的建材，包括大理石，皮革，並聘請著名的室內設計師規劃艇內各艙間佈置，進而創造出如此優雅美麗的成果。
Jade Yachts also is nearly unrivaled in its expertise in engine room and bridge layout, a talent the firm`s engineers learned from commercial shipbuilding at Jong Shyn. These areas of the yachts are designed to create a crew-friendly environment so as to minimize operational errors and improve safety. The firm`s advanced technologies also reduce engine room noise and vibration to improve passenger comfort.
高鼎遊艇(Jade Yachts)在機艙與船橋駕駛室的佈置規劃上也幾乎是無與倫比的，可說是師承中信造船廠長年來在建造商用船舶上所累積而來之經驗。這些艙區的設計以建立一個對船員友善的工作環境，以盡量減少船員操作失誤，提高航行安全性為主要考量。該公司應用了的先進的減振噪技術來降低機艙產生的噪音和振動，大大提高賓客們搭乘的舒適性。
This attention to detail and workmanship has earned Jade-branded yachts a strong reputation among yacht owners worldwide. It has also earned Jade Yachts an invitation to attend the Monaco Yacht Show 2009 from September 23 to 26, indicating the brand`s place among the royalty of the yacht-builder world.
用心關注於遊艇的各項細節，成就完美精緻的工藝成品，為高鼎遊艇(Jade Yachts)贏得了良好的聲譽。在2009年的摩納哥世界遊艇展中也獲得參展的機會，這也說明了高鼎遊艇(Jade Yachts)在世界高級遊艇建造商中已具相當之地位。
Grand Harbour
隆洋遊艇(Grand Harbour)
Though not the biggest in the local industry, Grand Harbour Yachts Inc., established in 1978, has a high profile in the Hong Kong market, which absorbs half of its annual output, six yachts in 2008 alone.
成立於1978年的隆洋遊艇(Grand Harbour)雖然不是台灣最大的遊艇廠，但在香港的遊艇市場卻具有相當高的知名度，在2008年產出的遊艇中，有六艘即是運交香港買家，占了年產量的一半。
B.H. Gung, president of Grand Harbour, said that he decided to set up the company after decades at Kha Shing Enterprise Co., Ltd., one of Taiwan`s top-three yacht builders. He also served as -chairman of the TYIA from 1996 to 2002, during which time he led the industry to learn advanced propulsion systems and CE criteria.
隆洋遊艇董事長 B.H. Gung(龔炳煌)說，他在嘉信遊艇的前身嘉信木業(註：嘉信遊艇廠現為台灣前三大遊艇製造廠)成立數十年後，決定創立隆洋遊艇廠(Grand Harbour Yachts)。在1996至2002年期間，龔董事長還身兼台灣遊艇公會(TYIA)理事長一職，在此期間，他引領著台灣同行業者共同學習先進的推進系統與歐洲的CE認證規範。
Presently, the company builds yachts ranging from 45 to 90 feet as the mainstream products in its shipyards in southern Taiwan, with some exported under its Grand Harbour brand and the rest selling on an OEM basis. The company`s newest shipyard, opened three years ago, is within close distance of the harbor and can accommodate the construction of up to 10 yachts at a time, allowing the company more flexibility in production.
目前，位於南台灣的隆洋遊艇公司建造的遊艇以45到90英尺為其主流產品，部分以其品牌(Grand Harbour)銷售，其餘的產品則以OEM(Original Equipment Manufactures)的代工形式銷售。幾年前(2006)，隆洋遊艇建立了新的廠房，新廠址離交運港口的距離更進，新廠房設施可同時容納10艘建造中的遊艇，使得公司的生產模式更為靈活。
Although the yacht market has weakened with the recession, Grand Harbour has navigated the downturn better than most by cutting costs,
Gung says. "We are also working more on customization to diversify our product offering." Through these strategies, Grand Harbour saw only a slight drop in its sales this year, Gung says.
龔董事長說：「雖然遊艇市場因世界景氣衰退而造成新船訂單減弱，隆洋遊艇(Grand Harbour)透過減低生產成本的方式，已經渡過低潮期；同時，我們也將精力專注於更多客製化、多元化的產品系列；通過這些策略，隆洋遊艇在今年(2009)的銷售量僅有些微的下降。」
Fine interior furnishing is a major selling feature of Grand Harbour`s yachts.
Gung says that his company has set up a woodworking shop and a painting room for in-house production of furniture to ensure that each piece of furniture is finished well. The company also uses high gloss paint on its yachts to improve visual appeal and the sense of luxury.
「精緻的室內裝潢是隆洋遊艇(Grand Harbour)最主要的一個賣點；」龔董事長說，「為了確保每一件木工傢俱完成品都能達到良好的品質，公司也成立了一個木藝工作坊和專業的烤漆房，專門用來生產艙內之傢俱。漆料之選擇上則採用高光澤塗料，以加強視覺魅力和奢侈感。」
Despite sagging demand in the global yacht market,
Gung is optimistic about his firm and the industry`s future. "Taiwanese makers can compare with Italian and Dutch rivals in workmanship and R&D capability, and can adapt to the quickly changing market very well," he says.
儘管全球遊艇市場需求疲弱，龔董事長仍十分看好他的公司和這個產業的未來。龔董事長說：「台灣的遊艇建造商在工藝和研發能力上足以和義大利及荷蘭等對手匹敵，而且對於變化快速的全球市場動向能夠調適得非常好。」
Johnson Yachts
強生遊艇(Johnson Yachts)
One typical example of Taiwanese makers quickly adapting them to sluggish demand for new yachts is Johnson Yachts Co., Ltd. Established in 1987, Johnson is one of Taiwan`s major yacht builders and a major player in the mega yacht segment. The company generates about US$20 million in sales from yachts measuring 70 to 105 feet long.
強生遊艇(Johnson Yachts)公司即是台灣遊艇廠商迅速調適對目前遊艇市場疲弱的一個典型例子；創立於1987年的強生遊艇(Johnson Yachts)公司，在目前的台灣巨型遊艇建造商中亦占有一定之份量。該公司年銷售額約兩千萬美元，銷售之遊艇尺寸從70至105英尺級距不等。
Johnson Yachts` senior sales manager
Frank Chyan notes that the company drew on its extensive experience in sail yachts to start production of motor yachts as an OEM two decades ago moving steadily into the ODM and OBM markets. "Poor promotion obstructed our business initially, and the only distribution channel we could rely on then was our original sail yacht clients in the U.S.,"
Chyan says. "Thanks to the quality and sensible designs of our yachts, we have quickly gained recognition among U.S. yacht owners as a competent yacht builder. We have also established a solid distribution network in the U.S.," he says.
強生遊艇(Johnson Yachts)公司資深業務經理 Frank Chyan(錢弘毅)指出，公司憑藉其原本在帆船建造上的豐富經驗，於二十年前開始以 OEM(Original Equipment Manufactures)代工模式生產機動遊艇並穩紮穩打地進入ODM(Original Design Manufactures)及OBM(Original Brand Manufacture)市場。「由於起先銷售技巧不純熟，因此在業務的拓展上並不順利，唯一能夠推展業務的途徑，即是透過原本在美國已建立起的風帆遊艇老客戶們的協助，」錢經理說：「很幸運的，由於我們的遊艇品質佳且設計上也切合美國當地的使用需求，因此我們的產品很快地便獲得了美國船主們的認可，成為美國船主們心目中相當稱職的遊艇建造商，也因而得以在美國建立起相當穩固的銷售網絡。」
Another decisive factor in Johnson Yachts` success is the long-term cooperation with Taiwan`s officially funded United Ship Design & Development Center on upgrades of key production methodologies, including application of a specially designed bulbous bow in its large displacement yachts,
Chyan says. "A positive learning-by-doing attitude drives us to consistently absorb advanced technologies to better our yachts," he notes.
「造就強生遊艇(Johnson Yachts)成功的另一個決定性因素，是強生遊艇(Johnson Yachts)長期與台灣的財團法人聯合船舶設計發展中心(USDDC)合作，將遊艇的建造生產方式升級，其中包括應用了專門用在大排水量型船上才看得到的球形艏；」，錢經理說：「經由正面積極『作中學』的態度，促使我們不斷吸收先進技術，逐步改良我們的遊艇。」
Sensitive to gloomy climates in the yacht market, Johnson Yachts moved early last year to streamline its organization and adopt survival strategies. One move was to collaborate with Taiwan`s Export-Import Bank to offer client-friendly payments, like installment payment over two-year terms for clients with good credit histories. The company also offers to fit new yachts with upgraded facilities free of charge.
為對應目前陰鬱低沉的全球遊艇市場景氣，強生遊艇(Johnson Yachts)於去年(2008)初開始精簡組織並擬定一些生存策略。其中的一個方案是與台灣進出口銀行合作，提供方便客戶付款的途徑，例如將分期付款超過2年任期的客戶提供良好的信用記錄。該公司還為新訂客戶免費升級，安裝艇內新設施。
Johnson Yachts also has paid attention to after-sales services.
Chyan said that the company sends its senior engineers around the world to help yacht owners with maintenance services. "In addition to boosting brand recognition, such services are also beneficial to Johnson, as our engineers can improve their problem-solving skills," he states.
強生遊艇(Johnson Yachts)對於售後服務也相當重視；該公司會不定期派遣公司內部的資深工程師，出國為全世界的船主進行遊艇檢視維修的工作。錢經理說：「這樣的維修服務除了提高品牌知名度外，這些寶貴的檢修服務經驗可以提高工程師們解決問題的能力，間接地也在無形中提升了強生遊艇的實力。」
Not to lag behind its Taiwanese counterparts in the mega yacht market, Johnson Yachts has been developing 125-footers and is increasingly focused on European style ships,
Chyan says. "The market will turn around at the end of next year as the earliest. We believe this is a good opportunity for Johnson to switch its focus to sharpening competitiveness from merely pursuing business growth."
為了不在針對大型遊艇市場的研發努力的台灣同業隊伍中缺席，強生遊艇(Johnson Yachts)已開始研發125英呎級距的大型遊艇，也逐漸將船型朝向歐式風格發展。
Challenges and Opportunities
台灣遊艇產業的挑戰與契機
Though yacht buyers are feeling the pinch from the global financial crisis, TYIA chairman
Lu remains optimistic that Taiwan`s yacht makers will have no trouble surviving the current economic cycle, though many may have to downsize.
雖然全球金融危機使遊艇買家們都備感壓力，台灣遊艇公會(TYIA)呂理事長仍然樂觀地認為，儘管許多同業可能仍得以精簡人力成本的對策來渡過當前的景氣循環低谷，台灣的遊艇製造商並不會因此而身陷危機。
Other challenges faced by the industry, according to
Lu, include how to further boost production value. When the government lifts limitations on free sailing around the island, there will also be a need for more suitable regulations to bolster development of the industry.
呂理事長認為，遊艇產業面臨的其它挑戰，包括如何進一步提昇產品價值。當政府放寬海禁，開放國民能夠自由駕船環島航行時，屆時將需有更合適的法規配套，以加強相關產業之發展。
Although spending decades on developing yacht building technologies and earning a solid name with its high-profile yachts worldwide, Taiwan, however, contributes only around 1% to the total global yacht production value of an around US$400 million a year.
Lu believes that the industry`s way forward will involve greater emphasis on adding value through built-to-stock production.
儘管幾十年來台灣遊艇產業耗費相當多的精力在發展遊艇建造技術上，於全球的遊艇市場上也獲得了相當穩固而值得信賴的『台灣遊艇』形象以及高知名度，然而，台灣遊艇的產值約為四億美元，僅佔全球市場的1％左右。呂理事長認為，台灣遊艇產業的未來將朝向產品附加價值更高的存貨生產模式(build to stock)發展。
The increasing number of millionaires and billionaires in Asia will further fuel demand for more yachts, from economical small and medium-sized motor yachts to expensive mega yachts. The Taiwanese yacht industry will very likely benefit from this trend, according to
Lu.
在亞洲，越來越多的百萬富翁與億萬富翁將更進一步刺激地全球遊艇市場的需求，無論是從經濟型的中小型遊艇甚至到高價的巨型遊艇。依呂理事長的判斷，台灣的遊艇產業極有可能因這樣的大趨勢而受益。
Lu also urges the Taiwanese government to draft a timely bill to regulate the yacht industry and coastal sailing in Taiwan. He points out that the government`s move to allow freer sailing of yachts from harbors within Taiwan sets the ground for the development of a robust domestic market for yachts. Local yacht builders will be more willing to develop their built-to-stock production capability as the local market grows.
呂理事長也敦促台灣政府及早擬定有關遊艇產業及航行台灣沿海的法案。他指出，政府開放海禁，讓遊艇得以在台灣港口間自由航行，無疑地可發展並帶動強勁的國內遊艇市場。台灣遊艇業者也將更加願意根留台灣，放心地往存貨生產模式(build to stock)發展以因應台灣內需遊艇市場的成長。
Lu also hopes that the government can set up a harbor-side yacht industrial park. At present, Taiwanese yachts makers waste time and money to get their yachts from landlocked shipyards to the sea.
呂理事長也希望政府能成立一個位於海港邊的遊艇工業園區。目前，大多數的台灣遊艇業者仍需浪費不少時間和金錢，將他們位在內地工業區廠房建造好的遊艇，以陸路運輸的「陸上行舟」奇景，運往港邊的碼頭處下水。
Fortunately, the government seems to be hearing
Lu`s appeal and has held several seminars and conferences on the issue. If bills and regulations relevant to future development of the industry are passed, Taiwan`s yacht builders will be well poised for smooth sailing in the years ahead,
Lu says.
幸運的是，台灣政府似乎有聽到呂理事長的籲請，並多次在此議題上舉行研討會和相關會議討論。呂理事長說道：「日後若發展相關產業之法案和規範獲得通過，台灣的遊艇業者們將可放心地在未來幾年為產業的永續經營做好準備。」
資料來源：
http://www.cens.com/cens/html/en/news/news_inner_30391.html
(註：原文刊載於2009年12月，台灣遊艇法案於2010年已順利通過)
