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Typology, origin and materials: the current state of yacht dismantling
Between 2019 and 2024, the dismantling sector supported by APER (Association pour la plaisance éco-responsable) has identified major trends in the typology of end-of-life boats, their clients and the nature of the materials processed. These data reveal a wide range of cases, requiring rigorous sorting, treatment and recovery methods. Here's how.
A majority of monohull motorboats and dinghies
Monohull powerboats account for the lion's share of new builds: 35.83%. Just behind them, dinghies under six meters account for 29.59% of units handled, closely followed by monohull sailboats (28.86%). The other segments âeuros semi-rigids (3.66%), inflatables (0.95%), jet-skis (0.79%) and multihull sailboats (0.32%) âeuros form a marginal volume.
This breakdown reflects the composition of the French yachting fleet, dominated by coastal motorboats and medium-sized sailboats, often stored afloat or on trailers. The logistical constraints of these boats vary according to their size, condition and accessibility.
Most of the waste comes from private individuals
The majority of deconstructed boats come from private individuals (49.55%). Yacht clubs also play an active role (23.25%), followed by yachting professionals (10.82%), local authorities (7.14%), marinas (5.17%), and to a lesser extent administrations or associations.
This diversity calls for close coordination between treatment centers, local structures and owners to organize the removal and administrative handling of the units. The procedure remains standardized, regardless of who places the order.
Composite materials in overwhelming majority
In terms of composition, composite materials dominate: 68.84% of deconstructed boats are made predominantly of polyester/fiberglass laminate. Ferrous metals represent 13.65%, wood 12.02%, and other non-hazardous waste (textiles, foams, varnishes, etc.) 4.5%. The remainder is made up of fluids, plastics and non-ferrous materials.
This composition requires rigorous sorting at every stage of the processing chain. Composites, which are difficult to recycle mechanically, are often recycled for energy purposes or integrated into specific processes. Metal components, on the other hand, follow conventional recycling channels.
The challenges of differentiated management according to typology
The diversity of the types of boats built âeuros from small dinghies to livable sailboats âeuros implies different technical approaches. Nevertheless, the treatment method remains the same: pre-cleaning, dismantling, sorting of materials, recycling or landfilling of residues.
For approved centers, the variability of cases calls for specific expertise: some boats still contain fluid circuits, lead batteries, dirty engines or asbestos residues on older models. Traceability remains a regulatory requirement.
A structuring industrial sector, supported by EPR
Since the introduction of the EPR (Extended Producer Responsibility) scheme for pleasure boats, producers have been obliged to take charge of end-of-life units. APER acts as an eco-organization, coordinating and collecting these flows.
The stakes are twofold: to relieve ports and waterways of abandoned carcasses, while promoting more environmentally responsible management of boats' life cycles. However, as the industry grows, we need to increase the capacity of our centers and improve collection logistics throughout the country.
