Saturday, November 25, 2006
In here, we will create a dining area and living + bar. Of course, we can also have breakfast on the aft deck which will be partially covered. And what about the roof of the bridge? We'll add some cover there too. And possibly a jacuzzi....
A huge sun deck above the extended winch room (containing dining and living area) will be created forward of the bridge. We plan to add seating to the bridge, a bar in what is now the captain's stateroom and a covered terrace on aft deck on top of which we plan to store the tenders.
Since this is going to be an expedition vessel with a 10.000 nm range, we need to add some storage and we plan to use the two fuel tanks below the galley for this purposes. In here we want o create a cold room and freezer area. Access would be though a staircase which comes from the workshop behind the engine room. This staircase will also serve as the emergency exit from the engine room but be a lot more comfortable then the current one.We will be working with Hakvoort Horeca in Rotterdam to get a professional marine galley on our vessel.
They carry the Giga Marina 700 line from Italy which will serve us fine and our 'chef' is working on the design right now. For a look at the equipment and aid planning, see these catalogs:
- Marine line catalog ___________(better 'right-click' these files to save;some are big)
- Refrigerator product line
- 700 line
Here's some general data:
l.o.a.: 40.19 m / 131.86 ft
l.w.l.: 37.04 m / 121.52 ft
beam: 9 m / 29.53 ft
draft: 4.75 m / 15.6 ft
D/L ratio: 0.13
estimated max. cruise speed: 11.5 kn
economical cruise speed: 9 kn
range: 10.000 nm (economy speed, no reserve)
current prop. diameter: 3.6 m
current main engine: 2000 hp
A/B ratio: low !
Displacemet (yacht load): 720 tons
I'll soon be adding some pictures to this blog. For now, here you see the vessel at its location in Stellendam, The Netherlands and me, next to similar ship in a dry dock. Notice how fishing vessels have a nozzle around their prop to improve their prop efficiency, particularly at low speeds.
It may be removed, depending on the outcome of the what the prop engineers will say . At higher speed (over 8 knots), depending on the design, they may make the prop more efficient.
One reason I bought a steel trawler is peace of mind. Nothing beats a steel vessel in terms of strength and when properly maintained, it's not the maintenance horror some people suggest.
When my ship hits a floating container, we may have some repair work to do but compare that with a fiberglass hull (called 'tupperware' by North Sea trawler makers). Anyway, I have a hard time understanding why people spend millions on a plastic yacht. OK, it may look cleaner and fancier but that won't help you when you encounter that container.
Another goal we have is to meet classification standards in regards to design and equipment we plan to use. Whether it's Lloyds, Det Norske Veritas, the American Bureau of Shipping or MCA LY2, compliance means the vessel meets safety standards that are established based on years of experience. Issues like fire safety, structural integrity and stability requirements are just too important when you plan to create an all-weather yacht capable of crossing oceans.
We may not bring our ship under class - a pretty expensive proposition - but at least we know we'll be built to class.
We plan to settle for a chiller system like those of Webasto Marine Airconditioning, a traditional chiller system (using chilled water and air handlers in each room). A diagram is shown below, courtesy of a French Webasto dealer website.
Their Dutch site is www.webasto.nl.
We're looking at a 3-compresor 180.000 btu unit.
The current 2.000 HP Deutz 628, 9 cylinder is a 'little oversized'. When trawling, a fishing vessel needs those 2.000 HP. When cruising as yacht, I can 10 knots using a 1/3 of that.
We'll equip them with diesel engines and traditional shaft driven props. Gasoline fumes tend to ignite very easily so we prefer not to keep it on board for safety reasons. Besides, diesel engines require less maintenance and are more reliable.
The design is in the hands of Van Vossen engineering in The Netherlands and based on their Twister 680 model.
We plan to remove one gen. set and replace them by 2 smaller ONAN (Cummings) or Westerbeke's silent gen. sets (probably 40 KVA each) and get rid of the port generator. We'll also add a 18 KVA ASEA Power converter to supply power to a 110V/50 Hz power grid. This way, we can buy local appliances that work on 60 Hz and guests will be able to bring their gear from home and plug in without having to mess with converters.
Add to this the MultiPlus system from Victron Energy - more on this later and we getting a very flexible and efficient power management system.
I've been subscribed to Passage Maker Magazine for years. I never thought about buying 'plastic'. I wanted a very seaworthy vessel, built to withstand a beating by nature, total piece of mind and well, I didn't have $ 2 million in the bank either. So I was always on the lookout for a steel trawler and this year I got my hands on one.
This blog is about the process of converting it into a private expedition vessel. The deliberations, the related technical issues, the equipment and eventually - how it's behaving at sea!
Maybe it will help you if you plan a similar conversion project. And if just like to read about trawlers and related technical issues, enjoy! I will for sure.