|
| All the
systems and features of the Trader 64 Sunliner have been designed |
| to make
life on board as enjoyable, and as safe as possible. |
| The specification
has been evolved to offer the best |
| in marine
technology and thinking. |
|
| Each system
has been developed in partnership with the principal supplier |
| with the
aim of optimising the functions of each component, |
| and reducing
the number of brands employed on board, |
| for easier
servicing and greater reliability. |
|
| Each system
is designed and installed for ease of use and maintenance. |
| Critical
systems have back up hardware and controls. |
| All equipment
discussed here is standard, unless otherwise stated. |
| ANCHORING,
MOORING & TENDER EQUIPMENT |
|
| Anchoring: |
|
|
For anchoring, the Trader 64 Sunliner
offers two complete, self-contained systems. Both are mounted in
self-launching stainless steel carriers with claw-type chain stoppers.
This offers a back up, and the flexibility of laying both anchors if required.
The ground tackle specifications are to MCA requirements. The windlasses
are concealed under the foredeck to keep the working deck clear and ensure
the ground tackle drops into the centre of the chain locker for improved
stowage. The windlasses can be operated from the foredeck, or from either
helm. At the helms, the windlasses are controlled by AUTO ANCHOR 500C units
which include chain counters. |
| Mooring: |
|
|
Deck work at the bow is made exceptionally
convenient thanks to the recessed deck area which offers great security,
and puts the deck hardware at waist level, reducing bending. Fairleads
on both sides of the bow and oversized bollards are in easy reach. A centreline
fairlead between the anchor mechanisms is provided for Mediterranean mooring.
A powered capstan with foot control is on hand to assist deck crew. |
|
For alongside mooring, two sets
of two spring cleats are situated in the topsides at different heights,
offering greater convenience alongside low pontoons. |
|
Bollards on the aft deck are also
raised up and assisted by powered capstans with foot controls for ease
of use. Further bollards are mounted on the corners of the bathing platform. |
|
Stowage for fenders and deck gear
is provided for on the aft and foredecks, so everything is always close
to where the deck crew might need it. |
|
Ease of boarding has also been considered.
Our custom transom passarelle is 50% wider than standard models and has
a fixed 1m high handrail for added security. Side deck boarding gates are
located adjacent to the pilothouse doors and in the aft deck bulwark (these
open inwards so they can be used if tied up against a wall). Raised boarding
steps on the bathing platform allow access there, unimpeded by the transom
cleats. |
| Tender
Equipment: |
|
|
The principal tender stowage hardware
is an electro-hydraulic 455kg lift crane on the boat deck. The boat deck
is accessed via moulded stairs from the flybridge, with handrails for safety.
This crane unit is powered for slew, loft and winch which provides maximum
control during launch and retrieval. The passarelle can also be used for
a second tender, up to 250kg, carried on board the bathing platform. Pop-up
dinghy cleats are installed in the bathing platform for tying the tender
up to the yacht. |
|
| MAIN ENGINES
AND PROPULSION |
|
| The CAT engines offered
with the Trader 64 Sunliner have been selected for the suitability of their
performance profiles, and the worldwide CAT support network. |
| The engines are controlled by GLENDINNING
EEC electronic engine controls, to ensure the compatibility of the system.
In addition to the pilothouse, flybridge and transom helm positions, an
override back-up control is integrated in the pilothouse. |
| The engines drive through large
ratio ZF gearboxes and large diameter, 5 blade class 1 propellers. Their
high-tech design includes over 100% blade coverage, and cambered surfaces
to improve efficiency. The setup gives a low tip speed to the propellers,
and consequently reduces noise and vibration on board. The gearboxes are
equipped with ZF’s SPEEDSHIFT system which enhances low speed manoeuvrability
by ensuring smoother changes of gear and offering an electronically controlled
lower minimum boat speed. These functions are controlled from the EEC control
heads. |
| Thrust plates on both shafts are
used to take the thrust directly into the boat, rather than through the
engine mounts as in a traditional installation. A flexible coupling and
soft engine mounts (as they do not have to carry the thrust) isolate the
noise and vibration generated by the engines from the yacht’s structure,
and therefore from everyone on board. A constant velocity joint is also
used behind the gearbox, allowing the drivetrain to absorb any misalignment
between the engine and thrust plate. |
|
|
|
|
|
| The hydraulic steering
system is driven by dedicated pumps mounted on the front of both main engines. |
| This system can operate even on
single engine, and although the number of wheel turns is increased, it
will operate even if the hydraulic assistance were to fail. |
| The rudder blades are cast in epoxy,
with a stainless steel stock. Their hydrofoil section and winglets top
and bottom are designed to maximise their turning effect. This composite
construction also reduces the transmission of noise and vibration into
the yacht’s structure via more typical rudder blades made of bronze. |
| An emergency tiller is provided
in the transom lazarette. |
|
|
|
|
|
| The hydraulics system
operates the stabilizers, bow and stern thrusters. |
| These are powered by two variable
displacement 75cc pumps mounted on the gearboxes of the main engines. Sufficient
power is available to operate both thrusters at full power simultaneously.
This system can operate even on single engine, although power to the thrusters
would be reduced. Twin oil coolers are provided, one from each engine,
to maintain temperature in the system during single engine running. |
|
|
|
|
|
| The main fuel tanks, of 3,000 litres
each are located across the forward bulkhead of the engine. This location
is close to the yacht’s longitudinal centre of gravity, and therefore minimises
the effect of the weight of fuel on her trim. An auxiliary long range tank
of 1,000 litres is located in the forward bilge. |
| The fuel tanks are filled from recessed
deck scuppers which contain any spills. Spilled fuel can be directed to
a sump. |
| The fuel tanks contents can be monitored
on the pilothouse monitoring computer, a dedicated gauge on the engine
room lobby control panel and on sight gauges on the tanks themselves. |
| A large diameter crossover pipe
allows both main tanks to be filled from either side deck filler. |
| A manifold allows each consumer
(2 engines, 2 generators) to draw and return to either main tank. |
| A transfer pump, flow meter and
manifold in the engine room are provided to top-up the main fuel tanks
from the auxiliary tank. |
| The duplex fuel filters for each
consumer allow servicing and element changes to be carried out whilst the
consumer is in use. The filters each have clear bowls, with RINA approved
heat shields for inspection. The main engine filters also have water sensors,
that are linked to an alarm on INFO-BRIDGE. |
|
|
|
|
|
| Fresh
water system: |
|
|
The fresh water tank has three inputs:
from the watermaker, from a filler in the transom shore connections locker,
and a pressurised shore water connection, also located in the transom shore
connections locker. This latter connection allows the boat to be left connected
to the pressurised shore supply. |
|
The fresh water tank’s contents
can be monitored on the pilothouse monitoring computer, a dedicated gauge
on the control panel and on sight gauges on the tank itself. |
|
Pressure is supplied to the fresh
water system by two pumps, working in parallel. A 60 litre per minute AC
pump pressurises the system when AC power is available, a 38 litre per
minute DC pump at other times & as a back up. An accumulator tank maintains
constant pressure, and changeover between the pumps is automatic. |
|
Hot water is provided by two 75
litre calorifiers. These are heated by either heat exchangers from the
main engines, or by 2kW heating elements. A manifold allows the owner to
run the calorifiers in series, or dedicate one to the owners’ head, transom
shower, aft deck wet bar and galley and the other to the guest heads forward.
Showers and bath (optional) outlets are protected by thermostatically controlled
mixers. |
| Drinking
water system: |
|
|
This system is completely independent
of the fresh water system, and is designed to provide drinking quality
water on board, regardless of the quality of shore water available. |
|
The drinking water tank has two
inputs: from the watermaker, or from a dedicated filler in the shore connections
locker (this can be used if the shore water is of an adequate quality,
or to fill the tank from bottles of drinking water). |
|
The drinking water tank’s contents
can be monitored on the pilothouse monitoring computer, a dedicated gauge
on the control panel and on sight gauges on the tank itself. |
|
Pressure is supplied to the drinking
water system by a dedicated DC pump. |
|
Drinking water is distributed directly
to a proprietary faucet in the galley, and to the saloon icemaker. Both
of these outlets are further protected by in line filters with ultrafine
microstraining, molecular capture and electrostatic removal to ensure the
quality of the water. |
|
|
|
|
|
| Salt water is bought into the boat
via the SEA CHEST in the engineroom. This reduces the number of intakes
to just two, one either side of the keel. Either intake is large
enough to provide sufficient cooling water to both main engines, should
the other intake become blocked. The SEA CHEST is a GRP chamber, laminated
into the hull structure for strength. It extends above the high water line
for safety, and has an access hatch in the top. Inside a strainer filters
the water before it is taken to each consumer. |
| The consumers are individually plumbed
to the SEA CHEST, and each supply line is protected by a valve. |
| The consumers are two main engines,
two generators, watermaker and the pressurised salt water system. |
| The pressurised salt water system
supplies the anchor wash, fore and aft deck fire hose connections and the
back up for toilet system (see below). It is supplied by an automatic pressure
controlled 38 litre per minute pump, situated in forward bilge. Operation
of this pump is indicated on INFO-BRIDGE. |
|
|
|
| BILGE,
TOILET AND WASTE SYSTEMS |
|
| Bilge
systems: |
|
|
The bilge of the Trader 64 Sunliner
is arranged in four compartments, separated by watertight bulkheads. |
|
Each compartment is protected by
a dedicated automatic bilge pump with a 220l per minute capacity. These
function automatically, and are powered from the “always on” or “hot” bus
part of the DC system. They can be manually activated from the pilothouse
monitoring computer and the control panel. |
| Toilet
systems: |
|
|
The toilet systems used in the Trader
64 Sunliner use high pressure fresh water to flush. They do not require
a macerator, and therefore are much more resistant to blockages and quieter
than traditional marine toilets. |
|
As a back up, in case of low fresh
water, the toilets can be switched by a valve to operate off the pressurised
salt water system. |
|
Waste from the toilets goes directly
to the holding tank. |
| Waste
systems: |
|
|
The holding tank’s contents can
be monitored on the pilothouse monitoring computer and a dedicated gauge
on the control panel. A full holding tank will trigger an alarm. |
|
The holding tank can be emptied
by deck or overboard pump out. Two identical DC pumps are provided for
overboard discharge as back up. The tank is served by anti-odour vents
port and starboard, which aid cross ventilation. |
|
The control panel gauge also controls
the holding tank overboard discharge pumps, which can be set to automatic
to keep the tank empty if required. A switch on the panel selects the port
or starboard discharge pump. |
|
|
|
|
|
| The AC system is 240V,
single phase 50Hz. This power can be supplied by two ONAN 17.5kW generators,
two 50A shore connections and, for selected consumers, by a 5kW inverter. |
|
| The principal DC systems
are 24V, with a DC-DC converter, with back up battery, providing 12V for
navigation electronics and communications equipment. |
|
| AC
– 240V@50hZ |
|
|
Shorepower connections are made
via the two GLENDINNING cable master units in the transom shore connections
locker. These inputs feed the main AC switchboard via 13kVA isolating transformers
to prevent earth leakage current and ensure correct polarity of the power,
protecting the AC consumers on board. |
|
The main AC switchboard is arranged
to have two busbar sections, which for convenience will be referred to
as Bus 1 and Bus 2. |
|
Electrical consumers are divided
into two groups which are permanently connected to each of the busbar sections
(via circuit breakers). |
|
The switchboard has provision for
four incoming supplies, two shore supplies and two generator supplies.
These are arranged in two groups – Generator 1 with Shore 1 and Generator
2 with Shore 2. Only one supply to each group can be used at a time, selection
being via a pair of mechanically and electrically interlocked contactors,
one pair for each group. |
|
Each bus section can be supplied
from either incoming group, via two pairs of mechanically and electrically
interlocked contactors, one pair for each section.
By this means, great flexibility
is achieved, with the facility of control via either hard wired pushbutton
switches in the engine room lobby or via the INFO-BRIDGE system. |
|
Indication of volts and amps for
each bus section is done with multi-function power monitors which can communicate
via a data bus with the INFO-BRIDGE system. In fact these meters can give a full range of measurements, such
as frequency, watts, power factor, etc. |
|
The inverter feeds the allocated
consumers through a changeover contactor to give automatic transfer from
‘normal’ power to inverter power. By default, the consumers will be supplied
from Bus 2 while it is ‘live’. When Bus 2 is switched off, the contactor
will switch back to the inverter with a very short break in supply. |
| DC
– 24V Service |
|
|
The heart of the 24V service system
is a battery bank of 600aH in gel batteries. These are housed in a sealed
compartment in the engine room, low in the yacht, and on her centreline
for optimised weight distribution. |
|
In addition to the switched service
distribution, key consumers, such as bilge pumps and alarms are wired to
an “always on” or “hot” bus. This bus has a separate feed direct from the
battery bank and has its own circuit breaker protection. Thus power can
be easily turned off to all the service consumers, while maintaining the
safety circuits. |
|
The master switches, and circuit
breakers controlling the 24V DC distribution are located in the engine
room lobby. |
| DC
– 24V Engine start |
|
|
The heart of the 24V engine start
system is a battery bank of 400aH in gel batteries, dedicated to
engine start. 200aH is dedicated to each engine. As a back up a battery
parallel switch is provided to parallel the two engine start batteries,
and even the service battery bank to aid engine start. |
| DC-
24V charging |
|
|
While underway, the 24V engine start battery banks are charged and maintained via the engine’s alternators. A back up 15aH, 2 output battery charger also maintains these banks. |
|
When AC power is available, the service battery bank is charged by two 75A three stage battery chargers. While underway, the service bank is also charged by an auxiliary 150aH alternator, which is controlled byn Alpha Pro Regulator. |
|
The condition of the service battery bank and charging status are monitored on info-bridge, and on a battery monitor on the main control panel. The condition of the engine start bank is monitored in the same way. |
| DC
– 12V |
|
|
The 12V system operates the navigation electronics and communications equipment on board. 12V power is distributed from a distribution panel in the pilothouse. In normal circumstances, this is supplied by a 24-12 DC-DC converter from the service batteries. In event of a problem with the main supply, power is supplied by a dedicated 12V battery located in the pilothouse. This emergency battery is maintained by DC-DC converter from the service bank and a dedicated 25aH charger. |
|
The generator start batteries are also 12V. They are dedicated to each generator, and are only used for generator starting. They are charged by their generator’s alternator, with a 15aH charger for back up. |
|
All three 12V batteries have their condition monitored on INFO-BRIDGE. |
| Exterior
lighting |
|
|
The exterior lighting scheme has
been designed with aesthetic and practical needs in mind. Low level lighting
is used throughout, including steps and the passarelle. |
|
For greater reliability and their
low current draw LED lights are used everywhere, except for the aft deck
and flybridge overhead lamps. Here halogen lamps, with their more flattering
qualities are used. |
|
The main exterior lights are arranged
in seven zones, and are switched from INFO-BRIDGE.
A mimic panel shows which lights are on. |
|
The aft deck overhead lamps (above
the dining area) are switched by a dimmer inside the saloon door. |
| Interior
lighting |
|
|
The interior lighting scheme has
been designed with aesthetic and practical needs in mind. Low level lighting
is used throughout on all steps. And rope lighting is used to accent the
joinery and furnishings. |
|
AC lighting has been used extensively
to complement the usual low voltage systems. In particular, AC lamps for
reading are used in the saloon, and others are used for the vanity mirrors
in every head. |
|
A combination of lamps and directional
spotlights are used in the overheads throughout the yacht, and controlled
on dimmers. |
|
Water resistant fixtures are used
in the heads. |
|
Red night lighting is provided in
the pilothouse. |
|
|
|
|
|
| The MARINE AIR chilled water air
conditioning system devised for the Trader 64 Sunliner has been selected
for its efficiency and quietness, enhancing comfort on board. It operates
by circulating water in a closed circuit around the boat that is chilled
(or heated) by the engine room chiller. Air handlers with a combined capacity
of 72,000 BTU provide individual climate control for each area of the accommodation. |
| The chiller unit is isolated in
the engine room and uses two compressor units and a soft start inverter
to reduce the start up surge that can be associated with such systems. |
| In reverse cycle mode, the chiller
can produce heat (although the efficiency is dependent on ambient water
temperature). |
| In line electric heaters can be
added to the air handlers as an option, to provide heat without running
the chiller unit. |
|
|
|
|
|
| The INFO-BRIDGE monitoring system provides a vital safety function, monitoring no fewer
than 44 alarm conditions. Alarm conditions trigger visual and audible alarms
on the flybridge and in the pilothouse. Major alarm systems are backed
up with proprietary indicators. |
|
| Accommodation: |
|
|
The interior accommodation is protected
by smoke detectors throughout. As well as displaying any alarms on this
system, INFO-BRIDGE monitors that
the alarm units are functioning. In the cases of a smoke alarm, or a failure
of a unit, INFO-BRIDGE can identify
which unit is in alarm. Each unit also gives an audible alarm in its compartment. |
|
Hand held fire extinguishers are
provided throughout the accommodation. A fire blanket is provided in the
galley. |
|
A fire hose, connected to the pressurised
salt water system is located on the foredeck, with a secondary connection
point on the aft deck. |
| Bilge: |
|
|
Each bilge is protected by an industrial
sensor high level bilge alarm. |
|
In addition to the dedicated bilge
pumps, a 240 litre per minute run-dry emergency bilge pump is run from
a main engine. A manifold allows this unit to pump from any bilge compartment.
The outlet for this pump is located high in the topsides so it would retain
its effectiveness even in case of an extreme list. |
| Machinery: |
|
|
The sea chest is protected by an
industrial level sensor located above the take-offs for the machinery in
the system that will give an alarm if the water level in the sea chest
drops. Additionally, the main engines and generators are protected by exhaust
overheat alarms. |
|
The main engines are protected by
the standard CAT alarms, which are repeated on the INFO-BRIDGE. |
| Navigation
lights: |
|
|
The running lights and anchor lights
are monitored for non-functioning bulbs. INFO-BRIDGE will identify which light fitting is not operational. The navigation lights
are 12V, so they can be supplied by the emergency back up battery if required. |
| Navigation
electronics & communications equipment: |
|
|
Emergency power for navigation electronics
and communications equipment is provided by a dedicated 12V battery (see
12V DC systems above). |
| Engine
room: |
|
|
For monitoring, the engine room
is protected by detectors for smoke and rapid temperature change. For visual
checks, the engine room CCTV system has its own internal lighting, and
can be viewed at both helms. |
|
An automatic FM200 fire extinguisher
system is installed. Discharge will also slam shut the engine room vent
fire flaps, shut off main engines and fuel supply at the tanks. These functions
can also be manually operated from the aft deck and engine room lobby in
case of emergency. |
|
|
| The INFO-BRIDGE system has been developed in conjunction with leading Superyacht electronics supplier, SERVOWATCH. It has been designed to simplify and enhance the interface between yacht and operator. The system consolidates controls and information in a single location, thereby tidying up the pilothouse and provides a comprehensive and integrated alarm system, monitoring all aspects of the yacht’s operation. |
| The interface is provided on a large and clear screen in the pilothouse with simple touch-screen operation to select information and control of on board functions. |
| Alarm data is repeated on the flybridge helm on a dedicated panel. |
| Audible alarms are located at both helms. |
| The heart of the system is the B133 CADU combined alarm display unit. This rugged processor has been developed with the RNLI and tested in the most testing marine environments. It’s connections are “plug & play” for a reliable and tough installation. |
| Every monitoring and control function of INFO-BRIDGE is replicated elsewhere on board, so in the unlikely event of complete system failure, operation of the yacht is not compromised. |
|
|
|
|
|
| Interfaced with the CAT engine’s
own monitoring system, INFO-BRIDGE provides comprehensive engine instrumentation
at the pilothouse helm. As well as conventional running data, the system
can provide historical information on hours, load, fuel consumption, usually
the preserve of CAT engineers, and invaluable for long distance passage
planning. |
| A “night” setting changes the screen
colours and brightness for easier viewing, and activates night lighting
in the pilothouse. |
| As a comprehensive back up, independent
CAT MAPD instrumentation is provided at the flybridge helm. |
| Running lights can also be controlled
from these screens. |
|
|
|
|
|
| Electrical: |
|
|
The conditions in volts, of all
the battery banks on board are monitored. The status of both AC busses
is monitored in volts, amps and frequency. In addition indictors show if
generators are on and if shore power connections are live. An active shore
power connection going off triggers an alarm. |
|
The generators can be started or
stopped, and AC sources selected from this screen. |
|
This information and the controls
are repeated on the control panel in engine room lobby. |
| Tankage: |
|
|
The tank levels of the three fuel
tanks, two water tanks and the holding tank are monitored. |
|
Low levels in the main fuel tanks
and either water tanks trigger an alarm. Similarly, a high level in the
holding tank will set off an alarm. |
|
This information is repeated on
proprietary gauges on the control panel in engine room lobby. |
| Exterior
lighting: |
|
|
A mimic panel shows which exterior
lighting zones are active. |
|
The exterior lights (except the
aft deck overhead lamps) are organised in seven zones, and can switched
from this panel as well as on a separate panel. |
| Pumps: |
|
|
A mimic panel shows the status of
the bilge, sump and salt water pressure pump. |
|
Auto/On switching for the bilge
and sump pumps is operated from this panel as well as on the control panel
in engine room lobby. |
| CCTV: |
|
|
The transom and engine room cameras
can be viewed on INFO-BRIDGE on a split screen or individually. The views
are repeated on a proprietary screen at the flybridge helm. |
|
|
|
|
|
| INFO-BRIDGE conveys all of the yacht’s
alarm conditions with audible signals at both helms. On the pilothouse
screen, a pop-up text box details the current alarm and this text is repeated
on the flybridge helm RAID unit. |
| The alarm conditions include: |
| High level bilge |
| Salt water intake |
| Exhaust overheat |
| Main engine overheat |
| Water in main engine fuel filters |
| Hydraulics oil cooler overheat |
| Engine room temperature change |
| Engine room fire extinguisher discharge |
|
| Accommodation smoke detectors |
| Accommodation smoke detectors not
working |
| Running lights not working |
| Anchor light not working |
| Low battery levels |
| Low tank levels |
| High holding tank level |
| Shore power going off |
|
|
|
|
|
|
|
EXTERIOR |
 |
Anchoring,Mooring
& Tender |
|
|
|
ENGINEERING |
|
Main Engines
& Propulsion |
|
Steering System |
|
Hydraulics |
|
Fuel System |
|
Domestic Water |
|
Salt Water
Sys. |
|
Bilge, Toilet
& Waste Systems |
|
Electrical
System |
|
Air Conditioning |
|
Emergency
Equip. |
|
|
|
INFO-BRIDGE |
|
Running |
|
Monitoring |
|
Alarms |
|
|
|
HELM
STATIONS |
|
Navigation
Equip. |
|
Communications |
|
CCTV |
|
|
|
|
|
|
|
|
| The SIMRAD navigation system specified
for the Trader 64 Sunliner has been developed for reliability and ease
of use. The plotters, radar, autopilot and instruments are integrated,
but can be used independently. Thus independent plotter and radar screens
are provided at both helms. Large 15” screens are used for the plotter
and radar in the pilothouse for improved legibility. Data instruments are
repeated at both helms, the chart table and in the owners’ stateroom (the
latter can be used as a depth alarm at anchor). |
|
|
|
|
|
| The DSC VHF system doubles as an
intercom between the helms and the owners’ stateroom. |
|
|
|
|
|
| The Trader 64 Sunliner is equipped
with two CCTV cameras. The transom camera has a wide angle lens and serves
for security and as a mooring aid. The engine room camera has its
own LED light source so the engine room can be observed even if its own
lights are switched off. |
| Both images can be viewed on the
INFO-BRIDGE screen in the pilothouse and on a proprietary 5.8” colour video
display on the flybridge helm. |
|
| The Company’s policy is one of continuous development and improvement. We therefore
reserve the right to alter the specification without prior notice. |
|
| Provisional
Systems Description September 2005 (issue 2) |
|
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of Page |
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