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.


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.
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.


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 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.
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.
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.
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.

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.
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.
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.
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


& Tender
Main Engines & Propulsion
Steering System
Fuel System
Domestic Water
Salt Water Sys.
Bilge, Toilet & Waste Systems
Electrical System
Air Conditioning
Emergency Equip.
Navigation Equip.

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)

Top of Page

The Range
64 Sunliner
deck plans
64 systems