Harbour Towne Marina
Fax: (954) 763-3940
Harbour Towne Marina
Fax: (954) 763-3940
MAJOR 3M EURO PRICE REDUCTION
MAJOR 3M EURO PRICE REDUCTION FEBRUARY!!! SHIPYARD WANTS SOLD BEFORE THE BEGINNING OF THE MEDITERRANEAN SUMMER SEASON
NEW PICTURES AS OF JANUARY 2014 SHOWING THE COMPLETED HULL & SUPERSTRUCTURE
This is an excellent opportunity to take delivery of a NEW 54 meter full displacement motor yacht
DELIVERY AVAILABLE FOR 2016
To give you an idea of value, the 2010 'Sister Ship' to M54 is currently for sale on the market
This is Hull #7 in a successful line of 54 meter yachts.Hull, superstructure, and engine room are complete.
Mondo Marine Shipyard is waiting for a Buyer in order to customize the interior decor & finishing touches on the exterior.
At 800 tons, this yacht has a massive volume with large tender garage, expansive interior &
NEW PICTURES FROM JANUARY 2014 are available of both the interior & exterior, engine room, running gear & hull of the vessel so that you can get an idea of her volume and condition.
Stored inside a protected shed, this project can be completed in 16 months from the time
EASILY VIEWED AT MONDO MARINE SHIPYARD IN SAVONA, ITALY ON SHORT NOTICE
DO NOT MISS THIS OPPORTUNITY!
|Beam||10.60 m||Max Draft||3.20 m|
|Engine Make||Caterpillar||Engine Model||CAT 3516B|
|Fuel Capacity||93000.00 l||Length Overall||54.00 m|
|Water Capacity||87064.48 l||Number of Engines||2|
The Mondo Marine M54 is a new construction project that is 75% completed and only requires 16 months to finish construction.
We are waiting for a specific buyer to purchase the project so that we can completely customize the interior decor & general arrangement of the floor plan.
T H E D E S I G N E R S
After significance experience in the Mega Yacht
business, in 2008 Laura Pomponi founded Luxury
Projects Design Studio and Atelier, headquartered
in Ancona (Italy). The overall philosophy of the
LP Team is to enter into the emotional mindset of
Clients so as to be able to create a new emotion
for them, with a continuous exciting challenge in
terms of professional skills, a unique opportunity
to discover new concepts and learn about new
“savoir-fairs”. The worldwide research of innovative
materials is matched with the knowledge of expert
craftsmen, mainly based in the Luxury Projects HQ
area. These are the secrets in creating custom made
“turn-key” projects for unique environments
and atmospheres to be shared and lived in, where
it is evident the mix of art and technology and the
obsessive attention to the detail.
LUCA DINI DESIGN
Born in Florence in 1967, Luca Dini has been involved
with the yacht design world for over 20 years.
Specializing in styling mega-yacht interiors and
exteriors, he founded Luca Dini Design in 1996. The
company has grown and now has various outposts
devoted to general architecture, interiors, design
objects, and, of late , residential and automobile
design (most notably a recent collaboration with
Lancia on the Lancia Delta Yacht Design Concept).
Luca Dini has even inspired private jets. Over the last few
years, he has experimented heavily with material
forms, revisiting evocative images and trends from
the past, to highly futuristic effects.
In the full design process from scratch of this M54,
the major focus of Luxury Projects Studio
has been in two key aspects:
S P A C E
The space. In the last few years a great importance has
been given to space and to the related functionality. One
important change in architecture and interior design
has been the focus on creating non “crowded” spaces
with the introduction of few important high-end design
pieces. Space still means luxury and luxury means the
possibility to enjoy big spa es: this is what we tried to
achieve without the dominance of structural furniture
and rather with the introduction, where possible, of free standing
pieces, giving a more homely feeling but at the same time
a great added value allowing a lot of flexibility in any
possible future change of the yacht interiors.
THE "TIME-LESS" STYLE
Starting with the idea of creating a time-less style for
this yacht, the major attention has been in giving
character to the interiors, where the introduction of
new materials as the back-lit alabaster is merged with
a new design concept of burl woods. Proposing again
woods that are really part of the tradition of the yachts
interiors is a step forward to retain the value of these
materials, with Luxury Projects always personalized
and “Taylor-made” design approach
Mondo Marine Engineering
Exterior Design: Luca Dini Design
Interior Design: Luca Dini Design
Lloyd's Class Register:
100 A1 SSC Yacht Mono G6  LMC
MCA Compliant LY2
Hull Material: Steel
Superstructure Material: Aluminium
Length Overall: 54.00M - 177.16FT
Beam Overall: 10.60M - 34.78FT
Draft (Max): 3.20M - 10.5FT
Maximum Speed: 17 knots
Cruising Speed: 15 knots
Range at 12 knots: 4,000nm
Fuel Capacity: 93,000 L
Fresh Water Tanks: 23,000 L
Main Engines: CAT 3516B
Maximum Power: 2 X 2,682 HP at 1,600 RPM
International Gross Tonnage: 800+ GRT
Mondo Marine is pleased to announce its appointment as a new member of SYBAss (Superyacht Builder Association) founded in 2007 to represent the world’s leading builders of large yachts who, over the last 10 years, have successfully delivered a minimum of 3 custom or semi-custom motor or sailing yachts measuring over 40 metres in length.
Mondo Marine designs, engineers and builds its vessels at the Savona production center. The yard covers a seafront area of 35,500 square metres, with 9,500 square metres under cover. The facilities include 100 metres of jetty space for motoryacht mooring, an 820-ton travel lift, one of the largest on the Med, and a 300 ton trolley.
As many as 61 are the yachts built so far, most of them for celebrity clients. Among them, there’s the stellar ‘Tribù’, the first yacht to be awarded Green Star certification by RINA, showing the owner’s environmental commitment through a series of technical criteria.
Mondo Marine, offering a totally full-cycle production right from the cutting of the hull sheets, has exported worldwide its commitment to excellence through its yachts embodying Italian skill and talent in everyone of their details.
Mondo Marine designs, constructs and carries out the engineering to its yachts at its production site at Savona. The yard is positioned on the sea front and stretches over 35,000 square metres, 9,500 of which are covered. There are wharves stretching over 100 metres in length to accommodate maxi yachts. There is a 820-ton travel lift, one of the largest in the Mediterranean, and a 300-ton cradle. We are currently constructing new warehouses and will soon begin restructuring our offices.
FULL PRODUCTION CYCLE
Mondo Marine produces every element of its yachts, starting with the cut of the metal of the hull. Every detail of the yachts showcases the excellence of production and the pure Italian style. The yard exports worldwide. The workings on the aluminium and steel are done internally.
QUALITY AND SAFETY
The work is carried out to extremely high standards, in line with ABS, Lloyd's Register and RINA. This guarantees precision and perfect linearity of construction as well as controls over the standards and ensures delivery on time.
The MONDO MARINE ENGINEERING division carries out the installation of the most technologically advanced onboard systems as well as conducting naval engineering research into water lines and hydrodynamics. This makes it possible for Mondo Marine to create extraordinary powerful yachts that are fast and silent, making navigation extremely safe and comfortable.
Some 62 yachts have rolled off the slips to date. Among these is the famous Tribù, the first yacht to be awarded the Green Star certificate of environmental standards by RINA. This allows the owner to document his respect for the environment by fulfilling a series of rigorous technical criteria.
The vessel dealt within this specification is a motor yacht with a displacement hull, twin screw propellers and twin diesel engines. The vessel will have steel hull and aluminium superstructure. The yacht is designed for both offshore cruising and world wide cruising and will have in this respect the appropriate stability, sea keeping, manoeuvrability and general handling requisites. The design and construction shall generally be in accordance with the following specifications.
Any modification of the design, the construction, the interior, the equipment, etc. which might imply a correction on price, weight, speed, range, noise levels, delivery time or whatever other feature as depicted in this document, shall only be carried out after such modifications have been agreed in writing between Owner and Builder. The Builder will be entitled to refuse any requests in the last six months before vessel delivery date.
The vessel will be built in accordance to the Lloyd’s Register of Shipping regulations. Class notation will be 100 A1 SSC Yacht Mono G6 LMC. Upon delivery of the vessel, a Provisional Certificate of Class will be issued. The Cayman Islands Shipping Registry (Flag) shall conduct surveys and plan appraisals for compliance with Large Commercial Yacht Code 2 (LY2).
The Class, on behalf of the Flag, will issue the following certificates:
• International Load Line 1966
• Marpol Annex I (Oil)
• Marpol Annex IV (Sewage)
• Marpol Annex VI (Air pollution)
• Safety Construction
• Safety Equipment
• Cargo Ship Safety Radio
• International Tonnage 1969
Before delivery, the Builder shall arrange dock trials. Notice will be given two weeks before the scheduled commencement date. At that time, the Builder shall provide a list and a schedule of trials which will be updated day by day during the trials. Eventual program changes will be notified during course of the trials at least 18 hours before the new scheduled date. All official test and trials shall be documented.
A Project Manager will be involved by the yard as the primary interface with the Owner.
Hull and decks are entirely built under Classification Society control and survey.
The hull is divided in 6 watertight compartments designed according to Classification Society rules. The hull will have a partial double bottom with integral tanks for fuel, lubricant oil, fresh water and wastewater. The bow thruster is fitted in a separate watertight compartment. The structure consists in transversal and longitudinal stiffeners, such to achieve maximum strength and minimum weight.
DOUBLE BOTTOM TANKS
The sides and swash plates of the double bottom tanks are continuations of the longitudinal girders and transverse frames and are executed in such a way that the contents will run freely to the deepest point. The tanks are fully accessible through manholes and lightening holes in the internal swash plates. The manholes as well as all tank fittings and connections shall be readily accessible at
all times. Tanks shall be fitted with ventilation pipes, connection for supply/return lines, sounding system and alarms (Grey waters, diesel oil overflow, sludge, bilge, black waters). The day tanks will have visual sounding system. All welds in water, grey and black tanks to be 100% on both sides of all stiffeners, baffles, longitudinals, t-bars etc.
The main engines girders are continued in both the fore and aft direction, thus becoming an integral part of the girder system. The structural arrangements are laid out in a manner allowing good access for tools and hands to perform the necessary installation, maintenance and cleaning work.
ENGINE ROOM FLAT & FLOORING
Steel angle bar support for steel or aluminium flooring will be provided in Engine Room for engineer walking. Angle bars serving as a rim around floor perimeter.
The floor is divided in easy removable sections to access the bilges and the equipments underneath.
The astern compartment accommodates the Owner’s tender and technical spaces for the power packs of the steering system, for the crane, for the hydraulic bathing platform etc, and a bathroom as described in the GA. The garage will be closed by an upward opening hinged door as described in GA.
BATHING PLATFORM AND TRANSOM DOOR
The transom door will be hydraulically operated and upward opening. When in the closed position, hydraulic securing pins will lock the door in position. The bathing platform is to be teak decked with margin boards as per the Exterior Designer’s directions.
Shaft brackets are provided of "L" type. The shape and thickness keep in consideration the number of propeller blades and propeller revolutions to avoid structural resonance. Shaft brackets are constructed of steel and welded to the hull and skeg construction. Shaft brackets scantling will be in accordance with Class rules.
Scupper boxes will be provided in number and position to assure complete water drainage and discharge from all weather decks. On the scupper box there will be a removable stainless steel screen to prevent debris from
SUPER STRUCTURE CONSTRUCTION
Superstructuers of the 1st tier aft of the wide body zone, and the upper zones, are made of aluminium alloys (AA). The structure is of longitudinal type, with longitudinal stiffeners spaced abt 300 mm for decks and 350 mm for the sides. Transversal frames are spaced identically to the hull. The thickness of the decks and superstructure side is 5 mm or 4 mm, with local thickness reinforcement in correspondence of deck openings (stairs etc). The internal division bulkheads have a thickness of 5 mm and vertical stiffeners spaced abt 300 mm. All the welding of AA superstructure will be performed using MIG process, according to the Classifi
The Yacht is conceived as an extremely soft riding, seaworthy vessel. All machinery is selected and installed accordingly with elastic mounting of all rotating machinery where appropriate. Special care is taken in ordere to make the systems operate quietly, to achieve low noise levels. The layout and execution of the machinery, accessories and installations will be for shipboard use.
Two turbo charged after cooled four stroke diesel engines to be installed on flexible mountings.
Engine Type: CATERPILLAR 3516B-HD DITA SCAC (series II)
Power: C rating (max cont rating) 2000 kW (2682 HP) at 1600 rpm
Each engine is elastic mounted on RD214 mounts (45 shore) in order to absorb vibrations. The main engines shall have an electronic controlled automatic synchronisation system. The design and installation of all piping relative to the main engines shall be in accordance to the engines manufacturer installation specifications. The engines will be equipped with all necessary manufacturer's supplied accessories, such as heat exchangers, sea-water pumps, duplex fuel filters, fuel injection pump. The jacket water piping system shall be fitted with a sediment filter with bypass to allow filter replacement whilst in operation.
Electric starting system provided for main engines as per manufacturer recommendations and Class rules. Electronic engine controls, according to engine manufacturer. Local control in Engine Room, main station in wheelhouse, manoeuvring stations at the side wings (port and starboard).
RUDDER AND STEERING GEAR
Two balanced spade rudders are fitted. Rudder fin is made of steel, stock material is AISI 316L. Zinc anodes to be provided. Rudder stock diameter is in accordance to class requirements. Bearing material is Thordon XL or equivalent. Steering gear system maker OPEM Sistemi is fitted. Hydraulic power pack is provided with two electric pumps (one in stby) 3 kW each. Two hydraulic actuators synchronized by
means of a steel rod transmit necessary torque to rudder stocks through tillers.
Steering gear tillers are provided with mechanical stoppers limiting the rudder angle to 35° (stb and prt). Rudder angle indicators are provided in wheelhouse, wing stations and emergency steering position. The power pack is fitted in the aft technical spaces and supplies pressurised oil to the system; it consists in two electric pumps and an oil tank equipped with filters, solenoid valves, relief valve, oil pressure and level gauges and a tank low level alarm. The power pack tank is divided into two sections, each section supplying a separate pump. There are shut off valves to isolate either pump for maintenance. All valves are installed on a well organised, neatly piped, manifold. Each valve shall be accurately marked.
The piping from power pack to cylinders shall be suitably supported and mounted in a straight and uniform manner. All flexible hose lengths shall be double braided, rubber jacketed stainless steel Aeroquip or similar. The hoses shall be laid & mounted in a straight & uniform manner. Emergency steering system consists in a hydraulic manual pump fitted in the aft garage. Nearby emergency steering position a gyro repeater, intercom and magnetophone shall be
installed (see relevant chapters). Piping and hose to the emergency steering system will be independent of the normal
working system, isolated with three way valves directly connected to each steering actuator
Bow thruster ABT TRAC maker, electric driven by abt. 110 kW motor, two propellers, tunnel diameter abt 800mm. The bow thruster will be fed directly by the main electrical switchboard. Bow thruster controls will allow operating thrust direction and revolutions from wheelhouse and wing stations. Hull at bow thruster tunnel insertion shall be properly faired t
Watertight compartments (except forward of collision bkd) have dedicated bilge suction and lines leading to the engine room central manifold and connected to it through electrically actuated valves. The manifold is served by an electric self-priming pump (G&R ACM 651BT or equivalent) in parallel with the main fire pump. Each bilge well is fitted with dedicated bilge alarm.
Aft lazarette is provided with 4 indipendent bilge suctions leading to an intermediate manifold connected to the engine room main manifold. In addition independent bilge system is provided by mean of dedicated bilge pump.
Bosun store and chain locker bilge suctions are connected to dedicated electric pump (G&R CP40S or equivalent) and to emergency manual pump.
One emergency bilge (and fire) electric self-priming pump is fitted outside of Engine Room in the sprinkler compartment G&R ACM 651BT or equivalent). This pump will be supplied by the Emergency Diesel Generator through the Emergency Switchboard. Pumps will be fitted with vacuum/pressure gauges as per system drawing. Emergency bilge suction for Engine Room through main engines is provided. A bilge water separator is also fitted in engine room, in compliance with applicable MARPOL regulations, type DVZ-150 FSU. The unit will be completed with bilge oil content alarm monitor. The separator will take oily water from bilge tank and after separation, clean water is discharged over board and residuals are sent to the sludge tank. Sludge tank can be discharged by dedicated pump (G&R CP32 or equivalent) through international shore connection as per applicable MARPOL regulations. All bilge suctions will be fitted with a foot valve and strainer. Bilge system piping shall be CuNi 90/10, valves material bronze.
The system is driven by a main fire pump (G&R ACM 651BT or equivalent) in parallel with the main bilge pump. The main pump is installed in engine room and is connected to the fire main manifold; proper valve as per regulation is provided in order to isolate engine room fire main manifold section. The emergency fire (and bilge) pump has dedicated sea chest and it is supplied by the
Emergency Diesel Generator through emergency switchboard. Pumps will be fitted with vacuum/pressure gauges as per system drawing. International flanged connection is to be provided. Fire main manifold will suplly water to fire hydrants onboard as per regulation; the following hydrants will be installed:
The ballast system serves the fore peak tank (bulb). Suction from tank is made by the bosun store bilge pumps (see.IV.1), while delivery is connected to the fire system with appropriate isolation valve. Ballast pipes in CuNi 90/10. Valves in bronze or stainless steel. Fore peak tank can also be used as fresh water reserve tank for the pool. Appropriate system for pool filling and emptying is provided.
FUEL FILLING, TRANSFER, SERVICE AND OVERFLOW SYSTEM
The transfer and filling system includes the low-pressure piping required for filling the tanks and for the transfer of fuel from one storage tank to the day service tanks for immediate use or another storage tank when necessary for trimming the ship. Two hidden filling stations (on the main deck port and starboard) with DN 65 piping will be built with drains and hard connection quick release fittings for quicker fuelling. Gravity filling pipes lead to the transfer main valve box manifold.
Frome the main valve box manifold it is possible to deliver to or to suct from each fuel tank by mean of the transfer pumps. Two electrical pumps (G&R ACM 401BT) and one manual pump are provided. The diesel oil carried in the storage tanks can also be transferred through a centrifugal purifier to the day service tanks or to another storage tank or returned to the same tank (Make: Alpha Laval). Fr
The vessel electrical system will be designed according to the selected Classification Society Rules for Charter Yachts, and it shall also comply with the following standards or equivalent national ones, even if not limited to them:
IEC Publications 60092 – Electrical Installations on Ships
IEC Publication 363 – Short Circuit Currents Evaluation
IEC Publications 439 – Low Voltage Switch Gear and Control Gear Assemblies
IEE Regulations for the Electrical and Electronic Equipment of Ships (sixth editions with
related amendments )
In particular all the above mentioned Rules apply to the components of electrical
installations for services essential to the propulsion, steering and safety of the yacht and services for habitability. The design, construction and installation of all electrical equipment will be suitable for marine service conditions. The electrical power distribution on board will be 400 V, threee phases, 50 Hz, distribuited
by a 4 wires system with insulated neutral, to allow the single phase 230 V, 50 Hz,
equipments to work using one phase and the neutral. 24Vdc users will be fed by suitable 230V/24V converters or dedicated service battery banks. A main switchboard, designed with a split bus system with bus-tie automatic circuit
breaker, and which is fed by the main generators and/or by the shore supply (below described in details), will supply all the main services, via individual automatic circuit breakers, while all the minor users will be fed by suitable sub-distribution switchboards and panels, also equipped with automatic circuit breakers, and connected to the main switchgear. The yacht power generation and distribution will be managed by a proper Power Management system (PMS)
All automatic circuit breakers protecting the single electrical services, sub distribution panels and final users will be chosen in compliance with relevant Class requirements and following short-circuit calculations. All electrical devices, and their connection/junction boxes, will be installed in easily reachable positions for maintenance purpose and duly protected against any electrical, electrostatic and mechanical possible damages, as well as against contact with water, oil, fuel
or heat sources. All the electrical devices exposed to weather will be watertight type, with a protection degree at least IP65, or higher according to the place of installation. All cable penetrations through bulkheads or decks will comply at least with their watertighteness and/or fire division requirements. All the metal enclosures containing electrical equipments will be duly connected to ground. All equipment cover plates will have high quality labelling that clearly identifies the purpose of the corresponding device.
ELECTRICAL POWER GENERATION
The electrical system will be fed by three main diesel generators type
CAT C9 DITA, 150 kW (188 kVA) 400 V 50 Hz, capable of running continuously in parallel operation. The main generators will feed the two 400V, 50HZ,3ph+neutral bus-bars of the main switchgear. The parallel operation of the generators can be performed both manually and automatically, with automatic active and reactive load sharing. A shore power converter, with rated power 100kW (0,8 p.f.) at 400V,50HZ, 3phase + neutral will be provided. The shore power converter will consist of one or more modules, capable to be fed at a voltage in the range from 170V to 520Vac, 40/70HZ, 3phase, and with the above said output, acting in this way also as galvanic insulator from the ashore electrical system; the output shore supply cables will feed one of the two bus-bars sections of the main switchgear, via an automatic circuit breaker, with seamless operation in respect of the main
In case of failure of the PMS, or by operator choice, a manual management of the three generators start/stop, connectio
TEAK DECKS COVERING
Exterior decks to be planked with best grade of teak, of 12 mm finished thickness staves. The staves arrangement is carried out making the levelling of decks, tween-decks and platform with auto-levelling compound. Subsequent laying of marine plywood sheets type Okoumè of 8/10. Gluing of staves in teak on the plywood floor. Sealing of seams with black rubber. They shall have a width of 3-4 mm and a depth of 8 mm. This layout ensures the maximum stability of staves to temperature variations, and the best watertight. All the external stairways will have the steps covered with teak to the full width from wall to wall & forward to the riser
A garage will be arranged on the stern, to store one main tender (6.5 m L x 1.1m H x 2.2m W, max weight 2500 Kg), Shipyard supply.
Further to main tender, an emergency rescue boat (Yard Supply) to class rules stored on the bow deck, will be fitted with necessary crane.
Two jet skis, at shipyard’s charge, will be supplied, to be stored in a suitable position.
TENDER CRANE AND DAVIT
Electric/hydraulic, heavy duty, double armed boat crane to allow the safe operations of a tender with a full diesel oil tank. The tender crane has a total safe working load of 1250 kg per arm, and a single arm use safe working load of 400 kg. The crane will be installed overhead in the compartment and will be equipped with all the necessary fittings to allow launching and hauling the tenders through the yacht's stern door. The fore SOLAS rescue boat crane must have the capabilities to travel fore and aft, port and starboard. Both ends of the fore crane shall be fitted with waterproof lamps. The lifting cable of the fore crane shall be a stainless steel cable and there shall be a lead filled stainless steel weight attached to the end of the cable. SWL to be 1200 kg.
SWIMMING PLATFORM ARRANGEMENT
It will be covered with teak planks 12 mm thick. The platform will have two bollards to secure the tender when floating. Stairs to both sides will guarantee the access to the platform from the main deck. A hydraulically operated bathing platform will be fitted in central position, so that in open position 3 steps will lead to the platform, while in closed position its upper side will be flush to the surrounding fixed bathing platform.
The final acoustic vessel performance is taken under primary consideration during all the design/cronstuction stages. Shipyard best experiences will be adopted with regard to sound insulation and every effort for further improvement will be spent.
If any suggestion from Owner’s side will be presented, it will be evaluated in terms of feasibility and costs with regard to the final consequent positive result
ENGINE ROOM AND MACHINERY
State-of-the-art techniques will be applied throughout the vessel to achieve the acoustic requirements utilising minimum weight material. All pumps, generators, ventilation blowers, compressors, air conditioning units, hydraulic power pack and other noise emitting machinery will be elastically mounted as appropriate to
isolate their characteristic structure-borne noise. For such mountings, the vessel's foundations will be of suitable stiffness to achieve greatest effectiveness.
Isolation mounts shall be effective down to the lowest excitation frequency at which a machine is likely to produce disturbing noise or vibration. Rubber elements shall be oil and seawater resistant. Pipe connections to elastic mounted equipment shall be flexible to a degree matching that of the mounts. As much as possible, rubber flex hose shall have a length equal to or greater than four pipe diameters of rubber flex hose in an unsupported span between the connected
Diesel engine exhaust supports require special design, due to their high structureborne noise levels. Soft elastic mountings are required, on the entire system. The design of the exhaust suspension system can be submitted upon request to the owner's vibration consultant. Electric cables, connecting elastic mounted equipment shall have sufficient slack to accommodate the motion of the machinery on the mounts, without transmitting vibration along the cable, into the structure. In certain instances, elastic isolation of cable clamps may
be required. Pillars in the machinery spaces may havevibration isolating attachments at their ends. Pumps will where possible be selected for quiet operation. Gear pumps will be avoided where possible, and centrifugal or helical screw pumps used. Hydraulic pumps will be selected for low noise, when there are options. Attention to this point will be given in the selection of the stabilizing system. Acoustic insulation materials will be selected to achieve the acoustic limits. If foam materials are used they must be lightweight and highly fire resistant and non smoke and toxic fume emitting - such as polyamide foam of 10 kg/m3 density. Mass layers will be of lead or mass impregnated plastic. Provision will be made for vibration-damping treatments for the engine room ceiling and forward bulkhead.
AIR CONDITIONING DESIGN
The yacht will be air-conditioned with individual temperature control in all
accommodation spaces and with air changes provided by treated air from the atmosphere. The system will be based on circulated chilled water from several chillers located in the engine room or in the garage. The internal air change is provided by a suitable number of UTA and extractors. The system will be designed and built based on the yard previous experience with similar vessels.
The Interior Designer (to be defined) shall be selected appointed and remunerated according Contract. The drawings, plans and specifications will be supplied to the yard, with a schedule to be agreed between Owner and Builder.
Any upgrading of the present specification contained in the Interior Designer's specification and drawings shall be quoted accordingly. Any delay after the above dates will result in corresponding delay of the agreed delivery date of the yacht.
The accommodation layout will be according to the General Arrangement (G. A.) drawing, which will be part of the building specification. All decor materials, loose furniture, fittings, accessories, hardware etc. will be selected from the Interior Designer appointed by the Owner. Any upgrading or modification to the General Arrangement included in the Interior Designer specification and drawings will be quoted accordingly. Antique pieces of furniture, paintings and art-works shall be Owner's supplies. Particular care will be taken in the design, construction and installation of the furniture for the maximum weight saving, although in respect of the noise and vibrations reduction needs. The installation and the fasteners should avoid any cause of noise and should be of anti corrosive material (stainless steel, brass or bronze). Furniture and appliances must be secured to the vessel structures to remain fixed in case of rough sea. Appliances, TV & stereo equipment, air conditioning and ventilation equipment, light fittings, alarm and fire detection sensors, electrical panels, fixtures and fittings in general shall
be integrated in the interiors design. Structural and engineering drawings will be supplied to the Interior Designer who shall strictly follow the Yard Technical Dept. instructions within the strict limits of the contractual General Arrangement.
The method of securing the appliances shall be reviewed and approved by the owner's representative prior to installation. The internal finishes are to be of the highest marine quality whilst providing durable surfaces and easily preserved. They shall provide luxurious environment to the Owner as well as his Guest. The finishes shall nevertheless be also functional as far as this can be brought in
accordance with the luxury requirement.
|The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.|