The first two 105HT superyachts have been delivered by Turkish yard Numarine
cargo vessels, whilst tankers accounted for 35% of the surveys that were conducted.
NUMARINE DELIVERS ITS FIRST TWO 105HT SUPERYACHTS
Hull one, also known as Dolce Vita, was delivered to a European client and hull two was delivered to Hong Kong says Turkish superyacht builder Numarine. Both interior and exterior design for the hulls were delivered by Can Yalman and featured a distinctive sporty exterior.
Speaking about the hardtop design, Yalman commented, “The Numarine HT design language involves gill shaped glass elements in the superstructure. Previously we have used this in the ceiling panels, but in the 105HT this has been taken to the extreme and the complete side glass has this gilled, scaled structure emphasising the power within.”
The outdoor spaces on board the 105HT include a large bow lounge seating area and aft deck dinette. The main saloon can then be opened up to the aft deck using sliding doors, to connect indoor and outdoor spaces.
Naval architecture was completed for Numarine by Umberto Tagliavani. He said, “The primary aim when we designed the new 105HT was to create a high performance hull shape with maximum possible
comfort, even when sea conditions are not ideal.”
“The chined hull forward has a pronounced V, letting the bow pierce the waves relatively easily, giving the yacht a very comfortable ride. To improve the hull, obviously with the help of the yard, I have always taken out the yachts for trials in rough conditions to better understand how to improve handling in difficult conditions.”
Accommodation is available for eight guests in three en-suite cabins, with a full-beam master stateroom. There is also crew accommodation for up to five staff.
The 105HT vessels are powered by two 1,925hp CAT C32 engines, able to reach a top speed of 31 knots, and a maximum cruising range of 500nm at 26 knots.
SURVEYS BY AMERICAN P&I CLUB SHOW NUMEROUS MACHINERY DEFICIENCIES LAST YEAR
Personnel from the American P&I Club conducted 106 condition surveys during the 2016. They say that ninety one of the surveys resulted in deficiencies but only fifteen surveys resulted in no deficiencies noted at all. 46% of the surveys were conducted on dry
American P&I Club reveals that tankers were found to have the most deficiencies per survey with just under 10 per survey. Dry cargo vessels (excluding container ships) were found to have just over 7 deficiencies per survey. Out of the 873 deficiencies noted, the most frequent individual category of deficiency found was related to the condition of machinery spaces. The most frequent deficiencies overall were related to the conditions and functions of cargo systems, particularly related to bulk carriers.
The American P&I Club notes that machinery related deficiencies were found to be the second most frequent deficiency (120), accounting for 14.3% of all deficiencies observed during these surveys.
Furthermore, another 49 deficiencies observed had to do with the machinery systems associated with cargo systems, fire safety and pollution prevention. When combined with the other machinery deficiencies, this accounts for 19.2% of the sum total of all deficiencies found.
Taking all of the machinery related deficiencies into account, machinery integrity deficiencies were found to be most frequent. The two most frequent machinery related deficiencies were: – cleanliness of engine compartments including bilges being clean, tidy and free of combustible materials; and – engine integrity related deficiencies that include the conditions of main & auxiliary engines, engine
monitoring systems and insufficient spare parts.
Furthermore, fire system related deficiencies were also significant in number. These deficiencies include poor conditions in fixed fire and extinguishing systems, main and emergency fire pumps and fixed gas detention and monitoring systems.
NEW BIOFOULING REQUIREMENTS POISED TO ENTER FORCE IN NEW ZEALAND FROM MAY 2018
The New Zealand Ministry for Primary Industries (MPI) has issued a notice announcing that all vessels arriving in New Zealand must have clean hulls from May 2018 as new biofouling regulations are set to become law. The Craft Risk Management Standard (CRMS) has been developed to provide guidance regarding compliance.
From May 2018, vessels must arrive in New Zealand with a clean hull. Vessels staying up to 20 days and only visiting designated ports (places of first arrival) will be allowed a slight amount of biofouling. Vessels staying longer and visiting other places will only be allowed a slime layer and goose barnacles.
Complying with new biofouling requirements You will be able to meet the new clean hull requirements by doing one of the following: – cleaning the vessel hull before arrival in New Zealand (less than 30 days before arrival)
– doing continual maintenance on the hull
– treating organisms on the hull (for example, with heat or chemicals) to kill them or make them sterile.
The Report • June 2017 • Issue 80 | 11
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