[YachtForums]

'Largest all-composite motor yacht' in development...

By IBI Magazine

New Zealand-based composite technology company High Modulus has begun the structural engineering design of what it claims to be the largest all-composite motor yacht ever built.

High Modulus also say that the 186ft (57m) vessel will be a vacuum-infused production boat and the first composite motor yacht to break the 500 gross ton threshold.

The Kiwi firm is part of an international team that has been brought together to work on the project, which is part of US-based Christensen Shipyards new Custom 186 Series. Owners will be able to customise the design of the superstructure, window shapes, hull colours and interiors.

While all Christensen boats to date have been built in Vancouver, Washington, the 186ft superyachts will be constructed in a new purpose-designed complex in Tennessee, featuring state of the art manufacturing facilities.

(16 January 2008)

[Loren Schweizer]

Tennessee!
Might have to do a post-construction check of the bilges for Moonpie wrappers and Co-cola cans.

[oceaneer]

why bother with this.. is steel just to expensive for the shipyard??

As a engineer i just shake my head at the really large fiberglass yachts... the commercial world is full of steel for a reason

oceaneer

[Codger]

I wonder at what point the additional amount of the weaker material required to compensate for it's lesser strength adds up to more than the weight of the conventional alternatives?
Perhaps the reduced cost of a multiple unit production boat has something to do with the decision.

[YachtForums]

Originally Posted by oceaneer

As a engineer i just shake my head at the really large fiberglass yachts... the commercial world is full of steel for a reason

And that reason would be one-off custom builds, where the cost to produce a mold would be prohibitive, not to mention the machinery needed to extract the same, or the sheer & torsional strength mandated by shipping classification.

There's much more to this equation than a material comparison. Each has its merits, place and purpose.

[comship]

the Leopard Shipyard of Rodriguez Group known for open Yachts are currently building a mold for a 56 m (183.73 ft) fast yacht powered by 3 x MTU 12V4000 M93L (3460 HP each) capable of 30 Knots. The first unit shall be ready on 2010 and is already sold

[Arniev]

Originally Posted by YachtForums

And that reason would be one-off custom builds, where the cost to produce a mold would be prohibitive, not to mention the machinery needed to extract the same, or the sheer & torsional strength mandated by shipping classification.

There's much more to this equation than a material comparison. Each has its merits, place and purpose.

Carl,
Are they going to use some "breakthrough" materials and technology for this build? Or are they expanding on the use of current materials and technology?
Arnie

[YachtForums]

I think the entire project is breakthrough in a sense… a resin infused mold of this magnitude, coupled with an entirely new shipyard being built in Tennessee, clear across the country from Christensen’s Vancouver facility. I don’t know if any lamination techniques are out of the ordinary, but with structural engineering by High Modulus, along with their ability to design custom fabrics to meet structural needs, this is one heck of a venture. BTW… I’m not at liberty to say who’s buying the first build, but it’s a real feather in the cap of Christensen.

[oceaneer]

Originally Posted by YachtForums

And that reason would be one-off custom builds, where the cost to produce a mold would be prohibitive, not to mention the machinery needed to extract the same, or the sheer & torsional strength mandated by shipping classification.

There's much more to this equation than a material comparison. Each has its merits, place and purpose.

thanks for the reply.. but i think you are way off on the custom builds.. most commercial ships are series built.. this is the only way to keep costs down.

but on the strength issue you are on the money... so why do the yachts settle for a hull that is inferior in strength??? At 180+ feet this should be an ocean going ship and not a day boat.

And the fire hazards of fiberglass are much higher than a metal boat.

We will see how this works out.. but i can foresee lots of bending and flexing and a higher cost to maintain the vessel than a comparable steel or aluminum hull.

oceaneer

[Kevin]

Originally Posted by oceaneer

but i can foresee lots of bending and flexing

Hmm... it looks like it's time to dig out that "Christensen's don't flex" pic.

[AMG]

You mean this one... http://www.yachtforums.com/forums/14396-post1.html

[YachtForums]

Originally Posted by oceaneer

i think you are way off on the custom builds.. most commercial ships are series built.. this is the only way to keep costs down.

You can call them “series”, but they are still built one-at-a-time, the old-fashioned way; cut, fit & grind. Repeat as needed until it floats.

Originally Posted by oceaneer

so why do the yachts settle for a hull that is inferior in strength??? At 180+ feet this should be an ocean going ship and not a day boat.

It’s an age-old debate, but I’d rather throw down the gauntlet with someone better versed on the subject.

Originally Posted by oceaneer

And the fire hazards of fiberglass are much higher than a metal boat.

Frankly, if my boat catches fire, I’d prefer a total loss. Nothing worse than rebuilding a gigantic charcoal grill.

Originally Posted by oceaneer

We will see how this works out.. but i can foresee lots of bending and flexing and a higher cost to maintain the vessel than a comparable steel or aluminum hull.

Out of curiosity, how did you arrive at this conclusion?

[oceaneer]

Thanks Carl i do love a good debate..

on your last post on the cost.. If the vessel does bend and flex in a seaway the tabbing and bulkheads start to work and eventually fails. Also the fairing and attachment points of decks, windows, really anything that has a different bending moment or a stress concentration.
At this size the vessel will have to have some give or it will be brittle and break.

I have worked as engineer on some of the original christensens they were great boats but they did flex.. I am sure that they have come along way but i just cant see any advantage to a glass construction on a full or semi displacement motor yacht of this size.

Your comment of the fire risks is fine if you are at the dock but not if you are in the middle of the ocean. I know this much i sleep much better with a steel hull under me 1/2 way across the pond than a glass one! (in fact i just would not take the job). And boats do have fires.. just the metal ones have a far greater survival rate... so what would you feel safer on?


Thanks for the great forum
Oceaneer

[C4ENG]

I thought, from my limited experience with composite built boats, that it is the fact of less maintenance with a composite built haul, verse a steel haul, that makes it more attractive.... can any one tell me if that is correct?
Also which is more heavier of the same build, steel or composite? I have been told a glass haul wieghs more... besides those graphite composite go fast yacht situations..

[CODOG]

Personally, a yachts a yacht whatever its built from. Great to hear of a larger Christensen in development, cant wait to see some pictures / renderings of what she will look like.
The 'debate' over build materials will never get past the various misconceptions, personal opinions and marketing hype that pulls us from one stand-point to another, from one build to the next. All materials have advantages and disadvantages compared to another...one mans fire risk is another mans hi-tech lightweight cored shell offering more internal volume, and classy finish straight from the mould without the need to spend aeons filling, fairing and painting (regularly). One mans rust bucket is another mans 'proper' yacht, built to withstand the oceans with impunity. Niether take is totally accurate, nor tells the whole story.