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Jachtbouw door Carel Meijers

How to build mega yachts

This article will contribute to the overall understanding what the new-building of a mega yacht is asking from all people involved in this intricate process. Working closely together on every (so it may seem) tiny detail, the final result is likely to be a piece of joy and pleasure for the Owner. But also the long experienced craftsmen, who have worked on this project for more than three years, show their emotions when the yacht is launched. For all of them it has become a part of their life and they will remember the specific parts they have been working on for a long time. This article will focus on the actual new building aspects of a mega yacht and will follow more or less the various distinctive steps that can be defined in the process.

Contact with future Owner leading to contract

Within the Feadship organisation the first commercial contact is mostly initiated by the future Owner or a yacht broker on behalf of the Owner. Being the world leader in the new-building of mega-yachts, aggressive campaigns are neither really necessary nor appreciated. Together with Royal van Lent Shipyard and De Voogt Naval Architects, De Vries Scheepsbouw has built a long record of new-builds over the past eight decades. After the first contact is made, the process of describing the specific wishes of the Owner begins. Most Owners do have some experience within yachting and want to see their ultimate wish sailing a Feadship fulfilled. The fact that the Owners do have experience is advantageous in the sense that they mostly do have a fair idea of what their new yacht should look like. The main dimensions are often known and the layout of the yacht is already in the minds of the Owner. These wishes are translated into a draft general arrangement (profile and accommodation plan) and a so-called short spec in which the yacht is described in general terms. Both the technical as well as the finishing issues of interior and exterior are described. If a principle agreement is achieved on the draft GA plan, the short spec, price and delivery date the detailed new building specification is prepared in close cooperation between the naval architect, yard and Owner or a consultant appointed by the Owner (in many cases the future captain of the yacht). This new building specification describes in detail which systems are included, what the interior looks like, most commonly by addressing a previous new-build as a benchmark for the finishing of the yacht. Also the contract GA plan is prepared which shows the location of the various spaces distributed over the various decks the yacht is going to have. Then one day the contract between yard and Owner is signed and the next phase begins.

in this process are the naval architect, the yard, the Owner and his representative and the interior designer. It does not take much imagination that every effort is made to reach an optimal use of the available space for living and entertainment. The conflicts that are induced in this effort by the systems that are necessary to provide the atmosphere on board- air conditioning-, exhaust systems of generator sets etc.are solved in mutual deliberation. The yard and naval architect are looking into the safety aspects of the design such as fire protection and intact and damaged stability issues applicable to the yacht etc. As there is a tendency to have mega-yachts (that De Vries Scheepsbouw is producing) built to a very high level of safety as well as pollution control, a huge impact of the respective requirements is imposed on the yacht. Most yachts nowadays are being built to the requirements of a classification society (Lloyds Register of Shipping, American Bureau of Shipping etc.) and code of safety for large commercial yachts issued by the Maritime Consultancy Agency (MCA Code). Pollution related aspects are commonly covered by the Marpol convention but also compliance with local requirements on pollution (i.e. USCG) is frequently asked for. If necessary, extensive tank testing is performed to determine the speed and sea keeping characteristics of the yacht. Especially the last issue is considered to be of great importance: imagine sailing on a yacht with ex-

quisite looks but with inferior sea keeping behaviour! Also much attention is given to systems related to comfort at anchor, most of the present new-builds are therefore equipped with zero speed (active) fin stabiliser systems. Given the result of the above, the final design results in exact definitions of outside and inside dimensions, length, width, draught, deck heights etc. In the meantime the interior designer is focussing on translating the ideas of the Owner into plans and elevations, so from the start there is a good impression of what the interior will look like when finished. After preliminary interior drawings are finalised, a mock up of a part of the interior is produced so the Owner can actually see and touch a part of the future interior. When the final design is approved, engineering starts, details of systems to be included are determined, shop drawings for the construction of hull and superstructures are developed etc. Purchasing of main systems such as air conditioning installations and electrical installation is started as well as the procurement of main components with long delivery times such as main engines, stabiliser systems etc. Thus the next phase in the building process can begin.

Production of hull and superstructures

The common practice with De Vries Scheepsbouw is to have the steel hulls constructed at

Design and engineering

After the contract has become a fact the detailed design process begins. The participants
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the premises of a daughter company in Papendrecht (Scheepswerf Slob). After the approved main construction drawings are presented to Slob, the detailed workshop drawings are prepared in their own drawing office. Approximately one month after the first drawings are finished, the keel-laying of the hull takes place. Recent keel-layings were attended by the Owner, as this is the first time he actually sees something being constructed for his new yacht. This apparently is a great experience, considering the positive reactions! During the next seven to eight months the hull gradually takes shape. Special attention is paid to the fairness of the hull in order to minimise the amount of filler to be used later in the production process. The standards for the construction of the hulls are considered to be one of the most stringent throughout the world. The skills of the craftsmen at Slob are highly appreciated, especially if, during the hull construction period, changes as a result of further design efforts have to be implemented. During the last phase of the hull construction, a start is made with the installation of major piping systems. Penetrations for piping and electrical cables are welded into predetermined positions.

It is the policy of De Vries to extend the preoutfitting activities during the hull construction period. Main reason for this is reducing the amount of hot work after arrival of the hull in the outfitting sheds in Aalsmeer. In the meantime the aluminium superstructures are being constructed at subcontractors located in The Netherlands. Also for these constructions high quality standards are imposed. Especially superstructures, which are frequently shaped in art-like sculptures, take high skills during construction. Some superstructures really look like they have been cast out of one piece of solid aluminium. All subcontracted elements, hulls and superstructures are scheduled for delivery in Aalsmeer in a particular time frame. When the hull arrives in Aalsmeer the first layer of superstructure is mounted directly. The next layers of superstructure follow within a predetermined time frame that is determined by the installation of equipment of significant dimensions such as main engines, gearboxes, generator sets, main switchboard etc. The basic platform of the yacht is now available and the outfitting phase can start.

Outfitting in covered building sheds in Aalsmeer

Main activities directly after arrival of the hull and superstructures in Aalsmeer are related to details in hull and aluminium works. Some of these details were not known during the construction phase, some of them take skills only available at De Vries Scheepsbouw. Also piping for various systems such as fuel oil, fresh cold and hot water, air conditioning etc. is being installed. All technical spaces are prepared for the installation of the components, meaning they are being grinded and painted. Insulation, either acoustical, thermal or fire protection related, is put into the positions as advised by an acoustical consultant. Special attention is given to the installation of the acoustical insulation, as every yacht shall have lower noise levels than its predecessors. About four months after arrival, the signal for the carpen-

ters to start on board is given. First the floating floors are fitted, after which the outside hull lining is put into place. Gradually the interior progresses to its finish, for a 50 m yacht it still takes about one year to complete. Especially in this stage the interaction between the various disciplines is of utmost importance. Plumbers, electricians and carpenters have to work closely together (sometimes in the most literal sense of the word) to attend to every designed detail. The stories of the marble bathrooms with golden taps etc become reality in this phase. State of the art audio-video systems are installed; entertainment on board is partly determined by the number of TV stations that can be relayed into the various Owners and guest quarters. To give an example: one of our recent deliveries carried in total 36 flat screen televisions of which some were even installed in the most private quarters such as the bathrooms. In most yachts extensive security systems are installed consisting of anti burglar alarms, monitoring cameras at entrances etc. Deep down in the vessel the technical spaces such as engine rooms and air-conditioning rooms are finalised. The technical design of all systems represents the last available technology. All you can think of onboard is hooked up to the ships alarm system. A common feature nowadays is the integrated bridge design. Using an electrical subcontractor familiar with control systems applied on naval-vessels, definitely has a great spin off to the design of the control systems onboard our yachts. On the outside of the yacht craftsmen are installing the teak decks and teak cap rails, supported by stainless steel polished stanchions. All varnished wood outside is completely filled grain, asking for twelve layers of varnish. This brings us to the most laborious
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throughout the yacht. After finalising the trials the yacht is sailing to Amsterdam where the last 2 or 3 weeks are used for final small outfitting activities as well as putting on board all loose furniture.

Delivery to the Owner

Then the moment arrives that the Owner takes possession of his yacht. Everything has been done to suit his needs and wishes and another proud Owner of a Feadship is joining the club. The use of every yacht differs. Some yachts are exclusively used by the Owner; others are on charter for a certain period of time during the year. Owners and his guests enjoy the luxury environment on board and the exquisite meals served by the crew that loves to work on a Feadship. The various toys such as tenders, diving gear and jet-skis that are often part of the equipment guarantee that water sport-lovers do have the time of their lives.

part of the outfitting of a yacht, the painters job. Painting a yacht is not to be compared to anything else. The professional eye of the foreman of the painters determines whether the curves of the steel hull and aluminium structures require filler to achieve really smooth shapes. The filler is applied in various stages after which the first layers of primer are applied by airless spray. One of the bestkept secrets of De Vries is the fact that all final layers of paint on the topsides and superstructures are put on by brush, leading to a surface area as smooth as a mirror.

Commissioning and sea trials

After launching, the technical systems are started up in sequence, all engine room and habitual systems are extensively tested before the next step is made. Also in this phase the secret is not to do things hasty but to do things excellent! The surveyors of the classification society as well as the Owners representative witness every test and are permitted to ask for additional tests within reason. After all systems are commissioned, the yacht is towed to the Rotterdam area via inland waterways that are in effect too narrow to pass. Up till now we succeeded in all respects without any major damage. Arriving in Rotterdam, the propellers and fin stabilisers are fitted; this cannot be done earlier because of water depths. During 3 to 5 days sea trials all systems are tested in operational conditions. Speed measurements are made as well as measurements of the noise and vibration levels

Warranty period
During the warrantee period, the crew can contact the after sales department to deal with defects that are coming up with the yacht in full operation. Our after sales engineers take immediate action and try to solve the occurring events in the shortest possible time. Also after delivery the principle of serving the client is maintained on the highest possible level. This is what both crew and Owner expect of an organisation that is market-leader in the business of designing and constructing the worlds most luxurious custom-built yachts.

C. Meijers is werkzaam bij De Vries Scheepsbouw B.V. te Aalsmeer

Gloss readings taken after all layers of paint are applied, are the highest that can be achieved. Speaking of quality! About two months before the contractual delivery date the yacht is ready for launching. This is always a very happy moment for all people involved. Also the moment of truth: is she floating as calculated, is the stability sufficient etc. The commissioning and sea trials phase commences.
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