|
   
   
   
   
   
   
   
   
   
  
Invader history
The sight of the 41.6m (136ft 5in) schooner Invader under
full sail is one of the most romantic and inspiring pictures
seen for many years, especially as she is one of the last of the
big classic yachts to emerge from the shadows and begin a second
life. Not only is she a
fabulous looking yacht but one with a long and fascinating
history.
Conceived in the brash, confident era at the beginning of
the twentieth century, Invader was commissioned from the
designer Albert Stanton Chesebrough by Roy A.Rainey of Cleveland
who with his brother Paul had shared the fortune earned in the
coal industry by their
father W.J.Rainey.
The brothers were notable 'sportsmen' who
divided their time between big game hunting, gambling and
horse-racing and harboured an ambition to create a stir in the
patrician world of East Coast yachting.
Chesebrough was the nephew of the greatest of all American
yacht designers Nathaniel Herreshoff and had trained under 'The
wizard of Bristol' before setting up his own office in Boston.
The Raineys wanted speed and Invader certainly had the pedigree
with an easily-driven hull of classic wineglass section, deep
draught, long overhangs and an absolute cloud of sail.
She was
designed to set 1,024 square metres of sail and this was
actually reduced a bit after early trials showed her to be a
little tender in spite of tons of lead ballast and a
centreboard.
Construction was entrusted to Lawley & Son of Neponset,
Boston who used riveted steel for both framing and plating.
Some owners like to place a lucky coin under the mainmast of
their yacht but the Raineys sent down an entire cart-load of
coal which was encapsulated into the bilge where it remained
until 2000 when it emerged during the restoration.
Launched in
July 1905, Invader began trials and working up in preparation
for racing the following year.
She had no auxiliary motor and
was therefore completely clean under water.
If the Raineys imagined they would make a clean sweep of
the New York Yacht Club's Spring Cup in 1906, they were
in for a disappointment as it appears they had not appreciated
the need for a top-class skipper and crew with the result that
Invader was beaten by the schooners Elmina and Queen. Perhaps as
a result the Raineys soon lost interest in their new toy and in
due course Invader was sold to the wealthy explorer John Borden
of Chicago who sailed her extensively on the Great Lakes before
returning her to New York.
She was next sold to John Barneson who in 1919 sent her
through the Panama Canal to the West Coast where her days of
glamour and glory really began. With Barneson aboard, she sailed
from Balboa to Honolulu in the fast time of 27 days with several
daily runs that came close to 300 miles. Although this was not a
race - just a fast cruising passage - it was enough to secure
Invader's reputation as a real performer.
However it was not until she was sold once again to Cadillac
dealer Don Lee that she began to collect some trophies.
Lee
entered her for the 1926 'Transpac' race from San Pedro to
Diamond Head, Hawaii having recently invested in a new suit of
sails from Wilson & Silsby.
The breeze was good and Invader went off at a furious pace;
on the second day out she ran 308 nautical miles, a race record
that was to stand until 1977 when it was finally bettered by the
sled 'Merlin'.
Invader's time for the course was 12 days, two hours, including
nearly two days of calm near the finish and this course record
stood till 1949.
Invader also had a terrific passage back to the mainland,
proving that she was a great performer up-wind as well as down.
Lee continued to race the yacht until 1930, picking up a number
of other trophies on the West Coast and this period was really
the brightest in Invader's long story.
The economic crash of 1930 forced Don Lee to sell and this
time the buyer was Joseph M.Shenck, the President of United
Artists, the film studio whose owners included Charlie Chaplin,
William Hart, Douglas Fairbanks, Mary Pickford and Don
W.Griffith. (Greta Garbo,
Clark Gable...).
Shenck and his pals were not interested in racing and used the
yacht as a kind of floating club with many weekend trips to
Catalina or further afield.
Chaplin in particular really fell
for the life afloat or perhaps it was for the charms of Paulette
Goddard whom he met aboard.
Douglas Fairbanks turned the yacht herself into a film star for
his early 'talkie' epic 'Mr Robinson Crusoe' which was filmed in
Tahiti during 1932.
This glamorous episode lasted until 1936 when Invader was
bought by a Harry Hunnewell who cut down the rig drastically and
fitted her out as an 'expedition vessel' but this does not seem
to have worked out too well and she was later employed running
tourist trips out of
Honolulu before eventually returning to Los Angeles.
But the
real disaster came in 1941 when, like many large yachts, she was
taken over by the Navy and given a short, brutal conversion into
'patrol boat'.
Exactly how they imagined the elegant old schooner was going to
attack Japanese submarines is not clear but the Navy decided she
would be better suited to the work if they reduced the spars
still further, replaced the lead ballast with concrete and
torched off the last six
feet of the counter.
After World War II, Invader commenced the long down-hill
slide towards dereliction that was the fate of so many big
yachts that needed a massive amount of maintenance that no-one
was prepared to pay for.
Gamblers, smugglers, hippies and dreamers all played a part in
her long decline but she was so strongly built that in spite of
two malicious fires that between them destroyed anything
remaining of the original interior, she defied all efforts to
destroy her.
Eventually she
turned up in San Diego where she was used to run harbour cruises
for up to 300 people at a time while in 1984 she had a brief
moment of glory when Dennis Conner used her as tender during the
America's Cup match with New Zealand.
In the mid-1990s she
retraced her path through the Panama Canal in search of charter
work in the Caribbean but by then she was in
very poor condition and it looked as if the Invader story was
about to reach its final chapter.
Rescue came, not from the United States but from Europe
where there was a steadily increasing fleet of restored classic
yachts that cruise and race in the Mediterranean. The yacht was
purchased for Madame Mouna Ayoub by the Edmiston agency and
sailed to Bremen where
it was planned to carry out a full restoration.
However this
plan fell through because Mouna Ayoub had also purchased Phocea
whose conversion took up all her energy and resources and so
Invader spent several years quietly rusting away on the dockside
at the Lurssen yard.
The
eventual change of fortune came about in 2000 when the Italian
yacht captain Giuliano Mussone was asked by Blue Sea Inc., a
company based in Anguilla that is involved in maritime affairs,
to search for a classic sailing yacht suitable for restoration.
Mussone had seen Invader in Palma de Mallorca during her
transatlantic crossing and found out that she was lying in
Bremen and might be for sale.
Mussone's first visit to see Invader in Bremen was pretty
depressing as it was immediately clear that she was in poor
condition with nothing remaining of her interior or spars.
Nevertheless, he saw tremendous potential and persuaded his
principal that she was well worth saving, with the result that
she was purchased by Blue Sea Inc. of Anguilla and Mussone was
instructed to make arrangements for her restoration.
At first, the owner imagined that he had simply purchased
an old hull that could be turned into a modern yacht for
personal own use but after Mussone had collected a dossier of
information about Invader and her remarkable history, he
realised that she was a true classic that deserved to be
restored to something close to her original condition and in an
extraordinarily altruistic decision, ordered that Invader should
be given a full and faithful restoration, even if it meant that
he would never sail her himself.
The restoration
The first and crucial decision made by Guiliano Mussone was
that instead of entrusting Invader to an existing shipyard, he
would create a team of specialists to do the job, with himself
as project manager.
He selected Viareggio as the best place, because, as a centre of
the Italian yacht-building industry, it contains many small,
specialist companies and individual craftsmen who possess the
kind of experience required.
Invader was no longer in good enough condition to be put
back in the water so she was loaded onto a heavy lift ship and
transported to Italy, arriving in February 2001 at Viareggio
where a site had been prepared in the industrial area of the
town.
The first task for Mussone's shipwrights was to set the
hull up level and take off a set of hull lines. In fact it was
necessary to create a completely new set of plans as it had
proved impossible to find any of the original construction
drawings. At the same time the hull was being carefully cradled
to support its weight and a scaffolding roof built over the top
to give the whole job some protection from the weather.
With the hull as well supported as possible, the first
three rows of plating were removed, in order to open up the
lower structure.
Quite early in the yacht's history, the centreboard had been
removed and its box, plus the whole of the lower bilge, were
filled with concrete which the US navy had substituted for the
original lead. An astonishing discovery at this stage was nearly
a ton of coal which was apparently placed there during
construction by the W.J.Rainey Coke Co. Then followed the
hideously dirty and difficult job of breaking out 46 tons of
concrete, without damaging the floors and frames, many of which
were severely corroded.
The intention was to keep as much of the original material
as possible and there was great rejoicing when it was found the
centerline structure; the immensely long stem that sweeps down
to the keelson and the horn plates up to the rudder and back to
the counter, was strong
enough to be retained and repaired. The same could not be said
for the floors and frames, most of which had to be painstakingly
removed and replaced individually so that the hull did not lose
its shape. As each item was removed, it was taken first to the
mould loft and traced.
Only after that was it shot-blasted to see if it was in sound
condition. In fact, only 20 original frames could be retained,
while 66 new ones were made and installed. This operation could
be compared to replacing the ribs of a resting dinosaur, one at
a time.
It is difficult to over-emphasise how difficult and
important is this stage of a restoration, because if the
structure is once allowed to sag or twist out of symmetry, it
would be virtually impossible to correct. Even the plastic
coefficient of the old plating had to be considered so that the
new material could be made to match it. This includes the fact
that the plating varies in thickness depending on its position;
the topsides being thinner than the underwater body.
Eventually, the structure was in sound condition once more and
replating could begin, using welded rather than rivetted steel.
Some of the topside plating could be retained but all of the
underwater shell was renewed. Finally, about 20 percent of the
steel structure is original.
With new plating in place up to bilge level, partitioning
of the hull could begin with bulkheads and tanks that had never
existed in the original. However faithful one may wish to be to
the original, the completed yacht must satisfy surveyors that
she is safe and provision
has to be made for modern requirements for water, fuel,
air-conditioning and so on. Invader was designed and built
without an engine and she was later fitted with twin screws
whose shafts projected through the hull and were supported by
brackets on either side of the
rudder.
For the restored yacht, it was planned to have a single screw on
the center line, with the propeller turning in a rudder
aperture. This made the shape of the hull around the top of the
rudder extremely complex, calling for a mixture of science and
craftsmanship to create fair
lines in this area. With only one propeller, it was virtually
essential to fit a bow thruster in the forward part of the keel.
During World War II, the US Navy cut off the counter and
this was later crudely repaired. After carefully studying many
old photos, the Invader design team drew a new counter as close
as possible to the original. As the photos show, this counter is
not only very long but
amazingly shallow, making it particularly difficult to
construct.
The 'Invader Shipyard' was virtually open to the street so
that children, tourists and any other interested members of the
public could stop by to see this kind of work going on.
Other than a small core management team, all the work was done
by sub-contractors and a total of fifty groups of craftsmen were
involved at different stages of the work, with a maximum
workforce of around 100 at the busiest times.
When Invader was being prepared as a floating restaurant in
San Diego, the wooden decks were ripped off and a completely new
stainless steel deck was welded in place.
Mussone decided to retain this but first to drastically lighten
it by cutting out a large number of apertures. Afterwards, this
was covered with marine plywood and finally, superb swept teak
planking was installed by Fratelli Bertolucci of Viareggio.
Since not a single splinter of the original interior
remained, this had to be planned and built from scratch.
Guiliano Mussone planned the layout and then Anna Signorini drew
the whole of the interior in the very attractive 'modern
classic' style shown in the photos. All the woodwork was built
in Viareggio by Bertolucci Arredamenti. At the foot of the main
companion, where the hull is widest, a dining area is placed to
starboard with a comfortable U-shaped settee in buttoned red
leather, enclosing the extending table. On the opposite side of
this broad compartment is a cosy bar with antique brass stools.
The floor is oak with marquetry inlay while the wall panelling
is cherry, varnished up to mid-level and with cream paint above.
The passageway leading aft to the guest cabins splits to
pass either side of the main mast. The design takes advantage of
this necessity in a clever way by creating a beautiful circular
lobby around the massive spar, with floor-panels radiating away
from it towards the curved double doors to the main cabin. This
uses the full width of the hull and is both spacious and very
traditional with curved deck-beams and double skylights
overhead, opened by brass hand-wheels. Some very attractive
cabin lamps, made in Denmark, have sailing ships engraved on
their frosted-glass shades whose image is projected onto the
paintwork by the light. On each side of the twin beds, doors
open into the double bathroom which provides a useful additional
barrier to sound penetrating from the engine-room directly aft.
Opening off the lobby on either side are a pair of
identical twin guest cabins, each with an en suite shower-room
and this brings the total of guests who can sleep on board to
six. Forward of the saloon is a fully-equipped modern galley and
a crew dinette. The captain has a small single cabin while four
more crew share twin cabins. The five permanent crew who live
aboard are not be nearly
sufficient to handle the yacht under sail and more have to
come aboard each time and on a daily basis to race her.
Records of the 1926 Transpac Race show that
Invader raced with ten in the owner's party plus 20 paid hands.
Reached by a separate companionway from the deck, the
engine-room is completely modern and immaculate. Although very
well-filled with machinery, there is just enough room to stand
and all the equipment can be reached without a struggle. Just
ahead of the steering position is a dog-house in which a full
range of modern navigation equipment is carefully hidden behind
wooden panels so that no visually jarring features need be
visible while sailing.
If the interior is 'modern classic', the rig and deck are
as authentic as it has been possible and practical to achieve.
After a very careful study of drawings and contemporary photos,
the late Ugo Faggioni drew a rigging plan as close to the 1906
arrangement as possible (her spars were slightly reduced in
height soon after launching in 1905). This was a very brave as
her sail area is vast and the spars formidable. The main boom,
in particular, is 26.6m in length and weighs three tons. When
you stand on the end of the counter, it seems to stretch out of
sight beyond the stern. A total of 17 spars are carried and all
of them were laminated from the best-quality Oregon pine by
Marina '92, Barcelona before being shipping to the Beconcini
yard in La Spezia where the final metal-work was fitted and the
masts stepped.
Solimar, which specializes in blocks and fittings for
classic yachts went to tremendous trouble to create a complete
outfit of authentic-looking bronze fittings and ash blocks,
using the small number of originals as patterns. This includes a
complete set of lifeline stanchions which can be removed for
inshore racing. The compass binnacle, a feature which catches
everyone's eye, is one of the few authentic original features on
deck but everything else on deck looks as if it could be. The
relatively small number of winches on deck were specially made
in bronze by Intal. The rigging itself includes an enormous
amount of seamanlike detail which has all been made up by hand
by riggers who also work on the Italian Navy's Amerigo Vespucci
sail training ship. A special batch of bronze-coloured rope
which was supplied by
Gleistein is used for all the running rigging. The sails, which
are all by Halsey, also show an very large amount of hand
finishing with hand-made grommets, leather reinforcing etc.
In recent years, we have seen several big sailing yachts
that have been restored without much attention to historical
accuracy.
Bearing in mind that they started out with little more than a
rusty wreck, most of which had to be replaced, Guiliano Mussone
and his many associates have done a tremendous job in bringing
Invader back to life.
That the interior is completely new was unavoidable and certain
features such as the deck-houses have been made bigger to be
practical but in general, the vessel we see on the water looks
remarkably similar to the Invader of 1906. From her record, we
know that she was fast: the classic racing circuit is about to
become a lot more interesting now that Invader is back.
Copyright
David Pelly, Dairy Farm House, 30 Wroxham Road, Coltishall,
Norwich NR12
7AH, UK.
SAILING PLAN
SAILING AREA:
RANDA DI MAESTRA: 455.00 mq MAINSAIL
RANDA
DI TRINCHETTO: 169.00 mq FORESAIL
YANKEE: 164.50 mq YANKEE
UCCELLINA: 77.72 mq MOONSAIL
TRINCHETTINA: 86.24 mq FORE TOPMAST STAYSAIL
QUEEN SAIL: 48.00 mq QUEEN SAIL
RANDA TRASF: 115.00 mq MAINSAIL (for
transfers)
FRECCIA DI MAESTRA: 65.70 mq GAFF TOP-SAIL
FRECCIA DI TRINCHETTO: 52.50 mq FORE GAFF-TOP-SAIL
BLOCKS SOLIMAR BRONZE AND WOOD (ASH) No. Over 130 BLOCKS
DECK PLAN
WINCHES:
No. 6 WINCHES 70:1 2 SPEEDS MANUAL (BACKSTAYS)
No. 18 WINCHES 70:1 2 SPEEDS ELECTRIC 1500W
No. 4 WINCHES 80:1 3 SPEEDS ELECTRIC 2000W
No. 2 ANCHORS “POOLANKER” 175 Kg each
No. 2 CHAINS Ø 22 mm 125 m each (weight Kg 11.400/m)
No. 2 VERTICAL WINDLASSES 5500W
DECK EQUIPMENT
BATHING LADDER
DECKSHOWER (HOT/COLD WATER)
TEACK GANGWAY OLD MARINE STYLE 4.30 m
TENDERS
DINGHY 12 ft
ARIMAR TENDER F36
CAPACITIES
FUEL CAPACITY: 16.280 lt in 4 tanks
FRESH WATER: 3.600 lt in 2 tanks
WASTE WATER: 1.900 lt in 4 tanks
ENGINE ROOM, LAZARET AND OTHER EQUIPMENTS
ENGINE: No. 1 CATERPILLAR MOD. 3406E DI-TA 700
Hp
ZF TRANSMISSION BW 190 SERIE
STEERING GEAR: No. 1 ELECTRO-HYDRAULIC STEERING GEAR
SYSTEM
TYPE:
CL.2—B401/1n-G-X/2-3290/70°
AUXILIARY STEERING GEAR: No. 1 HYDRAULIC PUMP FOR EMERGENCY
MANOEUVRE
THRUSTERS: No. 1 HYDROSYSTEMS HYDR. BOWTHRUSTER 47 Kw
TYPE: BT 100
No. 1 HYDROSYSTEMS HYDR.
STERNTHRUSTER 35 Kw TYPE: BT 60 S
VICKERS PUMPS PVH 98
No. 1 OIL COOLING PUMP
GENERATORS: No. 2 KOHLER MOD. 55EFOZ 55 Kw
PARALLEL 55 Kw GENERATORS
SET
No.
1 KOHLER MOD. 17.5EFOZ 14.5 Kw
ENGINE ROOM VENTIL.: No. 1 BLOWER RIGHT 220V 2 SPEEDS IN-OUTLET
SLOW SPEED
AUTOMATIC START WITH STARTING
ENGINE + ROLLING SHUTTER DUMPER
CONNECTED TO CO2
SYSTEM
WATERMAKERS: No. 2 IDROMAR International MOD. MC5S Hour
production: 280l/h
AIRCONDITIONER: No. 2 CONDITIONERS FRIGOMAR HEATING/COOLING
WITH No. 1 ITTER
FOUR RESISTANCES 2.500W
EACH
No. 2 PUMPS CONDITIONER SYSTEM
BOARD VENTILATION: INDEPENDENT AIR RECYCLING SYSTEM WITH No. 4
FANCOILS
INLET-OUTLET SYSTEM
BILGE PUMPS: No. 2 PUMPS G&R MOD. ACM 502 BT/3 230/400 V Q175
400l/m
No. 1 AUTOMATIC ENGINE ROOM BILGE
PUMP
WASTE WATER PUMP: No. 2 VACUUM PUMPS LEESON DOMETIC
M-SERIES
FRESH WATER SYSTEM: No. 2 AUTOCLAVES 1100W PROVIDER
SANGUINETI
WC WATER SYSTEM: No. 2 AUTOCLAVES 1100W PROVIDER
SANGUINETI
FIRE EXTINGUISHING INSTALLATION: No. 3 CO2 BOMBS lt
30 WITH 20 Kg CO2
AIR COMPRESSOR: No. 1 COMPRESSOR 2 HP 8÷10 BAR
HOT WATER: No. 1 BOILER lt 200 with No. 3 RESISTENCES
3 Kw each
No. 1 HOT WATER
CIRCULATION PUMP
No. 1 WASHING CHAINS PUMP
No. 1 FUEL TRANSFER PUMP
ELECTRONICS
- No. 1 RADAR SIMRAD RA54C—72Nm—15
INCHES COLOUR TFT LCD SCREEN—ARPA WITH
SELF TRACKING UP TO 10 TARGETS-SCANNER 4 FEET ANTENNA 12Kw
- No. 1 RADAR-PLOTTER SIMRAD CR52—48Nm–
15 INCHES COLOUR TFT LCD SCREEN -
RADOME 60 Cm ANTENNA 5Kw—GPS RECEIVER INTEGRATED
- No. 1 RADAR-PLOTTER EXTERNAL REPEATER
SIMRAD DS42-SV—10 INCHES SUNVIEW SCREEN
- No. 1 CHARTPLOTTER SIMRAD CP52—15 INCHES COLOUR TFT LCD
SCREEN TURBOLOADER UNIT
MEMORY STORAGE—GPS RECEIVER INTEGRATED
- No. 1 SSB RADIOTELEPHONE
SAILOR 4000 PROGRAM WITH DSC, ANTENNA
- No. 1 VHF RADIOTELEPHONE
SIMRAD RS8400 WITH DSC8400B CONTROL.WHEELMARK APPROV.
- No. 1 VHF RADIOTELEPHONE
SIMRAD RS8400
- No. 1 INMARSAT MINI-M TERMINAL
SIMRAD MS-50 FOR VOICE-FAX
- No. 1 INMARSAT FLEET-77
FOR VOICE-FAX HIGH DATA
- No. 1 GYROCOMPASS
SIMRAD RGC11 WHEELMARK AND IMO APPROVED
- No. 2 GYROREPEATERS
SIMRAD AR77 NMEA ANALOG IMO APPROVED
- No. 1 AUTOPILOT
SIMRAD AP20 FOR HYDRAULIC STEERING—WIND AND NAVIGATION
INTERFACE-
GYROCONTROLLED AND MAGNETIC PICKUP ON MAIN COMPASS HEAVY DUTY
FEEDBACK REFERENCE
FOLLOW UP TILLER
- No. 2 RUDDER INDICATOR
SIMRAD RI35 STAND ALONE SELF POWERED
- No. 1 NAVTEC RECEIVER
FURUNO NX300 WITH MAGNETIC LOOP ANTENNA
- No. 1 AMERICAN TELULAR
TDMA PHONE
- No. 1 FAX EXCHANGER
4/16 CONNECTED WITH SATELLITES, GSM AND SHORE LINE
N:B: INTERIOR TELEPHONES HAVE CABLE PASSED IN EACH ROOM AND
CONNECTED TO EXCHANGER
BUT NOT INSTALLED
- No. 1 HYDRA 2000 B&G SYSTEM
WITH LOG-ECO WIND—No. 3 FFE ANALOG REPEATERS
BAROMETRIC SENSOR—GRAVITY SWITCHES ON 2 IMP. AND ECO
TRANSDUCERS—HIGH
PERFORMANCES RACING MASTHEAD
- No. 1 TERRESTRIAL TV ANTENNA
CONEXUS WITH CABLE PASSED TO EACH ROOM HIGH
PERFORMANCE AMPLIFIER AND CONTROLLER
- No. 1 FAX MACHINE
G3 PANASONIC
- No. 5 CD-TUNER MUSIC SYSTEM
SONY FOR CABINS, WHEELHOUSE, CREW QUARTER
COMPLETE WITH LOUDSPEAKER
- No. 1 TFT LCD TELEVISION 19 INCHES MULTISYSTEM
(PAL-SECAM-NT) WITH VIDEOTAPE -
SATELLITE DVB RECEIVER WITH CONNECTION ON SHORE DISH. SURROUND
HOMETHEATRE SONY
DAV S-500 INSTALLED IN SALOON
- No. 1 OLIDATA PC INTEL PENTIUM IV
2,4 Ghz, 4 SERIAL PORT FOR NAVIGATION DATA
ACQUISITION, CD NURNER, DVD READER, SUPER HEAVY DUTY POWER
SUPPLY AND EXTRA FAN
SYSTEM, CANON SCANNER, EPSON COLOUR PRINTER, USB2 AND FIREWIRE
PORTS WI-FI
NETWORK WITH MASTER OR OWNER LAPTOP 15 INCHES TFT LCD SCREEN
AND INTEGRATED TV
TUNER MULTISYSTEM (PAL-SECAM-NT) US NO-BREAK POWER SUPPLY LAN
ISDN WITH FLEET 77
INMARSAT WINDOW XP
- No. 3 HANDHEAD VHF RADIOTELEPHONE
SIMRAD HT50 WATERPROOF COMPLETE WITH
TABLE CHARGERS
- No. 1 COSPAS. SARSAT EPIRB
MANUAL RELEASE CLASS 2
- No. 1 MASTERVOLT DC-AV CONVERTER 2500 WATT SINE WAVE TO
POWER 220 VOLT
ELECTRONIC EQUIPMENT WITH AUTOMATIC EXCHANGE SHORE SUPPLY
ELECTRICITY
ELECTRICITY: 380V 220V 24V
SHORE POWER: TRANSFORMER EUROELETTRO 70VA 380V
220V 50Hz
BATTERIES: - ONE GROUP SERVICE BATTERIES 24V 1680Ah
CHAMPION
EXIDE TYPE ABSOLYTE 105a33 No.
12 ELEMENTS
- ONE GROUP STARTING MAIN ENGINE
No. 4 ELEMENTS OPTIMA TOP RED
- No. 3 STARTING GENERATORS
BATTERIES 12V OPTIMA TOP RED
INVERTERS: No. 2 MASTERVOLT DAKAR-SINE 24/5000
POWER RETING 5000 VA-10000VA/24V DC
BATTERIES CHARGER: ZIVAN No. 2 NG1 input
230V-6A 50-60Hz
output 24V-30A
ZIVAN No. 3 NG3
input 230V-17A 50-60Hz
output 24V-80A
GALLEY/CABOOSE EQUIPMENT
REFRIGERATOR GALLEY:
No. 2 COMPARTMENTS WITH
VENTILATION, DIFFERENTIABLE TEMPERATURE,
ANTICONDENSATE DOOR RESISTANCES
220V, AUTOMATIC POWER SUPPLY
24V/220V
CAPACITY: lt 470 TOT
FREEZER GALLEY: No. 1 FREEZER WITH VENTILATION,
ANTICONDENSATE DOOR RESISTANCE
22OV, AUTOMATIC DEFROSTING, POWER
SUPPLY 24V/220V
CAPACITY: lt 415 TOT
REFRIGERATOR CABOOSE:
No. 2 COMPARTMENTS WITH
VENTILATION, DIFFERENTIABLE TEMPERATURE,
ANTICONDESANTE DOOR RESISTANCE
220V, AUTOMATIC POWER SUPPLY
24V/220V
CAPACITY: lt 450 TOT
FREEZER CABOOSE: No. 1 FREEZER WITH VENTILATION,
ANTICONDENSATE DOOR RESISTANCE
220V, AUTOMATIC DEFROSTING,
AUTOMATIC POWER SUPPLY 24V/220V
CAPACITY: lt 430 TOT
THE ABOVE EQUIPMENTS ARE EQUIPPED OF No.4 24V COMPRESSORS
FRIGO-ICEMAKER SALOON: No. 1 U-LINE COMBO MOD.29A, ICE
PRODUCTION CAPACITY per day
Kg 10, CUBE STORAGE CAP.
Kg 6, REFRIGERATOR CAP. lt 60
STOVE: MIELE MOD.
H 389-1 PERFECT CLEAN, INTERNAL VOLUME lt 60,
THERMOVENT PLUS, GRILL 1, GRILL2
PYROCERAM HOB: No. 2 HOBS—MIELE CONSISTING OF No. 6 COOKING
AREAS:
MOD. KM400 Ø120/180 mm
700/1700W, Ø145 mm 1100W
MOD. KM415 Ø120/180 mm
700/1700W, Ø145 mm 1100W,
Ø145/210 mm 1000/2000W Ø145 mm 1100W
MICROWAVE OVEN: MIELE MOD. 625 EG, INTERIOR lt 24 INOX,
MICROWAVE MAX POWER 1000W
(No.7 power levels
80/150/300/450/600/850/1000W), GRILL MAX POWER
1500W (No. 3 power levels)
DISHWASHER: MIELE PROFESSIONAL DISHWASHER MOD.
G 7774
No. 3 PROGRAMS: 180 sec/
120sec/ 90sec, OUTPUT: DISH/HOUR No. 720
ONE LYE.WASH FOR NO-STOP USE, VOLUME TANK: lt 25,
RINSING: lt 3 FRESH WATER, USEFUL HEIGHT: cm
32
LAUNDRY
WASHING MACHINES: No. 2 MIELE PROFESSIONAL WASHING
MACHINE MOD. 5427 MC 23
WASHING LOAD: Kg 6,
VOLUME: lt 57, SPIN-DRYER: 1250 r.p.m.
450 G FACTOR, PROGRAM
TIMING: 48 min, CONSUMPTION: 0,4 Kwh,
WATER CONSUMPTION: lt 65
DRYER: No. 1 MIELE PROFESSIONAL
DRYER MOD. T 5206
WASHING LOAD: Kg 6,
VOLUME: lt 126, No. 11 DRYING PROGRAMS,
CONSUMPTION: 3,2 Kwh,
PROGRAM TIMING: 47 min
ACCOMODATION
ACCOMODATION FOR No. 6 GUESTS IN:
No. 1 OWNER CABIN: TWIN BEDS, DOUBLE BATHROOM (washbasin, wc,
bidet each; shower in
common), DOUBLE LARGE WARDROBE,
SOFA, WRITINGDESK, STEREO,
TV ARRANGEMENT, SAFE, AIR CONDITIONED
No. 2 GUEST CABINS: EACH CABIN IS ARRANGED WITH: TWIN BEDS,
BATHROOM (washbasin, wc,
bidet, shower), STEREO, AIR
CONDITIONED
SALOON: DINING AREA FOR No. 6 GUESTS, BAR,
FRIDGE-ICEMAKER, TV, DVD,
STEREO, AIR CONDITIONED
ACCOMODATION FOR No. 5 CREW IN:
No. 1 CAPT. CABINE: SMALL DOUBLE BED, SAFE, AIR CONDITIONED,
BATHROOOM (washbasin, wc,
shower) IN FRONT OF THE CABIN
No. 2 CREW CABINS: EACH CABIN IS ARRANGED WITH: UPPER AND LOWER
BERTH, BATHROOM
(washbasin, wc, shower), AIR
CONDITIONED
DINETTE: CONFORTABLE DINING AREA FOR 5-6 CREW
FRONT GALLEY
|
