This one-owner Trader 64 Sunliner is a superb owner/driver option for the Med. With a fantastic aft cabin (& three cabins forward), vast interior volume, superb walk-in engine room, stabilisers and plenty of deck space, these are rare beasts to come by. Running on CAT C12s (700HP) for 15 knots max., she will happily carry you away on your next adventure.
Please contact Hugh Rayner at +44 (0)1590 679222
Дополнительные спецификации, оборудование и информация:
Верфь: Tarquin Boat Company Ltd
Дизайнер: Tony Castro
Наибольшая длина (LOA): 65 футы 0 дюймы
Ширина: 17 футы 9 дюймы
Длина по ватерлинии (LWL): 58 футы 1 дюймы
Минимальная осадка: 5 футы 7 дюймы
Максимальная осадка: 5 футы 7 дюймы
Водоизмещение: 52630 кг
Общая мощность: 1400 HP
Марка двигателя: CAT
Модель двигателя: C12
Тип двигателя: Стационарный
Тип двигателя/топлива: Дизель
Мощность двигателя: 700 HP
Марка двигателя: CAT
Модель двигателя: C12
Тип двигателя: Стационарный
Тип двигателя/топлива: Дизель
Мощность двигателя: 700 HP
Число односпальных коек: 8
Число кают: 4
Число санузлов: 3
RCD Status: The yacht conforms with the essential safety requirements of Directive 94/25EC or RCDII (2013/53/EU as appropriate (Recreational Craft Directive) and is categorised A – “Ocean” for 12 persons on board – “B” for 16.
Part 1 British Registered.
Hull, Deck & Superstructure Construction:
GRP hull, decks and superstructure, with cored topsides and solid monolithic hull bottom, with structure engineered by High Modulus.
Composite internal watertight bulkheads in SCRIMP.
Deep skeg keel for improved tracking and propeller protection.
Propeller tunnels for shallow angle shaft line and reduced draft.
Vinylester skin coat and epoxy treatment.
Boot top stripe in Awlgrip paint.
Custom Trader transom viewing hatch, opens and provides escape access.
Opening port lights to cabins and heads with stainless steel deadlights.
Stainless steel and rubber rub rail around bathing platform.
Stainless steel and rubber rub rail around bulwalks.
Sea cocks on all waterline inlets and outlets.
Cathodic protection to all stern gear.
Low profile styling by dropping saloon over engine compartment.
Windows and windscreens in thick tempered glass, bonded to GRP.
Hepworth s/s wipers with washers and continuously variable controls.
S/s handrails above saloon windows and around forward sun lounger.
Watertight door to pilothouse (starboard).
Hatch to VIP cabin (escape size).
Sliding s/s aft door to saloon, with two-way locking mechanism.
Concealed seat with cushions in forward coach roof.
Fender lockers in forward coach roof.
Recessed sun lounger in coach roof.
Engines & Gearboxes:
Twin Caterpillar C12 diesel engines rated at 700HP
Glendinning EEC electronic engine controls.
Pilothouse, flybridge and transom helm positions, with an override back-up control is integrated in the pilothouse.
ZF large ratio gearboxes equipped with ZF’s Speedshift system for enhanced low speed manoeuvrability.
Thrust plates on both shafts direct thrust into the boat, rather than through the engine mounts as in a traditional installation.
Flexible couplings, CV joints and soft engine mounts for vibration reduction.
Dripless Pegasus shaft seals.
Maintenance & Performance:
Main engine running hours: Port:1854 / Stbd:1857
Main engines last serviced: April 2018
Cruising speed: 9 knots
Maximum speed: 15 knots
Propulsion & Steering:
5 bladed Class 1 propellers with over 100% blade coverage and cambered surfaces to improve efficiency.
Low propeller tip speed for noise and vibration reduction.
Two variable displacement 75cc hydraulic pumps mounted on the gearboxes of the main engines.
Wesmar hydraulic bow thruster.
Wesmar hydraulic stern thruster.
Hydraulic system can operate even on single engine, and although the number of wheel turns is increased, it will operate even if the hydraulic assistance were to fail.
Hydrofoil section epoxy rudder blades with stainless steel stocks.
Emergency tiller housed in transom lazarette.
Other Mechanical Equipment:
Wesmar stabilizers with Wesmar CPS1000 controls at pilothouse, and remote at flybridge.
Sufficient power is available to operate both thrusters at full power simultaneously (system can operate on single engine, with thruster power reduction).
Twin oil coolers are provided, one from each engine, to maintain temperature in the system during single engine running.
Engine room sea chest.
Exhaust overheat alarms for main engines and generator.
240V single phase 50Hz AC system.
AC power from 2 x ONAN 17.5kW generators, 2 x 50A shore connections and, for selected consumers, by a 5kW inverter.
24V DC system, with 24VDC-12VDC converter & back up battery, providing 12V for navigation electronics and communications equipment.
Voltmeters & ammeters.
The inverter feeds the allocated consumers through a changeover contactor to give automatic transfer from ‘normal’ power to inverter power.
By default, the consumers will be supplied from Bus 2 while it is ‘live’.
When Bus 2 is switched off, the contactor will switch back to the inverter with a very short break in supply.
In addition to the switched service distribution, key consumers, such as bilge pumps and alarms are wired to an “always on” or “hot” bus.
This bus has a separate feed direct from the battery bank and has its own circuit breaker protection.
Thus power can be easily turned off to all the service consumers, while maintaining the safety circuits.
The master switches, and circuit breakers controlling the 24V DC distribution are located in the engine room lobby.
24V service battery bank of 600aH gel batteries.
24V engine start battery bank of 400aH gel batteries.
Battery parallel switch (service battery bank can also aid engine start).
Emergency battery maintained by DC-DC converter from the service bank and a dedicated 25aH charger.
12V dedicated generator start batteries - charged by their generator’s alternator, with a 15aH charger for back up.
24V engine start battery banks are charged and maintained via the engine’s alternators when underway.
Back-up 15aH, 2 output battery charger also maintains start banks.
Service battery bank charged by two 75A three stage AC battery chargers.
Service bank charged auxiliary 150aH alternator controlled by Alpha Pro Regulator.
24V engine–mounted alternators.
2 x Onan 17.5KW generators - each capable of running the entire boat.
Generator running hours: Port – 336 / Stbd. - unrecorded
Generators last serviced: April 2018
Shore power connectors at transom locker via Hubble plugs into two 64 amp shore power sockets.
Shore power feeds AC switchboard via 13kVA isolating transformers to prevent earth leakage current and ensure correct polarity of the power; protecting the AC consumers on board.
Fresh Water & Water Heating System:
Pressure is supplied to the fresh water system by two pumps, working in parallel.
A 60 litre per minute AC pump pressurises the system when AC power is available, a 38 litre per minute DC pump at other times & as a back-up.
An accumulator tank maintains constant pressure, and changeover between the pumps is automatic.
Hot water is provided by one 75 litre calorifier.
This is heated by either heat exchangers from the main engines, or by a 2kW heating element.
Showers and bath (optional) outlets are protected by thermostatically controlled mixers.
Pressure is supplied to the drinking water system by a dedicated DC pump.
Drinking water is distributed directly to a proprietary faucet in the galley, and to the saloon icemaker.
Both of these outlets are further protected by in line filters with ultrafine microstraining, molecular capture and electrostatic removal to ensure the quality of the water.
Salt Water System:
Salt water is bought into the boat via the sea chest in the engine room.
This reduces the number of intakes to just three, one either side of the keel and underneath the bunk room floor via a manual seacock for deckwash.
Either intake is large enough to provide sufficient cooling water to both main engines, should the other intake become blocked.
The sea chest is a GRP chamber, laminated into the hull structure for strength.
It extends above the high water line for safety, and has an access hatch in the top.
Inside a strainer filters the water before it is taken to each consumer.
The consumers are individually plumbed to the sea chest, and each supply line is protected by a valve.
The consumers are two main engines, two generators and the pressurised salt water system.
The pressurised salt water system supplies the anchor wash, fore and aft deck fire hose connections and the back-up for toilet system.
It is supplied by an automatic pressure controlled 38 litre per minute pump, situated in forward bilge. Operation of this pump is indicated on Info-Bridge (non-functioning).
The bilge of the Trader 64 Sunliner is arranged in four compartments, separated by watertight bulkheads.
Each compartment is protected by a dedicated automatic bilge pump with a 220l per minute capacity.
These function automatically, and are powered from the “always on” or “hot” bus part of the DC system.
They can be manually activated from the pilothouse monitoring computer and the control panel.
Each bilge is protected by an industrial sensor high level bilge alarm.
In addition to the dedicated bilge pumps, a 240 litre per minute run-dry emergency bilge pump is run from a main engine. A manifold allows this unit to pump from any bilge compartment. The outlet for this pump is located high in the topsides so it would retain its effectiveness even in case of an extreme list.
A mimic panel shows the status of the bilge, sump and salt water pressure pump.
The tank levels of the three fuel tanks, two water tanks and the holding tank are monitored.
Low levels in the main fuel tanks and either water tanks trigger an alarm. Similarly, a high level in the holding tank will set off an alarm.
This information is repeated on proprietary gauges on the control panel in engine room lobby.
The main fuel tanks, of 3,000 litres each are located across the forward bulkhead of the engine.
This location is close to the yacht’s longitudinal centre of gravity, and therefore minimises the effect of the weight of fuel on her trim.
An auxiliary long range tank of 1,000 litres is located in the forward bilge.
The fuel tanks are filled from recessed deck scuppers which contain any spills.
Spilled fuel can be directed to a sump.
The fuel tanks contents can be monitored on the pilothouse monitoring computer, a dedicated gauge on the engine room lobby control panel and on sight gauges on the tanks themselves.
A large diameter crossover pipe allows both main tanks to be filled from either side deck filler.
A manifold allows each consumer (2 engines, 2 generators) to draw and return to either main tank.
A transfer pump, flow meter and manifold in the engine room are provided to top-up the main fuel tanks from the auxiliary tank.
The duplex fuel filters for each consumer allow servicing and element changes to be carried out whilst the consumer is in use. The filters each have clear bowls, with RINA approved heat shields for inspection.
The main engine filters also have water sensors, that are linked to an alarm on Info-Bridge (non-functioning).
The fresh water tank has two inputs: from a filler in the transom shore connections locker, and a pressurised shore water connection, also located in the transom shore connections locker.
This latter connection allows the boat to be left connected to the pressurised shore supply.
The fresh water tank’s contents can be monitored on the pilothouse monitoring computer, a dedicated gauge on the control panel and on sight gauges on the tank itself.
Drinking water system system is completely independent of the fresh water system, and is designed to provide drinking quality water on board, regardless of the quality of shore water available.
The drinking water tank has one input from a dedicated filler in the shore connections locker (this can be used if the shore water is of an adequate quality, or to fill the tank from bottles of drinking water).
The drinking water tank’s contents can be monitored on the pilothouse monitoring computer, a dedicated gauge on the control panel.
Grey/Blackwater holding tanks:
The holding tank’s contents can be monitored on the pilothouse monitoring computer and a dedicated gauge on the control panel. A full holding tank will trigger an alarm.
The holding tank can be emptied by deck or overboard pump out.
Two identical DC pumps are provided for overboard discharge as back up.
The tank is served by anti-odour vents port and starboard, which aid cross ventilation.
The control panel gauge also controls the holding tank overboard discharge pumps, which can be set to automatic to keep the tank empty if required.
A switch on the panel selects the port or starboard discharge pump.
The Simrad navigation system specified for the Trader 64 Sunliner has been developed for reliability and ease of use.
The plotters, radar, autopilot and instruments are integrated, but can be used independently.
Thus independent plotter and radar screens are provided at both helms.
2 x Simrad DI 15” colour plotter/radar - pilothouse, with OP30 control pad.
Simrad IS20 Wind display - pilothouse .
Simrad IS20 Speed display - pilothouse.
Simrad AP28 autopilot - pilothouse.
Simrad IS20 Rudder Angle display - pilothouse
Simrad IS20 display at navigation table and Owners’ cabin (can be used as a depth alarm at anchor).
1 x Simrad DI 15” colour plotter/radar – flybridge, with OP40 control pad.
Simrad IS20 Wind display - flybridge.
Simrad IS20 Speed display - flybridge.
Simrad IS20 Depth display - flybridge.
Simrad AP28 autopilot –flybridge.
The Simrad RS87 DSC VHF system doubles as an intercom between the helms and the owners’ stateroom.
Emergency power for navigation electronics and communications equipment is provided by a dedicated 12V battery.
The Info-Bridge (non-functioning) system has been developed in conjunction with leading Superyacht electronics supplier, Servowatch.
It has been designed to simplify and enhance the interface between yacht and operator.
The system consolidates controls and information in a single location, thereby tidying up the pilothouse and provides a comprehensive and integrated alarm system, monitoring all aspects of the yacht’s operation.
The interface is provided on a large and clear screen in the pilothouse with simple touch-screen operation to select information and control of on board functions.
Alarm data is repeated on the flybridge helm on a dedicated panel.
Audible alarms are located at both helms.
The heart of the system is the B133 CADU combined alarm display unit.
This rugged processor has been developed with the RNLI and tested in the most testing marine environments.
It’s connections are “plug & play” for a reliable and tough installation.
Every monitoring and control function of Info-Bridge (non-functioning).is replicated elsewhere on board, so in the unlikely event of complete system failure, operation of the yacht is not compromised.
Interfaced with the CAT engine’s own monitoring system, Info-Bridge (non-functioning) provides comprehensive engine instrumentation at the pilothouse helm.
As well as conventional running data, the system can provide historical information on hours, load, fuel consumption, usually the preserve of CAT engineers, and invaluable for long distance passage planning.
A “night” setting changes the screen colours and brightness for easier viewing, and activates night lighting in the pilothouse.
As a comprehensive back up, independent CAT MAPD instrumentation is provided at the flybridge helm.
Running lights can also be controlled from these screens.
The conditions in volts, of all the battery banks on board are monitored.
The status of both AC busses is monitored in volts, amps and frequency.
In addition indictors show if generators are on and if shore power connections are live.
An active shore power connection going off triggers an alarm.
The generators can be started or stopped, and AC sources selected from this screen.
This information and the controls are repeated on the control panel in engine room lobby.
The transom and engine room cameras can be viewed on Info-Bridge (non-functioning) on a split screen or individually.
The views are repeated on a proprietary screen at the flybridge helm.
The Trader 64 Sunliner is equipped with two CCTV cameras.
The transom camera has a wide angle lens and serves for security and as a mooring aid.
The engine room camera has its own LED light source so the engine room can be observed even if its own lights are switched off.
Both images can be viewed on the Info-Bridge (non-functioning) screen in the pilothouse and on a proprietary 5.8” colour video display on the flybridge helm.
One and a half stainless steel sinks with mixer tap.
Smeg 4-zone ceramic hob with pan-grips.
Stainless steel microwave oven.
Stainless steel electric fan oven.
Isotherm front-loading refrigerator and front-loading freezer.
The toilet systems used in the Trader 64 Sunliner can use either high pressure fresh water or salt water to flush.
They do not require a macerator, and therefore are much more resistant to blockages and quieter than traditional marine toilets.
As a back-up, in case of low fresh water, the toilets can be switched by a valve to operate off the pressurised salt water system.
Waste from the toilets goes directly to the holding tank.
Heating & Ventilation:
The Marine Air chilled water air conditioning system devised for the Trader 64 Sunliner has been selected for its efficiency and quietness, enhancing comfort on board.
It operates by circulating water in a closed circuit around the boat that is chilled (or heated) by the engine room chiller.
Air handlers with a combined capacity of 72,000 BTU provide individual climate control for each area of the accommodation.
The chiller unit is isolated in the engine room and uses two compressor units and a soft start inverter to reduce the start-up surge that can be associated with such systems.
In reverse cycle mode, the chiller can produce heat (although the efficiency is dependent on ambient water temperature).
In line electric heaters can be added to the air handlers as an option, to provide heat without running the chiller unit.
Hi/lo Sony Bravia flat-screen TV to main saloon.
Hi/lo Sony Bravia flat-screen TV to master cabin.
Small flatscreen TVs to other cabins.
The exterior lighting scheme has been designed with aesthetic and practical needs in mind.
Low level lighting is used throughout, including step.
For greater reliability and their low current draw LED lights are used everywhere, except for the aft deck and flybridge overhead lamps. Here, halogen lamps, with their more flattering qualities are used.
The main exterior lights are arranged in seven zones, and are switched from Info-Bridge (non-functioning).
A mimic panel shows which lights are on; Auto/On switching for the bilge and sump pumps is operated from this panel as well as on the control panel in engine room lobby.
The aft deck overhead lamps (above the dining area) are switched by a dimmer inside the saloon door.
The interior lighting scheme has been designed with aesthetic and practical needs in mind.
Low level lighting is used throughout on all steps.
And rope lighting is used to accent the joinery and furnishings.
AC lighting has been used extensively to complement the usual low voltage systems.
In particular, AC lamps for reading are used in the saloon, and others are used for the vanity mirrors in every head.
A combination of lamps and directional spotlights are used in the overheads throughout the yacht, and controlled on dimmers.
Water resistant fixtures are used in the heads.
Red night lighting is provided in the pilothouse.
The running lights and anchor lights are monitored for non-functioning bulbs.
Info-Bridge (non-functioning) will identify which light fitting is not operational.
The navigation lights are 12V, so they can be supplied by the emergency back-up battery if required.
Summary of Accommodation:
Eight berths in four cabins: double forward VIP with centreline double berth (ensuite), guest port twin (ensuite) with two level single berths, starboard guest twin with two single berths (raised upper cross-ships berth) and aft Master cabin (ensuite) with centreline double berth.
Galley to port upon entry forward from aft deck, with full-width saloon forward – sofa to port and two armchairs to starboard. The helm console has a sofa area to port and an aft-facing navigation table to starboard, with a pantographing deck access door to the starboard deck.
Forward stairs access the forward accommodation area, and an aft companionway gives access to the main electrics panel and engine room to the right, washer/dryer and storage cupboards to the left, and then a door aft to the full-beam Master cabin, with the ensuite heads/shower compartment on the port side.
Description of layout from forwards:
Forward VIP Double Cabin:
Centreline double berth with drawers beneath, two cedar-lined hanging lockers. Overhead, fixed and reading lighting, with both fixed and opening port-lights, and overhead opening deck hatch. Fitted cream carpet and white side-linings, white headlining and satin-varnish timber joinery executed to a high standard. Air-conditioning controls and flush-mounted TV. Smart fitted bed linen and padded headboard. Ensuite access.
Forward VIP Double Cabin ensuite heads/shower:
Vacuum-flushing freshwater marine wc, towel radiator, separate shower stall with glass screen and seat, thermostatically controlled shower on fitted rail, basin and mixer tap set into grey marbled Corian surround, with opening port-light and blind, towel rail and shaving mirror.
Port Twin guest cabin:
Two single berths – outboard with drawers beneath, nightstand with drawers, power points, mirror and air-conditioning controls. Flat screen TV mounted to forward bulkhead, with cedar-lined hanging locker forward and then access to ensuite.
Port ensuite/shared heads/shower:
Vacuum-flushing freshwater marine wc, separate shower stall with glass screen and seat, thermostatically controlled shower on fitted rail, basin and mixer tap set into grey marbled Corian surround, with opening port-light and blind, towel rail and shaving mirror.
Starboard Twin guest cabin:
Two single berths – outboard with drawers beneath, upper crossing berth with cedar-lined hanging locker and drawers built in beneath, power points, DAB DVD/stereo unit and air-conditioning controls. Flat screen TV flush-mounted to side bulkhead.
Three seater sofa trimmed in cream leather forward to port, with navigator’s desk facing aft to starboard.
Six seater sofa trimmed in cream leather forward to port
Custom transom passarelle is 50% wider than standard models and has a fixed 1m high handrail for added security.
Side deck boarding gates are located adjacent to the pilothouse doors and in the aft deck bulwark (these open inwards so they can be used if tied up against a wall).
Raised boarding steps on the bathing platform allow access there, unimpeded by the transom cleats.
Anchoring & Mooring Equipment:
For anchoring, the Trader 64 Sunliner offers two complete, self-contained systems.
Both are mounted in self-launching stainless steel carriers with claw-type chain stoppers.
This offers a back-up, and the flexibility of laying both anchors if required.
The ground tackle specifications are to MCA requirements.
The windlasses are concealed under the foredeck to keep the working deck clear and ensure the ground tackle drops into the centre of the chain locker for improved stowage.
The windlasses can be operated from the foredeck, or from either helm.
At the helms, the windlasses are controlled by Auto Anchor 500C units which include chain counters.
Deck work at the bow is made exceptionally convenient thanks to the recessed deck area which offers great security, and puts the deck hardware at waist level, reducing bending.
Fairleads on both sides of the bow and oversized bollards are in easy reach.
A centreline fairlead between the anchor mechanisms is provided for Mediterranean mooring.
A powered capstan with foot control is on hand to assist deck crew.
For alongside mooring, two sets of two spring cleats are situated in the topsides at different heights, offering greater convenience alongside low pontoons.
Bollards on the aft deck are also raised up and assisted by powered capstans with foot controls for ease of use.
Further bollards are mounted on the corners of the bathing platform.
Stowage for fenders and deck gear is provided for on the aft and foredecks, so everything is always close to where the deck crew might need it.
Covers, Canvas & Cushions:
Navy blue canvas bimini (2019).
Cream flybridge seat cushions.
Cream sunpads to foredeck and flybridge.
Forward sofa seating concealed in foredeck moulding.
Tender & Outboard:
The principal tender stowage hardware is an electro-hydraulic 455kg lift crane on the boat deck.
The boat deck is accessed via moulded stairs from the flybridge, with handrails for safety.
This crane unit is powered for slew, loft and winch which provides maximum control during launch and retrieval.
The passarelle can also be used for a second tender, up to 250kg, carried on board the bathing platform.
Pop-up dinghy cleats are installed in the bathing platform for tying the tender up to the yacht.
The Info-Bridge (non-functioning) monitoring system provides a vital safety function, monitoring no fewer than 44 alarm conditions.
Alarm conditions trigger visual and audible alarms on the flybridge and in the pilothouse.
Major alarm systems are backed up with proprietary indicators.
4-person Ocean Safety liferaft (service due 03/2019).
The interior accommodation is protected by smoke detectors throughout.
As well as displaying any alarms on this system, Info-Bridge (non-functioning) monitors that the alarm units are functioning.
In the cases of a smoke alarm, or a failure of a unit, Info-Bridge (non-functioning) can identify which unit is in alarm.
Each unit also gives an audible alarm in its compartment.
Hand held fire extinguishers are provided throughout the accommodation.
A fire blanket is provided in the galley.
A fire hose, connected to the pressurised salt water system is located on the foredeck, with a secondary connection point on the aft deck.
For monitoring, the engine room is protected by detectors for smoke and rapid temperature change.
For visual checks, the engine room CCTV system has its own internal lighting, and can be viewed at both helms.
An automatic FM200 fire extinguisher system is installed.
Discharge will also slam shut the engine room vent fire flaps, shut off main engines and fuel supply at the tanks.
These functions can also be manually operated from the aft deck and engine room lobby in case of emergency.
Info-Bridge (non-functioning) conveys all of the yacht’s alarm conditions with audible signals at both helms. On the pilothouse screen, a pop-up text box details the current alarm and this text is repeated on the flybridge helm RAID unit.
The alarm conditions include:
High level bilge.
Salt water intake.
Main engine overheat.
Water in main engine fuel filters.
Hydraulics oil cooler overheat.
Engine room temperature change.
Engine room fire extinguisher discharge.
Accommodation smoke detectors.
Accommodation smoke detectors not working.
Running lights not working.
Anchor light not working.
Low battery levels.
Low tank levels.
High holding tank level.
Shore power going off.
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.