See Matterport 3D of bridge and engine room here: https://my.matterport.com/show/?m=jHXF2cpt4hu

Main Description Survivor Class........FSV Class ‘A’ ERRV

Year Built/Converted..............1992/2014

Place of Build............Brattvaag, Norway

Principal Dimensions Length o.a...................63.00m

Capacities

Freshwater.................................329m3

Cargo Deck Area..........................260m2

Deck Cargo...........................350 tonne

Cargo Pumps Machinery and Propulsion

Main Engines......2 x 1840 kw Total......3680 kw

Main Propulsion Type.....Bergen Diesel Propellers.....2 x CPP Azimuth Thruster.................1 x 736 kw

Emergency Generator..........1 x 30 KVA

Aux. el. Generator...............1 x 390 kw S

haft Generator...............2 x 1800 KVA

Deck Equipment

Hydr. Deck/Rescue Crane....1 x 3 tonne Cable

Lifesaving and Rescue Equipment

Daughter Craft....................2 x MP 1000
DC Davits............2 x Hydramarine G100 FRC...............................1 x MP Woodo

FRC Davit.............1 x Hydramarine

A 32 Deck Rescue Crane...........1 x 3T @ 12m

Rescue Accommodation

Total beds......18 Single Berth.......\......12 Twin Berth...

An emergency response and rescue vessel (ERRV) needs combine good manoeuvrability, enhanced survivor reception and medical after-care facilities, state of art navigational/communications equipment and rescue craft capable of operating in severe weather. ERRVs are fitted with both daughter craft (DC) and fast rescue craft (FRC). In many respects the launch/recovery phases of both FRC and DC are limiting factors in respect of their use and especially the recovery operation requires a high degree of professionalism and teamwork between the craft’s crew and those operating the davit on board of the ERRV. In some cases the weather conditions are too severe to launch rescue craft, hence in such circumstances ERRVs with a mechanical recovery device are provided to recover survivors directly from the sea. The most common equipment is Dacon Scoop: a crane-operated rescue net for recovery of casualties directly from the water on board of a rescue vessel. This is Part 1 of a 2-part technical tour of a vessel. Part 2 deals with the engine room and the gigantic mud and cement tanks, that many of these vessels were built with when they operated as Offshore Supply Vessels (OSV's). The fast rescue vessels (Daughter Craft) website: https://maritime-partner.com/segments/boats Special thanks to: Master: Damien Reynolds Chief Officer Don Quinn and Atlantic Offshore (https://atlantic-offshore.no/)

More info at XplorerYachts.com

In Part 2 of the series, Paul Madden shows how 1930 and 1931 saw more than a half-mile of new Expedition Yachts built by the world's wealthiest people at a cost in excess of $2 billion. Yachts ranging in size to over 400 ft, with steam-turbine electric propulsion delivering 20-knot speed; they offered luxurious accommodations coupled with global range and ocean-crossing capabilities. A generation of uber-wealthy yachtsmen who had naval experience from WWI and the ability to carry out scientific expeditions globally. Almost all of these vessels became warships in WWII and converted easily into gunships and fast U-Boat hunters. See more of the Vanderbilt videos here: https://www.youtube.com/c/VanderbiltmuseumOrgNY/videos

Paul Madden takes a step back to review what the expedition yacht mission is, and he examines which commercial vessels are most sought after for conversion to become global expedition yacht.

Paul Madden returns to Louisiana to delve more deeply into the conversion of OSV vessels into expedition yachts. He looks at 220 ft to 260 ft offshore supply vessels (OSV's) suitable for conversion into global expedition yacht.

This yacht is currently finishing conversion. See upcoming tech tour.

The Doomsday Yacht offers: - Limitless Global Range from abundant and free Wind Energy - Generates electricity under sail - Unlimited Fresh Water with desalinisation and rain catch - Unlimited Food from the Sea - Extraordinary Defense Options - above and below water - can earn up to $1 million a week in charter when not saving lives We are the world leaders in wind-assisted global expedition yachts and the conversion of rugged, ocean-proven commercial vessels into global expedition yachts. We handle a project from 'the idea' and 'the mission', through design to delivery and setting up ongoing crewing and vessel management and charter program. For more information regarding Doomsday Yachts, go to http://DoomsdayYachts.com or contact Paul Madden [email protected]

The Chouest family builds, owns and operates a global fleet of commercial ships and vessels. They also own Westport Yachts and the American Shipyard in Stuart, Fl. Chuck Levert is their yacht specialist who arranges for megayacht re-fits and also conversions of offshore vessels into expedition yachts at the Tampa facility. Paul Madden explores this fascinating, but little known, new entrant into the megayacht marketplace. Links: Tampa Bay Shipyard: http://www.tampabayship.com/ Expedition Yacht Conversion website: https://XplorerYachts,com The Yacht Channel is presented by Paul Madden who is a former shipyard representative for Blohm+Voss, CRN and other yacht builders. He is available to assist qualified yacht buyers and can be reached at [email protected]/ Mpre info at Xploreryachts.com

Ocean Xplorer Wind-Powered Multi-Purpose Global Expedition Yacht Optimized Hull with Next Gen Low-emission to No-emission Integrated Hybrid Systems. Over 3,000 HP of equivalent engine power generated by a single standard 363 m² Oceanwing sail (33m high x 11m wide) Vastly Lower CO₂ emissions, and lower operating/engine costs Wingsail’s geometry (11m wide) offers a natural roll damping effect Fully electrical and low-maintenance, with an expected lifespan of 25 years Only 2.5 Sq M footprint for each sail Reduced Noise & Vibration - above and below waterline Generates positive thrust starting at 5° apparent wind angle OceanWings Software & Data Platform optimizes performance * Can be operated safely without the need for additional crew Wind is freely available across all oceans and in unlimited quantities. It was primary propulsion source for ships for over 2500 years, and is likely to be again. Wind drives the decarbonation of Vessels and new technologies allow a new generation of Yacht Owners to harness the power of wind. By adopting wind power, Owners can not only lower their CO₂ emissions, but also reduce operating costs with less fuel, less engine hours and longer periods between machinery overhauls. Owners will meet increasingly strict regulations in environmentally sensitive areas, and alter both the perception and reality of yachting. See more at WindVoyage.com

Xplorer Yachts™ is building the first wind-assisted diesel-electric hybrid expedition yacht. This vessel is based upon an existing, ocean-proven wind-assisted commercial vessel that has already achieved 30% fuel savings on Trans-Atlantic passages. It's class-approved OceanWing sail system is the top performing sail system currently being implemented on commercial ships. This hull platform can be built from 95m to 105m / 295 ft to 345 ft and be fitted out for 12-36 guests with a completely customized interior. Our time-tested business model utilizes commercial shipyards for the hull and systems build, while the interior fabrication and fit-out will take place in a yacht finishing facility. Our website: https://windvoyage.com

Rumors swirl around the idea that this vessel was built at the height of the Cold War and its real mission was tracking Soviet Submarines. From Wikipedia: USC&GS Oceanographer (OSS 01) was commissioned as an "ocean survey ship" (OSS) with the U.S. Coast and Geodetic Survey at the Washington Navy Yard in Washington, D.C., on 13 July 1966[1] under the command of Captain Arthur L. Wardwell, USESSA.[2] With her home port at Seattle, Washington,[2] she was the second Coast and Geodetic Survey ship of the name, and served as flagship of the Survey's fleet. When the Coast and Geodetic Survey and other United States Government agencies combined to form NOAA on 3 October 1970, she became the research ship NOAAS Oceanographer (R 101), the first NOAA ship to bear the name, as well as flagship of the NOAA fleet. NOAAS Oceanographer during her historic visit to the People's Republic of China in 1980. During her 30 years of service, Oceanographer sailed over 2,000,000 nautical miles (3,700,000 km) in every major ocean. In 1967 she departed Jacksonville on 31 March on a "world science and ambassadorial cruise" which took her from the United States East Coast to the United States West Coast via the North Atlantic Ocean, Mediterranean Sea, Red Sea, Indian Ocean, and Pacific Ocean, making many good-will stops along the way before concluding the voyage by arriving at Seattle on 11 December.[3] In 1968, she supported Project Sea Use, a multi-party expedition to Cobb Seamount in the North Pacific Ocean which developed much of the initial scientific understanding of the seamount.[4] In 1969 she completed the circumnavigation of the globe she began in March 1967 when she returned to the U.S. East Coast. Other highlights of Oceanographer's career included participation in the first large-scale, coordinated international sea-air interaction survey, known as the BOMEX Study, in 1969, and environmental base-line studies on deep-ocean mining (DOMES). In 1980, Oceanographer became the first U.S. Government vessel allowed into a port of the People's Republic of China.[5] Oceanographer was placed in reserve in July 1981. She underwent a major refit in which she received an Alden weatherfax, a Sperry Mark 37 gyro, a Raytheon X-band Pathfinder radar, Inmarsat, an MX1102 Global Positioning System, a new salinometer, a Shipboard Environmental Acquisition System with expendable bathythermograph gear, a new meteorological station, and a Doppler current profiling system, and returned to service with this new equipment on 8 April 1986. Placed in reserve in 1989, she later returned to service again. The final owner was an Italian playboy who was converting it into a mega-yacht in Seattle when he died of a heart-attack during a car race in Europe. The ice-class US Research ship with diesel electric propulsion, 15,000 mile-range, can do over 20-knots. At 3,700+ Gross Tons, it was supposed to have 18 luxury suites, a full spa, screening room, onboard film/TV/recording studio, full gym, submarine launch through moonpool, multiple twin-turbine helicopters, etc., etc. After much litigation after his untimely death, the vessel was scrapped in Mexico.

More vessels for purchase and conversion at XplorerYachts.com