maverick 1 london yacht

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• Description
• Specification

Combine stylish lines with impressive performances, and you will get the most sought-after day-cruiser for sale currently available.

At 19m/64' in length, MAVERIC 1 is hull #1 of the revolutionary Palmer Johnson's PJ63 Open Sport series, a masterful blend of design, technology, and performance. MAVERIC 1 is an absolute head turner featuring Palmer Johnson’s unibody design where sculpted surfaces and crisp lines flow uninterrupted from bow to stern. MAVERIC 1 adopts a carbon construction for both the hull and the superstructure. The 6,29m/21' wide tri-hull form associated with a triple IPS plant allows power-efficient performance and a refined ride.

MAVERIC 1 can either be the ultimate day cruiser or a very exclusive chase boat for a superyacht owner. In addition to her fabulous outdoor spaces, ideal for lounging and socialising, her interior includes a salon with a galley and two staterooms for four guests.

Palmer Johnson's innovative focus on hull technology and lightweight construction has resulted in the

PJ63, boasting an impressive 33-50% reduction in fuel consumption and carbon emissions across its speed range.

But it's not just eco-friendly - this advanced hull provides a luxuriously smooth and level ride, reaching

top speeds of 33 knots and comfortably sustaining them in rough seas.

With the largest open deck lounge in the 60-80ft class and a spacious full-beam master cabin, salon/galley, and forward guest cabin, the PJ63 offers ample below-deck space.

And let's not forget its iconic unibody design and sleek, sharp lines - instantly recognizable as a Palmer

Johnson sport yacht.

Yacht Builder / Model: Palmer Johnson PJ63 Open Sport series

Charter Area: Monaco

Features: 100% Carbon • Bang & Olugsen Audio/Visual package • Passerelle/Swim Lader/Side Boarding • Underwater lights

Built / Refit: 2022

Draft: 1.25m

Gross Tonnage: 59.65 tons

Hull: Carbon composite

Yacht Engine: N.3 x Volvo Penta IPSI D600

Cruising/Max Speed: 22 / 33 knots

Exterior / Interior Designer: Palmer Johnson

Classification: CE category B

Yacht Guests: 12

Yacht Crew: 2

Yacht Home Base: Vintimilia

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The 1.61 London Yacht

Description

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MAVERICK Cantiere Delle Marche

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MAVERICK has 8 Photos

Maverick News

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GRAND ILLUSION | From US$ 120,000/wk

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If you have any questions about the MAVERICK information page below please contact us .

Luxury motor yacht MAVERICK is a 44.3m (146') explorer yacht from Canteire Delle Marche launched in 2023 featuring six suites providing accommodation for up to 12 guests. The yacht offers superb explorer credentials across her four deck levels and is the most imposing model in the Flexplorer series.

MAVERICK Specifications

EXTERIOR The Flexplorer 146 boasts a remarkably flexible layout with superior features and facilities across her four decks including a pool, choice of al fresco dining settings, on deck lounges from where guest can make the most of the surroundings and a generous hull and superstructure which can host an array of large tenders and water toys, alongside all sort of equipment to enjoy exploration on water, underwater, and on land.

INTERIOR The upper deck is exclusively designed for owners with a private lounge and huge bedroom suite plus access out to the foredeck and aft deck entertainment spaces. The main deck is home to the main salon, galley and forward VIP cabin, while the lower deck provides the accommodation for additional guests in four suites with the crew quarters forward.

Yacht Accommodation

Luxury accommodation for up to 12 guests in six suites including a master on the owners deck, a VIP forward on the main deck and four additional suites on the lower deck - all with ensuite bathroom facilities.

Amenities and Extras

We do have available further amenity, owner and price information for the 44.3m (146') yacht MAVERICK, so please enquire for more information.

MAVERICK Disclaimer:

The luxury yacht MAVERICK displayed on this page is merely informational and she is not necessarily available for yacht charter or for sale, nor is she represented or marketed in anyway by CharterWorld. This web page and the superyacht information contained herein is not contractual. All yacht specifications and informations are displayed in good faith but CharterWorld does not warrant or assume any legal liability or responsibility for the current accuracy, completeness, validity, or usefulness of any superyacht information and/or images displayed. All boat information is subject to change without prior notice and may not be current.

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NOT FOR CHARTER *

This Yacht is not for Charter*

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MAVERICK yacht NOT for charter*

28.42m  /  93'3 | viking yachts | 2018.

Owner & Guests

• Previous Yacht

Special Features:

• Cruising speed of 30 knots
• Sleeps 8 overnight

The 28.42m/93'3" Sport Fisher yacht 'Maverick' was built by Viking Yachts . This luxury vessel's exterior design is the work of Viking Yachts.

Guest Accommodation

Maverick has been designed to comfortably accommodate up to 8 guests in 4 suites. She is also capable of carrying up to 2 crew onboard to ensure a relaxed luxury yacht experience.

Range & Performance

Built with a GRP hull and GRP superstructure, with grp/teak decks, she has impressive speed and great efficiency thanks to her planing hull. Powered by twin diesel MTU (16V4000M96) 2,600hp engines, she comfortably cruises at 30 knots, reaches a maximum speed of 36 knots. Her water tanks store around 1,836 Litres of fresh water.

*Charter Maverick Motor Yacht

Motor yacht Maverick is currently not believed to be available for private Charter. To view similar yachts for charter , or contact your Yacht Charter Broker for information about renting a luxury charter yacht.

Maverick Yacht Owner, Captain or marketing company

'Yacht Charter Fleet' is a free information service, if your yacht is available for charter please contact us with details and photos and we will update our records.

Maverick Photos

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Specification

M/Y Maverick

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MAVERICK Yacht for Sale

Previously known as: Alexa

Maverick Yacht for Sale - 95' Kuipers Woudsend Bv

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Description

MAVERICK captures the essence of an expedition yacht, a rough and rugged vessel capable of traveling to out of the way destinations yet this "rugged vessel" belies MAVERICK'S extraordinarily graceful exterior lines and interior features which make her a luxury yacht rivaling any cruising the world. With suburb fit and finish, custom stainless steel hardware, marble inlays, exquisite granite, lighting and entertainment systems, she offers luxury creature comforts for hardy seafarers. Originally built as ALEXA to a very thorough Vripak specification, she was designed by Vripak Yachting international and construction was performed by Kuipers shipyard in Woudesend, The Netherlands. The design was carefully analyzed and was an enlarged version of previously built Vripak/ Kuiper's expedition yachts. The yacht is a twin screw, round bilge, displacement hull, with flared bow, transom stern, and three decks.

Located on the first level she has three staterooms that sleep six and two crew cabins along with the engine room, all separated by watertight bulkheads. The second level is the pilot house, galley, a large main salon with separate dining area, and a sheltered aft deck with a dining table and settee. The third level is the expansive flybridge and boat deck.

The hull construction is of welded steel and the super structure is welded aluminum. The hull and superstructure are joined with a bimetallic strip according to DNV standards. There are 5 watertight bulkheads. The design requirement was for intensive cruising capability and long ocean passages with emphasis on simplicity of maintenance and reliable systems. MAVERICK has performed well and met all the requirements during thousands of miles of ocean cruising.

The current owner, an accomplished mariner, has cruised over 5000 hours / 48,000 nautical miles aboard Maverick. Other than cruising in New Zealand, all voyages were Ocean voyages from 1200 to 2800 nautical miles. Frequently encountering seas in the 12'-15' range and once in excess of 25' feet with winds of 100 knots, but the autopilot, oversized rudders, and hydraulic steering system kept the boat on course. Through these 45,000 nautical miles of cruising at 1340 RPM / 9.6 knots average speed, the fuel consumption has averaged 58 liters per hour (15.3 gallons per hour) for an average consumption of 1.6 gallons/ nautical mile, with the small generator running. The range at 9.6 knots is approximately 6,000 nautical miles with ample reserve as she carries 11,471 gallons of fuel for long range travel with her full displacement hull. The shrouded propellors also offer protection from floating debris and increases efficiency.

Crew Quarters

Crew Accommodations: Forward on the lower deck are the crew accommodations.

• V-berth with (2) very large single berths
• Fully yacht finished with Cherry woodwork
• Ample Storage with drawers, book storage and two hanging lockers.
• Ensuite head with: Corian vanity, washbasin, enclosed shower, and heated sole.
• Overhead escape hatch to the main deck and doors to the main passageway and the bathroom.
• Sony PlayStation
• DVR satellite access and local TV through either cable and/or air

Captains Quarters: Aft on the port side is the Captain’s cabin.

• Queen sized berth w/ drawers underneath & reading lights on both sides
• Nightstand with cabinet, drawers, and bookshelves
• Large hanging locker with shelves and a built in safe with lock set.
• Cherry woodwork
• Beige Carpet
• Ensuite head with washbasin, enclosed shower, and heated sole. New marble in shower and new marble floor (2008)
• Opening porthole in the cabin
• Entertainment center with Sharp LCD TV, CD/cassette/FM stereo system
• DVR Satellite access and local TV through either cable and/or air

Crew Lounge: Opposite the Captain’s stateroom to starboard is the crew’s lounge area.

• Built-in settee with large, fixed dining table
• Dry storage beneath settee
• Corian countertops and stainless-steel sink in galley area with over-the-counter cupboards
• Microwave/oven
• Induction cook top with (2) areas
• Full-height cabinet with built-in TV
• Miele W5741 Washing Machine & Miele T240 Dryer
• 2 x Liebherr Upright Freezers
• 1 x Liebherr Upright Fridge
• Bilge under crew lounge is fully floored with storage shelving and secured, removable storage boxes, cupboards
• Passage stairs to the wheelhouse
• Five-panel windshield with approximately 180-degree visibility
• Dogged and gasketed port and starboard watertight doors to Portuguese Bridge Deck
• Cherry paneling and cabinetry and Maple varnished sole
• Pedestal mounted Stidd chair at the console
• Aft to starboard is a day head; aft to port is an L-shaped settee with fixed table
• The bridge of MAVERICK is a visual work of art and is perfectly laid out for ease of operation.
• Chart table with drawers, cabinets for code flagrack, books, and tools, ECT.
• Fitted receptacles for binoculars, handheld VHF radios, ECT
• Ample storage with cabinets, drop down doors and lockers and an overhead instrument panel above the front windows
• Aft of the raised Pilothouse is the galle

The galley is on the port side

• U-shaped countertop with stainless grab rail and granite countertops
• Under counter cabinets for plenty of storage
• Oversized sink with separate purified drinking water faucet
• Liebherr Fridge/Freezer
• U-Line Icemaker
• Fisher/Paykel Ceramic Induction Hob
• Discharge vent above cook top
• Fisher/Paykel Under Bench Oven
• Miele microwave oven
• Fisher/Paykel Twin stainless steel Dish Drawers
• Boan trash compactor
• Fixed small settee with table and storage under drop down doors
• Large port and starboard electric opening windows
• Double circular pocket door to saloon V-line bin type icemaker
• Curved stairwell with skylight above that leads to boat deck
• Maple flooring

Entertainment center with:

• NEC Plasma TV on a lift,
• Sony component system model #MHC-37A
• Dual cassette,CD/DVD, and stereo
• Samsung VHS model #SV-7000W Worldwide video
• New Marantz Worldwide zoning DVD player

Main Salon/ Dining

• Forward dining area with a secured dining table and six chairs
• Dining area is surrounded by beautiful cherry cabinetry
• Cherry woodwork throughout
• (2) Large L-Shaped settees with a low table in the center and (2) fixed mounted low tables
• (2) Occasional chairs
• Cabinet with built-in 42" Panasonic TV and hideaway bar with granite top, stainless sink, and bottle storage
• Large windows on the port and starboard sides allowing for superb natural lighting
• Electric window in aft of salon
• Passageway door to aft deck
• Neutral color high quality carpeting
• Opposite to starboard there is a cabinet finished door with a dogged and gasket door to the engine room fidley

Guest Foyer

The guest foyer is accessed by the circular stairwell from the forward end of the saloon.

• Bosh Series 8 Washing Machine & Miele Dryer T240
• Granite countertop
• Wine cupboard
• Philips DVD player
• Beneath stairs is the bilge storage access area

Guest Staterooms Port & Starboard:

Forward are two guest staterooms very similar in size. Port Guest Stateroom

• (2) Large twin berths & opening portholes
• Sharp flat LCD screen TV
• DVR and Satellite TV
• AM/FM radio with CD player
• Private bathroom finished in Cherry, granite, and marble with toilet washbasin and enclosed shower. Head has a heated towel bar and heated marble sole
• Escape hatch into the captain’s cabin

Starboard Guest Stateroom

• DVR and satellite TV
• Forward Crew Quarters

Aft Master Stateroom

The Master stateroom is aft down three steps.

• Full beam width stateroom
• Centerline King sized bed with drawers underneath
• Opening portholes port and starboard
• Nightstands built-in on both sides of the bed
• Built-in occasional chair with ottoman
• Cabinet with (5) drawers
• Hanging locker
• Built-in desk
• (2) Large closets
• Two heads forward - the larger head is to port and each has heated marble sole and granite countertops. The starboard head has a toilet, washbasin, and enclosed shower. The port head has a large shower that is also a stream shower. Both have heated towel racks.
• 42’ Sony Plasma TV on lift, in cabinet at the foot of the bed
• Samsung Model #SV-7000 VHS Worldwide video
• Sony component systems model MHCS3 AM/FM radio, CD player and dual cassette

Note: There are smoke alarms and handheld fire extinguishers throughout the living accommodations. There are PFD’s in the closets for each bunk. All of the lower accommodations have pullout DC flashlights, which act, as emergency lights should power fail. In the master stateroom is an escape in the portside closet into the saloon couch.

The aft deck is enclosed with full-boxed bulwarks, on top of which is a varnished teak handrail on stainless steel stanchions. There are two weatherboard doors (port and starboard) aft to the walk down swim platform. This area is protected by the hardtop overhang. In the overhead are stainless steel grab rails. This whole area is protected by a canvas and clear vinyl enclosure.

• Aft is built-in seating with a varnished teak table on a pedestal mount.
• Four loose chairs
• Small granite bar with sink and Frigonautica stainless steel under counter refrigerator
• Starboard aft is a control station with engine, bow thruster, and steering controls
• Port and starboard on the aft deck are two Muir warping windlasses with foot switches.
• Forward centerline is a door to the main salon
• Starboard side forward are circular stairs up to the boat deck

Swim Platform

The swim platform is accessed from the two walk down steps on the aft deck and protected by removable hoop rails.

• Center rail folds down to become a swim ladder
• On the port side is a hatch for the Glendinning shore cord, telephone, and shower
• To starboard is a hatch for the passarelle.
• Centerline is a watertight door to the engine room

Entered via a centerline quick locking watertight transom door with lock and alarm.

• 4-step stainless steel ladder
• Well-lit with (4) 24” fluorescent lights in the ceiling and partially finished with white plastic panels
• The aluminum deck plates are painted white and are removable
• engine room area is well painted and predominately white
• Fill-Rite 75-liters per minute 24VDC pump w/ fuel hose and gauge for diesel service to tender
• Hot and cold mixing valve for the stem shower
• Glendinning model #CM-7 24V shore cord retrieval unit, w/ stainless steel shore cord storage drum
• Kidde model #HC227 engine room fire suppression system.
• It’s charged weight is 46-kg. It is a FM200 fire suppression system.
• Miscellaneous storm panels
• (2) Handheld fire extinguishers 6-kg each; (1) Foam, (1) C02
• Bauer Oceanus drive compressor with 3kW motor on soft mounts
• Nitrox dive compressor
• (4) Aluminum dive bottles
• 4-bottle dive bottle storage rack
• (2) Dive bottle charging pressure regulators
• (6) General service batteries and rack- batteries manufactured by Dry Fit model #A600-WE
• 23”x 27” liquid filled radiator
• (3) Rod holders and miscellaneous handrails and spare parts
• 24V DC primary fuse box
• 35kW Atlas Classic shore power system model #ICN6200 frequency and power converter
• Spot filtration system
• (6) Fenders with covers
• Folding dock cart
• 25# Danforth dinghy anchor with chain leader and rode
• (2) Custom built Cospolich freezer/refrigeration units
• Liebher upright freezer

The fly bridge is protected by a full-boxed bulwark, on top of which is a Plexiglas windshield and stainless-steel handrail. Overhead is protected by a welded aluminum hardtop on stainless steel stanchions attached to the aluminum radar arch.

• Pedestal mount leather helm chair with arm controls for the port and starboard video screens and the steering pilot
• Built in seating port and starboard
• Starboard side aft is circular lounge with pedestal table
• Storage beneath all seating areas
• Corian bar with double Miele electric grill, stainless steel sink, Vitrigo under counter refrigerator, and U-Line bin type icemaker

Mounted on the mast radar arch is the following:

• 6-foot radar scanner
• 4-foot radar scanner
• Large remote-control spotlight
• (2) Aft facing quartz lights illuminating the boat deck
• Kahlenberg triple trumpet model #T-3A pneumatic horn
• Various radio and GPS antennas

Flybridge Boat Deck:

• Aft of flybridge, with door that accesses salon
• Protected by full bulwarks, on top of which is a stainless-steel handrail
• Opening bulwark doors, portside forward and starboard side aft
• Port and starboard large dunnage boxes
• Throw rings with lights
• (2) COSPAS/SARSAT 406MHz EPRIBS
• Viking 6-person SOLAS “A” canistered life raft on hydrostatic release, in a stainless-steel cradle and fitted cover
• Custom low profile hydraulic davit

Flybridge Hardtop: Access to the fly bridge top is via a flush circular hatch. On the top is a stainless steel grab rail down the centerline. Mounted aft are two large domes, one for the Sat Com and the other for the satellite TV. Mounted forward is an aft facing quartz light, which illuminates the arch and mast. On top of the radar arch is a hinged mast.

• Large remote control spotlight

The boat deck is four steps down aft of the fly bridge. On the centerline forward is a door from the salon. Starboard side aft is a two-part hatch to the aft deck. The boat deck is protected by full bulwarks, on top of which is a stainless-steel handrail. There is an opening bulwark door port side forward and starboard side aft. Port and starboard are large dunnage boxes. Also port and starboard are throw rings with lights. On the port side is Siemens Mark 4 Inmarsat-E-EPIRB in a float free location. In the starboard dunnage box is seen a line thrower.Outboard of the bulwarks are two Viking 6-person SOLAS “A” canister life rafts on hydrostatic releases. These are in stainless steel cradles and fitted with full covers.

Tenders /Watercraft:

• Jet ski Sea-Doo RXP
• Jet ski Sea-Doo RXT
• Tender 16ft Nautica with 60hp Yamaha outboard motor (Garmin chart plotter)
• Tender 25ft Nautica with drop down nose powered by 160hp Volvo diesel with stern drive (Garmin chart plotter)
• 2x Sea Kayaks

The Nautica features:

• Separate helm cover
• Aluminum framed Bimini top
• Lowrance digital depth finder
• Standard Horizon Eclipse VHF radio
• Leaning bench
• Running lights
• Depth gauge
• Full set of engine gauges
• Speedometer
• Ground tackle
• (2) fuel tanks
• Gel cell battery

Tender Engine Hours: Small tender approximately 250hrs and and large tender approximately 400hrs.

Deck Equipment: The foredeck is protected by a low-boxed bulwark with welded stainless steel handrail and stainless steel flagstaff in the stem. In the bulwarks are welded stainless steel fairleads to welded stainless steel bitts. There are large freeing ports. The anchor windlasses are mounted on a raised, guttered platform. Forward on the platform is a 37” circular watertight flush hatch into the forepeak area. Immediately aft is a welded stainless steel bell stand with a bronze bell. The two windlasses are hydraulic by Muir. There are vertical with capstans and gypsies. Each has a footswitch and a wired remote. There are also remote windlass controls on the wheelhouse and fly bridge. The windlasses are fitted with heavy devil’s claws and chain clamps. The chain runs over double grooved rollers. The anchors are 150-kilo stainless steel Poole N Stockless fitted with approximate 15mm open link chain. The stop waters are foam balls. The chains are reported to be 80 fathoms on the port side and 44 fathoms on the starboard side. Centerline aft of the winches is a flush Plexiglas hatch into the crew area. Aft port and starboard are built in seats in front of the weatherboard. The Glendinning shore power comes out through one of these seats. On the centerline is a door through the weatherboard to the Portuguese bridge. The weatherboard is full welded box aluminum with a varnished teak cap. On the aft side of the weatherboard are hatches leading into general storage. On the starboard side is a waste pump outfitting. Mounted port and starboard on the wheelhouse are two throw rings with man overboard lights. There are wing stations port and starboard. Each wing station has start/stop switches, engine controls, steering, and bow thruster controls. There are opening door port and starboard to the wheelhouse.

Side Decks: The side decks are several steps down protected by the house overhang and waist high boxed bulwarks with a varnished teak rail on the stainless steel stanchions. In the house overhang is the lighting. In the bulwarks are large freeing ports and welded stainless steel fairleads to stainless steel fabricated bar cleats. There are opening bulwark doors port and starboard amidships and teak wing doors port and starboard aft. Port and starboard inside lockers are fire mains. On the port side is a water fill; on the starboard side is a fuel fill. In the starboard side bulwark is a built-in hydraulic side boarding stairs / passerelle for tender or floating dock boarding. On the starboard side aft is a door into the engine room fidley. Aft of the wing door on the starboard side is a storage locker, in which is located the fire and emergency shutdown pulls.

Crane for Tenders: Mounted in the centerline is a custom made fabricated aluminum low profile extending crane with all hydraulic lift, jib, and Kevlar cable. It is a hydraulically actuated crane. The crane receives power via the Cramm central hydraulic system. It booms up, down, hydraulically rotates and hydraulically telescopes. The mainframe of the crane is approximately 11 feet long. It is a custom made crane reported to be rated a 2,200 capacity at full extension.

Engine and Mechanical Equipment:

Main Engines: The vessel is powered by a pair of Caterpillar 3196 fresh water cooled marine diesels rated at 380 HP@ 1800 RPM. The reversing gears are Twin Disc with a ratio of 3.43:1.Major Overhaul of engines was done at approximately 10,000 hours. Engine Hours - 950. New cylinder heads, valves, pistons, liners and oil pumps were installed to prepare the vessel for future long range trips.

The engines are fresh water cooled through raw water-cooled heat exchangers located at the front of each engine and have gear driven raw water rubber impeller pumps for cooling. The transmission and inner coolers are raw water cooled with engine oil fresh water-cooled, as is the turbo charger. The raw water feeds are from the port a starboard sea chest with a crossover pipe and valve all made of C-PVC.

Both main engine exhaust consists of insulated steel exhaust risers with flanged stainless steel bellow flex sections that are hung from the overhead steel frame and is isolated through rubber mounts. The exhaust system continues on the outboard sides to water injection stainless steel exhaust water feed ring and a low speed shower feed downstream from the spray ring. The exhaust system passes through fiberglass mufflers located behind the engine room paneling that then discharges on the stern outboard quarter on their respective sides. The transition hoses from the stainless steel pipe to the fiberglass muffler are connected with blue silicone exhaust hose ad T-bolt clamps.

Both main engines and reverse gears are bolted to a steel skid plate that is isolation mounted on top of the engine beds. The reversing gears and main shafts are isolated through an Armatek flexible coupling and thrust bearing with a dripless shaft seal that is cooled by a raw water takeoff fed from each engine. Each transmission has a Creusen Roermond electric gearbox trialing pump, for single engine operation.

Hydraulic PTO pumps are driven off the front of each main engine and are Cramm/Parker that feeds the central hydraulic system.

The engine controls are electronic ZF Mathers MS565-13050 with stations located at the aft deck; port and starboard wing stations; fly bridges; wheelhouse.

There is also an emergency throttle electronic control located at the rear of each engine. Each main engine has its own 24 volt start battery bank consisting of two 8D gel cell batteries in series to produce 24 volts and is fed by an isolation switch to the starters. These batteries are charged by belt driven 24-volt alternators and by an amp charger.

Each main engine shares a dual Racor 1000 MA fuel/water separator filter with vacuum gauges and water sensitive alarm with the respective generator and has associated valving to select either one or both of the filters.

Each main engine has a local gauge panel with: Digital tachometer; Analog oil and fuel pressure gauge; Emergency stops, Analog crank pressure gauge.

There are Caterpillar premium electronic displays on the panels in the wheelhouse and fly bridge and on the DMP ship’s monitor panel.

Engine Room Ventilation: Located in the overhead of the port side engine room is a 25’ x 24” main air intake plenum with an 18” axial variable speed fan. The controls are by Heinman & Hopman and are located just outboard of the port generator. The system can work on either auto or manual and derives its information from both a temperature probe and pressure sensor located in the engine room. On the opposite side of the engine room is a small 8” x 8” passive exhaust plenum the port and starboard louvers are located on the aft boat deck. The intake louver measures 20” x 24” and the exhaust louver measures 12”x 12””. Both plenums are fit with manually controlled fire dampers and demisters. In addition to the above-mentioned ventilation, there are two engine room cooler fans manufactured by Heinman & Hopman. The engine room cooling fans are 16” variable speed fan. The system uses a seawater heat exchanger process that supplies cool air to the port and starboard engine room via these two variable speed fans. They are controlled by Heinman & Hopman variable speed control unit.

Generators: The vessel has a pair of Northern Lights generators. The port side generator is rated at 45 Kw, 56.3 KVA, 230/400 volts, three phase, 50 Hz, 1500 RPM at 81 amps per leg. This generator consists of a Marathon electronically regulated electrical end that is driven by a John Deere 4-cylinder turbo charged, fresh water-cooled marine diesel. The starboard generator is rated at 25 kW, 31.3 KVA, 230/400 volts, three phase, 1500 RPM at 45 amps per leg. The engine is 4-cylinder Toyota engine that is driving a Japanese made electrical end.

• Port Side – 45KW Northernlights via John Deere drive 700 hrs
• Starboard - 25KW Northernlights via Toyota Diesel 200 hrs

Both engines are freshwater cooled through raw water-cooled heat exchangers with gear driven raw water pumps that are fed from the common sea chest. The exhaust systems are raw water cooled from the exhaust mixer elbows that dump into fiberglass aqua lift mufflers located outboard of the generator sets. The exhaust then passes through gas/water separators located outboard behind paneling whereas the exhaust gas is discharged above waterline and the water discharged below. Each generator set is mounted on isolated mounts on a welded steel frame with oil pan beneath the engines. Both generator sets are located in Northern Lights insulated hard sound enclosures with removable access panels for inspection and service. Each generator has its own 24 volt start battery bank consisting of two 4K gel cell batteries located aft, starboard of the engine room that pass through the battery switch panel, which allows for paralleling between the two battery banks. These batteries are charged by the generator belt driven 24-volt alternator off the front of the engines and by a Mastervolt 24V/25 amp charger that is shared between the main engine start batteries through a battery splitter.

Each generator shares their respective main engine dual Racor 1000 MA fuel/water filter separator with metal bowls and has vacuum gauges and water sensor alarms. These filters are located inboard of the main engines and have selector valves between each filter and valves to the main engine and generator on their respective sides. The output of the generator sets is fed to Merlin Gerin thermo-magnetic molded case breakers located on the main electrical panel. Each generator has a Northern Lights series 3 stop/start and gauge panel with: Analog oil pressure and temperature gauges; manual preheat stop/start controls; service meter. Each generator can be monitored on the DMP ships monitoring system for engine performance and electrical output. The ship’s loads operate on either 230-volt for lighter loads or 400 volts, three phase for heavier loads. The main panel is set up as a single buss bar system whereby only a single power source can supply the vessel. The ship’s load will automatically be switched to the active generator after a short delay on start up of the generator. The generators take preference over shore power source if a generator is activated. This automatic load switching can be bypassed with manual switches located on the main electrical panel. The 25kW unit is considered as the night generator to operate during light load periods. The port generator (45kw has 14,000 hours) and the starboard generator (25kw has 20,000 hours) Both generators operate at 1500 RPM which extends their life.

Generator Maintenance - Both units have regular maintenance programs between 350 to 400hrs which involves

• 1) replacement of oil/fuel filters
• 2) oil change
• 3) anodes checked/ replaced
• 4) intercooler checked cleaned out
• 5) armature/brushes checked/cleaned
• 6) saltwater pump check or replace with overhauled unit

Engine and Mechanical Equipment: Entered either from centerline watertight door on the transom or via the engine room fidley at the aft end of the starboard side deck.

Main Engines: 2 x Cat 3196 Marine Grade 6 Cylinder Diesel Engines rated at 385HP 500hrs after extensive rebuild.

• New heads complete with valves
• New pistons and liners
• New rods and bearings
• New fuel coolers
• New injectors
• Overhaul turbos

Engine Room/Mechanical Equipment:

• Engine room fidley has an outside side deck watertight door and from the salon is an interior door with a watertight dogged and gasketed door into the fidley.
• Engine room is fully insulated behind solid painted aluminum panels
• Bilge areas in most storage areas, engine room, and engine room floor plates have been repainted
• Super Mini Haman AG Marpol approved treatment system for black and grey water
• Oil transfer pumps for ease of oil change and removal
• Smoke and heat detectors in the overheads
• All hull plating has glued sound plates attached
• Ship’s air compressor with 3-gallon receiver tank
• (2) Heinman & Hopman fan speed controls
• Stailess steel sink and faucet
• Cramm central hydraulic system
• Sihi main fire pump on forward engine room bulkhead
• Bilge boy 2.5 gpm Oily Water Seperator manufactured by Seperation Technology
• Sihi engine room freshwater circulating pump
• Engine room raw water circulating pump
• Alfa Laval heat exchanger, dedicated for the Aircon and hydraulics
• Fuel fill and return manifold
• Sterling Fluid Systems fuel transfer pump
• Alfa Laval fuel centrifuge on the starboard side
• Marine Air I2-ton air conditioning condensing and compressor unit
• Heinman & Hop 16” air circulating fan
• Besenzoni passarelle/side stage hydraulic control box and emergency pump Matrix sand filter, low pressure pump and inlet strainer
• 25” x 32” 9-drawer tool chest
• Ladder to starboard side fidley door
• Lube oil tank for clean oil- 100.4 gallons
• Lube oil tank for dirty oil- 100.4 gallons
• 23”x 24” air intake plenum with 18” fan variable speed
• 15” DMP computer display
• Engineers work/log desk and emergency alarm panels and lights
• Vessel is powered by pair of Catipillar 3196 fresh water-cooled marine diesels rated at 380 hp @ 1800 rpm. The reversing gears are Twin Disc with a ratio of 3.43:
• Major Overhaul of engines was done at approximately 10,000 hours. New cylinder heads, valves, pistons, liners and oil pumps were installed to prepare the vessel for future long-range trips;1000 hours since major overhaul
• Dual Racor 1000 MA fuel/water separator filter
• Each main engine has a local gauge panel with: digital tachometer, analog oil and fuel pressure gauges, emergency stops, and analog crank pressure gauge.
• There are Caterpillar premium electronic displays on the panels in the wheelhouse and flybridge and on the DMP ship’s monitor panel.

Electrical Equipment:

• Northern Light 25 kW generator, with approx.. 20,000 hours
• Northern Light 45 kW generator, with approx..14,000 hours
• Main electrical switchboard in (3) primary housings 24V DC 230/400V AC
• (7) Mastervolt battery chargers on aft bulkhead
• DC switchboard for battery isolation
• Miscellaneous Mastervolt gel cell batteries
• The shore power system has two inlets, one located on the aft transom and the other in the starboard bow seating area.
• Both shore power cords are 6/4, 100’ cables that are on Glendinning shore power reels with the aft unit in the lazarette and the bow in the crew bilge area. New galvanic isolators have been placed on both shore cords.
• Atlas frequency converter- Input: 190-250V and 340-520V AC, 3-phase or 1-phase, 40-70 Hz. Output: 400-230 V, 51 amp, 3-phase, 50 Hz. The Atlas Smart Box and frequency converter is located in the lazarette.
• (3) Mastervolt MASS 24V 12500 watt inverters rated at 2500 watts located above the starboard battery banks
• (3) Mastervolt, 24V, 100 amp battery chargers located in the engine room on the starboard aft bulkhead
• Each main engine has their own start battery bank consisting of two 8D gel cell batteries located in the engine room on the starboard aft bulkhead. Generators have their own 24V bank of starting batteries located above the main engine batteries consisting of (2) 4D gel cell batteries in series to produce 24V.
• Engine and generator batteries were replaced in 2014.
• House batteries were replaced in 2016.

Oil Water Separator: The vessel if fit with an oily water separator located centerline on the forward engine room bulkhead. The unit is a Bilge Boy. The unit takes suction from a dedicated suction line from the engine room centerline bilge. It is isolated on rubber mounts and mounted inside a stainless steel drip tray.

Electrical System

AC power: The vessel’s primary AC electrical loads operate on 230 volts, single phase or 400 volts, three phase, 50 Hz wye configuration that can only be supplied from one of the three power sources (i.e. shore power, 25 kW and 45 kW ship’s generators). The shore power system has two inlets, one located on the aft transom and other in the starboard bow seating area. Both shore power cords are 6/4, 100’ cables that are on Glendinning shore power reels with aft unit in the lazarette and the bow in the crew bilge area. The shore power cables are automatically coiled in stainless steel bins. These shore power cords then feed 100 amp, three pole Merlin Gerin breakers adjacent to the bins that then feed the Atlas Smart Box that allows for a combination with single or three phase feeds to be combined. This smart box then feeds the Atlas frequency converter. The drawings indicate a galvanic isolator is installed in the shore ground system.

Atlas Frequency Converter: - Input: 190-250 V and 340-520 VAC, 3 or 1 phase, 40-70 Hz - Output: 400-230 V,51 amp,3 phase, 50 Hz The Atlas Smart Box is frequency converter is located in the lazarette. The output of the frequency converter feeds the main panel through a 63-amp breaker. The main electrical switchboard is located in the engine room on the aft port bulkhead. The panel is a custom built semi-automatic switchboard with a single buss bar system whereby the ship’s load will automatically be transferred to the available power source with generator power having preference over the shore power source. Each power source is monitored on this main panel with analog meters and monitors: Voltage between phases and neutral; Frequency load current.

The ship’s loads are protected through thermo-magnetic Multi 9 Merlin Gerin breakers located on the main engine room on the main electrical panel and the single sub panel located forward of the master stateroom. The main panel was built by Kuipers and a full set of electrical schematics is available. Secondary sources of AC power are supplied from 3 Mastervolt MASS 24 volt/2500 watt inverters rated at 2500 watts located above the starboard battery banks. Two of the inverters are coupled together as master and slave to supply critical loads that demand constant power source. The third inverter of the same size, make and location supplies critical power to critical electronic equipment such as the DMP monitor. These inverters are normally online, but have bypass switches in the event of failure to switch to load to the normal AC power source.

DC power: The vessel’s primary house electrical DC systems operate on 24 volts that is supplied from 12 2-volt Traction Sonnenshchein 1,000 A/H, dry fit, gel cell batteries that are located in the lazarette and are mounted in stainless steel 2” lip trays with stainless steel retaining bins. The output of this battery bank feeds an output fuse located in the starboard trays with stainless steel retaining bins. The output of this battery bank feeds an output fuse located in the starboard corner and an isolation switch located in the DC panel. These batteries can also be paralleled to the main engines for starting through a switch located in the battery switch panel. The output of these batteries are divided into two sections labeled as “switched” and “not switched”. It is believed the concept is to reduce the DC load of non-critical loads when the vessel is running on DC power with a single switch located on the main battery switch panel. The DC power supply to the main panel and sun panels is protected with knife fuses located in the main electrical panel. The lighting throughout the vessel is primary DC with some AC lighting, mostly indirect. Each main engine has their own start battery bank consisting of two 8D gel cell batteries located in the engine room on the starboard aft bulkhead. These batteries feed the main engine starters through battery switch in the main battery switch panel and can be paralleled to each other or to the house battery bank. These batteries are charged by the generator batteries. The over current protection devices on the main sub panel are thermo-magnetic, single pole, Multi 9 Merlin Gerin breakers. The DC system is negative ground to hull.

Power Consumption at Anchor and Cruising: According to Northern Lights the generator manufacturer, the “sweet spot” for generator load is 60-80% . Loading the generator outside this range can waste fuel and increase wear on the diesel engine so power management is critical for long generator life , whether Maverick is on a day trip or an Ocean voyage. Most of the internal lighting on Maverick has been changed to to LED. More than 30 lights were changed in the master stateroom alone. This significantly reduced the electrical load on the generators and the house batteries. When Maverick is cruising around New Zealand A/C is rarely used and opening portlights and the make up air system provides a comfortable environment inside Maverick. Most cruising has been done using the 25k generator using sensible power management, such as not using two washers and driers when cooking dinner. Maverick has bildge keels so when the seas are calm you don’t need to activate the stabilizers, reducing power consumption. Most electronics are kept running whenever the owner is aboard as the electrical load is minimal. When at anchor or cruising the invertor system can power Maverick overnight with no generators running. The batteries can be charged the next day with main engine alternators or either generator. Over 10 years operating Maverick the 45k generator has been used mostly when there were many people living aboard ( cruising Fiji, Venatu, Australia in summer weather) with all the A/C working , cooking, doing laundry, and running the hydraulic systems. Both generators can be run together with a high electrical load, when needed. Maverick’s generators produce 50 hertz power and always run at 1500 RPM regardless of load. This means the diesel engine life is extended about 20% compared to an 1800 RPM 60 Hertz generator.

Stabilizer and Hydraulic System

Stabilizer and Hydraulic System: “MAVERICK” is outfitted with a Cramm central hydraulic system for the crane, capstans, and anchor windlasses. The main controls and 53-gallon reservoir are located in the engine room outboard on the port side. The stabilizer system is Naiad Koopnautic model MK302 with pilot house and flybridge controls.

Air conditioning: Marine Air model SCW144(029)RRCW

The vessel’s air conditioning system is a chilled water by Marine Air systems of Pompano Beach, FL. Rated at 144,000 BTU’s or 12 tons of cooling capacity with reverse cycle heat rated at 158,400 BTU’s. The three Copland scroll compressor units are racked together and located in the engine room on the starboard forward side. Each compressor is rated at 48,000 BTU’s or 4 tons of cooling capacity. The Marine Air control box is located on the forward engine room bulkhead and has digital displays with touch pads to the control system. A glycol heat exchanger loop cools the A/C compressors which means they never encounter salt water.

The circulating water in the system can be heated by four additional immersion heaters located under the passarelle power pack in the engine room with a master rotary switch and four individual rotary switches for each heater element. This system can be controlled through DMP control panel whereby the water is diverted through to the immersion heaters through an electronically operated three-way valve.

The chilled water is circulated throughout the vessel via a Rotor 230 volt, .075 kW, 50 Hz, single phase circulating pump located aft of the compressor unit. The cooling water is provided to the system by a closed fresh water plate heat exchanger located forward of the port main engine. This heat exchanger is cooled by a Rotor 230 volt, .75 kW, 50Hz pump located directly beneath and draws water from the portside sea chest. This cooling system also provides seawater temperature air to two engine room recirculation fans located port and starboard. The closed fresh water cooling water is circulated by a Rotor 230 volt, .75 kW, 50 Hz pump located adjacent to the raw water cooling pump.

The fan coils throughout the vessel are by Marine Air with individual screens located at each fan coil unit. The units are fitted with three way valve thereby bypassing the water system to the fan coil unit once the desired temperature has been reached. The fan coil control temperature and fan speed are by Heinman & Hopman and are digital controls with each having frequency drive to control fan speed.

The vessel also has two Heinman and Hopman make up air units type SA, with one unit located in the crew bow compartment to service the forward section of the vessel and the other unit located in the midsection coffer dam to service the aft section of the vessel. These units draw outside air that is then chilled and ducted to various parts of the vessel to make up for lost air from ventilation fans, ECT. And create a slight positive pressure within the vessel in the air conditioning.

Watermaker: The vessel has one Matrix with low-pressure pump, sand media filter, and high-pressure pump set. There is an Atlantic ultraviolet sterilizer light. All of the water maker equipment is located in the starboard aft engine room and is supplied seawater by its own dedicated through-hull. The low-pressure pump supplies 50-Psi to the sand media filter. There is a 30-micron filter, and a charcoal filter. The system is fit with automatic back flush. A second water maker was recently added Sea Recovery 33 gallons/hr.

• Sea Recovery Aqua Whisper 120LPH 1308hrs
• Sea Recovery Aqua Whisper 250LPH 35hrs

Note: new controller replace which included hr meter

Potable water system: The potable water system consists of 3 separate zones. The pumps are located in the cofferdam between frames 32 and 34. They are mounted outboard on the starboard side. There are two Sihi pumps. One is 230/240 volt and one is 24 volt. The pumps take suction directly from the water tanks just aft of frame 32.

Steering system: Hydraulic power for the steering system is supplied by the Cramm central hydraulic system. The steering power is supplied by the primary pumps on the front of each main engine and is redundant with a secondary AC electric motor mounted directly to the hydraulic reservoir. Located in the steering area in the aft lazarette are two 16” x 1 ¼” steering cylinder rams. The cylinder ends are fix mounted towards centerline and are yolk mounted to the port rudderpost. They work in a push/pull arrangement. The port and starboard tillers are connected with a 3” adjustable tie bar. The rudderposts and bearings are well

Wheelhouse Navigation & Electronics

• DMP Control System with integrated panels at the helm station, port and starboard wing station, and flybridge
• Navi Sailor 3000 Transas
• Maxi Ship monitoring system with 40 analog inputs and 64 digital inputs
• (6) Pentium III computers model #RZ28 1, rack mounted for DMP system. (Three are main computers, three are backups all replaced in 2015)
• (3) 15” TFT displays on main bridge
• (2)12.1” TFT displays on flybridge
• 12.1” TFT display in engine room
• (2) Remote alarm panels (one in owner’s stateroom and one in crew mess)
• Knot meter, log, and water temperature in ship’s monitoring system
• Furuno model #FR2115B black box radar with 6-foot scanner (96 mile range)
• Furuno model #FR2115B black box radar with 4-foot scanner (95 mile range)
• Full ARPA on both radars
• Transas charting system, Navi-sailor 3000 ECS-I
• 2008 World chart folio
• Current monthly professional care to keep charts up to date
• Auto identification system on Furuno radar and integrated with Transas System Complete Worldwide
• Transas Chart folio
• Transas Charts video signals to TV system
• Backup Transas Charting System on standalone Compaq laptop
• Radar overlay on Transas charting
• Nav Tech messages reception on Transas Charting screen
• Anschutz Gyro model #GYROST AR 2 (serviced 9/08)
• Fluxgate compass model #RZ347
• Garmin Version 12 chart plotter
• Eco 510 Sea Pilot
• Naiad Koopnautic stabilizer fins model #MK302
• Eco 120 echo sounder with two transducers
• Nero Fleet-it
• Sailor Inmarsat C Model #I622G DGPS
• Sailor Irridium radio model #SC4000
• ICOM model #802 single side band with Sail Mail Pactor modem
• Inmarsat D, Purple finder
• Simrad AIS Inmarsut Epird MK4
• Ericsson Tri-Band GMS phone
• Panasonic model #KXTD8I6 PBX
• Iridium Phone System via pabx with 5 phones throughout ship
• Tip Tell answering machine
• RZ marinized computer (server) Pentium III, 800 megahertz, 128-ram, 8-megabytes, video ram, 20.4 GB hard drive, AGPS3 Savage 4 VGA Casr, (2) USB, (1) parallel, (2) 100 MBS LAN card, analog 56. K6 modem
• Hewlett Packard model #K-80 printer/fax/copier/scanner
• (3) New servers (2007)
• (2) Wireless systems throughout yacht; (1) for internet/printing access anywhere onboard and (1) for wireless DMP and Transas access via laptop anywhere aboard
• Intellian T80W Satellite System
• 2 x E-Perts
• Sailor 500/250 Fleet broadband
• Navigat MK2 digital gyrocompass
• New television system, INTELLIAN T80W 2016

Note : Navi Sailor and Mac Sea are backed up on secondary computers as well as a computer designated to the Flybridge only. Mac sea also runs on a laptop during sailings

Deck and Hull

Construction: Her hull is all electric welded steel construction. Her house is all marine grade aluminum, using all 5mm and 6mm plate. The hull to deck joint is a fully welded tri-clad strip with the steel side welded to the deck and the aluminum side welded to the house.

• Fairly complete set of CAD on board in a CD format.
• Teak in excellent condition - swim platform steps to the aft deck has had teak replaced
• Port anchor is a stockless 150kg with 110 meters of chain
• Starboard anchor is a stockless 180kg with 150 meters of chain
• Anchor windlasses are mounted on a raised, guttered platform
• 37” Circular watertight flush hatch into forepeak area
• Stainless steel bell stand with bronze bell
• (2) Muir hydraulic windlasses, vertical with capstans and gypsies, each with footswitch and wired remote (Also remote windlass controls on the wheelhouse and flybridge)
• Anchors are 150 kilo stainless steel Poole N stockless, fitted with approximate 15mm open link chain, stopwaters are foam balls, chains are reported to be 80 fathoms on the port side and 44 fathoms on the starboard side
• Flush Plexiglass hatch into the crew area
• Aft port and starboard are welded seats in front of the weatherbreak, Glendinning shore power comes out through one of the seats
• Centerline is a door through the weatherbreak to the Portuguese bridge
• Weatherbreak is full welded box aluminum with a varnished teak cap
• Hatches leading into general storage
• Port and Starboard wing stations with start/stop switches, engine controls, steering, and bow thruster controls
• Custom aluminum low profile extending crane with all hydraulic lift, jib, and Kevlar cable. (It booms up, down, hydraulically rotates, and hydraulically telescopes. The mainframe of the crane is approximately 11 feet long, reported to be rated a 5,000 lb. capacity at full extension.)
• Hull was painted March 2019 Superstructure was 2017 with regular paint maintenance done

Safety Gear and Equipment

Safety Gear and Equipment: All safety equipment is meticulously maintained with proper annual services and all standard monthly checks preformed

• (5) Watertight compartments plus bow knuckle
• 220V bilge pump with 5-bilge manifold, 4 kW, 50 cycle
• 220V fire pump with (2) fire mains plus chain wash, 4kW,50 cycle (Note: Bilge and fire pumps cross connect)
• (5) Automatic bilge pumps
• (6) High water bilge alarms
• (10) Survival suits
• (44) Life jackets, including tenders
• (4) Throw rings with man overboard lights
• Line thrower
• (18) Handheld fire extinguishers
• (12) Approved smoke hoods
• (2) Full BA firefighting set ups, additional (2) BA bottles
• Automatic/manual fire suppression system for engine room (FM200)
• Fire Blanket
• Remote fuel shutoffs
• Remote fire dampeners for engine room ventilation
• Offshore trauma first aid kit
• Basic first aid kit
• Defibrillator
• Optical smoke alarms tied into alarm system
• (3) Full sets of SOLAS flares
• Full set of required running lights
• (4) Security cameras; (3) on deck articulated, and (1) fixed in engine room
• Smoke alarms and handheld fire extinguishers throughout accommodations, PFDs in closets for each bunk, all lower accommodations have pullout DC flashlights, master stateroom has an escape in the portside closet into the salon couch.
• (2) 6-man Solas A life rafts

There is a huge inventory of spares and parts on board for all systems

Cruising Example

June 30, 2018: MAVERICK completed a 1451 nautical mile trip from Auckland, NZ to Vanuatu. Cruising thru 30 knot winds, MAVERICK's fuel consumption was an amazing 1.59 gallons per nautical mile at an average speed of 9.6 knots. MAVERICK is a custom designed and built steel hulled, aluminum superstructure, all electric welded motor yacht, designed by Vripak Yachting International and built by the Kuipers Shipyard of Holland, in 2002. Her keel was laid in 2002, however. Her delivery date was 2003. She is an offshore expedition type motor yacht with a raked bow, transom stern, raised foredeck, raised wheelhouse, and is twin diesel engine powered. She has crossed the Atlantic and Pacific Oceans and is ready for more. Current owner has crossed the Pacific from San Diego to New Zealand via Marianas Islands (2800 nautical miles non stop) and Fiji. He has also cruised to Australia and Venatu a few times. She is a proven passage maker who can be operated by a small crew because of the extensive back up systems.

Maverick is offered for sale only to purchase a larger expedition vessel. She is in excellent condition with a recent complete paint job with slight color change on the hull (stars and stripes blue). Most cruising is at 9.6 knots burning 58 liters (15.3 gallons) per hour. This is incredibly efficient (1.5 gallons per nautical mile).

Maverick has received continual maintenance attention by an owner (owned since April 2010) who operates aircraft and is very familiar with good maintenance schedules. Oil samples have frequently been taken on the engines and the generators. Other than oil changes, sensor replacement, injector replacement, zinc replacement, and heat exchanger replacement very little work has been necessary over 45,000 nautical cruising miles on the engines and generators. Major Overhaul of both main engines completed in June/July 2019 as a preventative maintenance measure; counter at approximately 9800hrs, with now having approximately 500hrs on new counters which were installed at the same time as the overhaul. New cylinder heads, valves, pistons, liners and oil pumps were installed to prepare the vessel for future long range trips. Shafts pulled and bearings checked in April 2019. Plumbing and wiring in excellent condition.

Spares & Recent Maintenance

Recent Maintenance includes new computers for the DMP system, new LED overhead lighting, new gyro compass, two new dishwashers, two new washing machines, two new ice makers, new eisenglass curtains, complete exterior repaint, rebuilding of both tenders with new tubes on the large tender, one new Sea Recovery 33 gal/hour water maker.

• All artwork
• All artifacts
• All fishing equipment
• All dive and snorkeling equipment
• Owner’s personal equipment/ effects (binoculars, clothing, etc.)

Potential purchasers should assume that items on the vessel at the time of viewing, but not specifically listed on this sheet, are not included with the sale of the yacht. These specifications are believed to be true and correct but cannot be guaranteed.

Hull Thickness

• Aft deck 2.2 meters / 7.22 feet
• Saloon 2.1 meters / 6.89 feet
• Galley 2.0 meters / 6.56 feet
• Bridge 2.1 meters / 6.89 feet
• Master Bed 2.0 meters /6.56 feet
• Guest Bed 2.0 meters / 6.56 feet
• Flybridge 2.050 meters / 6.73 feet

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Cantiere delle Marche Launches Superyacht “Maverick”

• By Yachting Staff
• December 8, 2023

Italian shipyard Cantiere delle Marche, whose specialty is long-range explorer yachts from 85 to 154 feet length overall, has launched Maverick . It’s the first of three Flexplorer 146 yachts that are under construction.

Hull No. 1 is owned by Tom Schroder of FIL Brothers in Austria, whose support for the yard inspired co-founder and CEO Vasco Buonpensiere to state: “This yacht, in addition to its countless intrinsic virtues, holds a special place in our hearts because it belongs to an owner who has known and appreciated us to the point of becoming the major shareholder of our shipyard.”

Maverick has exteriors, naval architecture and engineering by Hydro Tec. The yacht’s interiors are by Francesco Paszkowski with Margherita Casprini.

Accommodations are for as many as 13 guests in seven staterooms, with quarters for six crew. And make no mistake: This is an explorer yacht that is expected to take those owners and guests far, far away from the docks.

The yard says it’s planning to document every leg of an upcoming multiyear journey that the owner plans to undertake around the world, with destinations likely to include Iceland, Greenland and northern Canada. Maverick ’s steel hull is built 22 millimeters thick at the waterline to be able to handle the icy waters the yacht will encounter in those locations.

Power is a pair of 1,300-horsepower Caterpillar ACERT diesels that the builder says propel Maverick to a top speed of 14 knots. Range is reportedly trans-Atlantic, with the yacht able to achieve 5,000 nautical miles at 10 knots.

Features that suggest how the yacht might be used in some of the planet’s most remote places include a custom A-frame crane that Advanced Mechanical Solutions built from carbon fiber with a lifting capacity of 4 tons. It will launch the tenders—including a custom 31-footer by Valerio Rivellini. The launching system keeps tenders out of the way, creating extra room on board for guest spaces such as a beach club with a gym, sauna and scuba-diving center.

For more guest relaxation (and amazing views), the yacht’s bulwarks fold down, expanding the aft deck into a more than 1,450-square-foot lounging space. There’s a swimming pool at the transom that, when covered, transforms into stowage for deck furniture. Inside, the salon is made to feel bigger with an asymmetrical design that allows crew passage to port but full-beam guest space to starboard. (It’s similar to the asymmetrical design of the Flexplorer 130.)

How long has Cantiere delle Marche been in business? Since 2010. The yard is in Ancona, Italy, a hotbed of yacht construction with many skilled craftspeople.

Take the next step: click over to cantieredellemarche.it

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Maverick 440 Hybrid

With the Maverick 440 Hybrid, you have an all-access pass to circumnavigate. The yacht provides unprecedented levels of comfort for life on board. Experience the most exotic anchorages with the shallow draft and the ability to dry out. Enjoy the luxury of silence when the sails are up or when the Oceanvolt Sail Drive electric engines are on.

The Maverick 440 Hybrid puts you at the forefront of  eco-friendly cruising.

Maverick 440

The Maverick 440 is designed for a couple or family who wish to sail around the world in comfort, while having the ability to do all the things they love and enjoy the places they visit.

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As standard, we fit the ICW-friendly mast on the Maverick 400.

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Oxford coach blasts Thames pollution as a national disgrace ahead of Boat Race with Cambridge

L ONDON (AP) — The coach of Oxford’s crew taking part in the Boat Race described the pollution in London’s River Thames as a “national disgrace."

Testing by a campaign group has found high levels of E.coli along a section of the Thames in southwest London that will be used for the historic race on Saturday.

Crew members have been warned about the risks of entering the water and advised to use a “cleansing station” at the finish area. The pollution has also cast doubt on the post-race tradition of throwing the winning cox into the water.

The company responsible for the upkeep of the Thames faces mounting financial difficulties that critics say should force the company to return to state hands.

Figures released by the Environment Agency showed the level of sewage spills into England’s rivers and seas by water companies more than doubled in 2023 compared to 2022, reaching 3.6 million hours of spills in 2023 compared to 1.75 million hours in 2022.

There has been no suggestion that the annual Boat Race between storied universities Oxford and Cambridge that dates to 1829 will not go ahead. The women's race will precede the men's event along the same 4.2-mile (6.8-kilometer) section of the Thames.

But Oxford coach Sean Bowden lamented the state of the water.

“It’s a national disgrace, isn’t it?” Bowden posed. “It would be terrific if the Boat Race drew attention to it. We are very keen to play a part and we recognize we have a role and a responsibility to it.

“Why,” he added in British newspaper The Daily Telegraph, “would you want to put your kids out in that?”

Invariably, the focus has turned to whether the winning crew will dunk its cox into the Thames at the end of the race.

“If there’s a health and safety problem, I don’t think we’ll be throwing him in because we don’t want to risk that,” said Harry Glenister, who has rowed for Britain and will compete for Oxford.

“It’s just too much of a risk. We support whatever the Boat Race is saying about the conditions in the water. We just hope we’ll win and then we’ll decide.”

Cambridge has won four of the last five men’s races and leads the rivalry 86-81.

Cambridge has also won six straight in the women’s race.

E.coli bacteria normally live in the intestines of healthy people and animals. Most strains are harmless, cause relatively brief diarrhea and most people recover without much incident, according to the Mayo clinic . But small doses of some strains — including just a mouthful of contaminated water — can cause a range of conditions, including urinary tract infection, cystitis, intestinal infection and vomiting, with the worst cases leading to life-threatening blood poisoning.

River Action, a campaign group, said the testing locations suggested the source of pollution was from utility company Thames Water discharging sewage directly into the river and its tributaries.

Thames Water, Britain’s largest water company, is facing huge pressure to clear up the river, though it insists that the elevated levels of E.coli are not necessarily its fault.

“I would point out that E.coli has many different sources,” the company's recently appointed chief executive Chris Weston told the BBC.

“It is not just from sewage, it is also from land run-off, it is from highway run-off, it is from animal feces. All of those things contribute to the problem and I am absolutely determined that, at Thames, we will play our part in cleaning up the problem and so the Thames is a river that people can use as they would like to everyday.”

Under a plan drawn up last summer, Thames Water was asking investors to inject close to 4 billion pounds ($5.05 billion) into the business over the next five years. However, on Thursday shareholders refused to make the first payment of 500 million pounds ($630 million) without a big increase in consumers’ water bills, a demand that the industry regulator denied.

Weston insisted it was “business as usual” at the debt-laden company as it has enough financial resources to survive into next year, by which time he hoped a new funding arrangement will have been agreed. However, the news has raised speculation that the company may have to be nationalized.

The parlous state of many of Britain's rivers, canals and coastlines is set to feature heavily in the general election, which is expected in the next few months. The main opposition Labour Party, which is way ahead of the governing Conservatives in opinion polls, has said it will make sure “new investment comes through to fix the broken sewage system without taxpayers being left to foot the bill."

AP sports: https://apnews.com/sports

Six presumed dead after cargo ship crash levels Baltimore bridge

BALTIMORE — A major Baltimore bridge collapsed like a house of cards early Tuesday after it was struck by a container ship, sending six people to their deaths in the dark waters below, and closing one of the country’s busiest ports.

By nightfall, the desperate search for six people who were working on the bridge and vanished when it fell apart had become a grim search for bodies.

“We do not believe that we’re going to find any of these individuals still alive,” Coast Guard Rear Admiral Shannon N. Gilreath said.

Jeffrey Pritzker, executive vice president of Brawner Builders, said earlier that one of his workers had survived. He did not release their names.

Up until then, Maryland Gov. Wes Moore had held out hope that the missing people might be found even as law enforcement warned that the frigid water and the fact that there had been no sign of them since 1:30 a.m. when the ship struck Francis Scott Key Bridge.

Moore expressed heartbreak after officials suspended the search for survivors.

"Our heart goes out to the families," he said. "I can’t imagine how painful today has been for these families, how painful these hours have been have been for these families."

It was a crushing blow to the loved ones of the missing men, who had waited for hours at a Royal Farms convenience store near the entrance of the bridge for word of their fate. 

Follow live updates on the Baltimore bridge collapse

The tragic chain of events began early Tuesday when the cargo ship Dali notified authorities that it had lost power and issued a mayday moments before the 984-foot vessel slammed into a bridge support at a speed of 8 knots, which is about 9 mph.

Moore declared a state of emergency while rescue crews using sonar detected at least five vehicles in the frigid 50-foot-deep water: three passenger cars, a cement truck and another vehicle of some kind. Authorities do not believe anyone was inside the vehicles.

Investigators quickly concluded that it was an accident and not an act of terrorism.

Ship was involved in another collision

Earlier, two people were rescued from the water, Baltimore Fire Chief James Wallace said. One was in good condition and refused treatment, he said. The other was seriously injured and was being treated in a trauma center.

Moore said other drivers might have been in the water had it not been for those who, upon hearing the mayday, blocked off the bridge and kept other vehicles from crossing.

“These people are heroes,” Moore said. “They saved lives.”

Nearly eight years ago, the Dali was involved in an accident. In July 2016, it struck a quay at the Port of Antwerp-Bruges in Belgium, damaging the quay.

The nautical commission investigated the accident, but the details of the inquiry were not immediately clear Tuesday.

The Dali is operated and managed by Synergy Group. In a statement, the company said that two port pilots were at the helm during Tuesday's crash and that all 22 crew members onboard were accounted for.

The Dali was chartered by the Danish shipping giant Maersk, which said it would have no choice but to send its ships to other nearby ports with the Port of Baltimore closed.

The bridge, which is about a mile and a half long and carries Interstate 695 over the Patapsco River southeast of Baltimore, was "fully up to code," Moore said.

National Transportation Safety Board Chairwoman Jennifer Homendy said that her agency will lead the investigation and that a data recorder on the ship could provide more information.

"But right now we're focusing on the people, on the families," she said. "The rest can wait."

President Joe Biden vowed to rebuild the bridge and send federal funds.

"This is going to take some time," the president warned. "The people of Baltimore can count on us though to stick with them, at every step of the way, till the port is reopened and the bridge is rebuilt."

Speaking in Baltimore, Transportation Secretary Pete Buttigieg echoed the president's promise.

"This is no ordinary bridge," he said. "This is one of the cathedrals of American infrastructure."

But Buttigieg warned that replacing the bridge and reopening the port will take time and money and that it could affect supply chains.

The Port of Baltimore, the 11th largest in the U.S., is the busiest port for car imports and exports, handling more than 750,000 vehicles in 2023 alone, according to data from the Maryland Port Administration.

Writer David Simon, a champion of Baltimore who set his TV crime drama "The Wire" on the streets of the city he once covered as a reporter, warned online that the people who will suffer the most are those whose livelihoods depend on the port.

"Thinking first of the people on the bridge," Simon posted on X . "But the mind wanders to a port city strangling. All the people who rely on ships in and out."

Timeline of crash

Dramatic video captured the moment at 1:28 a.m. Tuesday when the Dali struck a support and sent the bridge tumbling into the water. A livestream showed cars and trucks on the bridge just before the strike. The ship did not sink, and its lights remained on.

Investigators said in a timeline that the Dali's lights suddenly shut off four minutes earlier before they came back on and that then, at 1:25 a.m. dark black smoke began billowing from the ship's chimney.

A minute later, at 1:26 a.m., the ship appeared to turn. And in the minutes before it slammed into the support, the lights flickered again.

Maryland Transportation Secretary Paul Wiedefeld said the workers on the bridge were repairing concrete ducts when the ship crashed into the structure.

At least seven workers were pouring concrete to fix potholes on the roadway on the bridge directly above where the ship hit, said James Krutzfeldt, a foreman.

Earlier, the Coast Guard said it had received a report that a “motor vessel made impact with the bridge” and confirmed it was the Dali, a containership sailing under a Singaporean flag that was heading for Sri Lanka.

Bobby Haines, who lives in Dundalk in Baltimore County, said he felt the impact of the bridge collapse from his house nearby.

"I woke up at 1:30 this morning and my house shook, and I was freaking out," he said. "I thought it was an earthquake, and to find out it was a bridge is really, really scary."

Families of bridge workers wait for updates

Earlier in the day, relatives of the construction crew waited for updates on their loved ones.

Marian Del Carmen Castellon told Telemundo her husband, Miguel Luna, 49, was working on the bridge.

“They only tell us that we have to wait and that they can’t give us information,” she said.

Castellon said she was "devastated, devastated because our heart is broken, because we don’t know how they have been rescued yet. We are just waiting for the news."

Luna's co-worker Jesús Campos said he felt crushed, too.

“It hurts my heart to see what is happening. We are human beings, and they are my folks,” he said.

Campos told The Baltimore Banner that the missing men are from El Salvador, Guatemala, Honduras and Mexico.

Active search and rescue ends

The Coast Guard said it was suspending the active search-and-rescue effort at 7:30 p.m. Tuesday.

"Coast Guard’s not going away, none of our partners are going away, but we’re just going to transition into a different phase," Gilreath said at a news conference.

Maryland State Police Superintendent Roland L. Butler, Jr., said it was moving to a recovery operation. Changing conditions have made it dangerous for divers, he said. 

Butler pledged to "do our very best to recover those six missing people," but the conditions are difficult.

"If we look at how challenging it is at a simple motor vehicle crash to extract an individual, I'm sure we can all imagine how much harder it is to do it in inclement weather, when it's cold, under the water, with very limited to no visibility," he said.

"There's a tremendous amount of debris in the water," which can include sharp metal and other hazards, and that could take time, Butler said.

'A long road in front of us'

Built in 1977 and referred to locally as the Key Bridge, the structure was later named after the author of the American national anthem.

The bridge is more than 8,500 feet long, or 1.6 miles. Its main section spans 1,200 feet, and it was one of the longest continuous truss bridges in the world upon its completion, according to the National Steel Bridge Alliance .

About 31,000 vehicles a day use the bridge, which equals 11.3 million vehicles per year, according to the Maryland Transportation Authority.

The river and the Port of Baltimore are both key to the shipping industry on the East Coast, generating more than $3.3 billion a year and directly employing more than 15,000 people.

Asked what people in Baltimore can expect going forward, the state's transportation secretary said it is too early to tell.

"Obviously we reached out to a number of engineering companies, so obviously we have a long road in front of us," Wiedefeld said.

Julia Jester reported from Baltimore, Patrick Smith from London, Corky Siemaszko from New York and Phil Helsel from Los Angeles.

Julia Jester is a producer for NBC News based in Washington, D.C.

Patrick Smith is a London-based editor and reporter for NBC News Digital.

Phil Helsel is a reporter for NBC News.

Corky Siemaszko is a senior reporter for NBC News Digital.