Engineered for adventure - Oyster Yachts

Oyster SouthamptonPRACTICAL ENGINEERINGThe engineering team constantlystrives to reduce noise and vibrationin critical systems, whilst alsoensuring that they are easy tomaintain and service anywhere in theworld. Here, the engine room is beingassembled. Note the large stringersand separate cable ducts. The use ofcarbon/epoxy I beams reduces noisetransfer to the saloon above.mouldings by road from our specialistmoulders in Norfolk, so they arrive in theearly hours with a police escort. We alsohave specialist hull suppliers who can supplyany hull, in any material, including timberfor custom new builds, so this keeps usvery flexible.”All the Oyster hulls are built in vinylester/polyester GRP, with gelcoat as the final finish.The high degree of customisation means thatthe basic hull shapes are open to change.There is, for example, a choice of transomdesigns, with stretched versions also available.CUSTOM FITOUTThe main assembly hall has five bays,where two models being built side byside can be radically different, evendown to the basic hull shape at thestern. Here a 625 is in the foreground,with an 885 beyond. Group technicaldirector Harvey Jones describes thebuilds as ‘Production engineering forone-off yachts’.One customer’s good idea can often lead toother owner’s requests.“Of the 17 Oyster 82s we’ve produced todate, no two boats have been identical,” Jonessaid. “They are modified hugely—differenttransoms, different layouts, galleys in oppositeends and so on, but a lot of the joinerycarcasses are common to all, and this helpsreduce costs. Unlike some other semi-custombuilders, we’re willing to move structuralbulkheads, providing the yacht still conformsto certification requirements.“We haven’t fitted horribly complexsystems that could fail when furthest fromtechnical help,” Jones said. “Crewed boatsalways have expertise on board, but they stillhave to be fixable anywhere in the world withrelatively basic equipment. You can have a niceCAN-bus driven touch pad to work yoursystems, but critical components have manualoverrides as well.”Clever engineering systems are everywhere,such as the hydraulic power feeds for the bowand stern thrusters on the 885. These drawtheir power from the main engine gearbox,with variable trolling which adjustsautomatically. This allows the generators to beconfigured for the electrical loads, rather thanthe demands of the thrusters, so can besmaller. Additionally, a great deal of attentionhas been applied to soundproofing, withpumps attached to isolated bases and carbon Ibeams to minimise noise transfer.“Engineering is all part of the fun,” Jones said.“We get a lot of feedback from captains withideas we can use in future boats.”Adventurous sailing also extends to refitcustomers. The 34m (112ft) 1904 Gaff cutterMerrymaid at the Seno Pia glacier, PatagoniaRefitsAlongside the main production hall is anexpandable shed measuring 43m (141ft),which can be expanded for larger projects.This is entirely dedicated to refits, and hasbeen the focus of many of the Oyster Group’srecent high profile projects. During our visit, a25m (82ft) wooden schooner was havingmajor work done to her keel, with newgarboard planks and the removal of most ofher keel bolts. “This type of wooden classic iswhat SYS is traditionally known for,” Jonesexplained. “We really made our mark withthese kind of projects, something we willcontinue under the SYS brand.” The mostrecent refit has been the 1901 steamshipWindsor Belle, which involved the refitting ofthe triple expansion steam engine. The biggerthe challenge, the more the team seems toenjoy it.Going globalTo manoeuvre the Oyster brand onto more of aglobal platform, whilst promoting SYS’s longheritage of classic refits, a rebranding exerciseis underway. “Half our sales are to repeatcustomers, who want to see the Oyster logowhen they arrive here,” Jones said. “As such,we are now rebranding as Oyster YachtsSouthampton - Custom & Refit. This willdifferentiate us from Oyster Yachts Wroxham,where the smaller yachts are ‘personalised’rather than customised.”With the new build hall full, and plenty ofrefit enquiries, the rebranded operation isupbeat. “We’re going to be profitable this yearand the next,” Jones said. “We’re not a massmanufacturer, therefore the level we’re seeingnow is sustainable, so any pickup from here isa bonus. We’re lucky to have diversificationwith refits to fill any gaps in new builds, but,”he grins, without bothering to touch anywood, “recently we haven’t had any gaps.”Long may that continue.DECEMBER 2012 | www.SUPERYACHTBUSINESS.net 43