Dunter III is a unique vessel, commissioned by the current owner and built to the highest specification specifically for the purpose of operating day charters in the rapidly changing and often challenging conditions around Shetland. Now offered for sale due to impending retirement she offers a rare opportunity to acquire a purpose built, all aluminium, coded vessel at a fraction of the costs you could expect to pay today.
Fully welded alloy construction with 5 internal watertight compartments and two external sponsons effectively providing a double skin along the majority of the waterline length she is ideally suited to service in adverse conditions. Twin Hamilton jet drives ensure the boat is highly maneuverable and capable of operating in shallow and obstructed waters without risk of the props becoming fouled or getting damaged. There is sufficient room to accommodate a full load of passengers within the heated deckhouse or in the protected cockpit with excellent all round vision from either standpoint.
Due for her next out of water inspection in 2016/17 and her current MECAL certificate due for expiry in March 2019 she is offered for sale with all gear to meet current coding standards for the MECAL issued SCV certificate she carries.
This is a unique vessel ready to work, with a motivated seller keen to see her under new ownership and trading again. For further details, including a video of the boat please contact the office. Lying in Lerwick and available to view by arrangement.
The current owner commissioned Colin Silvester, Naval Architect to design the vessel to his own specifications based on 10 years of operating tourist trip boats from Lerwick, Shetland. The basic hull form was based around the lines of the GRP production vessel as recommended by Colin Silvester. To ensure the boat was sufficiently robust the base design was modified to suit an alloy type construction and the installation of twin jet drives for operation in shallow waters.
Building of the boat started in Wales at the Steelboat Company with the nested plates cut and the basic hull form tack welded together before the company ceased trading. The hull and accompanying kit of plates were then moved north to Malakoff & Moore of Lerwick for completion and final fitting out.
Hull space split into 5 watertight compartments, all accessible via watertight doors and hatches. With two sponson type tanks fitted externally to the hull plating running for 3/4 of the waterline length from aft, increasing stability and effectively double skinning the hull in this area.
Access to all spaces below decks is via watertight hatches with the spaces being sub divided over the vessels length into a total of 5 separate watertight compartments.
Twin engines are located in a dedicated engine space accessed via the raised forward cockpit deck hatch of flush mounted Hercules deck hatch in the sole of the heads compartment. The engine space occupies the after section of the below decks hull with the tankage space immediately forward. The engine space is full sound insulated with the insulation meeting the MCA coding requirements in regards to fire standards and all insulation is sealed to prevent the absorption of water or oil. The ships batteries are located outboard of the engines port and starboard with the Mase 240v Generator mounted outboard and aft of the port engine. Foot plates are fitted over the gearboxes and drive shafts aft to ease movement around the engine space. Although limited in head room and with a relatively narrow passage between the port and starboard engines access around the engines is very good for routine maintenance. Removable deck panels above each engine allow the engines to be easily removed from the engine space and the current owners advise a single engine can be swapped out and the boat returned to service within 12 hours.
The twin stainless steel fuel tanks occupy the space immediately forward of the engine space. Both tanks are fitted with large side mounted access hatches allowing full access to the tanks internally for inspection and cleaning purposed. Both fuel tanks were fully drained and cleaned during the winter 2012/13.
Access to the aft void space is via a watertight door at the forward end of the tankage space. The aft void space contains the two plastic fresh water tanks, mounted outboard port and starboard and filled via independent fillers mounted on the side decks. The domestic sized hot water tank is mounted against the forward bulkhead of the compartment to port.
An automated fire alarm system is fitted with sensors in all below decks sealed compartments, an alarm panel is located overhead by the helm station.
The forward void space which occupies the forward section of the hull, aft of the forepeak and immediately below the helm station is accessed via a watertight door at the aft end of the galley. The forward void space is of a substantial volume and ideally suited to the storage of personal gear on a longer passage, lights are fitted within the void space.
Propulsion is via jet drives with both both engines coupled to jet units via 1:1.1 reduction ratio gearboxes. The inclusion of gearboxes within the drive train offers the skipper the best possible flexibility from the propulsion system and with one engine in neutral the boat remains perfectly maneuverable.
Having originally been fitted with Mermaid Marine Engines which proved unreliable the boat was re-engined in January 2006 with twin Yanmar units fitted. As part of a planned maintenance schedule in 2013 the port engine was replaced with a completely new unit of identical specification as the original. The port engine was then professionally overhauled to as original condition (invoice available) before being swapped for the original starboard engine. The Starboard engine is now being fully rebuilt to as new condition and is included with the ships inventory as a spare ready to fit, engine swap being possible in approximately 8-10 hours.
Both engines are fitted with full marine reversing gearboxes which allows the operator to fully back flush the jet drive units, clearing any obstructions or ropes etc which may have entered. There is also the added benefit of being able to run one engine at idle in neutral if operating in dirty water on a lee shore perhaps. The boat remains manouverable under one engine leaving the idling engine as a reserve should there be an issue with blocking the jet drive etc.
Ships batteries consist of 2 x 12V Bosch 0093x6702v batteries on port side; 2 x 12v Lucas Premium CV on starboard side; 1 x Numax CXV battery dedicated to starting on board generator.
The current owner reports combined fuel consumption over a working season as approximately 36ltrs per hour. The duty cycle for the season breaks down as roughly as 1/3 Idle or just above, 1/3 at cruising speed of 10kts, 1/3 at full load approximately 14-16kts depending on sea condition and load.
The boat has been designed for the purpose of operating as a day charter boat, catering for a full passenger load of 12 + 2 crew. In line with the design requirements the finish throughout the boat is utilitarian and serviceable with the focus very much being on ease of operation in adverse conditions.
At the forward end of the forepeak a collision bulkhead and opening watertight hatch mark the forward end of the accommodation space. The void space forward of the bulkhead serves as a self draining anchor chain locker. The fit out is basic and functional with limited panelling to conceal the vessels structure and hull plating. Galley on port side, pressurised hot and cold water faucet. Full size domestic stainless steel sink with draining board. Work surface running forward of sink and thwartships along aft face of bulkhead. Above the work surface a storage unit is provided for mugs. Single bunk to starboard which also serves as gear storage for passengers personal items. At the aft end of the galley work surface to port is a half height opening water tight hatch to access the forward void space. Centrally located within the forepeaks is a fixed ladder which serves as access or and escape route to the foredeck via another watertight opening deck hatch.
The deckhouse is fitted out with plywood panelling concealing the structure and plating of the superstructure. Again the deckhouse is designed to be flexible for whatever charter duties the boat is performing. Vision from inside the deckhouse is excellent with a range of toughened glass glazed portlights providing 360 degree vision and large overhead glazed portlights allowing passengers and crew vision above the boat. Helm station located to port of the companionway into the forepeak with all navigation instrumentation easily reached from the helmsman’s seat. Bench seating along portside with cave type storage lockers beneath. Saloon table centrally located, sliding on a stout pole and stows against deck head when not in use; leaving the central area of the deckhouse open and free of obstruction other than the pole. L-shaped settee to starboard, chart storage is provided behind the forward section of the settee with more storage provided beneath in cave type lockers.
The control station also houses the hardware for an onboard PA system, fitted with wireless microphones and a hard wired fist mic and the helm station. Watertight doors port and starboard of the control station provide access to cockpit.
The heads is located in a self contained module at the aft end of the cockpit to starboard. Again access is via a substantial door. Fitted out with seawater WC, sink with pressurised hot and cold water and fresh water rinse tank for ROV.
Forward of the cockpit the decks are designed to be accessed by crew only via either the opening forward deck hatch or via steps over the deep cockpit coamings to either the port of starboard side decks.
The actual foredeck area is compact and largely occupied by the Lofrans Tigres electric windlass. The coachroof structure extends forward from the windscreen leaving a small area of deck for crew to work on when anchor handling. In general the flair in the topsides keeps the boat very dry on deck however a wave breaker is fitted on top of the coachroof to provide additional protection for the windscreen from those stray waves which make in aboard in heavy weather. Well proportioned side decks run aft port and starboard with deep, solid toerails topped with sturdy solid alloy guard rails running full length aft to the coaming. Substantial mooring bollards are built into top of toerails.
Deep coamings completely enclose the cockpit area, cutting across the aft end of the side decks to meet the side of the deckhouse, keeping all passengers securely within the cockpit area and minimising the white water which finds its way into the cockpit when the conditions are adverse. Seating is provided within the cockpit on a seat pod over the raised centrally located watertight access hatch, a small bench seat on the starboard side over the bilge pump valve chest and on a selection of plastic chairs. The raised access hatch allowing access to the tankage space with a watertight access hatch into the aft void space, engine room and steerage compartment. Access gates are situated in the port side and transom of the cockpit coaming with the aft gate allowing full access to the swimming platform aft. A fixed ladder located between the doors into the deckhouse provides access to the upper observation platform. The observation platform is again enclosed by a stout coaming with solid guard rail above, seating is provided for a maximum of 2 person on plastic chairs.
In this case we are acting as brokers only. The Owner is not selling in the course of a business. whilst every care has been taken in their preparation , the correctness of these particulars is not guaranteed. The Purchaser is strongly advised to check the particulars and where appropriate at their expense to employ a qualified Marine Surveyor to carry out a survey and/or to have an engine trial conducted which if conducted by us shall not imply any liability for such engine on our part.
This vessel is offered subject to prior sale, price change, or withdrawal without notice.