Review: Abeking & Rasmussen 98-meter superyacht 'Aviva'

Bridge Panel: It seems visibility would be great from a height of 55 feet, but the elongated foredeck necessitated the assurance of unobstructed views. However, due to the sheerline, in spite of the immense freeboard, one can see overboard when standing on the foredeck.

Ships Wheel: or lack thereof! Hard to recognize this as a ship’s wheel as it looks like the handlebars behind the fairing of cafe bike. The A&R logo is at center.

Bridge Office: situated directly behind the bridge, notice the bridge doors that separate at center. Spock approved.

Engineer's Station: Going deep into the belly of the beast, engineers enjoy an air conditioned and sound insulated space from which to monitor the mechanicals of the boat. The engineer's station is not only the room with the view, but is the ship’s epicenter for interpreting information and logistics. We would also speculate that a few posts on YF were made from this location.

Engines: The directive was for Aviva to have speed, stability, fuel efficiency, and to perform quietly. The twin 16 cylinder MTU 4000 M73L engines give a cruising speed of 14 knots maxing out at 20 knots. At 13 knots, the range is 6000 nautical miles. For the initial transatlantic crossing, the 5000GRT Aviva averaged 17 knots. On a trial run, 16.5 knots was achieved on one engine.

Plumbing: This is the Main SW Inlet crossover from which all machines requiring salt water are fed.

Fire, Bilge Pumps and associated valving in the Engine Room...

Drive System: A hybrid drive system was designed to allow the vessel to cruise ecologically, smoothly, and quietly at 11 knots using only the electric engines giving a rest to the MTUs and their near 200 gallons per hour consumption. It should be noted that the innovative hull design created a 30% decrease in drag which meant that less engine output, reduced horsepower, was required. This resulted in a savings for the initial engine purchase, fuel consumption, and usage of space.

Wiring: The impeccable engine room displays meticulous thought to boring components such as wiring. Wonder how many miles of wire were used? Not sure watt sparked my interest in that question…

Stabilization: From the onset, stability was a top priority. Gyro-based systems were ruled out due to size requirements. There are two independent systems that of course provide for redundancy, but the impetus was to have the stabilizers designed for maximum effect at specific speeds and at anchor. Rotating and oscillating retractable MagLifts are positioned amidships and can be used up to speeds of 16 knots. The MagLifts give 3 times the roll resistance as the fins. At higher speeds, the Quantum active fin system is engaged. In significant sea conditions, both systems can be used simultaneously. Happy reports are of comfortable alfresco dining at 18 knots in steep, breaking head seas.

Watermaker: The HEM water maker processes 80,000 liters per 24 hour cycle. In the background are the ETB Diesel Particle Filters for the two starboard gensets

Cu-Si treatment of the reverse osmosis water on its way to the storage tanks...

Engine Room Machine Shop: A mill & lathe stands ready to carve parts as needed.

Parts Bins: Provisions onboard Aviva aren't just food and drink. The machine shop on Aviva is packed with bins of bolts. The yacht is prepared for any foreseeable adversity with spare parts readily accessible.

Computer Server Room: The server room is an example of the interior doors and companionways throughout: no extrusions such as handles, knobs, or other perturbing bruise initiators

Ships Reference Library: In spite of the 50+ computers aboard, the reference library houses over 100 manuals. They are called “manuals” not “computerals” for a reason. It wasn't too many years ago that all systems information was sourced through bound books, something millennials find incomprehensible.

Tender Launch System: A 43’ Hunton tender was specifically designed for Aviva (not shown). Soft ride and durability were primary mandates, but the sleek look of the Hunton limo closely matched the styling of Aviva.

RIB Garage: a 33' Castoldi jet tender is located to port. A foldable t-top was fashioned to accommodate the height of the tender garage.

Forward structural support: Going rogue is a trademark of many of Aviva’s designs. Literally however, Aviva is the first yacht designed to be “rogue-wave proof.” Armored windows and encasement structural support in the main deck staterooms, forward deck, and the wheelhouse are the first lines of defense. The floors are armored as well as the back walls and headboards of the owner and VIP staterooms and will support 30 feet of water. Other considerations were segregation of electrical systems and water-tightness. Should the wheelhouse suffer water intrusion, all operating systems are duplicated so that navigation and communication can be controlled from a separate control room deep within the vessel.

Subsurface Efficiency: Notice the bulge beneath the waterline around midship? Essentially, this girl is being squeezed at the waist, effectively creating a SWATH hull-type. The hull actually narrows by 2 ½ to 3 feet along the waterline which reduces drag, helps minimize the bow wave and thus increases efficiency. As a byproduct of the design, the hull also presents greater stability at rest. Four Brunvoll thrusters, (2) 240kW & 350kW fore and aft, can move the yacht sideways even in 30 knots of side wind. The thrusters are enveloped in rubberized soundproof encasements as are the capstans and pipes for the ultimate in sound insulation.