94 — By Capt. Bill Pike — May 2000
|Onyx and other sybaritic trappings? Yes, but the Destiny 94 has savvy engineering, too.|
I did a stint as an unlicensed and unwilling "Chief Engineer" on a 100-footer called the Glenwild some years ago. My responsibilities included everything from keeping the oil in the mains current to making sure the washing machine got properly fed and watered. Surprisingly, the job turned out to be an enjoyable one, with no screw-ups or criticisms, mostly because the Glenwild--or, more specifically, her engine room--was top-notch. While I was certainly pleased when a bonafide engineer finally came aboard and I returned to my cherished position as mate, the experience taught me one big thing: A well-engineered, simple-to-understand, over-spec'd engine room is incalculably valuable, not only to the chief engineer, but also to everybody else who has a schedule to keep, from other crew members to owners and their guests.
I was reminded of this lesson while touring the engine room of the sleek Destiny 94, a four-stateroom, raised-pilothouse motoryacht styled on the drawing boards in England, further designed and molded in Italy, and engineered and finished in Fort Lauderdale. What I saw there instantly reminded me of the old Glenwild, not so much because of any specific components or features--which were more sophisticated and numerous here--but because the Destiny's engine room is so expertly designed and equipped, it virtually guarantees years of trouble-free service.
The layout is classic: mains center stage, two soundbox-enclosed Northern Lights gensets and associated electrics aft flanking a watertight door (main access is through the transom), ancillaries outboard to port and starboard, and liquid systems forward. Such compartmentalization, coupled with full-beam expansiveness and headroom that pushes seven feet, is bound to facilitate immensely all mechanical and maintenance chores.
Specific instances of engineering excellence abound. For example, the two day tanks just forward and well outboard of the mains have big, dependable, GEMS magnetic-type sight gauges. Readable at a glance? You bet. Against the forward bulkhead on the starboard side is a fuel manifolding system as easy to follow as a good chart, with arrows and labels plainly marking suction and discharge sides. A bank of electronic GEMS tank gauges for the four fiberglass fuel tanks is above the manifold just inches from the sight gauges, a sensible juxtaposition. To port on this bulkhead, another manifold for the bilge-pump/fire-main system is marked with the same easy-to-figure arrows and labels. Two heavy-service, 7.5-hp HHLF pumps, each with gutsy, marinized-bronze innards, are plumbed into this system. Outboard of the port main, near the ladder for the secondary engine-room exit or escape hatch, these pumps serve two fire monitors on deck, fore and aft, as well as individual bilge-pickups for each of the five watertight compartments. The two pumps are cross-connected for redundancy.
On the other side of the machinery spaces, a 1,600-gpd FCI watermaker is outboard of the starboard main, mounted atop the same kind of rubberized isolation mounts that protect most of the other vibration-prone ancillaries. Piping here, as elsewhere, is jewel-like, with corrosion- and fatigue-resistant cupronickel alloys for water or water-based liquids and 316L stainless steel for fuel and oil. To keep the Pirelli-tiled deck panels underfoot spotless, a reversible oil-change/fill system is directly linked to used- and clean-oil tanks and outfitted with dripless, quick-connect fittings. And finally, as if all these solid, maintenance-reducing features weren't enough, air pressure and temperature levels throughout the engine room are monitored and optimized by a Delta "T" ventilation system.
This article originally appeared in the May 2003 issue of Power & Motoryacht magazine.