FULL M E TA L
J AC K E T Designed to survive the worst nature can throw at her, Mulder’s aluminium marvel is the product of generations of Dutch boat-building wisdom Wo r d s – T i m T h o m a s PHOTOGRAPH: XXXXXX
P h o t o g r a p h y – C o u r t e s y o f Mu l d e r
Her solid and seaworthy hull means the Mulder 98 – built in aluminium – is a fine sea boat
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“This yacht started at 26 metres, then grew to 28 metres before ending up at 30 metres”
hen it’s blowing a steady 28 knots and gusting more, the North Sea feels as far from superyacht paradise as it’s possible to get – until, of course, you realise that paradise means a superyacht that can handle the worst of conditions while allowing you to relax in the best. The Mulder 98 Flybridge is the largest launch yet from this Dutch yard, but the DNA of her antecedent yachts runs through from her build quality to her external lines. The DNA runs through the yard, too. Founded by Dirk Mulder Sr in 1938, it is run by his son, Dirk Robert Mulder, while his grandson – Nick – joined the business four years ago. “My grandfather started building open dinghies,” Nick tells me over a warming cup of coffee, “then built boats with a mast on top. Then he built a seven metre yacht with an engine, a motor-sailer, and later without a mast – our first motor yacht. We grew in very small steps, but that means you always know what you are doing and know what to expect going into new projects.” The philosophy has served the yard well, with a range that has grown over 75 years to the 30 metre yacht I am now exploring. The family traditions have also been upheld thanks to an ongoing collaboration with naval architect Ginton and designer Guido de Groot, both of whom have worked with Mulder on several of the earlier models. “The hull was developed from scratch based on our knowledge of previous models,” Jaron Ginton explains. “This is a roundbilge, semi-planing hull instead of a hard chine hull as it creates less resistance. At an early stage we had already designed the propeller and shaft line, then designed the hull to accommodate the prop.” That seems the wrong way around, but does make sense – you end up with a hull and propulsion package that works in harmony, rather than adding a mismatched drivetrain late on as a compromise to your hull lines. The design process was more complicated for the 98. “We listened carefully to the client’s wishes,” Mulder explains, “the intended use, where and how the family is going to use the yacht, whether she would charter, and how often she would be cruised. This gives us a preliminary specification and indicates what kind of boat we are developing; from that we can estimate the budget before Guido (de Groot) or another designer comes in. But this yacht started at 26 metres, then grew to 28 metres before ending up at 30 metres.” For her lines, De Groot and Ginton worked closely. “Guido goes with his instinct,” Ginton says, “then we do the preliminary
Top: the fivepanelled windscreen and two side windows offer excellent cockpit visibility. Above: the large sundeck was customised to the owner’s wishes
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“During the build, the client came with a lot of extras, which shows our flexibility”
calculations and if the yacht is on the edge of stability we say ‘no’.” “The exterior design doesn’t allow for extreme beam,” De Groot continues, “as she is a more traditional design. You deal with the proportions that go with her lines.” As with other Mulder builds, her hull and superstructure are aluminium – a surprising choice, perhaps, for a range that sits comfortably in the GRP bracket, but one that Nick resolutely sticks by. “We’re not so fond of GRP,” he explains. “Aluminium is the most beautiful material to build a boat with.” While the hull fabrication is subcontracted to another company in Holland, the rest of the work – including carpentry, fit-out and engineering installation – is done in-house. “We are unique,” Nick adds. “We are one of the only yards of our size with nearly all disciplines in the yard.” To see the effect of this skill, take a walk through the beautifully finished interior. The client expressed a liking for the work of Frank Laupman at Omega Architects, so Laupman was drafted in to create the interior design. The result is a rich but unfussy décor centred on contemporary chic, with stained walnut the predominant wood finish. This is contrasted with brushed nickel inlays, while silk, wool, linen, Spinneybeck leather and wool-silk Tai Ping carpets create a luxurious ambience. Backlit honey onyx panels in the mullions between the saloon windows add further refinement to the main guest space. The layout is familiar, with a main deck saloon housing a dining area and seating area, separated by a low sideboard. Steps aft of the wheelhouse lead to the lower deck, where a full-beam master suite, VIP and two additional guest cabins make up the sleeping accommodation. To port, forward of the main saloon, a full stainless steel professional galley has been specified – quite an undertaking on a compact superyacht such as this. “During the build, the client came with a lot of extras, which shows our flexibility,” smiles Nick. “In fact, the client asked quite late in the build for a Rational steam oven – which draws 11 kilowatts of power! This meant we had to upgrade the generators, and the knock-on effects on the systems installation were considerable. But we try to integrate all a client’s wishes during construction.” The wheelhouse is the epitome of an efficient working environment, with five large windscreen panes and two side triangles giving good visibility. A guest sofa and a wheelhouse door complete the working area forward, while the crew space – designed for four – is accessed from the starboard side-deck or the swim platform. A decent mess, comfortable cabins and handy additional storage and freezer space are complemented by excellent headroom. The effect of an aft crew area means that the yacht has a lazarette in the stern – complete with a dive compressor – but the lack of a stern garage means the tender is carried either on the swim platform or the flybridge. The technical space not only shows a high level of mechanical installation, but also affords plenty of space for the engineer to work. The deck areas comprise the main deck aft and that generous flybridge part-sheltered by a fixed hardtop. “The sundeck was fully customised to the owner’s wishes,” de Groot explains. “We produced options including one with a spa pool, but this is what the owner wanted: a clear aft area with a tender crane, a long hardtop with four windows, a grill, a bar, and twin dining areas either side.” Seating and a central flybridge helm complete the upper deck. As if the owner’s additional requests were not enough, the yard moved home during the build, having finally outgrown the original 1938 location. “My father designed the entire (new) building with efficiency in mind,” Nick explains. “If it takes 40,000 man-hours to build a yacht and you can save 10 per cent through efficiency, that’s 4,000 man-hours saved, and this saving transfers directly to the client.”
This disruption has certainly not translated into compromised build quality or performance, with the twin Caterpillar C32 engines delivering a maximum speed of 22 knots. This is thanks to careful monitoring of the weight during the build, but also to Ginton’s process of designing the hull around the props and drivetrain. The hull features half-hidden semi-tunnels, while a Venturi-effect underwater exhaust keeps noise and fumes to a minimum. In fact, noise and vibration reductions were key targets for the yacht, and the results are impressive: while motoring out on our trials, and even in the swell, the yacht is creak-free and the lower deck cabins almost noise-free. With the seas doing their best to upset her, she handles the conditions well, while her gyro stabilisers still allow some roll in the quartering waves – no bad thing, as a totally stiff yacht can do more to induce seasickness than one with some movement. Heading upwind, the 22.5-degree half angle of the bow scythes comfortably through the waves at 12 knots, and with no slamming her ride is gentle, a little like riding on well-sprung suspension. The Mulder 98 Flybridge has benefited both from her integrated design by a team who know the range well, and from that step-by-step increase in size over the decades. It bodes well for the future. The new facility allows for two to three builds per year with a couple of additional slots for maintenance of existing Mulders, and theoretically the yard could now build yachts up to 50 metres or more. Not that that will happen any time soon. “We have a 29 metre due for delivery in spring 2015 and a 34 metre – our first over 300 gross tonnes – for delivery in the summer,” says Mulder. “We’re taking everything step by step.” As we moor up back in Scheveningen a bit wetter than when we left, I also feel a lot wiser about this solid, seaworthy and superbly realised new model. A comfortable pocket superyacht with every luxury, which can hold her own when the going gets rough? Paradise indeed. B
Opposite above: the contemporary main saloon features stained walnut, with brushed nickel banding creating a pleasing contrast. Opposite below: the owner’s cabin is spacious, with marble in the en suite (above)
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Mulder 98 Flybridge – Mulder Shipyard
Su ndeck
Main deck
Lower deck
VIP cabin: makes good use of the space in the bow
Professional: galley features a steam oven
All change: foredeck seating and dining area converts to a huge sunpad
10m
Tender: carried either on the sundeck or on the bathing platform
5m
Unusual: the crew quarters are aft of the engine room 0m
LOA 30m
C32, 1,685hp
bow and stern
Beam 7m Draught 1.9m
Speed (max/cruise) 22 knots/18 knots
Fuel capacity 17,000 litres
Tender 1 x 4.5m Williams 445 Turbojet
Displacement 110 tonnes
Generators 2 x Onan 27kW
Freshwater capacity 3,000 litres
Construction Aluminium
Engines 2 x Twin Caterpillar
Thrusters Side Power 550/40hp
Owner and guests 8
Classification RINA C @ HULL, MACH Y
Crew 4
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Naval architecture Ginton Naval Architects Exterior design Guido de Groot Design Interior design Omega Architects
Builder/year Mulder/2014 Zoeterwoude, Holland t: +31 71 561 23 25 e: info@muldershipyard.nl w: muldershipyard.nl