This article provides an overiew of the basic boat systems and the design principles for MV Destiny. The over-riding theme has been to build a boat with systems which can handle any country or area of the world, and keep us in a comfortable living environment.
The Shipyard and Selene brand
Our yacht is based on the Selene 60 Classic Trawler yacht. The Selene range is built by Jet Tern Marine Co. Ltd in Zhuhai, China. The original Classic yachts were designed by their CEO and in-house naval designer, Howard Chen, with the more recent Ocean Explorer models designed by Dutch Naval Architect, Guido de Groot.
Selene were originally based in Taiwan (where Howard comes from) with a manufacturing plant in Dongguan, China. When the yard in Zhuhai was added, the larger yachts were built there and then in 2017 operations were all consolidated to the one shipyard.
Jet Tern build the Selene Classic range of trawlers, as well as the new models of the Selene Explorer range (from the 60 model upwards). The Explorer range has more modern styling, designed by the Dutch architect, Guido de Groot but is based on the same hull and mould. Jet Tern also build the “Artemis” brand of sports cruisers and are developing other yacht brands, such as a multi-hull. The range is constantly changing to take account of customer demands and the shipyard offers flexibility in the design, no matter which model you choose. Selene gives you the opportunity to build a custom yacht, but based on a tried and tested hull and basic configuration. Unlike most of their competitors, the range numbering is conservative – our 60 model yacht is actually almost 65ft LOA.
The Standard Boat
Selene Trawlers are “A” category vessels – built for offshore cruising and crossing oceans. They are designed as passage makers, but are equally suitable for long-term liveaboard coastal cruising. Technically, you could order the standard boat and have the equipment you need for coastal cruising – however, every new boat we are aware of has some extras added, even the most “keep it simple” ones.
The shipyard offer a standard options list – adding the common options like stabilisation, thrusters and a hard-top. There is also a standard set of choices for design options – such as materials and colours for curtains and canvas, counter tops and wood styling. If you stick with these choices, the shipyard can build a new yacht in around 18 months.
Below is the standard technical specifications for the Selene 60:
Alternatively, unlike their main competitor, Selene are more than happy to build a very customised yacht and to provide bespoke quotations for a specification exactly to suit your needs. Of course, this is the approach we took for Destiny – and this inevitably means the build process becomes more complex so it will take more time. As an owner, you will also need to have much more involvement in the process to ensure what you think you asked for is what you actually get!
Classic Ocean Trawler
Whilst we much liked the look of the new Ocean Explorer design, we felt the Classic model was literally that – more classic. We think it is more practical for ocean cruising with less emphasis on the luxury and more on the practicality. Our objective when we began the design process was to retain all the practicality of the classic design for all our basic boat systems. But, we wanted to modernise the interior with clean lines, square features, removing ALL the old fashioned louvre doors, stainless steel finishing – but all within the classic teak interior styling and not adopting what we call the “Ikea” boat style.
The 60 model is unique – it has its own mould (they have several moulds for this model, in fact). It isn’t used to “stretch” for a larger yacht and it’s the only standard layout with the commissary feature. The Selene range starts from 36/38 ft and the standard range goes up to 78 ft, although there have been “one off” yachts built in larger sizes. Our 60 therefore sits in the higher middle end of the range.
At 65ft, a couple can easily handle her without crew – if you are equipped with good basic boat systems and the right tools. However, there is the option to add a crew cabin in the aft area if you wish. She is “just about” big enough to accommodate all of the equipment we wanted for long term cruising but it is a bit of a squeeze. Certainly, if budget had allowed, another size or two up with the hull would not have been amiss! If we could have afforded the price, we would have made exactly the same layout as we have, but spread it out into a 62 or 66 hull.
Basic Technical Options
We chose a single John Deere 6090SMFM85 main engine, downrated to M1 with a 5-blade prop. The objective here was to achieve the best possible range for extended cruising and fuel efficiency. To this same end, we enlarged the fuel tanks as much as possible – which gave us 2200 USG in total. The jury is still out on the 5-blade prop as we believe this may have been a mistake, since the performance was not quite as we expected during initial sea trials. It was difficult to properly assess in river based sea trials carried out by the shipyard – so we await proper data after delivery of the boat.
We chose a get-home drive on PTO from our main generator as our backup propulsion. Once again, we are not yet convinced this was the right choice as the achieved speeds under PTO have not been encouraging in sea trial. However, we did weigh up all the options – which include twin engines and a single plus wing engine. There are pros and cons of each.
Stabilisation and Thrusters
We have upgraded the standard size fins for the 60 model by one size – we now have 9ft fins. We have chosen the ABT-Trac hydraulic system, which also offers us zero speed stabilisation, running from the main generator. As we have the hydraulic system, we have also opted for hydraulic thrusters bow and stern, and for hydraulic windlass and capstans.
These decisions all link together – the PTO get-home drive means we need the upgraded generator – therefore the hydraulic solution for thrusters was an easier decision. The large generator also drove the decisions on the electrical systems – as the generator needs to be sufficiently loaded when run to avoid glazing damage. So many decisions about the basic boat systems are driven by other decisions.
Since we intend to cruise around the world, our power system has been designed to handle 50hz or 60hz mains electrical supply, as well as 110V or 220V – or indeed any frequency or voltage. It also needs to cope with widely varying standards of shore supply at marina – from primitive places where supply is perhaps only 8A, to luxury marinas where will be able to draw the maximum 63A. We wanted to design our system to be able to take advantage of all “free” or “included” supply – such as making maximum use of a supply included in a berthing fee. We also included solar power in that requirement. One over-riding factor is that we never want to be short of power.
The result of these requirements is a complex electrical system which will keep our boat running at full power no matter where we are in the world or what power sources are available to us. We will prioritise the use of renewable energy sources (namely solar) where we can but not rely on them 100%.
Again driven from our plans to cruise around the world, we needed to be able to control the interior climate for the tropical heat as well as the arctic cold. We therefore have integrated air conditioning and heating systems, with chilled water cooling for lower power usage efficiency, a diesel central heating boiler running warm air heating and underfloor heating. Air conditioning capacity (BTU) was boosted significantly to handle the tropical climates.
Encompassing leading edge navigation electronics at both helm stations with a glass-bridge and state-of-the-art ships monitoring with Maretron, our boat is controlled, monitored and managed by an extensive NMEA2000 network. In addition, there is a CCTV system with a gyro stabilised day and night vision camera giving all-round view and other cameras throughout the boat. And, of course, an entertainment system for music and satellite TV in any room, mobile communications systems and an office network.
Covering fresh water, grey water and black water we have a number of smart solutions. Of course a traditional desalinator water maker system supplies fresh water needs. But we’ve also added UV treatment and additional filtration. We installed a city water hook-up for permanent water supply in marinas. There are water supply manifolds and circulation pumps. Also, an upgraded water heater with two elements so use heat exchangers on either engine OR generator. Power efficiency again with the objective of giving maximum flexibility to provide safe water for our needs, no matter where we are.
On the waste water side, we have installed high pressure pumps for tank cleaning. These double as anchor wash and, in reverse, as a crash pump. Waste water can be diverted to tanks or overboard – again flexibility depending where we are.
For washing the boat, we have built-in pressure washers on the flybridge and on the Portuguese bridge as well as a powerful anchor wash system using seawater.
Facts and Figures
|19.84m – 65’1″
|5.44m – 17’10”
|1.77m – 5’8″
|4.95m – 16’2″
|Fuel Capacity (increased)
|2200 USG – 8325 litres
|600 USG – 2270 litres
|8 knots @ 2100 rpm
|Fuel Consumption Cruise
|Approx. 21 litres per hour
|Single John Deere 6090SFM85
Downrated to M1 – 325HP @ 2100 rpm
The yacht is designed over three decks. The upper “flybridge” level has an exterior helm position as well as a good seating area, wet bar and barbecue. Behind the bridge is the boat deck where the tender is housed. The tender is lifted on and off the deck with a hydraulic crane and supported underway with a custom made cradle. Of course, all boat systems are replicated at each helm.
The middle “saloon deck” has an open plan saloon with walk through to the galley and pilot-house. We have chosen for the “galley-up” option, where the galley is situated directly behind the helm in the pilot-house. This layout allows for a proper dining room table and chairs in the saloon. It is not the standard layout for the 60 model – normally, the galley is part of the saloon and a seating/dining table would be found behind the helm.
There are two staircases to the lower level deck. There is an open staircase from the pilot-house up to the flybridge – giving the more open plan layout. We have also opted to keep the staircase in the outside aft cockpit for easy access to the flybridge boat deck. This staircase is often deleted by choice.
Lower Cabin Deck
On the lower deck, there are three sleeping cabins. The master stateroom has a queen sized owners bed with en-suite head and shower. The forward VIP cabin has a queen sized island bed and the third guest cabin has bunk beds, and doubles as an office facility. The VIP and guest cabins share a head/shower which has en-suite access from the VIP cabin.
Aft of the master cabin is the commissary, which is situated between the sleeping quarters and the engine room. This provides a utility area unique to the 60 model, with washing machine, tumble dryer, large freezer, sink and storage. It also offers a dedicated electrical room for the electrical systems machinery and entrance into the engine room.
The engine room has plenty of head height – at least 6’3″ in most places. Sealed water-tight bulkheads at both ends keep the engine room secure. Aft of the engine room is the lazarette which is normally a storage and technical area, with steps down from the external swim platform. In our case, we extended the engine room aft by a foot to give more engine access space and to keep machinery contained within the engine room. We also modified the bulkhead to accommodate the larger generator and facilitate maintenance access to all sides. Our lazarette is therefore smaller than usual.
The engine room is full of technical equipment, apart from the engine itself. There are two generators, a fuel polishing system, the hydraulic system, fuel transfer, two workbenches on top of the generators, the central heating boiler built on top of the gearbox.
The lazarette is primarily a technical area with machinery and almost no storage, other than accommodating our bicycles and a few other odds and ends. Here you will find the water maker, air-conditioning chillers, steering systems, water treatment system, cable handing system for shore power, frequency converter for shore power, water heater and other technical stuff for various boat systems. We have also installed stainless steel tool cabinets with drawers for tools and spare parts.
We removed all the standard cabinetry which normally comes in the lazarette. Although we do have the standard teak and holly flooring fitted, we will be covering it with rubber matter for protection.
Externally, there is a cockpit area with seating and a small table. The cockpit staircase takes you quickly up to the flybridge boat deck. A large swim platform is accessed through secured transom doors on each side. We have chosen to have teak decks in this whole area, which we have treated for preservation. There are “staples” on the swim platform for safety and there is also a European style hydraulic passerelle fitted into the transom area.
Each side of the boat has a narrow side-deck. We chose for the standard model with both decks to allow full walk-round of the whole boat. There are also semi wide-body and full wide-body versions which remove one or both of these decks, making the interior saloon much larger. We have chosen for full teak side decks, and for wing doors, which close off the decks to prevent wind whistling down into the cockpit while on anchor.
Forward Deck and Bow
Walking forwards to the forward deck and the bow, there is a Portuguese bridge with a secure gate to the forward deck area. The bridge makes a very safe environment in high seas. With the secure area of the bridge, there are Dutch opening doors on each side of the pilot-house giving full access from the main helm to the decks on either side. We have also opted for the boarding gate at the stern (in the cockpit) and at the pilot-house level – for side boarding if moored alongside.
In front of the Portuguese bridge is a seating area and small removable table for relaxing. On the forward deck is a Samson post, the possibility of twin anchors and twin hydraulic windlasses with automatic chain counters. We have chosen to fit a single 100kg stainless steel Ultra anchor, with 150m of Cromox stainless steel chain. At this time, we have not fitted a 2nd anchor yet. The anchor chain lockers on each side offer large storage spaces for mooring lines and our inflatable fenders.
This article provides an overview of our Selene 6043 and the basic boat systems we have onboard. As more detail is added to our technical library we’ll update links in this article for further information. In the meantime, please don’t hesitate to comments/ask a question below – or to send us an email if there is anything you would like to know.