New Construction | Projects
Explorer 121 METERS | Explorer 40 METERS | Luxury Yacht 65 METERS | Luxury Yacht 105 METERS | Pilot Boat 10 METERS | Luxury Yacht 85 METERS | Explorer 80 METERS
Our team design and construction processes comply with the highest Italian production standards, while our engineering techniques and management comply with the strictest professional guidelines in the Italian naval industry. All our yachts comply with IMO ( International Maritime Organization ) and Marpol ( Prevention Maritime Pollution ) regulations. In addittion to its highly evolved technologies and advanced design techniques, Iurisci Shipyard Abruzzo Super Yachts make use of the expert skills of both Italian and international craftsmen, ensuring a high-quality finish and attention to detail. By combining exceptional creativity and extraordinary technique, the yard produces exciting, uncompromising projects that are unmistakably elegant and recognizable.
Our super yachts is designed in partnership with high-profile, international designers, so as to meet the high expectations of the most demanding clients. Yet, before our dedicated experts begin the work, our own naval architects, engineers, and outfitters will convert their sketches into working drawings, specifications, shop orders, and schedules, applying the latest technology and computer programs. ISA Superyachts proven design meets explorer yacht. Based on experiences with our reserch vessels, our explorer yachts offer a wide range of benefits. They feature outstanding sea-going stability and maneuvering characteristics. ISA Superyachts Explorer are designed to safely navigate into polar areas, using the most advanced environmental technologies. Our explorer yachts are equipped with our own purpose designed yacht equipment. From shell doors, from drawing board to delivery, the top explorer ISA Superyachts builder for your custom made product in high quality and just in time. ISA Superyachts combianes high functionality, safety and comfort.
We build in steel and all our welders are constantly updated with special training courses and are all in possession of licenses recognized by the most important organizations of international ship certification and come regularly re-qualified. About our ISA Superyachts they can be registered under any classification institute (Rina, Bureau Veritas, Abs ...) at the request of the owner and if this is not requested, each model is built anyway as if the request had been received.The certification adds value and prestige to the boat and guarantees the owner constant surveillance by the owner of the certifying body throughout the life of the boat. Certification is not, as many may think, a waste of useless economic resources, but an added value for the boat. The certification includes many obligations for the Shipyard that without it could work based on the concept of “Savings” rather than on that of future safety and durability. Every detail of the ship is taken into consideration and every detail is given a lot of importance. For each component installed a specific regulation is followed which provides all possible indications on how to install it, assemble it and work it. Nothing is left to chance or to the good faith of the yard as happens in other certifications.The only "CE" certification adopted by many shipyards is absolutely not comparable with the "real" naval certifications. Just take a look at the documentation that the yard is obliged to issue in order to be aware of this. In the case of a “CE” certification, the manufacturer of the asset, or rather the construction site, is required to issue a declaration of conformity (similar to a self-certification) and a owner's manual. In the case of a Ship the documentation in class "RINA or other classification body" accompanying the ship is completely different. Thousand of sheets containing diagrams, calculations, drawings, photos, certifications etc, will accompany yours ship.
For many years, the design, construction and sailing of yachts has been a fascinating art about which whole books are regularly published. This is because the science is too complex for precise solution – and indeed, few yachtsmen would wish it otherwise. Some tenable theories have, in fact, been evolved to help in explaining certain of the performance characteristics of sailing boats.A yacht, of course, obeys the fundamental theory described generally in this book for all surface ships. In addition, a yacht is subject to air forces acting on the sails and to water forces due to its peculiar underwater shape – forces which are negligible for ordinary surface ships. Sailing before the wind, a yacht is propelled by: (a) the vector change of momentum of the wind, defl ected by the sails; (b) lift generated by the sails acting as aerofoils; because an aerofoil requires an angle of incidence, yachtsmen prefer sailing with wind on the quarter rather than dead astern, particularly when fl ying a spinnaker, to give them more thrust. When sailing into the wind, the yacht is propelled only by a component of the lift due to the sails, acting as aerofoils. Lift and associated drag depend upon the set of the sails, their sizes, shapes, stretch and material, the angle of heel of the boat, the relative wind velocity and the presentation of the sails to the wind and to each other. Because the yacht does not quite point in the direction in which it is going and is also heeled, the hull too acts as an aerofoil, experiencing hydrodynamic lift and drag which exactly balance out the air forces when the boat is in steady motion. The transverse couple produced by air and water forces is reacted to by the hydrostatic righting moment to keep the boat in stable equilibrium. Large angle stability and dynamical stability are clearly of great importance. Longitudinally, the relative position of hydrodynamic lift, the centre of lateral resistance and the lateral component of air lift determine whether the rudder carries weather helm, or lee helm. Lee helm is dangerous because, if the tiller is dropped or the rudder goes free by accident, the boat will not come up into the wind but veer away and increase heel. Ideally, to minimize rudder drag, a yacht should carry slight weather helm in all attitudes and it is towards this ‘ balance ’ that yacht designers aim. The resistance of a yacht calculated or measured in the manner conventional for surface ships, is not a very helpful guide to the yacht designer. Minimum resistance is required at small angles of yaw and small angles of heel, and these are different from the conventional fi gures. Resistance in waves is also of considerable importance and varies, of course, with the response of the boat to a particular sea – because of augment of resistance due to pitching, a yacht may well sail faster in Force 4 conditions than it does in Force 5, or better in the Portland Reaches than off Rhode Island. A yacht designer must therefore achieve minimum resistance yawed, heeled and in waves, good longitudinal balance in all conditions and satisfactory stability. The rig must not upset the longitudinal balance and must give maximum performance for sail area permitted, in all conditions and direction of wind, particularly close to the wind. While some theory helps, the process overall remains much an art.
Fugure ( A )
Tugs perform a variety of tasks and their design varies accordingly. They move dumb barges, help large ships manoeuvre in confined waters, tow vessels on ocean voyages and are used in salvage and fi refi ghting operations. Tugs can be categorized broadly as inland, coastal or ocean going. Put simply, a tug is a means of applying an external force to any vessel it is assisting. That force may be applied in the direct or the indirect mode. In the former the major component of the pull is provided by the tug’s propulsion system. In the latter most of the pull is provided by the lift generated by the fl ow of water around the tug’s hull, the tug’s own thrusters being mainly employed in maintaining its attitude in the water. The main features of a tug (A Figure ) are an effi cient design for free running and a high thrust at zero speed (the bollard pull ), an ability to get close alongside other vessels, good manoeuvrability and stability. Another way of classifying tugs is by the type and position of the propulsor units: (1) Conventional tugs have a normal hull, propulsion being by shafts and propellers, which may be open or nozzled, and of fi xed or controllable pitch, or by steerable nozzles or vertical axis propellers. They usually tow from the stern and push with the bow. (2) Stern drive tugs have the stern cut away to accommodate twin azimuthing propellers. These propellers, of fi xed or controllable pitch, are in nozzles and can be turned independently through 360° for good manoeuvrability. Because the drive is through two right angle drive gears these vessels are sometimes called Z-drive tugs. They usually have their main winch forward and tow over the bow or push with the bow. (3) Tractor tugs are of unconventional hull form, with propulsors sited under the hull about one-third of the length from the bow, and a stabilizing skeg aft. Propulsion is by azimuthing units or vertical axis propellers. They usually tow over the stern or push with the stern.
Icebreakers and ice strengthened ships
The main function of an icebreaker is to clear a passage through ice at sea, in rivers or in ports so that other ships can use the areas which would otherwise be denied to them. Icebreakers are vital to the economy of nations such as Russia with ports that are ice bound for long periods of the year and which wish to develop the natural resources within the Arctic. Icebreakers need: ● To be specially strengthened with steels which remain tough at low temperature. ● Extra structure in the bow and along the waterline. ● High power propulsion and manoeuvring devices which are not susceptible to ice damage. The shape of the stern is important here. ● A hull form that enables them to ride up over the ice. This is one way of forcing a way through ice; the ship rides over the ice edge and uses its weight to break the ice. The ship may be ‘ rocked ’ by transferring ballast water longitudinally. The hull is well rounded and may roll heavily as protruding stabilizers are unacceptable. ● Good hull sub-division. ● Special hull paints. Icebreakers are expensive to acquire and operate. Other ships which need to operate in the vicinity of ice are strengthened to a degree depending upon the perceived risk. Usually they can cope with continuous 1 year old ice of 50–100 cm thickness. Typically they are provided with a double hull, thicker plating forward and in the vicinity of the waterline, with extra framing. They have a fl at hull shape and a rounded bow form. Rudders and propellers are protected from ice contact by the hull shape. Inlets for engine cooling water must not be allowed to become blocked.
Fishing vessels have evolved over thousands of years to suit local conditions. Fish which live at the bottom of the sea like sole, hake and halibut and those which live near the bottom like cod, haddock and whiting are called demersal species. Those fi sh which live above the bottom levels, predominantly such as herring and mackerel, are called pelagic species. There are also three fundamental ways of catching fi sh: (a) by towing trawls or dredges; (b) by surrounding the shoals by nets, purse seines; (c) by static means, lines, nets or pots. These distinctions enable fi shing vessels to be classifi ed in accordance with Figure ( A 1 ) . The commonest type of fi shing vessel is the trawler which catches both demersal and pelagic species. The trawl used for the bottom is long and stocking shaped and is dragged at a few knots by cables led to the forward gantry on the ship. When the trawl is brought up it releases its catch in the cod end down the fi sh hatch in the trawl deck. Operations are similar when trawling for pelagic species but the trawl itself has a wider mouth and is altogether larger. Trawlers suffer the worst of weather and are the subject of special provision in the freeboard regulations. They must be equipped with machinery of the utmost reliability since failure at a critical moment could endanger the ship. Both diesel and dieselelectric propulsion are now common. Ice accretion in the upperworks is a danger in certain weather, and a minimum value of GM of about 0.75 m is usually required by the owner. Good range of stability is also important and broaching to is an especial hazard. Despite great improvements in trawler design signifi cant numbers of vessels are lost every year and many of them disappear without any very good explanation. It is probable that such losses are due to the coincidence of two or more circumstances like broaching to, open hatches, choked freeing ports, loss of power, critical stability conditions, etc. To give adequate directional stability when trawling, experience has shown that considerable stern trim is needed, often as much as 5 degrees. Assistance in fi nding shoals of fi sh is given by sonar or echo sounding gear installed in the keel. No modern trawler is properly equipped without adequate radar, communication equipment and navigation aids. A typical stern fi shing trawler is shown in Figure ( A 2 ).
Figure ( A 1 )
Figure ( A 2 )
In order to detail the main design characteristics which may be expected on an Offshore Support Vessel, it is important to define the vessel types that are included within this category and therefore to define the roles that tehese vessels may be required to fulfil. The term Offshore Support Vessel can include many vessel types and it is unusual for one single vessel to only fulfil one particularfunction, therefore one vessel, such as theRockwater 1, can perform diving, ROV, survey and constructionsupport operations.The following introductions to the various functionsthat can be performed by the Offshore Support Vessel aretherefore provided as a general indication. More detailedrole specific design features will be examined further in the subsequent sections.
( MORE DETAILS WILL BE AVAILABLE AS SOON AS POSSIBLE )